Electronic installation and decision support method with simulation flight plan, civil aircraft and associated computer program

Abstract

Electronic installation and method for decision support with simulation flight plan, civil aircraft and associated computer program This electronic installation (15) for decision support for an operator of a civil aircraft (10) comprises an information display system (18); a human-machine interface (19); and a flight management system (20) comprising a module (30) for acquiring flight plan parameters defined by the operator, a module (32) for determining at least one flight plan from the flight plan parameters, and a module (34) for displaying, on the information display system, each flight plan determined.The determination module (32) determines a simulation flight plan, separate from and in addition to an active flight plan, from associated flight plan parameters, the display module (34) temporarily displaying the simulation flight plan, the latter being automatically erased if no operator action associated with the simulation flight plan is detected by the human-machine interface for a predetermined period. Figure for the abstract: Figure 1.

Description

Title of the invention: Electronic installation and decision-making method with simulation flight plan, associated civil aircraft and computer program

[0001] The present invention relates to an electronic decision-making assistance installation for an operator of a civil aircraft; as well as a civil aircraft, in particular a rotary wing aircraft, comprising a propulsion system comprising at least one engine and at least one energy reservoir, and such a decision-making assistance installation.

[0002] The invention also relates to a method for assisting an aircraft operator in making a decision, the method being implemented by such a decision-making installation; as well as a computer program comprising software instructions which, when executed by a computer, implement such a decision-making method.

[0003] An electronic flight management system is known comprising an acquisition module configured to acquire flight plan parameters associated with at least one flight plan, a determination module configured to determine at least one flight plan from the acquired flight plan parameters and a display module configured to display, on an information display system, each determined flight plan.

[0004] The flight plan parameters typically comprise a series of waypoints defined by the operator corresponding to the route to be followed by the aircraft. The determination module is then configured to determine performance criteria for each waypoint acquired from the associated flight plan, using a known performance model. The performance criteria, also called performance quantities, comprise, for example, a time of passage, a quantity of available energy and / or a passage altitude. The performance criteria notably allow the operator to determine the most optimal route for the flight.

[0005] Usually, the operator determines before the flight, a current flight plan, called the active flight plan, and a secondary flight plan, the secondary flight plan being able to replace the active flight plan in the event of activation by the operator. The secondary flight plan and the active flight plan are determined from different series of waypoints.

[0006] However, such a system is not entirely satisfactory. Before the flight, with such a system, testing and comparing several flight plan parameters requires a significant workload for the operator. In addition, such a system does not allow the operator to test new series of waypoints during the flight without impacting the active and secondary flight plans, particularly in the event of unforeseen events during the flight.

[0007] The aim of the invention is then to propose an electronic installation to assist the decision-making of an aircraft operator, allowing the operator to explore the different possible routes more easily before the flight and during the flight.

[0008] To this end, the invention relates to an electronic installation for assisting the decision-making of an operator of a civil aircraft, the installation being intended to be carried on board the aircraft and comprising:

[0009] - an electronic information display system;

[0010] - a human-machine interface; and

[0011] - an electronic flight management system comprising:

[0012] + an acquisition module configured to acquire flight plan parameters defined by the operator via the human-machine interface, the flight plan parameters being associated with at least one flight plan,

[0013] + a determination module configured to determine at least one flight plan to from the acquired flight plan parameters, and

[0014] + a display module configured to display, on the display system of information, each flight plan determined,

[0015] the determination module being configured to determine a simulation flight plan, in addition to an active flight plan, the simulation flight plan being distinct from the active flight plan and determined from associated flight plan parameters, the display module being configured to temporarily display the simulation flight plan on the information display system, the simulation flight plan being automatically erased if no operator action associated with the simulation flight plan is detected by the human-machine interface for a predetermined duration.

[0016] The decision support installation according to the invention makes it possible to test new flight plan parameters associated with the simulation flight plan, before the flight and during the flight without impacting the active flight plan. The simulation flight plan is then determined from flight plan parameters different from those of the active flight plan.

