Automatic selection of aircraft flight plan in approach phase

Abstract

The invention relates to the field of air navigation. More particularly, the invention relates to a computer-implemented method comprising: loading an initial active flight plan of an aircraft comprising a first approach procedure to a runway up to a missed approach point and ending between said missed approach point and a final point; loading a secondary flight plan comprising an approach procedure to the runway between said missed approach point and said runway and a second missed approach procedure ending at a second final point at the end of said approach; receiving an instruction from an operator of said aircraft to link said initial active flight plan and said secondary flight plan; in the event that the operator missed at said missed approach point, activating said missed approach procedure; otherwise, automatically selecting said secondary flight plan as the active flight plan and activating a second approach.

Description

Technical Field

[0001] This invention relates to the field of air navigation, and more particularly to the field of navigation along flight plan procedures. Background Technology

[0002] Modern flight management systems (FMS) allow operators to select procedures by inserting them into the flight plan. For example, these procedures might consist of runway approach and its associated go-around procedure.

[0003] In modern Flight Management Systems (FMS), procedures are manually selected by the operator (e.g., aircraft pilot or remote drone operator) and then executed by the FMS. This allows the operator to select new procedures the FMS will follow during flight. However, this manual selection of new procedures can increase the operator's workload, becoming a source of aircraft insecurity. This is especially true during the approach phase, which is both the phase where procedures are most frequently changed (e.g., in cases of runway changes mandated by air traffic control or go-around situations) and the phase with the highest operator stress.

[0004] Therefore, during the approach phase, the operator may have to select a second procedure after the initial approach and extend the guidance from one procedure to another, communicating in parallel with air traffic controllers, while ensuring the aircraft remains safe in complex environments (close to the ground, traffic near airports is usually heavy, mountain airports may have dangerous terrain, etc.).

[0005] Therefore, a method is needed that takes into account the activation of the second automated procedure during the approach phase, thereby protecting the aircraft's trajectory for a successful landing. Summary of the Invention

[0006] Therefore, one aspect of the present invention is a computer-implemented method comprising: loading an initial active flight plan for an aircraft, including a first approach procedure to a runway up to a miss point, and a miss procedure between the miss point and a final point; loading a secondary flight plan, including a second approach procedure to a runway between the miss point and the runway, the second approach procedure following the first approach procedure, and the second miss procedure ending at the end of the second approach procedure and ending at a second final point; receiving instructions from an operator of the aircraft to link the initial active flight plan and the secondary flight plan, the link consisting of an association between the active flight plan and the secondary flight plan, allowing automatic selection of one or the other; activating the miss procedure if the operator misses the miss point at the latest; otherwise, automatically selecting the secondary flight plan as the active flight plan.

[0007] Advantageously, the method includes automatically selecting an initial flight plan as the current flight plan and activating the go-around procedure in the case of a go-around during a predetermined time period after passing the go-around point.

[0008] Advantageously, guidance instructions are maintained during the predetermined time period when the secondary flight plan is automatically selected as the active flight plan.

[0009] Advantageously, the roll rate of the aircraft is limited to a predefined roll rate during the predetermined time period.

[0010] Advantageously, the method includes inserting a DF segment into the first waypoint of the second approach procedure when the secondary flight plan is selected as the active flight plan.

[0011] Advantageously, the method includes activating the second go-around procedure in the case of a go-around after a predetermined time following the go-around point.

[0012] Advantageously, the second final point and the said final point are located in the same position.

[0013] Advantageously, the secondary flight plan is manually formulated by the aircraft operator during the flight phase.

[0014] Advantageously, the aircraft operator sends a request to the aircraft's flight management system to automatically obtain a secondary flight plan, and: the flight management system generates multiple candidate secondary flight plans: starting from the go-around point; and passing through the runway; and ending at the second final point; the operator selects the secondary flight plan from the candidate secondary flight plans.

[0015] Advantageously, the method includes: the flight management system of the aircraft converting the flight plan into a trajectory when one of the initial and secondary flight plans is activated, and at least one of the actions being sent to the autopilot to follow the trajectory and to the aircraft operator to display the trajectory.

