METHOD AND SYSTEM FOR AUTOMATIC COMMUNICATION OF AN AIRCRAFT

Description

[0001] The invention relates to the field of aircraft communications with air traffic control. It is known that, in a situation where a pilot is unable to control the aircraft, particularly when the aircraft has a single pilot, a contingency trajectory can be automatically determined (by the aircraft's avionics system) to bring the aircraft to a diversion airport and to automatically guide the aircraft along this contingency trajectory. Document FR3121208A1 describes a method and a system for generating such a contingency trajectory to a runway at a diversion airport. When a pilot is in control of the aircraft, they communicate with air traffic control, specifically to communicate the aircraft's flight plan and any changes to that flight plan.When a pilot is incapacitated, they can no longer communicate with air traffic control, even though it is crucial to inform air traffic control of the aircraft's change of course to ensure flight safety in relation to surrounding traffic. Therefore, a solution is needed to inform air traffic control of such a situation.

[0002] US documents 2008 / 039988 A1 and US 2020 / 258405 A1 are also relevant to the present invention. DESCRIPTION OF THE INVENTION:

[0003] The present invention aims, in particular, to provide a solution to this problem. It relates to a method for automatic communication from an aircraft to at least one air traffic control center. The method is remarkable in that it comprises the following steps, implemented automatically by electronic circuitry installed in the aircraft: a first step consisting of receiving information relating to the activation of automatic guidance of the aircraft along an emergency trajectory in the event of a pilot incapacitation, the emergency trajectory corresponding to a trajectory determined automatically by an avionics system of the aircraft in response to a detection of the pilot incapacitation; a second step consisting of preparing and then sending at least one first message on a first communication frequency selected before the activation of the guidance of the aircraft along the emergency trajectory, this at least one first message having the purpose of informing air traffic control on the one hand of the activation of the automatic guidance of the aircraft along the emergency trajectory and on the other hand of the continuation of sending messages on a second communication frequency dedicated to communications in emergency situations;a third step consisting of preparing and then sending at least a second message on the second communication frequency, this second message being intended to inform air traffic control of the activation of the aircraft's automatic guidance along the emergency trajectory; a fourth step, during the flight of the aircraft along the emergency trajectory, consisting of receiving information relating to maneuvers that the aircraft will implement to follow the emergency trajectory, and preparing and then sending a set of messages on the second communication frequency, the messages in the set of messages being intended to inform air traffic control of maneuvers that the aircraft will implement.

[0004] Thus, the method according to the invention makes it possible to inform air traffic control of the activation of the emergency trajectory and the various aircraft maneuvers that will be implemented. Sending at least one initial message on the first selected frequency before the pilot becomes incapacitated, followed by subsequent messages on the second frequency dedicated to emergency communications, firstly draws the attention of an air traffic controller to the aircraft's situation and the need to monitor communications on the second frequency, and secondly allows for more secure communication on the second frequency, as it is less congested with communications from other aircraft since it is reserved for emergency situations.

[0005] According to different embodiments that can be taken individually or in combination: the various messages sent to the air traffic control center are audio messages produced by speech synthesis; the process includes a step, before the second step, during which an aircraft transponder code used for communications to air traffic control is replaced by a transponder code specific to an emergency situation;the second step includes a first sub-step of preparing and then sending an initial message intended to inform air traffic control of the activation of the automatic guidance of the aircraft along the emergency trajectory, as well as a second sub-step implemented after a first predetermined period following the first sub-step, of sending a subsequent message intended on the one hand to remind air traffic control of the activation of the automatic guidance of the aircraft along the emergency trajectory and on the other hand to inform air traffic control of the continuation of sending messages on the second communication frequency dedicated to communications in emergency situations;The third step comprises a first sub-step of preparing and then sending a second initial message intended to inform air traffic control of the activation of the aircraft's automatic guidance along the emergency trajectory, and a second sub-step implemented after a second predetermined period following the first sub-step, of preparing and then sending a subsequent second message intended to provide air traffic control with information relating to the emergency trajectory; the fourth step further comprises the sending of additional messages on the second frequency, these additional messages being sent according to a predefined time period when a time interval between two consecutive messages in the message set is greater than said period; the fourth step further comprises the sending of messages relating to events occurring during the flight of the aircraft along the emergency trajectory;During the aircraft's flight along a portion of the emergency approach path corresponding to an airport runway approach, the fourth step further includes sending the various messages on a frequency specific to that approach.

