Method and system for computing a trajectory for landing an aircraft

Abstract

To bring the aircraft in flight to the runway, the automatic trajectory generation system obtains a procedure, called STARI procedure, which provides a final trajectory that the aircraft can fly to land on the runway, so that from the entry point of the final trajectory or from any point above it, a holding pattern of predefined shape is flyable in order to dissipate energy if necessary. The automatic trajectory generation system then computes a lateral trajectory based on the performance adapted to the operating state of the aircraft, avoiding any terrain relief, meteorological obstacles and military zones between the current position of the aircraft and the entry point or the point above it. Thus, by linking the computed lateral trajectory with the final trajectory of the STARI procedure, an overall trajectory is obtained, including iterations of the holding pattern if necessary.

Description

Technical Field

[0001] This invention relates to a system for automatically and in real-time calculating the trajectory of an aircraft as it lands on a geographic reference runway, starting from its current geographical location and altitude. Background Technology

[0002] When an aircraft is in flight, it may be desirable to provide automated assistance to automatically determine a trajectory that will allow the aircraft to reach the runway. This assistance is particularly useful, for example, if the aircraft has only one pilot, and is especially advantageous when the pilot cannot determine the trajectory independently. In determining a flyable trajectory, many obstacles must be considered: terrain variations, weather obstructions, military no-fly zones, and the aircraft's operational status (cabin depressurization, engine failure, etc.). A flyable trajectory is a path that the aircraft can follow given a minimum (or predetermined) distance margin relative to any identified obstacle (terrain, etc.) at all points, and given its health condition (potential depressurization, engine failure, etc.).

[0003] In existing technologies, automatically and in real-time determination of such trajectories requires substantial computational resources, and especially significant computation time. Therefore, mitigating these drawbacks of existing technologies is necessary.

[0004] Of particular need is a solution that determines a safe trajectory to follow so that the currently flying aircraft can land on a georeferenced runway from its current geographic location and altitude. Even more particularly need is a solution that can determine this trajectory in a reduced time. Also need is a solution that can inform the pilot whether such a trajectory exists. And also need is a solution that can inform the pilot that a runway with such a trajectory exists in a list of georeferenced runways. Summary of the Invention

[0005] One object of the present invention is to provide a trajectory generation method for generating a trajectory that brings an aircraft in flight from its current position to a geographic reference runway. This method is implemented by an automatic trajectory generation system in the form of the aircraft's onboard electronic circuitry. The method comprises the following sequential steps: obtaining a protocol, referred to as the STARI protocol, applicable to the geographic reference runway and providing a final trajectory for approaching the runway, which, regardless of the aircraft's performance, can be flown by the aircraft to land, and in such a way that a predetermined loop-holding pattern is flyable from the entry point of the final trajectory or any point above it to dissipate energy if necessary; calculating a lateral trajectory between the aircraft's current position and the entry point or above it, based on performance adapted to the aircraft's operating state, thereby avoiding any terrain undulations, weather obstacles, and military no-fly zones; and providing an overall trajectory for landing the aircraft on the runway by linking the calculated lateral trajectory with the final trajectory provided by the STARI protocol, including one or more iterations of the loop-holding pattern if necessary. Therefore, by first obtaining the STARI procedure and then performing trajectory determination by calculating the lateral trajectory, the complexity of calculating the trajectory is greatly reduced, and thus the computation time required to determine a safe, flyable trajectory is also reduced.

[0006] According to a specific embodiment, to obtain the STARI protocol, the method includes the following steps: when a STARI protocol has been predefined for the runway and stored in a database, reading the STARI protocol from the database; and when the database does not store any STARI protocol for the runway, establishing the STARI protocol in real time. The STARI protocol is established in real time by: constructing the final approach trajectory; and finding a suitable entry point for the STARI protocol. The entry point found by the STARI protocol meets the following conditions: there exists a flyable trajectory to the entry point of the constructed final approach trajectory; and maintaining a loop pattern allows the aircraft to safely fly from the entry point of the STARI protocol to dissipate energy.

[0007] According to a particular embodiment, in order to find a suitable entry point for the STARI procedure, the method includes the following steps: assessing whether it is safe to implement a hold-loop pattern by placing the entry point of the STARI procedure at the entry point of the final approach trajectory and aligning the hold-loop pattern with the final approach trajectory, based on information about the elevation of the terrain around the runway; considering the entry point of the STARI procedure appropriate when it is safe to implement the hold-loop pattern based on the information about the elevation of the terrain around the runway; and performing a backward search for the entry point of the STARI procedure from the entry point of the final approach trajectory by applying a descent slope when it is not safe to implement the hold-loop pattern based on the information about the elevation of the terrain around the runway.

[0008] According to a particular embodiment, the backward search includes the following steps: exploring a path formed by a series of turns and / or straight sections within a predefined length of track segment, taking into account the aircraft's descent slope, turning radius, and speed consistent with the aircraft's operating state; assessing the safety of implementing a hold-around pattern by placing the entry point of the STARI procedure at the end of the explored path based on information about the elevation of the terrain around the runway; considering the entry point of the STARI procedure appropriate when it is safe to implement the hold-around pattern based on the information about the elevation of the terrain around the runway, and establishing a connecting track between the appropriate entry point of the STARI procedure and the entry point of the final approach procedure; and extending the explored path with a new segment and reassessing the implementation of the hold-around pattern when it is not safe to implement the hold-around pattern based on the information about the elevation of the terrain around the runway.

[0009] According to a particular embodiment, the ring pattern is maintained with a predetermined elliptical shape characterized by a radius r and a distance d, where the radius r is the radius of the two semicircles at the ends, the distance d is the distance between the two semicircles, and the radius r is defined according to the performance adapted to the operating state of the aircraft and increases with increasing altitude.

[0010] According to one particular embodiment, the method includes the steps of: determining a maximum altitude relative to the performance adapted to the aircraft's operating state, and determining a vertical trajectory profile that would take the aircraft to that maximum altitude. Additionally, the lateral trajectory is calculated following the determined vertical trajectory profile.

[0011] According to a particular embodiment, the vertical trajectory profile is optimized by the following steps to reduce the number of implementations of a predetermined hold-loop pattern that can be applied to the STARI protocol: obtaining the terrain elevation profile along the lateral trajectory; determining the descent vertex and corresponding descent trajectory to the entry point of the STARI protocol; and, if necessary, increasing the number of implementations of the hold-loop pattern by one unit until the obtained descent trajectory is flyable.