[0016] Another subject of the present invention is a computer program comprising program code instructions recorded on a computer-readable medium, the program code instructions being configured to perform a method according to an embodiment of the present invention when the program is run on a computer.

[0017] Another subject of the present invention is a flight management system for an aircraft, comprising a computing unit configured to perform a method according to an embodiment of the present invention. Attached Figure Description

[0018] Other features, details, and advantages of the invention will become apparent from the description given with reference to the accompanying drawings, which are illustrated by way of example and wherein, respectively:

[0019] - Figure 1 An FMS system in which the present invention can be implemented is shown;

[0020] - Figure 2 An example of a method from a set of embodiments of the present invention is shown;

[0021] - Figure 3 An example of airport approach according to a set of implementation modes of the present invention is shown;

[0022] - Figure 4 An example of a flight plan and procedure description according to a set of implementation modes of the present invention is shown;

[0023] - Figure 5 This illustrates the display of waypoints to the operator in one set of embodiments of the invention;

[0024] - Figure 6 Variations showing waypoints to an operator in a set of embodiments of the invention are illustrated. Detailed Implementation

[0025] The specification may use some acronyms commonly used in the technical field of this application. The following table lists these acronyms, and in particular their expressions and meanings.

[0026]

[0027]

[0028] Figure 1 An FMS system in which the present invention can be implemented is shown.

[0029] The flight management system can be implemented by at least one computer mounted on the aircraft or on a ground station. According to various embodiments of the invention, it can be a flight management system for various types of aircraft, such as airplanes, helicopters, or drones. The FMS 100 specifically determines the geometry of the flight plan curve followed by the aircraft. The trajectory is calculated in four dimensions: three spatial dimensions and one time / velocity curve dimension. The FMS 100 also transmits guidance instructions calculated by the FMS 100 to the operator or the autopilot via a first operator interface to follow the flight curve. The operator can be located inside the aircraft, for example, if the aircraft is an airplane or helicopter, or on the ground, for example, if the aircraft is a drone.

[0030] The flight management system may include one or more databases, such as PERF DB 150 and NAVDB 130. For example, PERF DB 150 may contain aerodynamic parameters of the aircraft or other characteristics of the aircraft's engines. It specifically contains performance margins for existing system applications to ensure safety margins during descent and approach phases. NAV DB 130 may contain, for example, elements such as: geographic points, beacons, air routes, departure procedures, arrival procedures, altitude constraints, speed constraints, or bank constraints.

[0031] According to existing technology, flight plan management can invoke units that allow aircraft crew members to create / modify flight plans through one or more human-machine interfaces, for example:

[0032] ·MCDU;

[0033] KCCU;

[0034] FMD;

[0035] ·ND;

[0036] ·VD.

[0037] The creation / modification of the flight plan may include, for example, a program loaded by the operator, and a program to be selected to be added to the current flight plan.

[0038] FMS 100 includes Flight Plan Management Module 110, commonly referred to as FPLN. Module FPLN 110 specifically enables the management of various geographic elements that form the framework of the route an aircraft will follow, including: departure airport, waypoints, air routes to be followed, and arrival airport. Module FPLN 110 can also manage various procedures that form part of the flight plan, such as departure procedures and arrival procedures. The FPLN 110 functionality makes it possible to create, modify, and delete primary or secondary flight plans.

[0039] Flight plans and various information that are significantly related to the corresponding trajectory calculated by the FMS can be displayed for the crew to consult using display devices (also known as human-machine interfaces). These display devices are located in the cockpit of the aircraft and include, for example, FMD, ND, and VD.

[0040] Module FPLN 110 uses data stored in database PERF DB 150 to construct flight plans and associated trajectories.

[0041] FMS 100 also includes module TRAJ 120 for calculating the lateral trajectory of the flight plan defined by module FPLN 110. Module TRAJ 120 specifically constructs a continuous trajectory from points in the initial flight plan, while adhering to aircraft performance parameters provided by database PERFDB 150. The initial flight plan can be an active flight plan or a secondary flight plan. The continuous trajectory can be presented to the operator through one of the human-machine interfaces.