[0006] The invention also relates to an on-board communication system for an aircraft, this system comprising electronic circuitry designed to implement a communication method as described above.

[0007] The invention also relates to an aircraft comprising such a communication system. DETAILED DESCRIPTION:

[0008] The invention will be better understood upon reading the following description and examining the accompanying figures. figure 1 represents an aircraft including a communication system. figure 2 schematically illustrates an aircraft communication system conforming to one embodiment of the invention. figure 3 illustrates a method of aircraft communication according to an embodiment of the invention. figure 4 illustrates the sending of radiocommunication messages within the framework of the process of figure 3 , on two communication frequencies F1 and F2 as a function of time t. The figure 5 illustrates examples of message content (in English according to aeronautical procedures) that may be sent by the communication system.

[0009] Aircraft 1 shown on the figure 1 includes a communication system 10 as shown on the figure 2 The communication system 10 comprises electronic circuitry 14 connected at its input to a first information source 12 and a second information source 16. The electronic circuitry 14 is also connected at its output to a radio communication device 18, for example, a VHF (Very High Frequency) radio, connected to an antenna 19. In one embodiment, the electronic circuitry 14 corresponds to an avionics computer of the aircraft. In another embodiment, the electronic circuitry 14 corresponds to a programmable logic device of the FPGA type. The communication system 10 is, for example, installed in an avionics bay 2 of the aircraft 1.

[0010] The electronic circuitry 14 is configured to implement the communication process illustrated by the figure 3 .

[0011] A first step 30 of the process, labeled E1 in the figure, consists of receiving information regarding the activation of automatic aircraft guidance along an emergency trajectory in the event of a pilot incapacitation. The electronic circuitry 14 receives this information from the first information source 12. The first information source corresponds, for example, to an aircraft guidance computer, an aircraft flight management computer, or an avionics computer configured to detect and manage a pilot incapacitation situation. In particular, this avionics computer is configured to automatically determine the emergency trajectory in response to the detection of a pilot incapacitation situation. The emergency trajectory is designed to allow the aircraft to land on a runway at a diversion airport.

[0012] Following receipt of this information, in a second step 32 of the process, the electronic circuitry 14 generates at least one initial message and then commands the transmission, via the radio communication device 18, of at least one initial message on a first communication frequency F1 selected before the activation of the aircraft's automatic guidance along the emergency trajectory. The purpose of this at least one initial message is to inform air traffic control, firstly, of the activation of the aircraft's guidance along the emergency trajectory and, secondly, of the continued transmission of messages on a second communication frequency F2 dedicated to emergency communications. The first communication frequency F1 corresponds, in particular, to a frequency already used by the pilot before becoming incapacitated, to communicate with air traffic control.This is therefore a frequency on which air traffic control, as well as surrounding aircraft, expect to receive communications from aircraft 1. Thus, thanks to the first message, air traffic control as well as surrounding aircraft are informed of the aircraft's emergency situation.

[0013] In one particular embodiment, the second step 32 comprises a first substep 32a, labeled E2a in the figure, during which the electronic circuitry 14 generates a first initial message M1a and then commands the transmission, by the radio communication device 18, of the first initial message M1a. The purpose of the first initial message M1a is to inform air traffic control of the activation of aircraft guidance along the emergency trajectory. The second step 32 further comprises a second substep 32b, labeled E2b in the figure, which is implemented after a predetermined duration T1 following the first substep 32a. This first duration T1 is, for example, 30 seconds.During the second substep 32b, the electronic circuitry 14 commands the transmission, by the radio communication device 18, of a first subsequent message M1b. This message serves two purposes: first, to remind air traffic control that the aircraft guidance system has been activated along the emergency trajectory and to provide summary information about the emergency trajectory; and second, to inform air traffic control that messages are continuing to be transmitted on the second communication frequency F2, which is dedicated to emergency communications. Thus, the initial first message draws the listeners' attention to the aircraft's emergency situation, making them more attentive when receiving the first subsequent message. Advantageously, the first subsequent message contains similar content to the initial first message, supplemented by the summary information about the emergency trajectory.The contents of messages M1a and M1b are, for example, as illustrated on the . figure 5 The chronology of the transmission of messages M1a and M1b on the first frequency F1 is illustrated on the figure 4 .