[0012] According to one particular embodiment, if the descent peak appears before the climb peak when the aircraft is climbing in an attempt to reach maximum altitude, the vertical trajectory profile is adjusted so that the aircraft performs the transition between the climb and descent phases at the intersection of the climb and descent slopes.

[0013] A computer program comprising instructions for implementing the method according to any of its embodiments when executed by a processor is also proposed. An information storage medium storing the instructions is also proposed for implementing the method according to any of its embodiments when the instructions are read from the information storage medium and executed by a processor.

[0014] An automated trajectory generation system for guiding an aircraft in flight from its current position to a geographic reference runway is also proposed. The system includes an electronic circuitry configured to perform the following steps: obtaining a protocol, referred to as the STARI protocol, applicable to the geographic reference runway and providing a final trajectory for approaching the runway, along which the aircraft can fly to land regardless of its performance, and such that a predetermined hold-loop pattern is flyable from the entry point of the final trajectory or any point above it to dissipate energy if necessary; calculating a lateral trajectory between the aircraft's current position and the entry point or above it, based on performance adapted to the aircraft's operating state, thereby avoiding any terrain undulations, weather obstacles, and military no-fly zones; and providing an overall trajectory for landing the aircraft on the runway by linking the calculated lateral trajectory with the final trajectory provided by the STARI protocol, including, if necessary, one or more iterations of the hold-loop pattern.

[0015] Furthermore, avionics devices that combine the aforementioned automatic trajectory generation system were proposed.

[0016] According to one particular embodiment, the avionics system includes an electronic circuitry system configured to: select a geographic reference runway; command an automatic trajectory generation system to generate a flyable trajectory to the geographic reference runway; and if the automatic trajectory generation system is unable to generate such a trajectory, select another geographic reference runway until a runway is found where the automatic trajectory generation system has managed to generate such a trajectory.

[0017] According to one particular embodiment, the electronic circuitry system of avionics equipment is configured to program the autopilot according to a flyable trajectory provided by an automatic trajectory generation system.

[0018] An aircraft is also proposed that includes the avionics described above in any of its embodiments. Attached Figure Description

[0019] The features of the invention described above, as well as other features, will become clearer when reading the following description of at least one exemplary embodiment, which is given with reference to the accompanying drawings, wherein:

[0020] [ Figure 1 This schematically shows a side view of an aircraft equipped with an automatic trajectory generation system;

[0021] [ Figure 2 This schematically illustrates an automatic trajectory generation system;

[0022] [ Figure 3 This schematically illustrates an example of the hardware architecture of an automatic trajectory generation system;

[0023] [ Figure 4 This schematically illustrates a trajectory generation algorithm implemented by an automatic trajectory generation system;

[0024] [ Figure 5 This schematically illustrates the STARI procedure acquisition algorithm implemented by an automatic trajectory generation system;

[0025] [ Figure 6 This schematically illustrates the STARI procedure generation algorithm implemented by an automatic trajectory generation system;

[0026] [ Figure 7 This schematically illustrates a side view of the final landing approach trajectory;

[0027] [ Figure 8 This schematically shows a top view of the final approach lateral trajectory for landing;

[0028] [ Figure 9A This schematically shows a side view of the final approach trajectory section with a forced descent angle before alignment with the runway.

[0029] [ Figure 9B This schematically shows a top view of a portion of the final approach trajectory for landing with a non-zero lateral approach angle before alignment with the runway.

[0030] [ Figure 10A This schematically illustrates a top view maintaining a circular pattern centered on the left.

[0031] [ Figure 10B This schematically illustrates a top view maintaining a circular pattern centered on the right.

[0032] [ Figure 10C The diagram schematically illustrates a top view of a left-side-centered retaining ring pattern in a particular embodiment, wherein the retaining ring pattern depends on the altitude at which it is applied;

[0033] [ Figure 10D The diagram schematically illustrates a top view of a right-centered retaining ring pattern in a particular embodiment, wherein the retaining ring pattern depends on the altitude at which it is applied;

[0034] [ Figure 10E This illustrates one implementation of a left-side centered, loop-shaped pattern, where it is not flyable depending on the terrain undulations near the runway.

[0035] [ Figure 10F This illustrates one implementation of a left-side-centered, loop-like pattern, which is flyable depending on the terrain undulations near the runway.

[0036] [ Figure 11 This schematically illustrates the STARI procedure generation algorithm implemented by an automatic trajectory generation system in a specific embodiment;

[0037] [ Figure 12A This schematically illustrates a top view of possible trajectory extensions in a backward search according to a first configuration;

[0038] [ Figure 12B This schematically illustrates a top view of possible trajectory extensions in a backward search according to the second configuration;

[0039] [ Figure 12C This schematically illustrates a top view of possible trajectory extensions in a backward search according to a third configuration;

[0040] [ Figure 13 This schematically illustrates a lateral trajectory determination algorithm implemented by an automatic trajectory generation system;

[0041] [ Figure 14A The schematic diagram illustrates the outline of the first vertical trajectory.

[0042] [ Figure 14B The schematic diagram illustrates the outline of the second vertical trajectory.

[0043] [ Figure 14C The schematic diagram illustrates the outline of the third vertical trajectory.

[0044] [ Figure 14D The schematic diagram illustrates the profile of the fourth vertical trajectory.

[0045] [ Figure 15 This schematically illustrates an example of a flyable lateral trajectory;

[0046] [ Figure 16 The diagram illustrates a vertical trajectory contour optimization algorithm implemented by an automatic trajectory generation system.

[0047] [ Figure 17 The diagram schematically illustrates the topographic elevation profile along a defined lateral trajectory.

[0048] [ Figure 18 An example of an optimized vertical trajectory profile is illustrated schematically;

[0049] [ Figure 19 This schematically illustrates another example of an optimized vertical trajectory profile when the descending vertex appears before the ascending vertex; and

[0050] [ Figure 20 This illustration schematically depicts a specific embodiment of an automatic trajectory generation system. Detailed Implementation

[0051] Figure 1 A side view of an aircraft 100 equipped with an Automatic Trajectory Generation (ATG) system 101 is shown schematically.

[0052] The ATG system 101 is one of the airborne electronic equipment. For example, the ATG system 101 forms part of the electronic circuitry system of the avionics system of the aircraft 100. Preferably, the ATG system 101 is integrated into the aircraft's computer, such as the flight management system (FMS) of the aircraft 100, or into a separate trajectory calculation system separate from the flight management system (FMS).