[0042] FMS 100 also includes a trajectory prediction module, PRED 140. Module PRED 140 specifically constructs an optimized vertical curve from the aircraft's lateral trajectory provided by module TRAJ 120. For this purpose, module PRED 140 uses data from the first database, PERF DB 150. For example, the vertical curve can be presented to the operator via VD (Visual Deposition).

[0043] The FMS 100 also includes a positioning module 170, in Figure 1 This is referred to as LOCNAV in China. The LOCNAV 170 module specifically performs optimized geolocation of the aircraft in real time based on the onboard geolocation unit.

[0044] The FMS 100 also includes a data link module 180, in Figure 1 This is referred to as DATA LINK. The DATA LINK 180 module enables communication with operators on the ground, for example, to transmit the predicted trajectory of an aircraft or to receive constraints on the trajectory, such as predicted position or altitude constraints of other aircraft.

[0045] The FMS 100 also includes a guidance module 200. The guidance module 200 specifically provides appropriate commands to one of the human-machine interfaces or the autopilot for guiding the aircraft in the lateral and vertical geographic planes (altitude and speed) so that the aircraft follows a trajectory planned in the flight plan.

[0046] Figure 2 An example of a method from a set of embodiments of the present invention is shown.

[0047] To make this description easier to read, reference will be made to... Figure 3 right Figure 2 Leave a comment Figure 3 An example of airport approach according to a set of implementation modes of the present invention is shown. Of course, Figure 3 Provided only as a non-limiting example of airport approach to which the present invention can be applied.

[0048] exist Figure 3In the diagram, each waypoint is represented by a diamond and accompanied by a description of the name associated with that waypoint. Although some names are expressed in English, these are names given to each waypoint, such as those provided by the operator, airline, or air traffic controller.

[0049] The name can be understood as follows:

[0050] -Missed app WPT1: Go-around point 1;

[0051] -Missed app WPT2: Go-around point 2;

[0052] -Missed app end: The resumption of flights has ended;

[0053] -Visual WPT1: Visual point 1;

[0054] -Visual WPT2: Visual point 2;

[0055] - Runway: Landing runway;

[0056] -Balked Ldg WPT 1: Stagnant landing point 1;

[0057] -Balked Ldg WPT 2: Stagnant landing point 2;

[0058] -Balked Ldg WPT 3: Stagnant landing point 3;

[0059] -Balked Ldg End: End of stationary landing.

[0060] Method 200 is a computer-implemented method. It can be implemented, for example, by FMS 100.

[0061] Method 200 includes a first step 210 of loading the initial active flight plan.

[0062] Generally speaking, Method 200 relates to the definition of an aircraft's flight plan. More specifically, it relates to the definition of an aircraft's horizontal flight plan or route.

[0063] The initial operational flight plan is a flight plan used for approaching the airport. Therefore, it includes a first approach procedure 310 to runway 350. The first approach procedure 310 includes waypoints up to the miss point (MAP). Figure 3 In the example, the first approach procedure 310 includes three consecutive waypoints:

[0064] -Intermediate approach positioning point IF;

[0065] -Final Approach Position (FAF);

[0066] - Go-around point MAP.

[0067] The initial flight plan also included go-around procedure 320. Figure 3 In the example, the go-around procedure is designed to allow an aircraft to perform a go-around maneuver to reach a safe location and determine the next action to take (e.g., a new approach attempt) when runway 331 is not visible at the MAP, or more generally, when landing conditions are not met. Go-around procedures are formally published and defined by the navigation authority of each airport based on its environment. Figure 3 In the example, the go-around procedure is designed to divert the aircraft while avoiding the mountain 360, and includes three waypoints 321, 322 and 323, with waypoint 323 forming the final point of the go-around procedure.

[0068] Therefore, the go-around procedure 320 may include a series of maneuvers between point MAP and final point 323 to allow the aircraft to regain altitude when a go-around is activated by the operator.

[0069] In the prior art, only the first approach procedure 310 and the go-around procedure 320 are available to the operator when approaching the airport. Therefore, the operator can activate the go-around procedure 320 as soon as he realizes that the conditions for a successful landing are not met at the go-around point MAP at the latest. At the end of the go-around procedure, the aircraft will regain altitude and will be safely located at the final point 323 of the go-around procedure.