[0017] Furthermore, the simulation flight plan is ephemeral. If the operator is not satisfied with the determined simulation flight plan, the operator returns to his active flight plan or modifies the associated flight plan parameters again to determine a new simulation flight plan. Especially if the operator has finished testing possibilities and is not satisfied with his latest ones by not having activated the simulation flight plan, i.e. if the operator does not perform any action associated with the simulation flight plan for a predetermined period of time, then the decision support facility automatically erases the simulation flight plan.

[0018] According to other advantageous aspects of the invention, the electronic decision-making assistance installation comprises one or more of the following characteristics, taken individually or in all technically possible combinations:

[0019] - the flight plan parameters associated with the active flight plan comprise a series of waypoints,

[0020] the flight plan parameters associated with the simulation flight plan comprise a series of waypoints, and the flight plan parameters associated with the simulation flight plan are distinct from those associated with the active flight plan via at least one modification, each modification being selected from the group consisting of: a modified waypoint, an added waypoint, a deleted waypoint, at least one performance criterion modified in at least one respective waypoint, an added weather event or an added mission phase;

[0021] each performance criterion preferably being selected from the group consisting of: a time of passage of the aircraft at the respective waypoint; an amount of available energy remaining in the aircraft at the respective waypoint; a speed of the aircraft at the respective waypoint; an altitude of the aircraft at the respective waypoint; a slope of the aircraft at the respective waypoint; and a heading to a next waypoint of the respective waypoint;

[0022] - the determination module is configured to determine the active flight plan at from a first performance model of the aircraft and to determine the simulation flight plan from a second performance model of the aircraft, the second performance model being distinct from the first performance model;

[0023] - the second performance model is defined from model parameters modifiable by the operator via the human-machine interface;

[0024] - the display module is configured to distinctly display the active flight plan and the simulation flight plan, the simulation flight plan being capable of replacing the active flight plan in the event of activation of the simulation flight plan by the operator,

[0025] the simulation flight plan preferably being displayed at least in part in a color distinct from the color of the active flight plan;

[0026] - the predetermined duration is between 30 seconds and 5 minutes, preferably between 1 minute and 4 minutes, preferably still substantially equal to 2 minutes; and

[0027] - the determination module is further configured to determine a flight plan secondary, the secondary flight plan being distinct from the active flight plan and the simulation flight plan, the secondary flight plan being able to replace the active flight plan in the event of activation of the secondary flight plan by the operator.

[0028] The invention also relates to a civil aircraft, in particular a rotary wing aircraft, comprising a propulsion system comprising at least one engine and at least an energy reservoir, and an electronic decision support installation as defined above.

[0029] The invention also relates to a method for assisting the decision-making of an operator of a civil aircraft, implemented by an electronic decision-making aid installation intended to be carried on board the aircraft and comprising an electronic information display system, a man-machine interface and an electronic flight management system, the method comprising the following steps:

[0030] - acquisition of flight plan parameters defined by the operator via the interface man-machine, the flight plan parameters being associated with at least one flight plan;

[0031] - determination of at least one flight plan from the flight plan parameters acquired; and

[0032] - display, on the information display system, of each flight plan determined ;

[0033] during the determination step, a simulation flight plan is determined in addition to an active flight plan, the simulation flight plan being distinct from the active flight plan and determined from associated flight plan parameters, and

[0034] during the display step, the simulation flight plan is temporarily displayed on the information display system, the simulation flight plan being automatically erased if no operator action associated with the simulation flight plan is detected by the human-machine interface for a predetermined duration.

[0035] The invention also relates to a computer program comprising software instructions which, when executed by a computer, implement a decision-making method, as defined above.

[0036] These characteristics and advantages of the invention will appear more clearly on reading the description which follows, given solely by way of non-limiting example, and made with reference to the appended drawings, in which:

[0037] [Fig-1] [Fig.l] is a schematic view of a civil aircraft according to the invention, comprising a propulsion system and an electronic installation for assisting the decision-making of an aircraft operator, the installation being configured to determine a simulation flight plan, in addition to an active flight plan;

[0038] [Fig.2] [Fig.2] is an example of displaying the active flight plan;

[0039] [Fig.3] [Fig.3] is an example of a display of the simulation flight plan; and

[0040] [Fig.4] [Fig.4] is a flowchart of a method, according to the invention, for assisting in the operator decision, the process being implemented by the decision support facility of [Fig.l].

