Improved Method for Controlling Flight Controls of an Aircraft, Flight Control Device, and Aircraft
An automated flight control system adapts and controls aircraft flight parameters to restore normal flight conditions after disturbances, enhancing safety and reducing pilot workload by maintaining the aircraft within a safe envelope.
Patent Information
- Authority / Receiving Office
- FR · FR
- Patent Type
- Patents
- Current Assignee / Owner
- AIRBUS OPERATIONS (SAS)
- Filing Date
- 2024-06-05
- Publication Date
- 2026-06-12
Smart Images
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Abstract
Description
Title of the invention: IMPROVED METHOD FOR CONTROLLING THE FLIGHT CONTROLS OF AN AIRCRAFT, FLIGHT CONTROL CONTROL DEVICE, AND AIRCRAFT. technical field
[0001] The present invention relates to an automated method for restoring flight of an aircraft to a normal flight domain or to a peripheral flight domain in the event of significant flight disturbances, as well as a flight control controller device configured to perform this method, and an aircraft comprising such a flight control controller device. PREVIOUS STATE OF THE ART
[0002] Current aircraft are designed to fly normally within a flight envelope known as the "normal flight envelope," in which commercial flights operated by airlines take place. A normal flight envelope is conventionally defined by limits determined from a set of flight parameters or flight conditions of the aircraft, such as, by way of example, a minimum or maximum roll angle, a minimum or maximum pitch angle, a maximum angle of attack, a minimum or maximum speed for a given aircraft configuration, and a maximum altitude.
[0003] In modern aircraft, flight control computers implement protective laws designed to maintain an aircraft within its normal flight envelope, whether the aircraft is piloted manually or automatically. This is known as the normal control law mode of operation of the flight control computer. In normal control law mode, the implemented protective laws limit the instructions of a human pilot or an autopilot in order to maintain the aircraft within its normal flight envelope. However, there is also a direct control law mode of operation for the flight control computer, in which all or part of the protective laws are deactivated and in which flight control follows the instructions of a human pilot. To increase safety, it is very rare for a direct control law mode to be activated.Furthermore, in the event of external disturbances (wind gusts, wake turbulence), normal protection laws prevent the aircraft from leaving its normal flight envelope. However, it can happen that the intensity of a disturbance is such that the protection laws do not allow an aircraft to remain within its normal flight envelope, but rather within a peripheral flight envelope, wider than its normal flight envelope, but which still guarantees that the aircraft remains within a safe flight envelope. a healthy and safe situation. In this case, the flight controls, according to normal laws, gradually bring the aircraft back into its normal flight envelope.
[0004] Highly exceptional circumstances, such as meteorological events or collisions, could cause the aircraft to move outside its peripheral flight envelope (and therefore also outside its normal flight envelope). Such a situation is commonly referred to as an "upset." This situation corresponds, for example, to a roll angle with an absolute value greater than 125 degrees. In such a situation, the aircraft controls switch to a direct-control mode, allowing the pilot(s) to return the aircraft to its normal flight envelope without being constrained by protective laws. Such a recovery maneuver within a normal flight envelope is called an "upset recovery."Managing such a situation is demanding for a human pilot and represents a very significant workload, requiring them to combine several precise actions while risking rapid spatial disorientation.
[0005] The situation can be improved. Description of the invention
[0006] An object of the present invention is to automate a recovery sequence aimed at getting an aircraft out of an "upset" situation to increase flight safety and preserve the integrity of the aircraft.
[0007] To this end, a method is proposed for restoring, within a first predefined flight envelope referred to as the "normal flight envelope" of an aircraft in flight, the method being executed in a flight control system and the method comprising:
[0008] - i) a recurring acquisition of initial information from sensors and / or one or more computers of said aircraft, configured to deliver information representative of one or more flight parameters or one or more flight conditions of said aircraft,
[0009] - ii) detection of one or more flight parameters or of one or more flight conditions of said aircraft outside a second flight domain of said aircraft, called the "peripheral flight domain", which is larger than said normal flight domain and includes said normal flight domain,
[0010] - iii) an adaptation of said initial information,
[0011] - iv) automated flight control of said aircraft from said appropriate information, so as to restore the flight of said aircraft to said normal flight envelope.
[0012] The recovery method according to the invention may further include the following optional features, considered alone or in combination:
[0013] - The adaptation of the initial information includes a comparison of each initial information compared to a predefined range of acceptable values related to the nature of the information considered, and replacement of the information considered with a substitute value when the information considered is outside the predefined range of acceptable values.
[0014] - The replacement value is the last value measured before the detection of a or several flight parameters or one or more flight conditions outside the peripheral flight domain, for the information considered.