[0053] ATG System 101 is a flight assistance system used to determine in real time the safe, flyable trajectory that an aircraft 100 in flight should follow when landing on a geographic reference runway, from its current geographic location and altitude.

[0054] The term "runway" should be interpreted broadly, meaning that the runway can be a standard airport runway, a splashdown area, or an aircraft carrier runway.

[0055] ATG System 101 Figure 2 The diagram illustrates this schematically. The ATG system 101 is configured to acquire at input a set of information provided by avionics: the current altitude of the aircraft 100 (denoted as ALT), the current geographical location of the aircraft 100 (denoted as POS), the current speed or rate of the aircraft 100 (denoted as VEL), information about the health of the aircraft 100 (denoted as HLTH), and selected runway information (denoted as RW_SEL). The ATG system 101 is configured to provide trajectory information (denoted as T_INF) at output.

[0056] Health Information HLTH is a set of indicators representing the operational status of the aircraft 100. Specifically, HLTH indicates whether the cabin is depressurizing, whether all engines are running, and so on. Therefore, HLTH indicates whether any flight restrictions must be observed, such as the maximum altitude (ALT) to be reduced during cabin depressurization. max Or, in the event of an engine malfunction, performance may be reduced.

[0057] As will be reviewed here, a flightable trajectory is a trajectory that, given its health status (potential decompression, engine failure, etc.) as indicated by the health information HLTH, has a minimum (or predetermined) distance margin relative to any marked obstacle (terrain, etc.) at all points and that the aircraft 100 is able to follow.

[0058] To determine the trajectory information T_INF, the ATG system 101 uses information provided by a set of databases. More specifically: database DTDB (for “Digital Terrain Database”) 201, which provides terrain elevation information; database DMTDB (for “Digital Military Terrain Database”) 202, which provides georeferenced information for military no-fly zones; database WTDB (for “Weather Terrain Database”) 204, which provides georeferenced information for areas to be avoided due to weather conditions; and database PDB (for “Performance Database”) 203, which provides performance information of the aircraft 100 based on its operational status.

[0059] In one particular embodiment, the ATG system 101 also possesses information provided by the STARI DB (“Standard Destination Arrival Disability Database”) 205. The STARI DB 205 provides pre-established STARI protocols for one or more georeferenced runways, as described below.

[0060] The STARI procedure is a procedure that provides a final trajectory for approaching a runway under consideration, regardless of the performance of aircraft 100, enabling it to fly to a landing, and ensuring that a predefined shape of flyable sustaining pattern is flyable from its approach point or any point above it, in order to dissipate energy if necessary. In this sense, the STARI procedure is a special type of STAR (“Standard End Route”) procedure introduced here, which defines in a standard manner the trajectory to be followed by an aircraft traveling according to Instrument Flight Rules (IFR) to reach the airport.

[0061] The aforementioned database can be fully integrated into the computer system of aircraft 100. Before takeoff, the database is updated, for example, using the Electronic Flight Bag (EFB). The database can also be integrated into a ground-based computer system, such as the data center of the airline operating the aircraft 100. The database is then updated via air-to-ground communication (AGC). These two methods can be combined, preloading the database before takeoff and updating it during flight, for example, to account for real-time data evolution (weather conditions, etc.).

[0062] Figure 3 An example of the hardware architecture of the ATG system 101 is illustrated schematically, which includes the following components connected via a communication bus 300: a processor or CPU (“Central Processing Unit”) 301; random access memory (RAM) 302; read-only memory (ROM) 303, such as flash memory; a data storage device, such as an HDD (“Hard Disk Drive”), or a storage medium reader, such as an SD (“Secure Digital”) card reader 304; and at least one communication interface 305 that allows the ATG system 101 to interact with the avionics of the aircraft 100.

[0063] Processor 301 is capable of executing instructions loaded into RAM 302 from ROM 303, external memory (not shown), storage media such as an SD card, or a communication network (not shown). When ATG system 101 is powered on, processor 301 is capable of reading instructions from RAM 302 and executing them. These instructions form a computer program that enables processor 301 to perform the behaviors, steps, and algorithms described herein.

[0064] All or some of the behaviors, steps, and algorithms described herein can therefore be implemented in software by means of a programmable machine, such as a DSP (“Digital Signal Processor”) or microcontroller, executing a set of instructions, or in hardware by means of a machine or a dedicated component (“chip”) or a set of dedicated components (“chipset”), such as an FPGA (“Field Programmable Gate Array”) or ASIC (“Application-Specific Integrated Circuit”). Generally, the ATG system 101 includes an electronic circuit system designed and configured to implement the behaviors, steps, and algorithms described herein.

[0065] Figure 4 The trajectory generation algorithm implemented by the ATG system 101 is illustrated schematically.

[0066] In step 401, the ATG system 101 obtains the selected runway information RW_SEL. For example, the runway in question is selected by avionics from a predetermined list of runways. The selected runway information RW_SEL includes a geographic reference for the runway in question, as well as the following references. Figure 7 Additional information in the description.

[0067] In step 402, the ATG system 101 obtains the STARI protocol suitable for the selected runway. The STARI protocol defines the entry point SEP (“STARI Entry Point”) and the hold-loop pattern that can be safely applied by the aircraft 100. This aspect is described below.

[0068] In the first embodiment, the STARI procedure is calculated in real time by the ATG system 101. In the second embodiment, the STARI procedure is retrieved from the STARI database DB 205 by the ATG system 101. A specific embodiment will be referenced below. Figure 5 describe.

[0069] In step 403, the ATG system 101 calculates the lateral trajectory between the current position POS of the aircraft 100 and the entry point SEP (“STARI entry point”) of the STARI protocol obtained in step 402. The trajectory calculation avoids terrain undulations defined by terrain elevation information from database DTDB 201, military zones defined by database DMTDB 202, and weather obstacles defined by database WTDB 204. Regarding areas and military zones to be avoided due to weather conditions, these can be defined as terrain elevation information with lower and upper limits. For example, the lower limit for a military zone is zero, and the upper limit represents a very high altitude, or even an infinite altitude. Thus, storm clouds can also be defined so that it is possible to pass beneath them. Furthermore, the trajectory is calculated taking into account the aircraft 100's performance (ability to change course, etc.) and velocity VEL provided by database PDB 203.

[0070] As described below, the lateral trajectory is preferably based on the ALT (Altitude Line) designed to enable the aircraft 100 to reach its maximum cruising altitude. max The vertical trajectory profile is used for calculation. The ATG system 101 defines altitude (ALT) based on health information HLTH. max .