[0041] In the remainder of the description, the expression “substantially equal to” defines a relationship of equality to plus or minus 20%, preferably to plus or minus 10%, more preferably to plus or minus 5%.

[0042] In [Fig.l], a civil aircraft 10 comprises a propulsion system 12 and an electronic decision support installation 15, the installation 15 being intended to be carried on board the aircraft 10.

[0043] The civil aircraft 10 is in particular a rotary-wing aircraft, such as a civil helicopter, as shown in [Fig. 1]. Alternatively, the civil aircraft 10 is an airliner, or even a civil drone piloted remotely by a teleoperator.

[0044] The operator then typically corresponds to the pilot of the civil aircraft 10.

[0045] The propulsion system 12 comprises at least one engine 16 and at least one energy reservoir 17. In the example of [Fig.l], the propulsion system 12 comprises a single engine 16 and a single energy reservoir 17. As a variant, not shown, the propulsion system 12 comprises several engines 16 and one or more energy reservoirs 17, advantageously several energy reservoirs 17.

[0046] The propulsion system 12 is for example a combustion propulsion system, and the or each engine 16 is then a combustion engine, the or each energy reservoir 17 being a fuel tank.

[0047] Alternatively, the propulsion system 12 is an electric propulsion system, and the or each motor 16 is then an electric motor, the or each energy reservoir 17 comprising an electric battery and / or a fuel cell.

[0048] As a further variant, the propulsion system 12 is a hybrid propulsion system comprising several engines 16, namely at least one combustion engine and at least one electric motor. The at least one energy reservoir 17 then comprises at least one fuel tank and at least one electric battery and / or one fuel cell.

[0049] The electronic decision support installation 15 comprises an electronic information display system 18, a human-machine interface 19 and an electronic flight management system 20 connected to the information display system 18.

[0050] The information display system 18 typically comprises an information display screen 22.

[0051] The human-machine interface 19 is for example integrated into the screen 22 of the information display system 18 in the form of a touch screen.

[0052] According to another example, the human-machine interface 19 is a real keyboard, i.e. physical, or a virtual keyboard, or even an actionable cursor connected to the information display system 18.

[0053] The human-machine interface 19 is capable of allowing the operator to select elements or enter data.

[0054] The flight management system 20, also called FMS (Flight Management System), comprises a module 30 for acquiring flight plan parameters, a module 32 for determining at least one flight plan and a module 34 for displaying each flight plan on the information display system 18.

[0055] In the example of [Fig.l], the electronic flight management system 20 comprises an information processing unit 40 formed for example of a memory 42 and a processor 44 associated with the memory 42.

[0056] In the example of [Fig.l], the acquisition module 30, the determination module 32 and the display module 34 are each produced in the form of software, or a software brick, executable by the processor 44. The memory 42 of the electronic flight management system 20 is then capable of storing acquisition software, determination software, and display software. The processor 44 is then capable of executing each of the software among the acquisition software, the determination software and the display software.

[0057] In a variant not shown, the acquisition module 30, the determination module 32 and the display module 34 are each produced in the form of a programmable logic component, such as an FPGA (Field Programmable Gate Array), or in the form of a dedicated integrated circuit, such as an ASIC (Application Specific Integrated Circuit).

[0058] When the electronic flight management system 20 is produced in the form of one or more software programs, that is to say in the form of a computer program, it is also capable of being recorded on a medium, not shown, that is readable by a computer. The computer-readable medium is, for example, a medium capable of storing electronic instructions and of being coupled to a bus of a computer system. By way of example, the readable medium is an optical disk, a magneto-optical disk, a ROM memory, a RAM memory, any type of non-volatile memory (for example EPROM, EEPROM, FLASH, NVRAM), a magnetic card or an optical card. A computer program comprising software instructions is then stored on the readable medium.

[0059] The acquisition module 30 is configured to acquire flight plan parameters, defined by the operator via the human-machine interface 19.

[0060] Flight plan parameters are associated with at least one flight plan.