[0015] - The automated flight control system is operated for a duration maximum predetermined from the detection of one or more flight parameters or one or more flight conditions of the aircraft outside a second flight domain of the aircraft.
[0016] - The aircraft is automatically configured in a flight control mode of direct laws apply at the end of the maximum duration if the aircraft is not restored to the normal flight envelope.
[0017] Another object of the invention is an aircraft flight control device comprising electronic circuitry configured for:
[0018] - i) to repeatedly obtain initial information from sensors and / or one or more aircraft computers, configured to deliver information representative of one or more aircraft flight parameters or one or more aircraft flight conditions,
[0019] - ii) detect one or more aircraft flight parameters or one or more aircraft flight conditions outside a second aircraft flight domain, called the "peripheral flight domain", which is larger than the normal flight domain and includes the normal flight domain,
[0020] - iii) to adapt said initial information,
[0021] - iv) operate automated flight control of the aircraft from said information adapted, so as to restore the aircraft's flight to the normal flight envelope.
[0022] The aircraft flight control device according to the invention may further comprise the following optional features, considered alone or in combination:
[0023] - The flight control device further includes circuitry electronic system configured to adapt initial information by comparing each piece of initial information to a predefined range of acceptable values related to the nature of the information being considered and a replacement of the information under consideration with a substitute value when the information under consideration is outside the predefined range of acceptable values.
[0024] - The flight control device further includes circuitry electronic configured to define the substitution value as the last value measured before the detection of one or more flight parameters or one or more flight conditions outside the peripheral flight domain, for the information under consideration.
[0025] - The flight control device further includes circuitry electronic configured to operate automated flight control for a predetermined maximum duration from the detection of one or more flight parameters or one or more aircraft flight conditions outside the aircraft's second flight domain.
[0026] - The flight control device further includes circuitry electronics configured to automatically configure the aircraft into a direct law flight control mode at the end of the maximum duration if the aircraft is not restored to the normal flight envelope.
[0027] The invention further relates to an aircraft comprising at least one flight control device as previously described.
[0028] Another object of the invention is a computer program product comprising program code instructions to execute the steps of a process as previously described when this program is executed by a processor of an aircraft flight control device.
[0029] Finally, the invention relates to a storage medium comprising a computer program product as described above. Brief description of the drawings
[0030] [Fig.1] illustrates an aircraft comprising at least one flight control controller device according to one embodiment;
[0031] [Fig.2] schematically illustrates a control system for commands of flight including a flight control device according to one embodiment;
[0032] [Fig.3] schematically illustrates a method for recovering an aircraft in its normal flight envelope according to an embodiment of the invention;
[0033] [Fig.4] schematically illustrates a variant of the method for restoring a aircraft already shown in [Fig. 3]; and,
[0034] [Fig.5] schematically illustrates an internal architecture of the controller device flight controls already shown in [Fig.2].
[0035] DETAILED STATEMENT OF IMPROVEMENTS
[0036] Figure 1 schematically represents an aircraft 100 comprising an onboard flight control system 1 connected to a plurality of sensors and / or computers Sel, Se2, Se3, ..., Sn configured to provide information representative of flight parameters and flight conditions of the aircraft 100. The term "flight parameters" is to be interpreted here as information representative of instructions entered into the systems of the aircraft 100, such as, for example, a heading instruction, a rate of climb instruction, an altitude or flight level instruction, etc. The examples given here are not limiting. The term "flight conditions" is to be interpreted here as information representative of actual measured or detected conditions that reflect the instantaneous conditions under which the flight of the aircraft 100 is being operated, or the latest measured conditions for all or part of the measured or considered quantities.Examples include the measured rate of climb, corrected altitude, measured ground speed, measured angle of attack, roll angle, pitch angle, yaw angle, etc. Again, the examples cited here are not exhaustive.
[0037] Figure 2 schematically represents a flight control system 100c of the aircraft 100 comprising the flight control controller "FCTRL" 1 of an aircraft connected on one side to sensors or computers Sel, Se2, Se3, ..., Sen, and on the other side to flight control or control surface actuators Al, A2, A3, ..., An. The flight control controller device 1 is further connected to a stick or mini-stick management module PS comprising electronic circuitry configured to scan for piloting instructions received via at least one stick or mini-stick located in a cockpit of the aircraft 100, which stick or mini-stick is further configured to operate flight controls manually under the control of a human pilot.The flight control controller device is further connected to an AP type autopilot module comprising electronic circuitry configured to operate flight controls between two predefined points in space corresponding to a navigation instruction of aircraft 100, for example according to a flight plan or from predefined flight instructions or those entered via an air navigation parameter input interface of aircraft 100.