[0071] In step 404, the ATG system 101 provides overall trajectory information T_INF for reaching the selected runway. To this end, the ATG system 101 obtains the overall trajectory by linking the lateral trajectory calculated in step 403 with the STARI protocol obtained in step 402. When the lateral trajectory calculated in step 403 exceeds the entry point SEP of the STARI protocol, one or more iterations of the loop-keeping pattern are inserted to link the lateral trajectory calculated in step 403 with the STARI protocol obtained in step 402, thereby allowing the aircraft 100 to safely reduce its altitude. The required number of loop-keeping pattern iterations depends on the performance of the aircraft 100 and the altitude difference to be compensated.

[0072] According to one embodiment, the overall trajectory information T_INF is a graphical description of the trajectory in question on a screen in the cockpit of aircraft 100. According to another embodiment, the overall trajectory information T_INF is a description of the trajectory in question that can be interpreted by the autopilot of the avionics of aircraft 100. In this case, the autopilot is programmed with the trajectory in question to bring aircraft 100 onto the runway. According to yet another embodiment, the overall trajectory information T_INF is a description of the trajectory in question transmitted in signal form to air traffic control (ATC) services.

[0073] See below for reference Figure 13 and 14AAs described in 14D, the vertical trajectory profile is preferably calculated by the ATG system 101 to allow the aircraft 100 to reach the maximum altitude (ALT) when necessary. max Furthermore, after step 403, the ATG system 101 preferably optimizes the vertical trajectory profile between the current position POS of the aircraft 100 and the entry point SEP of the STARI procedure to minimize the required number of iterations to maintain the loop pattern. This aspect will be referenced below. Figure 16 describe.

[0074] The process begins by defining the STARI protocol, which can be applied to determine the flyable trajectory to be followed from the current position of the aircraft 100. Subsequently, the ATG system 101 calculates the maximum altitude (ALT) to reach the entry point of the STARI protocol or a point above it. max The lateral trajectory is determined. This partitioning of the trajectory significantly reduces the complexity of trajectory calculation and, consequently, the computation time required to determine a safe, flyable trajectory. From another perspective, the proposed scheme makes it possible to reduce the amount of processing resources required to determine a safe trajectory to the target runway within the same computation time.

[0075] Another advantage is the ability to predict how the aircraft 100 can dissipate energy when necessary by implementing a hold-and-loop pattern generated by the STARI protocol. Another advantage is the ability to predict the aircraft's final approach path. This predictability is an undeniable advantage for air traffic control (ATC) and any other aircraft in the nearby airspace.

[0076] Figure 5 The STARI procedure acquisition algorithm implemented by ATG system 101 is illustrated schematically. When the STARI database DB205 is available to ATG system 101, the implementation... Figure 5 The algorithm.

[0077] In step 501, the ATG system 101 obtains the selected runway information RW_SEL.

[0078] In step 502, the ATG system 101 checks whether the STARI procedure for the selected runway RW_SEL has been predefined in the STARI database 205 and stored in the STARI database 205. If so, proceed to step 503; otherwise, proceed to step 504.

[0079] In step 503, ATG system 101 reads the STARI protocol from database STARI DB 205. ATG system 101 thus obtains the entry point SEP of the STARI protocol in question to determine the geographic location and the minimum altitude at which the calculated lateral trajectory should end. ATG system 101 also obtains the applicable hold-loop pattern and the final approach trajectory to be applied from the entry point SEP of the STARI protocol for landing on the runway in question.

[0080] In step 504, assuming no STARI procedure exists for the selected runway, the ATG system 101 generates a STARI procedure applicable to that runway. This aspect will be referenced below. Figure 6 describe.

[0081] In optional step 505, ATG system 101 saves the STARI procedure generated in step 504 in database STARI DB 205 so that it can be reused by aircraft 100 or another aircraft to land on the runway in question.

[0082] Figure 6 The STARI procedure generation algorithm implemented by ATG system 101 is illustrated schematically. Implementation occurs when the STARI database 205 is unavailable to ATG system 101, or when the STARI database 205 does not yet contain any STARI procedures for the selected runway RW-SEL. Figure 6 The algorithm.

[0083] The generation of STARI procedures is divided into two parts:

[0084] 1. Construct the final approach trajectory;

[0085] 2. Search for the appropriate entry point SEP for the STARI procedure.

[0086] The appropriate entry point SEP for the STARI procedure ensures that:

[0087] - There exists a flyable trajectory leading to the entry point of the constructed final approach trajectory;

[0088] - There exists a safety-maintaining ring pattern with a predefined shape starting from the entry point SEP to dissipate energy.

[0089] Therefore, in step 601, the ATG system 101 obtains information about the terrain elevation around the selected runway RW_SEL from the database DTDB 201. Typically, the ATG system 101 obtains terrain elevation information around the selected runway RW_SEL or within a predetermined perimeter of the airport containing the runway.

[0090] In step 602, the ATG system 101 calculates the final approach trajectory. The ATG system 101 calculates the final approach fix (FAF), by... Figure 7 Point A in the diagram represents this.

[0091] exist Figure 7 In the diagram, the starting point of the runway is represented by point RW_S, and the ending point is represented by point RW_E. The length of the runway is RW_L.

[0092] To ensure compatibility with any landing system used, the ATG system 101 receives the glide slope angle α and the glide slope intercept altitude h1 at the input. Therefore, the final approach positioning (FAF) can be easily calculated using trigonometric methods, and the distance from the runway RW_S starting point is d1.

[0093] The ATG system 101 also receives distance d2 at the input, which represents the distance before the final approach positioning (FAF) at which the aircraft 100 should be aligned with the runway. Adhering to this distance d2 may be important in the case of an image-based landing assistance system to allow for proper truncation of the glide slope. Alignment with the runway is then achieved at point B, as... Figure 7 As shown. Below the straight line segment connecting points B and A, the vertical margin VM should have no terrain undulations. This vertical margin gradually decreases from point A to the starting point of runway RW_S, as shown. Figure 7 As shown.

[0094] Then, point B is the entry point of the final approach trajectory.

[0095] Angle α, altitude h1, and distance d2 are included in the selected runway information RW_SEL.

[0096] Lateral allowance LM should also be observed in the lateral direction, such as Figure 8 As shown. This lateral margin gradually decreases from point A to the starting point of runway RW_S, as... Figure 8 As shown.

[0097] Vertical margin VM and lateral margin LM are predetermined values ​​that enable the instrument to navigate safely, i.e., to ensure a safe, flyable trajectory.