[0061] The flight plan parameters include a series of waypoints 50 (of English waypoint) corresponding to the route to be followed by the aircraft 10 between a starting point and an arrival point. Each waypoint 50 is identified by a sequence of alphanumeric characters, as illustrated in Figures 2 and 3 with the identifiers BUROX, WPT01, CF23, WPT03, etc.

[0062] As an optional addition, the flight plan parameters include additional information about the flight conditions. For example, the flight plan parameters include weather information.

[0063] According to another optional addition, the flight plan parameters comprise one or more mission phases 56. Each mission phase 56 is associated with a waypoint 50 and has a mission duration. Each mission phase 56 corresponds for example to a search or reconnaissance phase around a waypoint 50, or a position maintenance phase such as during a rescue.

[0064] The acquisition module 30 is configured to acquire the flight plan parameters associated with an active flight plan 54. The active flight plan 54 corresponds to the current flight plan that is followed by the civil aircraft 10. This is, for example, a flight plan that was prepared before the flight and validated by an air traffic control system. It is also another flight plan that was previously prepared, typically by the operator during or before the flight, and which was then activated by the crew to become the active flight plan 54.

[0065] In addition, the acquisition module 30 is further configured to acquire the flight plan parameters associated with at least one secondary flight plan. The parameters of the secondary flight plan are distinct from the parameters of the active flight plan 54. The secondary flight plan is capable of replacing the active flight plan in the event of activation of the secondary flight plan by the operator. The secondary flight plan is for example prepared before the flight and validated by the air traffic control system, or prepared by the crew during the flight. The secondary flight plan corresponds for example to the route for a return flight.

[0066] The acquisition module 30 is also configured to acquire flight plan parameters associated with a simulation flight plan 52. The simulation flight plan 52 is an ephemeral flight plan allowing the operator to test new flight plan parameters, without affecting the active flight plan 54 or the secondary flight plan. The simulation flight plan 52 is capable of replacing the active flight plan 54 in the event of activation of the simulation flight plan 52 by the operator.

[0067] For example, the flight plan parameters associated with the simulation flight plan 52 include a new series of waypoints 50 distinct from the series of the active flight plan 54 and also from that of the secondary flight plan.

[0068] According to another example, the flight plan parameters associated with the simulation flight plan 52 correspond to the flight plan parameters associated with the active flight plan 54 or the secondary flight plan, to which at least one modification has been made.

[0069] Each modification consists for example of the modification, the addition and / or the deletion of a waypoint 50 from the series of waypoints 50 of the active flight plan 54 or that of the secondary flight plan.

[0070] As an optional addition, each modification consists for example of the modification of one or more performance criteria in one or more waypoints 50 of the series of waypoints 50 of the active flight plan 54 or that of the secondary flight plan.

[0071] As an optional addition, each modification consists, for example, of adding a meteorological event.

[0072] According to another optional addition, each modification consists for example of the modification, the addition and / or the deletion of a mission phase 56.

[0073] The determination module 32 is configured to determine each flight plan whose flight plan parameters are acquired by the acquisition module 30.

[0074] In particular, the determination module 32 is configured to calculate performance criteria, also called performance quantities, for each waypoint 50 as a function of a performance model associated with the flight plan.

[0075] For each waypoint 50, the performance criteria comprise for example a time of passage of the aircraft 10 at the respective waypoint, an amount of available energy remaining in the aircraft 10 at the respective waypoint, a speed of the aircraft 10 at the respective waypoint, an altitude of the aircraft 10 at the respective waypoint, a slope of the aircraft 10 at the respective waypoint and / or a heading towards the next waypoint 50.

[0076] Each performance model typically depends on the aircraft 10, in other words its mass, its lift, its drag, its thrust, its consumption, its flight parameters such as a maximum speed, a climb speed, a stall speed, a minimum turning radius, a maximum pitch-up angle, and the acquired flight plan parameters.

[0077] Preferably, the determination module 32 is configured to determine the active flight plan 54 from a first performance model of the aircraft and to determine the simulation flight plan 52 from a second performance model, distinct from the first model.