[0070] However, if the operator believes that a satisfactory landing is impossible after passing the go-around point (MAP), there is no readily available procedure in the existing technology to allow him to bring the aircraft to safety. Therefore, the operator must, in conjunction with air traffic control, personally and in real time determine the optimal lateral and upward trajectories. Such a flight phase is very difficult for the operator to master, and he must make rapid decisions on the best course of action in a complex environment, which typically includes proximity to the airport, heavy traffic, and nearby terrain.

[0071] Delayed go-around procedures can be defined or published by the airline. For a given airport, such procedures can keep an aircraft safe if it is unable to land after passing the go-around point map. However, these procedures are not currently entirely satisfactory. In fact, when such procedures exist, they must currently be executed manually. Then, in the aforementioned complex environments (high traffic, terrain proximity, interaction with air traffic control, etc.), operators must manually identify and execute procedures for the safe evacuation of the aircraft. This situation can prove extremely complex to manage and stressful for operators, or even jeopardize aircraft safety in the most critical situations.

[0072] To correct this problem, the method 200 according to the invention further includes a second step 220 of automatically selecting a secondary flight plan. This secondary flight plan includes its own approach procedure 330 (also referred to herein as a second approach procedure 330) between the go-around point MAP and the airport runway 350, which may be a visual approach procedure. Figure 3 In the example, the visual approach 330 includes waypoints 331 and 332, followed by a point on runway 350. The second approach procedure follows the first approach procedure, meaning it begins at the end of the first approach procedure.

[0073] The secondary flight plan also includes its own go-around procedure 340 (which may also be referred to in this application as the second go-around procedure 340) at the end of the visual approach 330, which may include a go-around. This second go-around procedure 340 ends at a point that may or may not belong to the go-around procedure 323. Figure 3 In the example, the second go-around procedure 340 includes four waypoints: 341, 342, 343, and then the final point 323. Although in Figure 3 In the first go-around procedure 320, both the go-around procedure 320 and the go-around procedure 340 of the secondary flight plan end at the same endpoint 323. However, the invention is not limited to this example, and according to other embodiments of the invention, the go-around procedure 340 of the secondary flight plan ends at a point in the go-around procedure. Connecting the go-around procedure 340 of the secondary flight plan to the initial go-around procedure allows the operator to position the aircraft at a point known to air traffic control when the aircraft is following the second go-around procedure 340. According to other embodiments of the invention, the second go-around procedure 340 ends at a second endpoint that is not part of the first go-around procedure 320.

[0074] This secondary flight plan allows the operator to perform a second approach attempt with landing in mind, and also provides a flight plan that allows the aircraft to safely regain altitude even if it has failed to land after passing the go-around point MAP with significant margin. In fact, even if the aircraft cannot land on the runway, it is usually likely to approach it. Furthermore, the termination of the flight plan at final point 323 will allow the aircraft to be in a known situation: when following the secondary flight plan, the aircraft will be at its termination point as if it had already followed the go-around procedure 320. The aircraft is thus positioned at a point identified from which it can restart a new approach attempt, thus simplifying operator activities without impacting air traffic controllers.

[0075] Finally, the operator may follow the procedures initially defined in the secondary flight plan for runway 350 and land (if the conditions for a safe landing are met). If not, the operator has available procedures for preparing to go around and regain aircraft altitude.

[0076] Then, method 200 includes step 221: receiving instructions from the operator to link the initial active flight plan and the secondary flight plan.

[0077] This step involves receiving instructions from the operator that the two initial and secondary flight plans should be linked, meaning that each of the two flight plans can be automatically selected based on the evolution of the aircraft trajectory, as explained below. Therefore, this step of linking the initial and secondary flight plans consists of the association between the two flight plans, allowing for the automatic selection of one or the other when certain conditions are met. This step ensures that the operator explicitly verifies the link between the two flight plans.

[0078] This step can be performed in various ways. For example, two flight plans can be displayed to the operator simultaneously, and the operator has a button to link the two flight plans.