[0098] Furthermore, if necessary, a glide slope angle δ can be imposed before point B, such as... Figure 9A As shown. Figure 9B As shown, a lateral approach angle β can also be imposed to the right or left relative to the axis of runway L.

[0099] In this case, point C is the entry point of the final approach trajectory.

[0100] Once the final approach has been constructed, the search for the entry point SEP of the STARI protocol can begin. Thus, in step 603, the ATG system 101 applies a hold-loop pattern. The hold-loop pattern has a predetermined elliptical shape, characterized by a radius r (the radius of the two semicircles at the ends) and a distance d (the distance between the two semicircles), as shown below. Figure 10A and Figure 10B As shown. Figure 10A One implementation is shown, maintaining a circular pattern centered on the left side, while Figure 10B This illustrates one implementation method that maintains a circular pattern centered on the right (the direction of flight of the aircraft is determined by...). Figure 10A and 10B The arrow indicated by "dir" is shown in the image. The location of the entry point SEP in the STARI procedure is predefined in the hold-the-loop mode. In this case, the lateral margin LM and vertical margin VM should also be free from any terrain undulations. Aircraft 100 can use hold-the-loop mode at a constant altitude or during descent.

[0101] The radius r and distance d are predetermined. Preferably, the radius r and possible distance d are set according to the performance of the aircraft 100 defined in the database PDB 203.

[0102] In one particular embodiment, the radius r varies according to the altitude of the aircraft 100. For example, the radius r varies with the altitude range. The higher the altitude, the larger the radius r. The higher the aircraft 100 exceeds the entry point SEP of the STARI protocol, the faster the aircraft 100 travels, and therefore, the larger the turning radius it can perform. The circular pattern maintains its shape, but its proportions vary according to altitude, such as... Figure 10C As shown, the two hold modes with different altitudes are displayed centered on the left, and in Figure 10D In the image, two different altitude-keeping modes are displayed centered on the right. It should be noted that this is only for ease of reading. Figure 10C and 10D The margin LM is not shown. Therefore, the circular pattern is characterized by the radius r = r1 at altitude A1, while the circular pattern at altitude A2 > A1 is characterized by the radius r = r2 > r1. The circular pattern maintains the same distance d.

[0103] During step 603, the ATG system 101 uses a flat hold-loop pattern, i.e., a pattern with a constant altitude. Based on the terrain elevation information obtained in step 601, the ATG system 101 assesses the safety of implementing the hold-loop pattern by placing the entry point SEP of the STARI procedure on the entry point of the final approach trajectory, as obtained at the end of step 602. The ATG system 101 aligns the hold-loop pattern with the final approach trajectory calculated in step 602 (e.g., ...). Figure 10E and 10F (as shown), and check whether maintaining the loop mode can be implemented without the risk of collision with the terrain undulations of 1000 at the considered altitude. Figure 10E A top view of an implementation of a circular pattern centered on the left is shown, in which it is not flyable due to the undulations of the terrain at the considered altitude of 1000. Figure 10F A top-down view is shown of one implementation of a left-centered loop-keeping pattern in an alternative terrain configuration, which is aviable depending on the undulations of terrain 1000 at the considered altitude. If the implementation of the left- or right-centered loop-keeping pattern is not aviable, the ATG system 101 tests an implementation of the other-sided-centered loop-keeping pattern.

[0104] In step 604, the ATG system 101 checks whether the hold-the-loop pattern applied in step 603 leads to the appropriate entry point SEP for the STARI protocol. If so, the generation of the STARI protocol ends and step 608 is executed; otherwise, step 605 is executed. In step 608, the ATG system 101 verifies that its entry point SEP is consistent with the STARI protocol for the final approach trajectory obtained at the end of step 602. Subsequently, this entry point SEP and any point above this entry point SEP are valid termination points for calculating the lateral trajectory. The STARI protocol thus verified also includes the hold-the-loop pattern implemented in step 603, which is verified to allow energy dissipation during runway approach.

[0105] In step 605, the ATG system 101 obtains the performance information of the aircraft 100 from the database PDB 203.

[0106] To ensure a flyable path exists between the entry point SEP of the STARI procedure and the entry point of the final approach trajectory, the ATG system 101 performs a backward search in step 606 from the entry point of the final approach trajectory obtained at the end of step 602. The ATG system 101 explores multiple paths until it finds an entry point SEP for which the loop pattern implementation is flyable.

[0107] To enable the aircraft 100 to easily follow the trajectory, the explored path consists only of a series of turns (arcs) and / or straight segments. Possible paths are explored considering the aircraft 100's descent slope, turning radius, and speed performance, consistent with the performance information obtained in step 605. A backward search is performed within a trajectory segment of predefined length. Preferably, left and right turns cannot be connected where there are no straight segments between them, such as... Figure 12A and Figure 12C As shown.

[0108] By performing a backward search while applying a descent slope, the environment in which the test remains in a circular pattern is less constrained by terrain undulations.

[0109] The backward search therefore explores a path consisting of a series of turns and / or straight sections within a predetermined length of track segment, considering the descent slope, turning radius, and speed of the aircraft consistent with the performance of aircraft 100 as previously provided by database PDB 203. On each newly added segment, ATG system 101 assesses the safety of implementing the hold-and-loop pattern by placing the entry point SEP of the STARI procedure at the end of the explored path, based on terrain elevation information. If the hold-and-loop pattern can be safely implemented based on the terrain elevation information, ATG system 101 considers the entry point SEP of the STARI procedure appropriate. Conversely, if the situation deteriorates, ATG system 101 extends the explored path with new segments and reassesses the implementation of the hold-and-loop pattern.

[0110] A specific embodiment of backward search will be referenced below. Figure 11 describe.

[0111] In step 607, the ATG system 101 checks whether a backward search makes it possible to find an appropriate entry point SEP for the STARI procedure. If so, the generation of the STARI procedure ends and step 608 is executed, whereby the ATG system 101 uses the thus found entry point SEP to verify the STARI procedure; otherwise, step 609 is executed.

[0112] In step 609, ATG system 101 notifies that the STARI procedure cannot be defined based on the performance of aircraft 100. ATG system 101 therefore cannot find any flyable trajectory for landing aircraft 100 on the selected runway. Another runway should then be selected. This can be used by a trajectory calculation system, such as the flight management system (FMS) of aircraft 100. In practice, considering that such a trajectory calculation system can access a database including an ordered list of possible airports and runways for landing aircraft 100, for example, in an emergency after cabin depressurization, the trajectory calculation system submits runways to ATG system 101 in the ordered list. If ATG system 101 is able to find a flyable trajectory to the runway submitted by the trajectory calculation system, the trajectory is programmed into the trajectory calculation system and followed to land aircraft 100. If not, the flight management system (FMS) submits the next runway in the ordered list to ATG system 101.