[0078] For example, the second performance model is defined from parameters that can be modified by the operator via the human-machine interface 19. The modifiable parameters correspond, for example, to the speed, acceleration, attitude or consumption over at least part of the flight.

[0079] As an optional addition, the determination module 32 is configured to determine the secondary flight plan from the first model. In other words, the active flight plan 54 and the secondary flight plan are typically determined from a same performance model, and the simulation flight plan 52 is determined from a separate performance model.

[0080] As a variant of this addition, the determination module 32 is configured to determine the secondary flight plan from a third model distinct from the first and second models. In other words, the active flight plan 54, the simulation flight plan 52 and the secondary flight plan are each determined from a respective performance model, namely from the first performance model, respectively from the second performance model and respectively from the third performance model, these first, second and third models then being distinct from each other.

[0081] The display module 34 is configured to display each determined flight plan on the information display system 18, in particular on the screen 22.

[0082] Display examples shown in Figures 2 and 3 will now be described.

[0083] In Figures 2 and 3, the annotations are in English since these figures aim to reproduce a typical example of a graphical interface, this being very frequently in English in the avionics field. The translations of the English terms illustrated will be indicated in the text below.

[0084] With reference to [Fig.2], the display module 34 is configured to display on the information display system 18, an active flight plan window 70 entitled for example here “Active FLPN” (translated as “Active flight plan”) included in a tab 71 entitled “ACT FLPN”.

[0085] The active tabs, such as the “ACT FLPN” tab in [Fig.2] and the “MORE FPLN” and “SIMU FPLN” tabs in [Fig.3], are each represented with a hatched background in the example of Figures 2 and 3.

[0086] The active flight plan window 70 comprises a header 72. The header 72 comprises general information about the flight. For example, the header 72 indicates the arrival point, represented by the acronym DEST and by the icon 74 symbolizing a landing aircraft. In addition, the header 72 indicates the distance to arrival, also called DTG (for the English acronym for “Distance To Goal”), the estimated time of arrival, also called ETA (from the English acronym for “Estimated Time of Arrival”), an estimate of the elapsed time, also called ETE (from the English acronym “Estimated Time Elapsed”), and an estimated quantity of energy on board, also called EFOB (from the English acronym “Estimated Fuel On Board”) in the case of an aircraft 10 comprising a combustion engine 16.

[0087] The active flight plan window 70 further comprises a timeline 76 represented by a line and a series of points each representing a waypoint 50 in the chronological order of passage, and the civil aircraft 10 being represented by an aircraft symbol 77. The aircraft symbol 77 is in the shape of a helicopter in the example of Figures 2 and 3.

[0088] Each waypoint 50 is associated with a graphic zone 78. Each graphic zone 78 includes the name of the respective waypoint 50 in alphanumeric characters, and performance criteria determined for said waypoint by the determination module 32.

[0089] In the example of [Fig.2], the active flight plan window 70 indicates for example to the operator that he should pass the waypoint WPT01 at a time of passage equal to 12:16, with an amount of energy on board of 1405 kg and at an altitude of 4000 feet.

[0090] For example, the active flight plan 54, in other words each piece of information concerning the active flight plan 54, is displayed in a first color. For example, all the entries included in each graphical zone 78 and / or in the header 72 are displayed in blue.

[0091] Furthermore, the active flight plan window 70 comprises an icon 80 operable via the human-machine interface 19. The icon 80, entitled “SIMU MODE” (from the abbreviation for “Simulation Mode”), makes it possible to trigger the determination and display of a simulation flight plan 52. For example, the display module is configured to display a simulation flight plan window 90, visible in [Fig. 3], if the operator activates the icon 80.

[0092] With reference to [Fig. 3], the display module 34 is configured to display on the information display system 18, the simulation flight plan window 90 entitled for example here “SIMU FPLN” (translated as “Simulation Flight Plan”) included in a tab 91 entitled “MORE FPLN” (translated as “Additional Flight Plans”).

[0093] Hereinafter, the simulation flight plan window 90 is also referred to as the simulation window 90.

[0094] The simulation window 90 includes the header 72. The values ​​indicated are generally different from those indicated in the active flight plan window 70, the values ​​indicated in fact depending on the flight plan parameters associated with the simulation flight plan 52.