[0079] Furthermore, in one set of embodiments of the invention, flight plans can be linked or unlinked at any time. That is, the operator can remove the link between the initial active flight plan and the secondary flight plan, or replace the secondary flight plan with a new secondary flight plan that may or may not be linked to the initial active flight plan.

[0080] Finally, it should be noted that, as will be explained in more detail in the remainder of this application, the secondary flight plan depends on the initial active flight plan: by default, the flight plan followed is the initial active flight plan, and each of the two flight plans can be automatically selected if certain conditions are met while following the initial active flight plan and the link between the two flight plans is active.

[0081] Method 200 includes step 230 of detecting the operator's possible go-around at the go-around point MAP at the latest.

[0082] In the case of a go-around at or earlier at the go-around point MAP, method 200 includes step 240 of automatically activating the go-around procedure 320.

[0083] If not, that is, if the aircraft passes the go-around point MAP without a go-around, then method 200 includes step 250 of automatically selecting a secondary flight plan as the active flight plan. Automatic selection of the flight plan is claimed as the old active flight plan becomes the secondary flight plan. The flight plan displayed as the active flight plan is the flight plan including procedures 330 and 340.

[0084] Method 200 has many advantages. First, the operator always has a flight plan to follow. This allows the operator to ensure the safety of the aircraft in all circumstances.

[0085] Furthermore, steps 230, 240, and 250 enable the automatic selection of the most appropriate procedure based on the operator's actions. Thus, if the operator realizes at the MAP at the latest that a landing under favorable conditions is impossible, it is sufficient for the operator to trigger a go-around to activate the go-around procedure 320; and if not, the final approach segment of the secondary flight plan is followed, automatically selecting an alternative to the active flight plan to guide the operator to the runway, while simultaneously ensuring, if necessary, a route to protect the aircraft is available in case landing is again impossible. Therefore, the operator can link the initial active flight plan and the secondary flight plan in step 221 before landing, and then automatically select a flight plan during landing without operator intervention.

[0086] This significantly simplifies the operator's work; if landing is impossible after the aircraft has passed the miss point MAP, the operator will not have to manually select or define procedures in complex environments. This increases aircraft safety.

[0087] In one set of embodiments of the invention, method 200 includes: when no go-around occurs at the latest at the go-around point MAP, and when a secondary flight plan is automatically selected in step 250, step 260: detecting possible go-arounds by the operator during a predetermined period after passing the go-around point MAP.

[0088] When a go-around occurs during this predetermined time period, the initial flight plan is automatically reselected as the active flight plan, and the go-around procedure 320 is activated in step 240. The link between the two flight plans thus remains active during the predetermined time period.

[0089] This allows the operator a timeframe to initiate a go-around and activate the initial go-around procedure 320. In practice, selecting a secondary flight plan in step 250 typically modifies the ND: the operator is thus notified that the go-around point MAP has been passed, and the secondary flight plan has just automatically replaced the initial flight plan. If this does not meet the operator's needs, and they must use go-around procedure 320, the operator thus benefits from the timeframe for initiating the go-around and is therefore automatically reselected the initial active flight plan and activated go-around procedure 320. In this case, the operator's actions are also simplified, as the most suitable flight plan is automatically selected based on the operator's actions.

[0090] The possible timeframe for this automatic selection can be predetermined based on several criteria, particularly the operator's reaction time (to allow the operator time to initiate a go-around after the automatic first selection of the flight plan has been identified). Activating this procedure after passing the MAP can lead to a change in heading, and this change is more abrupt when the procedure's activation is delayed. In practice, go-around procedures are typically characterized by a significant change in aircraft heading. Therefore, the possible activation timeframe for the procedure after passing the MAP should be limited. Generally, a predefined timeframe of a few seconds is appropriate. For example, a timeframe of 2 seconds usually provides good results.

[0091] In an embodiment where automatic flight plan selection is possible during a predetermined time period in step 270, various guidance modes are possible during that predetermined time period.

[0092] The first guidance mode involves maintaining guidance instruction activity during the predetermined period following passage through the MAP in the initial flight plan.