[0113] Figure 11 The STARI procedure generation algorithm implemented by ATG system 101 is illustrated schematically in a particular backward search embodiment.

[0114] In step 1101, the ATG system 101 calculates the final approach trajectory. Step 1101 is the same as step 602 described above.

[0115] In step 1102, the ATG system 101 checks whether the final approach trajectory calculated in step 1101 is a flyable trajectory. If so, step 1104 is executed; otherwise, step 1103 is executed, in which the ATG system 101 notifies that a STARI procedure cannot be defined. Step 1103 is the same as step 609 described above.

[0116] In step 1104, the ATG system 101 inserts the location of the entry point of the final approach trajectory into the list OT (“open list”). The list OT is a list of active candidate trajectory points, i.e., those trajectory points that can be selected for further exploration in upcoming iterations of the backward search.

[0117] In step 1105, ATG system 101 places the most promising candidate in list OT into variable CN (“Current Node”), which is further explored during the current iteration of the backward search. Initially, only the entry point of the final approach trajectory is considered as a candidate. ATG system 101 removes this candidate from list OT so that it is no longer selected in subsequent iterations of the backward search. ATG system 101 also inserts the position pointed to by variable CN into list CT (“Closed List”). List CT contains previously explored paths and can reconstruct the trajectory of the entry point SEP of the STARI procedure to the entry point of the final approach trajectory, provided that such a suitable entry point SEP has been found.

[0118] In step 1106, the ATG system 101 obtains information from the database DTDB 201 about the topographic relief at the elevation considered in the location included in the variable CN.

[0119] In step 1107, the ATG system 101 applies a ring-like mode, as in step 603 above.

[0120] In step 1108, the ATG system 101 checks whether the application of the hold-the-ring mode in step 1107 leads to the appropriate entry point SEP of the STARI procedure. If so, the backward search ends and step 1109 is executed; otherwise, step 1110 is executed.

[0121] In step 1109, ATG system 101 verifies that its entry point SEP is a STARI protocol for points contained in variable CN. Using list CT, ATG system 101 reconstructs the trajectory by searching backwards from the entry point of the final approach trajectory obtained at the end of step 1101, making it possible to obtain the point and thus providing a connecting trajectory between the entry point SEP and the entry point of the final approach trajectory. ATG system 101 adds this connecting trajectory to the final approach trajectory, which is equivalent to extending the final approach trajectory.

[0122] In step 1110, the ATG system 101 extends the trajectory explored by the backward search by applying a predetermined climb slope (depending on the backward search) based on the performance of the aircraft 100 provided by the database PDB 203.

[0123] Theoretically possible extensions in Figures 12A to 12C It is schematically shown in the top view. Figure 12A In the process, when a previous position PN (“previous node”) on the backward search trajectory is linked to the current position CN being explored by a straight line segment, the trajectory can extend to the right and lead to a point NN. R ("Next node / right"), or guide to a point NN via a straight line segment.S ("Next node / straight"), or by turning left and leading to a point NN L ("Next node / left"). In Figure 12B In the process, when the previous position PN on the backward search trajectory is linked to the current position CN being explored by a left turn, the trajectory can be extended by a left turn and lead to point NN. L Or guide the point NN through the straight line segment. S Therefore, backward searching preferably prevents the trajectory from being extended to the right, thus avoiding a series of right and left turns with no straight segments in between. Figure 12C In the context of a backward search trajectory, when the previous position PN is linked to the current position CN being explored via a right turn, the trajectory can be extended to point NN via a right turn. R Or guide the point NN through the straight line segment. S Therefore, backward search preferably prevents the trajectory from being extended to the left to avoid a series of right and left turns with no straight segments in between.

[0124] In step 1110, based on the terrain elevation information obtained in step 1106, the ATG system 101 retains any possible extensions, i.e., any flyable extensions, only if it can maintain the aforementioned vertical margin VM and lateral margin LM. Therefore, in step 1111, the ATG system 101 inserts each flyable extension into the list OT for further exploration.

[0125] In step 1112, the ATG system 101 checks if the list OT is empty. If so, step 1103 is executed; otherwise, step 1105 is repeated to continue the search by looking backward.

[0126] Once the STARI protocol has been established, the ATG system 101 begins to determine a flyable lateral trajectory that enables access to the STARI protocol's entry point SEP or a point above it. In one particular embodiment, the ATG system 101 pre-determines the maximum altitude (ALT) that allows the aircraft 100 to reach, based on health information (represented as HLTH). max The vertical trajectory profile, such as Figure 13 The algorithm is illustrated schematically.

[0127] In step 1301, the ATG system 101 determines the maximum altitude ALT based on the health information HLTH and the performance of the aircraft 100. max In fact, the higher the aircraft 100 flies, the less the terrain undulation restrictions there are for finding a flyable lateral trajectory from position POS and at the speed VEL of the aircraft 100 to the entry point SEP of the STARI procedure (or a point above it).

[0128] Therefore, in step 1302, the ATG system 101 determines the highest possible vertical trajectory profile from the aircraft 100's position POS and altitude ALT based on the aircraft 100's health information HLTH and performance, that is, in order for the aircraft 100 to reach the maximum altitude ALT. max .

[0129] If the current altitude CA of aircraft 100 is equal to the maximum altitude ALT max If the altitude is not changed, then no change in altitude will be made. Figure 14A As illustrated schematically, it shows the profile of a flat vertical trajectory over time t. This is assuming the current altitude CA of aircraft 100 is higher than the maximum altitude ALT. max The vertical trajectory profile then descends to allow the aircraft to reach the authorized maximum altitude (ALT). max Flying, such as Figure 14B As illustrated. If the current altitude CA of aircraft 100 is lower than the maximum altitude ALT. max The vertical trajectory profile then climbs to allow the aircraft to reach its maximum altitude (ALT). max Flying in a relatively unrestricted environment (undulating terrain), such as in Figure 14C As shown schematically.

[0130] If the maximum altitude ALT max If the cabin decompression causes the altitude to drop below the aircraft's current altitude (CA) by 100, the vertical trajectory profile is calculated based on the cabin decompression protocol and follows a gradual descent, such as... Figure 14D As shown schematically.