[0095] The simulation window 90 also includes the timeline 76, the graphic zones 78 and the aircraft symbol 77.

[0096] The display module 34 is configured to distinctly display the active flight plan 54 and the simulation flight plan 52. In other words, the simulation window 90 has a different appearance from the active flight plan window 70. The simulation flight plan 52 is preferably displayed at least in part in a color distinct from the color of the active flight plan 54.

[0097] For example, the simulation flight plan 52, in other words each piece of information concerning the simulation flight plan 52, is displayed in a second color, distinct from the first color. For example, all the information concerning the simulation flight plan 52 such as that indicated in the header 72 and / or in the graphic areas 78 is displayed in pink.

[0098] Those skilled in the art will note that the performance criteria determined for the simulation flight plan 52 differ from those determined for the active flight plan 54.

[0099] Indeed, in the example of [Fig.3], the flight plan parameters associated with the simulation flight plan 52 correspond to the flight plan parameters associated with the active flight plan 54 to which a mission phase 56 has been added. The mission phase 56 here corresponds to a holding phase also called “HOLD L” (translated as “Holding the position”) added to the BUROX waypoint and defined for a duration of 1 min.

[0100] Those skilled in the art will observe that the addition of mission phase 56 results in the modification of the values ​​of ETA, FETE and EFOB indicated in header 72.

[0101] The simulation window 90 further comprises a first actionable icon 92 titled “Cancel Simu FPLN” and a second actionable icon 94 titled “Activate Simu FPLN”.

[0102] Touching or selecting the second icon 94 allows the operator to activate the simulation flight plan 52. Alternatively, if the operator activates the second icon 94, the simulation flight plan 52 replaces the active flight plan 54. For example, the simulation window 90 is then deleted and the display module 34 is configured to display the active flight plan window 70 with the data of the simulation flight plan 52 instead.

[0103] Touching, or selecting, the first actionable icon 92 allows the operator to clear the current simulation flight plan 52. For example, the display module 34 is configured to redisplay the active flight plan window 70 without modifying the active flight plan 54.

[0104] Furthermore, according to the invention, the simulation flight plan 52 is also automatically erased if no action of the operator associated with the simulation flight plan 52 is detected by the human-machine interface 19 for a predetermined duration.

[0105] In other words, the simulation flight plan 52 is automatically erased in the absence of action by the operator associated with the simulation flight plan 52 via the human-machine interface 19 for the predetermined duration.

[0106] For example, if the operator does not modify the flight plan parameters associated with the simulation flight plan 52 or does not activate either the first icon 90 or the second icon 92 for the predetermined duration, the simulation flight plan is automatically erased.

[0107] In this case, the display module 34 is then, for example, configured to display the active flight plan window 70 again without modifying the active flight plan 52, or to display a simulation window 90 free of any information within the graphic zones 78.

[0108] The predetermined duration is for example between 30 seconds and 5 minutes, preferably between 1 minute and 4 minutes, more preferably substantially equal to 2 minutes.

[0109] The display module 34 is further configured to display on the information display system 18, the secondary flight plan window (not shown) accessible in the tab 91 entitled “MORE FLPN” via the actionable zone 96 entitled “SEC FLPN” (translated as “Secondary Flight Plan”).

[0110] For example, the display module is configured to distinctly display the secondary flight plan from the active flight plan 54 and the simulation flight plan 52. In other words, the secondary flight plan window has a different appearance from the active flight plan window 70 and the simulation window 90.

[0111] Alternatively, the electronic flight management system 20 is configured to determine a plurality of simulation flight plans 52, each simulation flight plan 52 being associated with different flight plan parameters.

[0112] According to this variant, the actions executed on each simulation flight plan are independent. In other words, if during the predetermined duration the operator executes an action on a first simulation flight plan 52 and no action is detected on a second simulation flight plan 52, then only the second simulation flight plan 52 is automatically erased.

[0113] The operation of the electronic decision-making assistance installation 15, and in particular of the electronic flight management system 20, will now be explained, in particular with the aid of [Fig. 4] representing a flowchart of the method, according to the invention, for assisting the operator of the aircraft 10 in making a decision.