[0093] In practice, the aircraft will therefore follow the heading corresponding to the approach procedure during the predetermined time period, and then, if no go-around occurs during this period, change course to follow approach procedure 330. This solution has the advantage of ease of implementation. However, it may also involve high roll at the end of the predetermined time period, when the operator has not decided to activate the go-around, and the aircraft must capture the new active segment of procedure 330.

[0094] For aircraft, the second guidance solution involves following the new active flight plan (and therefore approach procedure 330) from the MAP while limiting the roll rate during a predetermined period. For example, the roll rate can be limited to a predefined rate that both allows the aircraft to gradually stabilize during approach procedure 330 and limits the roll of an aircraft that is to be added to go-around procedure 320 (if the operator triggers a go-around during the predetermined period).

[0095] Therefore, this solution can limit the aircraft's roll regardless of the route the operator ultimately follows. It also allows the operator to be notified of changes in the aircraft's heading when a secondary flight plan is automatically selected.

[0096] The third solution involves inserting the DF segment into the first waypoint of the visual approach procedure when the secondary flight plan is automatically selected.

[0097] The solution has the advantage that it depicts on the ND a gradual and visible transition from the aircraft’s current heading at the MAP between the heading based on the initial active flight plan and the heading required to join the first waypoint of the secondary flight plan that has just automatically replaced the initial flight plan as the active flight plan.

[0098] Therefore, this invention enables the linking of the initial flight plan and the secondary flight plan, and maintains this link for a predetermined period after the MAP (Mount Pathway). The operator can then choose one or the other flight plan by aborting during the predetermined period, while maintaining guidance of the aircraft regardless of their decision. This provides the operator with a highly intuitive solution for obtaining the optimal flight plan.

[0099] According to various embodiments of the present invention, secondary flight plans can be obtained in various ways.

[0100] For example, a secondary flight plan can be a pre-existing flight plan, such as one developed by an airline for a given airport.

[0101] In one set of embodiments of the invention, the secondary flight plan is formulated by the operator during the flight.

[0102] For example, operators can develop flight plans during relatively stress-free phases of flight, such as the cruise phase.

[0103] This can be done in various ways.

[0104] For example, the operator can manually define the secondary flight plan.

[0105] Operators can also select secondary flight plans from multiple candidates generated by the flight management system and corresponding to expected criteria. For example, secondary flight plans can be generated and selected as follows:

[0106] - The operator sends a request to the aircraft's flight management system to automatically obtain the secondary flight plan;

[0107] - The flight management system generates multiple candidate secondary flight plans:

[0108] It begins at the go-around point;

[0109] о Passing through the runway;

[0110] The process ends at a given endpoint, which may or may not be a point in the first go-around procedure 320.

[0111] - The operator selects a secondary flight plan from the candidate secondary flight plans.

[0112] Then, in step 220, the secondary flight plan thus selected is loaded. Linking step 221 can then be performed automatically or manually between the initial active flight plan and the selected secondary flight plan.

[0113] In one set of embodiments of the present invention, the flight management system generates all possible flight plans that meet the above criteria.

[0114] When a flight plan or selection procedure is activated, the FMS can process it to convert it into a trajectory, for example via module TRAJ 120, and send appropriate instructions to the autopilot and / or display the trajectory to the aircraft operator for following.

[0115] Figure 4 An example depicting a flight plan and procedure according to a set of implementation modes of the present invention is shown.

[0116] The 400 can be presented to the operator, for example, on an ND (navigation display or level display).

[0117] Figure 4 The example in corresponds to Figure 3 The situation presented in the text. Of course, this invention is by no means limited to... Figure 3 The situations shown are not limited to Figure 4 The representation in the text.

[0118] Depicting 400 includes Figure 3 All elements of the waypoints, flight plans, and procedures shown.

[0119] When a procedure is activated or a flight plan is selected, the corresponding element is highlighted on the depiction 400. For example, a secondary flight plan can be highlighted when it is selected. This allows the operator to obtain a visual indication of the procedures or flight plans that the aircraft will follow.

[0120] The diagram 400 may also include interface elements, such as buttons, to allow the operator to link and unlink flight plans if necessary. Thus, the operator can view the initial and secondary flight plans and link and / or unlink them as appropriate.