[0131] Next, in step 1303, the ATG system 101 determines a flyable lateral trajectory that follows the vertical trajectory profile determined in step 1302. The ATG system 101 searches for lateral trajectories as follows:

[0132] -Based on the terrain elevation information provided by database DTDB 201, the elevation defined by the vertical trajectory profile, the speed VEL and performance of aircraft 100 provided by database PDB 203, the lateral margin LM and vertical margin VM are considered to avoid the undulations of the terrain.

[0133] -Based on the information provided by database DMTDB 202, and the speed VEL and performance of aircraft 100 provided by database PDB 203, lateral margin LM and vertical margin VM are considered to avoid military zones; and

[0134] - Avoid weather obstacles based on the altitude defined by the vertical trajectory profile, the speed (VEL) of the aircraft 100 provided by the database WTDB 204.

[0135] There are many obstacle avoidance pathfinding algorithms in the literature, which will not be discussed in detail here. Figure 15 Examples of flyable lateral trajectories are illustrated schematically with dashed lines. Two flyable trajectories, 1503 and 1504, are shown from the current position AP (“Aircraft Position”) of aircraft 100 to the entry point SEP of the STARI protocol. Trajectories 1503 and 1504 avoid undulations 1501 present at the flight altitude of aircraft 100 according to the vertical trajectory profile determined in step 1302, while adhering to lateral margins LM and vertical margins VM. Furthermore, trajectories 1503 and 1504 avoid areas 1502 that may correspond to military no-fly zones or weather obstacles.

[0136] If the ATG system 101 finds multiple suitable tracks, it selects the track to use by applying one or more predetermined selection criteria (e.g., shortest track). In a variant, the ATG system 101 informs the Flight Management System (FMS) of the various tracks found and delegates the decision to the FMS or another entity of the avionics system to follow.

[0137] Preferably, in step 1304, the ATG system 101 optimizes the vertical trajectory profile to reduce the number of implementations of the predetermined hold-loop pattern applicable to the STARI protocol. In fact, the lateral trajectory is determined based on the vertical trajectory profile determined in step 1302. According to this vertical trajectory profile, the aircraft 100 at altitude ALT... max The aircraft 100 is likely to reach the entry point SEP of the STARI protocol and therefore be above said entry point SEP. The aircraft 100 can dissipate energy and reduce its altitude through a predetermined hold-loop pattern. However, the number of predetermined hold-loop patterns can also be reduced by gradually reducing the altitude before reaching the entry point SEP by adjusting the vertical trajectory profile. A particular embodiment is provided by... Figure 16 The algorithm is illustrated in the diagram.

[0138] In step 1601, the ATG system 101 obtains the terrain elevation profile along the lateral trajectory determined in step 1303 from the DTDB database 201. This terrain elevation profile... Figure 17 The diagram is schematically shown. Vertical trajectory profile 1700 schematically shows the point above the entry point SEP of the STARI protocol, from the aircraft's position AP and current altitude CA. Terrain profile 1701 along the lateral trajectory has a significantly lower elevation ALT. max The highest point at an altitude of 1702.

[0139] In step 1602, the ATG system 101 determines the descent peak TOD and the corresponding descent trajectory to the entry point SEP of the STARI procedure. The descent peak TOD is the transition point from the cruise phase to the descent phase and is typically calculated by the aircraft's onboard flight management system (FMS). The descent peak TOD is determined while considering the absence of a hold-the-loop pattern. If the descent peak TOD determined thus guides a descent trajectory that remains drivable despite terrain undulations, the optimization ends. Otherwise, the number of hold-the-loop pattern implementations is incremented by one unit until the obtained descent trajectory is drivable (meets the vertical margin VM). An example of the descent trajectory thus obtained is shown in... Figure 18 It is shown schematically in the diagram.

[0140] Then, in step 1603, the ATG system 101 determines the number of times the loop pattern needs to be maintained for the vertical trajectory profile 1800, thereby modifying it to link to the entry point SEP of the STARI procedure, and in step 1604, the ATG system 101 adjusts the vertical trajectory profile accordingly.

[0141] If the aircraft is climbing in an attempt to reach its maximum altitude (ALT) max If the time-decreasing vertex TOD appears before the ascending vertex TOC, then specific optimizations are performed, such as... Figure 19 As illustrated schematically, the climb peak (TOC) is the transition point from the climb phase to the cruise phase. The vertical trajectory profile is then adjusted so that the aircraft 100 performs the transition between the climb and descent phases at the intersection of the climb and descent inclines. This intersection point can be easily determined using trigonometric methods.

[0142] In step 1605, the ATG system 101 performs an optimization adjustment of the overall trajectory as performed.

[0143] Figure 20 A specific embodiment of an ATG system is illustrated schematically. In this specific embodiment, the ATG system 101 includes a vertical profile manager 2001 (denoted as VP MGR), a STARI procedure manager 2002 (denoted as STARI MGR, for "STARI manager"), a lateral profile manager 2003 (denoted as LP MGR), and an optimizer 2004. The STARI procedure manager 2002 includes an electronic circuit system configured to implement the above-referenced... Figure 5 , 6 7, 8, 10A, 10B, 10C, 10D, 10E, and 10F may be referenced. Figure 9A and 9B And preferred reference Figure 11The described behavior. The Vertical Profile Manager 2001 includes an electronic circuit system configured to implement the above-described behavior. Figure 14A , 14B The methods described in 14C and 14D. The Lateral Contour Manager 2003 includes features configured to implement the methods described in the above references. Figure 15 The electronic circuit system described in the reference. Furthermore, the optimizer 2004 includes components configured to implement the above-mentioned reference. Figure 16 , 17 18 and Figure 19 The described behavior of the electronic circuit system.

[0144] The scheme disclosed above is based on decomposing the trajectory calculation into multiple sub-problems, which are simpler than seeking to directly determine the overall trajectory that makes the aircraft 100 land. This significantly reduces the processing time for achieving a flyable trajectory.

[0145] In one particular embodiment, the electronic circuitry of the avionics system of the aircraft 100 is configured to select a geographic reference runway and instruct the ATG system 101 to generate a flyable trajectory to reach the selected geographic reference runway. If the ATG system 101 cannot generate such a trajectory, another geographic reference runway is selected until a runway is found where the ATG system 101 manages to generate such a trajectory.