[0114] During an initial step 100, the electronic flight management system 20 acquires, via its acquisition module 30, the flight plan parameters associated with at least one flight plan.

[0115] The flight plan parameters are defined by the operator via the human-machine interface 19. For example, the operator selects a set of waypoints 50 from a predefined list of available waypoints, or the operator enters the identifier of each desired waypoint 50.

[0116] During this step 100, the operator defines at least the flight plan parameters associated with the active flight plan 54.

[0117] As an optional addition, the operator activates the simulation mode, for example via the icon 80 of [Fig.2], and defines flight plan parameters associated with a simulation flight plan 52.

[0118] Alternatively or in addition, the operator also defines the flight plan parameters associated with the secondary flight plan.

[0119] During a following step 110, the electronic flight management system 20 determines, via its determination module 32, at least one flight plan from the flight plan parameters acquired during step 100.

[0120] In particular, the determination module 32 calculates the performance criteria for each waypoint 50 based on a performance model associated with the flight plan.

[0121] In addition, during a sub-step 120 carried out before or during the flight, the determination module 32 determines the simulation flight plan 52, in addition to the active flight plan 54.

[0122] At the end of step 110, the flight management system 20 moves on to the next step 130 during which the display module 34 displays each determined flight plan on the display system 18.

[0123] In the absence of action performed by the operator, the display module 32 displays the active flight plan 54, for example as in the active flight plan window 70 of [Fig.2],

[0124] According to the addition, if the simulation mode is activated and the simulation flight plan 52 is determined, during a sub-step 140 the display module 32 temporarily displays the simulation flight plan 52, for example as in the simulation window 90 of [Fig.3].

[0125] Following sub-step 140, either the simulation flight plan 52 replaces the active flight plan 54, for example if the operator activates the second icon 94 of [Fig. 3], or the simulation flight plan 52 is erased, for example if the operator activates the first icon 92 of [Fig. 3] or if no action of the operator associated with the simulation flight plan 52 is detected by the human-machine interface 19 during the predetermined duration.

[0126] The simulation flight plan 52 is then ephemeral in the sense that it does not remain displayed indefinitely on the information display system 18 in the absence of action by the operator.

[0127] Those skilled in the art will then understand that the simulation flight plan 52 has the function of serving as a sandbox allowing the operator to easily carry out different flight plan variation tests, in particular with respect to the active flight plan 54; or even with respect to the secondary flight plan where applicable, i.e. if such a secondary flight plan has been determined by the determination module 32.

[0128] Those skilled in the art will observe above all that the actions of the operator relating to the simulation flight plan 52, that is to say the aforementioned flight plan variation tests, have no influence, impact or incidence on the active flight plan 54, nor on the secondary flight plan where applicable, the simulation flight plan 52 being distinct and disjoint from the active flight plan 54, and also from the secondary flight plan where applicable. In other words, the simulation flight plan 52 is processed separately from the active flight plan 54, or even from the secondary flight plan where applicable.

[0129] Furthermore, as an optional addition, the second performance model associated with the simulation flight plan 52 is also distinct from the first performance model associated with the active flight plan 54, such that the determination of the simulation flight plan 52 is carried out separately from that of the active flight plan 54, and then has no influence, impact or incidence on the determination of the active flight plan 54.

[0130] It is thus understood that the decision-making aid installation 15 according to the invention and the decision-making aid method according to the invention allow the operator, such as a member of the crew of the civil aircraft 10, to explore different possible routes more easily before the flight and during the flight, in particular routes other than that corresponding to the active flight plan 54.