[0014] Following the transmission of the first message in step 32, in a third step 33 of the process, the electronic circuitry 14 generates at least one second message and then commands the transmission, by the radio communication device 18, of at least one second message on a second communication frequency F2 dedicated to emergency communications. The purpose of this at least one second message is to inform air traffic control of the activation of aircraft guidance along the emergency trajectory. The second communication frequency F2 dedicated to emergency communications corresponds, for example, to a frequency of 121.5 MHz. Sending at least one second message initiates communication with air traffic control on this second communication frequency F2, by retransmitting the information already sent on the first communication frequency F1.Thus, when these two frequencies are being monitored by two separate air traffic controllers, the air traffic controller monitoring the second communication frequency F2 has all the information automatically sent by aircraft 1.

[0015] In a particular embodiment, the third step 33 comprises a first substep 33a, labeled E3a in the figure, during which the electronic circuitry 14 generates a second initial message M2a and then commands the transmission, by the radio communication device 18, of the second initial message M2a. The purpose of the second initial message M2a is to inform air traffic control of the activation of aircraft guidance along the emergency trajectory. The first substep 33a is implemented after a predetermined duration Ts following the completion of the second step 32. This duration Ts is, for example, 60 seconds. The third step 33 further comprises a second substep 33b, labeled E3b in the figure, which is implemented after a second predetermined duration T2 following the first substep 33a. This second duration T2 is, for example, 30 seconds.During the second substep 33b, the electronic circuitry 14 commands the transmission, by the radio communication device 18, of a second subsequent message M2b intended to provide air traffic control with information relating to the emergency trajectory. The contents of messages M2a and M2b are, for example, as illustrated in Figure 1. figure 5 .

[0016] After the transmission of at least one second message, in a fourth step 34, labeled E4 in the figure, during the aircraft's flight along the emergency trajectory, the electronic circuitry 14 receives information from the second information source 16 relating to maneuvers that the aircraft will implement to follow the emergency trajectory: for example, a turn, the beginning of a climb, the beginning of a descent, etc. Following the reception of information relating to one of these maneuvers, the electronic circuitry generates a message Mm1, Mm2... and then commands the transmission, by the radio communication device 18, on the second communication frequency F2, of the message Mm1, Mm2..., the purpose of the message Mm1, Mm2... being to inform air traffic control of the said maneuver that the aircraft will implement.Thus, during the aircraft's flight along the emergency trajectory, the aircraft sends a series of messages on the second communication frequency. The purpose of these messages is to inform air traffic control of the maneuvers the aircraft will perform. figure 5 This illustrates examples of the content of such messages Mm1, Mm2...Mm6. The second information source 16 corresponds, for example, to an aircraft guidance computer, an aircraft flight management computer, or an avionics computer configured to detect and manage a pilot incapacitation situation. According to one alternative, the first information source 12 and the second information source 16 are distinct. According to a second alternative, the first information source 12 and the second information source 16 correspond to the same aircraft computer. According to another alternative, the first information source 12, the second information source 16, and the electronic circuitry 14 correspond to the same aircraft computer, for example, an avionics computer configured to detect and manage a pilot incapacitation situation.

[0017] Advantageously, the fourth step also includes sending additional messages Mp on the second communication frequency F2. These additional messages are sent at a predefined time interval Tp when the time interval between two consecutive messages, for example Mm1 and Mm2, in the message set exceeds said period Tp. The period Tp is, for example, 7 minutes. The purpose of these additional messages is to maintain contact with air traffic control with a time interval at most equal to the period Tp.

[0018] In a particular embodiment, during the fourth step, when the electronic circuitry 14 receives information from the second information source 16 concerning an event that occurred during the aircraft's flight along the emergency trajectory, the electronic circuitry 14 commands the transmission of a message relating to this event, via the radio communication device 18, on the second communication frequency F2, so as to inform air traffic control of said event. The event in question is an event relating to the aircraft or its trajectory, for example, depressurization, a malfunction, a change in weather resulting in a change of trajectory, etc. figure 5 illustrates examples of message content Me1, Me2, Me3 relating to events.

[0019] In one embodiment, during the aircraft's flight along a portion of the emergency approach path corresponding to an airport runway, in addition to transmitting various messages on the second communication frequency F2, the fourth step involves transmitting these messages on a frequency specific to that approach. This allows the messages to be sent to an air traffic controller in charge of aircraft landing under that approach. This is particularly advantageous if that air traffic controller is not monitoring the second communication frequency F2, which is dedicated to emergency communications. Specifically, the portion of the emergency approach path corresponding to the runway begins at the aircraft's descent point toward the runway. This point is generally called the TOD (Top of Descent).