Claims

1. A trajectory generation method for generating a trajectory that carries an aircraft in flight from its current position to a geographic reference runway, the method being implemented by an automatic trajectory generation system in the form of the aircraft's onboard electronic circuitry, the method comprising the following sequential steps: Obtain the STARI protocol, which is applicable to the georeferenced runway and provides a final trajectory for approaching the georeferenced runway, which, regardless of the aircraft's performance, can be flown by the aircraft for landing, and makes a predefined loop pattern of a sustained shape flyable from the entry point of the final trajectory or any point above it to dissipate energy. The lateral trajectory is calculated based on the performance adapted to the operating state of the aircraft to avoid any terrain undulations, weather obstacles, and military no-fly zones between the current position of the aircraft and the entry point, or between the current position of the aircraft and a point above the entry point. A comprehensive trajectory is provided to enable the aircraft to land on the geographic reference runway by linking the calculated lateral trajectory with the final trajectory provided by the STARI protocol. This is achieved by performing one or more iterations of the loop-keeping pattern when the calculated lateral trajectory exceeds the entry point of the STARI protocol. To obtain the STARI procedure, the method includes the following steps: When the STARI procedure has been predefined for the geographic reference runway and stored in the database, the STARI procedure is read from the database; When the database does not store any STARI procedures for the georeferenced runway, the STARI procedures are created in real time as follows: Construct the final approach trajectory; Find a suitable entry point for the STARI procedure that meets the following conditions: there is a flyable trajectory leading to the entry point of the constructed final approach trajectory, and the circular pattern allows the aircraft to safely fly from the entry point of the STARI procedure to dissipate energy. To find the appropriate entry point for the STARI procedure, the method includes the following steps: Based on information about the terrain elevation around the georeferenced runway, the safety of implementing the hold-loop pattern is assessed by placing the STARI protocol entry point on the entry point of the final approach trajectory and aligning the hold-loop pattern with the final approach trajectory. When the maintaining loop pattern can be safely implemented based on information about the terrain elevation around the georeferenced runway, the entry point of the STARI procedure is considered appropriate; and When it is unsafe to implement a loop-keeping mode based on information about the terrain elevation around the georeferenced runway, a backward search of the STARI procedure entry point is performed from the entry point of the final approach trajectory by applying a descent slope.

2. The method as described in claim 1, characterized in that, The backward search includes the following steps: Explore a path consisting of a series of turns and / or straight segments within a predefined length of trajectory segment, taking into account the aircraft's descent slope, turning radius, and speed, which are consistent with the aircraft's operating state; Based on information about the terrain elevation around the georeferenced runway, the safety of implementing the loop-keeping pattern is assessed by placing the entry point of the STARI procedure at the end of the explored path. When the hold-loop pattern can be safely implemented based on information about the terrain elevation around the georeferenced runway, the entry point of the STARI procedure is considered appropriate, and a connecting trajectory is established between the appropriate entry point of the STARI procedure and the entry point of the final approach trajectory; and If implementing the loop-keeping pattern based on the information regarding the terrain elevation around the georeferenced runway is unsafe, the explored path is extended with new segments and the implementation of the loop-keeping pattern is reassessed.

3. The method as described in claim 1, characterized in that, The maintaining ring pattern has a predetermined elliptical shape characterized by a radius r and a distance d, where the radius r is the radius of the two semicircles at the ends, the distance d is the distance between the two semicircles, and the radius r is defined according to the performance adapted to the operating state of the aircraft and increases with increasing altitude.

4. The method as described in claim 1, characterized in that, Before calculating the lateral trajectory, the method includes the following steps: Determine the maximum cruising altitude related to the performance adapted to the operating conditions of the aircraft; Determine the vertical trajectory profile that will bring the aircraft to the maximum cruising altitude; Furthermore, the lateral trajectory is calculated while following the determined vertical trajectory profile.

5. The method as described in claim 4, characterized in that, The vertical trajectory profile is optimized through the following steps to reduce the number of times the predetermined loop-holding pattern can be applied to the STARI procedure: Obtain the terrain elevation profile along the lateral trajectory; Determine the descent vertex and corresponding descent trajectory to the entry point of the STARI procedure; and The number of times the circular pattern is maintained is increased by one unit until the obtained descent trajectory is flight-ready.

6. The method as described in claim 5, characterized in that, If the descent peak appears before the climb peak when the aircraft is climbing in an attempt to reach the maximum cruise altitude, the vertical trajectory profile is adjusted so that the aircraft performs the transition between the climb and descent phases at the intersection of the climb and descent slopes.

7. An information storage medium for storing instructions, wherein when the instructions are read from the information storage medium and executed by a processor, the instructions are configured to implement the method according to any one of claims 1 to 6.

8. An automatic trajectory generation system for guiding an aircraft in flight from its current position to a geographic reference runway, the automatic trajectory generation system comprising an electronic circuitry configured to perform the following steps: Obtain the STARI procedure, which is applicable to the georeferenced runway and provides a final trajectory for approaching the georeferenced runway, which the aircraft can fly to land regardless of its performance, and which allows for the flight of a predefined loop pattern from the entry point of the final trajectory or any point above it to dissipate energy. The lateral trajectory is calculated based on the performance adapted to the operating state of the aircraft, thereby avoiding any terrain undulations, weather obstacles, and military no-fly zones between the current position of the aircraft and the entry point, or between the current position of the aircraft and a point above the entry point; An overall trajectory is provided to enable the aircraft to land on the geographic reference runway by linking the calculated lateral trajectory with the final trajectory provided by the STARI procedure, wherein when the calculated lateral trajectory exceeds the entry point of the STARI procedure, the calculated lateral trajectory is linked with the final trajectory provided by the STARI procedure by performing one or more iterations of the loop-keeping pattern.

9. An avionics device comprising the automatic trajectory generation system as described in claim 8.

10. The avionics equipment as claimed in claim 9, characterized in that, The avionics equipment includes an electronic circuit system configured to perform the following operations: Select a geographical reference runway; The system is commanded to generate an automatic trajectory generation system to generate a flight path to the geographic reference runway; If the automatic trajectory generation system is unable to generate such a trajectory, another georeference runway is selected until a georeference runway is found that the automatic trajectory generation system has managed to generate such a trajectory.

11. The avionics equipment as claimed in claim 9, characterized in that, The electronic circuitry system is configured to program the autopilot based on the annual flight trajectory provided by the automatic trajectory generation system.

12. The avionics equipment as claimed in claim 10, characterized in that, The electronic circuitry system is configured to program the autopilot based on the internal flight trajectory provided by the automatic trajectory generation system.

13. An aircraft comprising avionics as claimed in any one of claims 9 to 12.

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