Claims

Claims

1. Electronic installation (15) for aiding the decision of an operator of a civil aircraft (10), the installation (15) being intended to be carried on board the aircraft (10) and comprising: - an electronic information display system (18); - a human-machine interface (19); and - an electronic flight management system (20) comprising: + an acquisition module (30) configured to acquire flight plan parameters defined by the operator via the human-machine interface (19), the flight plan parameters being associated with at least one flight plan, + a determination module (32) configured to determine at least one flight plan from the acquired flight plan parameters, and + a display module (34) configured to display, on the information display system (18), each determined flight plan, characterized in that the determination module (32) is configured to determine a simulation flight plan (52),in addition to an active flight plan (54), the simulation flight plan (54) being distinct from the active flight plan (52) and determined from associated flight plan parameters, the display module (34) being configured to temporarily display the simulation flight plan (52) on the information display system (18), the simulation flight plan (52) being automatically erased if no operator action associated with the simulation flight plan (52) is detected by the human-machine interface (19) for a predetermined period.,

2. The installation (15) of claim 1, wherein the flight plan parameters associated with the active flight plan (54) comprise a series of waypoints (50), the flight plan parameters associated with the simulation flight plan (52) comprise a series of waypoints (50), and the flight plan parameters associated with the simulation flight plan (52) are distinct from those associated with the active flight plan (54) via at least one modification, each modification being selected from the group consisting of: a waypoint (50) modified, a waypoint (50) added, a waypoint (50) deleted, at least one performance criterion modified into at least one waypoint (50) respective, an added weather event or an added mission phase (56); each performance criterion preferably being selected from the group consisting of: a time of passage of the aircraft (10) at the respective waypoint; an amount of available energy remaining in the aircraft (10) at the respective waypoint; a speed of the aircraft (10) at the respective waypoint; an altitude of the aircraft (10) at the respective waypoint; a slope of the aircraft (10) at the respective waypoint; and a heading to a next waypoint of the respective waypoint.

3. Installation (15) according to claim 1 or 2, in which the determination module (32) is configured to determine the active flight plan (54) from a first performance model of the aircraft (10) and to determine the simulation flight plan (52) from a second performance model of the aircraft (10), the second performance model being distinct from the first performance model.

4. Installation (15) according to claim 3, in which the second performance model is defined from model parameters modifiable by the operator via the human-machine interface (19).

5. Installation (15) according to any one of the preceding claims, in which the display module (34) is configured to distinctly display the active flight plan (54) and the simulation flight plan (52), the simulation flight plan (52) being able to replace the active flight plan (54) in the event of activation of the simulation flight plan (52) by the operator, the simulation flight plan (52) preferably being displayed at least in part in a color distinct from the color of the active flight plan (54).

6. Installation (15) according to any one of the preceding claims, in which the predetermined duration is between 30 seconds and 5 minutes, preferably between 1 minute and 4 minutes, more preferably substantially equal to 2 min.

7. Installation (15) according to any one of the preceding claims, in which the determination module (32) is further configured to determine a secondary flight plan, the secondary flight plan being distinct from the active flight plan (54) and the simulation flight plan (52), the secondary flight plan being capable of replace the active flight plan (54) if the secondary flight plan is activated by the operator.

8. Civil aircraft (10), in particular rotary wing aircraft, comprising: - a propulsion system (12) comprising at least one engine (16) and at least one energy reservoir (17), and - an electronic decision-making assistance installation (15), characterized in that the electronic decision-making assistance installation (15) is according to any one of the preceding claims.

9. Method for aiding the decision of an operator of a civil aircraft (10), implemented by an electronic decision-making aid installation (15) intended to be carried on board the aircraft (10) and comprising an electronic information display system (18), a human-machine interface (19) and an electronic flight management system (20), the method comprising the following steps: - acquisition (100) of flight plan parameters defined by the operator via the human-machine interface (19), the flight plan parameters being associated with at least one flight plan; - determination (110) of at least one flight plan from the acquired flight plan parameters; and - display (130), on the information display system (18), of each determined flight plan;characterized in that during the determining step (110), a simulation flight plan (52) is determined in addition to an active flight plan (54), the simulation flight plan (52) being distinct from the active flight plan (54) and determined from associated flight plan parameters, and during the displaying step (130), the simulation flight plan (52) is temporarily displayed on the information display system (18), the simulation flight plan (52) being automatically erased if no operator action associated with the simulation flight plan (52) is detected by the human-machine interface (19) for a predetermined duration.;

10. A computer program comprising software instructions which, when executed by a computer, implement a method according to the preceding claim.

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