[0020] In an advantageous embodiment, the process further comprises a step 31, labeled And on the figure 3 This procedure, implemented after the first stage 30 and before the second stage 32, involves replacing an aircraft transponder code used for communications with air traffic control with a transponder code specific to an emergency situation. This specific transponder code corresponds, for example, to code 7700. This helps to draw air traffic control's attention more effectively to the aircraft's emergency situation.

[0021] Advantageously, the various messages sent by the communication system to air traffic control are prepared in text form by the electronic circuitry, then transformed into voice messages by speech synthesis before being sent on the first or second communication frequency. These messages are prepared in real time by the electronic circuitry 14 according to the aircraft's operational conditions.

Claims

1. Automatic communication method for an aircraft (1) with at least one air traffic control centre, characterized in that it comprises the following steps implemented automatically by electronic circuitry (14) on board the aircraft: - a first step (30) consisting of receiving information relating to the activation of automatic guidance of the aircraft along a contingency trajectory in a situation in which a pilot of the aircraft is incapacitated, the contingency trajectory corresponding to a trajectory determined automatically by an avionics system of the aircraft in response to detection of the situation in which the pilot is incapacitated; - a second step (32) consisting of preparing then sending at least a first message (M1a, M1b) on a first communication frequency (F1) selected before the activation of guidance of the aircraft along the contingency trajectory, this at least one first message being intended to inform air traffic control on one hand of the activation of automatic guidance of the aircraft along the contingency trajectory, and on the other hand of the sending of further messages on a second communication frequency (F2) used for emergency communications; - a third step (33) consisting of preparing then sending at least one second message (M2a, M2b) on the second communication frequency (F2), this second message being intended to inform air traffic control of the activation of automatic guidance of the aircraft along the contingency trajectory; - a fourth step (34), while the aircraft is flying along the contingency trajectory, consisting of receiving information relating to manoeuvres that the aircraft will implement to follow the contingency trajectory, and preparing then sending a set of messages (Mm1 ... Mm6) on the second communication frequency (F2), the messages of the set of messages being intended to inform air traffic control of manoeuvres that the aircraft will implement.

2. Method according to Claim 1, characterized in that the different messages sent to the air traffic control centre are audio messages produced by speech synthesis.

3. Method according to either of Claims 1 and 2, characterized in that it includes a step (31), before the second step, during which a transponder code of the aircraft used for communication with air traffic control is replaced by a transponder code specific to emergency situations.

4. Method according to any one of the preceding claims, characterized in that the second step (32) comprises a first sub-step (32a) of preparing then sending a first initial message (M1a) that is intended to inform air traffic control of the activation of automatic guidance of the aircraft along the contingency trajectory, as well as a second sub-step (32b) implemented after a first predetermined time (T1) after the first sub-step, of sending a first subsequent message (M1b) that is intended on one hand to remind air traffic control of the activation of automatic guidance of the aircraft along the contingency trajectory, and on the other hand to inform air traffic control of the sending of further messages on the second communication frequency (F2) used for emergency communications.

5. Method according to any one of the preceding claims, characterized in that the third step (33) comprises a first sub-step (33a) of preparing then sending a second initial message (M2a) that is intended to inform air traffic control of the activation of automatic guidance of the aircraft along the contingency trajectory, as well as a second sub-step (33b) implemented after a second predetermined time (T2) after the first sub-step, of preparing then sending a second subsequent message (M2b) that is intended to give air traffic control information relating to the contingency trajectory.

6. Method according to any one of the preceding claims, characterized in that the fourth step (34) further comprises sending additional messages (Mp) on the second frequency, these additional messages being sent at a predefined time period (Tp) if a time interval between two consecutive messages of the set of messages is greater than said period.

7. Method according to any one of the preceding claims, characterized in that the fourth step (34) further comprises sending messages (Me1, Me2, Me3) relating to events occurring during the flight of the aircraft along the contingency trajectory.

8. Method according to any one of the preceding claims, characterized in that, when the aircraft is flying along a part of the contingency trajectory corresponding to an airport runway approach, the fourth step (34) further comprises sending different messages on a frequency specific to this approach.

9. Communication system (10) carried on board an aircraft (1), characterized in that it comprises electronic circuitry (14) provided to implement a communication method according to any one of the preceding claims.

10. Aircraft (1), characterized in that it comprises a communication system (10) according to the preceding claim.