[0121] Figure 5 The diagram illustrates the display of waypoints to the operator in one set of embodiments of the invention.

[0122] This display can be shown to the operator, for example, on the MFD.

[0123] It includes waypoints displaying active flight plan 510 and waypoints displaying secondary flight plan 520.

[0124] therefore, Figure 5 This shows the initial waypoints displayed to the operator when the aircraft has not yet passed the MAP.

[0125] Figure 6 Variations showing waypoints to an operator in a set of embodiments of the invention are illustrated.

[0126] Initially, the display was with Figure 5The same as shown.

[0127] When the aircraft passes the MAP, if the operator has not yet performed a go-around, a secondary flight plan is automatically selected in step 250, and the secondary flight plan thus replaces the active flight plan.

[0128] Then, point 610 is shown as the active flight plan, and points that have not yet been flown in the initial active flight plan are shown as secondary flight plans (point 620).

[0129] exist Figure 5 In, such as Figure 6 Similarly, waypoints not indicated in bold correspond to points that fall under the go-around procedure.

[0130] The examples above demonstrate that the present invention can define the most suitable flight plan for an aircraft during the approach phase, thereby always providing the operator with an intuitive and safe trajectory for the aircraft. However, they are given by way of example only and in no way limit the scope of the invention as defined in the appended claims.

Claims

1. A computer-implemented method (200), comprising: - Load the initial activity flight plan (210) for the aircraft, the initial activity flight plan including: a first approach procedure (310) to the runway (350) up to the miss point (MAP), and a first miss procedure (320) between the miss point (MAP) and the final point (323); - Load a secondary flight plan (220), which includes a second approach procedure (330) to the runway between the go-around point (MAP) and the runway (350), the second approach procedure following the first approach procedure and the second go-around procedure (340) at the end of the second approach procedure, and ending at the second final point; - Receive (221) instructions from the operator of the aircraft, the instructions being used to link the initial active flight plan and the secondary flight plan, the linking including the association between the initial active flight plan and the secondary flight plan, allowing automatic selection of one or the other; - When no go-around occurs at or before the go-around point, the secondary flight plan is automatically selected as the active flight plan (250), and the first go-around procedure (320) is activated (240) if the operator goes around the go-around point at the latest (230).

2. The method of claim 1, comprising: In the event of a go-around during a predetermined period after passing the go-around point (260), the initial active flight plan is automatically selected as the current flight plan (270), and the first go-around procedure (320) is activated (240).

3. The method as described in claim 2, wherein, When the secondary flight plan is automatically selected as the active flight plan, the guidance instructions for the activity are maintained during the predetermined time period.

4. The method of claim 2, wherein, The roll rate of the aircraft is limited to a predefined roll rate during the predetermined time period.

5. The method of claim 2, comprising: When the secondary flight plan is selected as the active flight plan (250), the direct flight positioning point (DF) segment is inserted into the first waypoint of the second approach procedure.

6. The method as described in any one of claims 2 to 5, comprising: In the case of a go-around after the predetermined time period following the said go-around point (MAP), the second go-around procedure (340) is activated.

7. The method of claim 1, wherein, The secondary flight plan is manually formulated by the aircraft operator during the flight phase.

8. The method of claim 1, wherein, The aircraft operator sends a request to the aircraft's flight management system for automatically obtaining a secondary flight plan, wherein: - The flight management system generates multiple candidate secondary flight plans: It begins at the aforementioned go-around point (MAP); and Through the runway (350); and It ends at the second final point; - The operator selects the secondary flight plan from the candidate secondary flight plans.

9. The method of claim 1, comprising: When one of the initial active flight plan and the secondary flight plan is activated, the aircraft's flight management system converts the flight plan into a trajectory and an action from at least one of the following: sending instructions to the autopilot to follow the trajectory, and displaying the trajectory to the aircraft operator.

10. A computer program product comprising program code instructions that, when executed by a processor, cause the processor to perform the method as claimed in any one of claims 1 to 9.

11. A flight management system for an aircraft, comprising a computing unit configured to perform the method as claimed in any one of claims 1 to 9.

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