[0038] According to one embodiment, a Sel sensor is a differential pressure measurement sensor indicating the airspeed of the aircraft carrying the control system; a Se2 sensor is a pressure sensor providing altitude information for the aircraft and a Se3 sensor for angle of attack, and a Sn computer is an internal computer of an aircraft inertial navigation system. delivering yaw angle, roll angle, pitch angle and acceleration information in at least three directions orthogonal in pairs from a spatial reference frame defined with reference to aircraft 100. The Sel, Se2, Se3 sensors and the Sen computer are described here by way of examples and aircraft 100 includes in addition to a very large number of other sensors Se4, Se5, Se6, ... Sen-2, Sen-1, not being described here in more detail insofar as this is not useful to the understanding of the invention, such as temperature sensors, pressure sensors, relative air movement sensors on the fuselage, additional angle-of-attack sensors, radars, weather sensors, one or more GPS-type localization and positioning modules, these examples not being limiting.According to the example embodiment described, actuator Al is an aircraft rudder control actuator, actuator A2 is an aircraft elevator control actuator, actuator A3 is an aircraft drag surface control actuator, and actuator An is an aircraft engine thrust control module. Actuators A1, A2, A3 and An are described here by way of example and the aircraft further includes a very large number of other flight control actuators A4, A5, A6, An-2, An-1, not being described here in more detail as this is, again, not useful to the understanding of the invention, such as, for example, landing gear extension and retraction actuators, high-lift surface actuators, wing element de-icing actuators, engine thrust reverser actuators, these examples not being, again, limiting.The sensors and / or computers Sel, Se2, Se3, ... Sn are respectively connected to the flight control controller 1 via communication links bil, bi2, bi3, ... bin, respectively configured for the transmission of information il, i2, i3, ... in between each of the sensors or computers and the flight control controller 1. Thus, for example, sensor Sel delivers information il to the flight control controller 1 via link bil, sensor Se2 delivers information i2 to the flight control controller 1 via link bi2, and so on. In one embodiment, the communication links bil, bi2, bi3, ..., bin are bidirectional communication buses, and the flight control controller 1 is configured to send configuration or control messages to the various sensors Sel, Se2, Se3, ...Sen, in addition to being configured to receive useful information from each of the sensors and / or computers Sel, Se2, Se3, ... Sen. Similarly, the flight control controller device 1 is connected to each of the actuators Al, A2, A3, ..., An, respectively, by a communication link bel, bc2, bc3, ..., ben, configured to transmit control information cl, c2, c3, ..., en, respectively. Thus, the communication link bel. The communication link bc2 carries control information, or commands, between the flight control controller device 1 and the actuator A1, the communication link bc2 carries control information, or commands, c2 between the flight control controller device 1 and the actuator A2, and so on. According to one embodiment, the communication links bel, bc2, bc3, ..., bn are bidirectional communication buses and the flight control controller device 1 is configured to address configuration or control messages to the various actuators A1, A2, A3, ..., An, in addition to being configured to send flight control information to the actuators A1, A2, A3, ..., An.
[0039] The flight control controller device 1 is configured to sample and analyze, under conditions as close as possible to real-time, information from all sensors and / or computers Sel, Se2, Se3, ..., Sen in order to determine flight parameters or conditions of the aircraft 100 on which it is mounted and, consequently, to determine whether the aircraft 100 is operating within its normal flight envelope, within its peripheral flight envelope, or outside both its normal and peripheral flight envelopes. It should be noted that a flight of the aircraft 100 outside its peripheral flight envelope implies a flight outside its normal flight envelope, insofar as its peripheral flight envelope is larger than its normal flight envelope, in that it has boundaries further out than those of the normal flight envelope. Furthermore, the flight control controller device 1 is configured to send information to the actuators A1, A2, A3, ......, using flight control information according to predetermined or dynamically determined sequences, as appropriate, to automatically restore the aircraft to its peripheral flight envelope and then to its normal flight envelope. For example, the flight control controller 1 sends flight control information to the relevant actuators to level the aircraft's wing, and then to obtain an angle of attack consistent with the aircraft's peripheral flight envelope and then its normal flight envelope 100.In one embodiment, the flight control device 1 transmits flight control information for a predetermined, fixed, or adjustable maximum duration Tmax, after which, if the flight conditions of the aircraft 100 have not returned to conform to the normal flight envelope, the aircraft 100 is configured according to direct control laws from which the flight control actuators of the aircraft 100 will be controlled according to instructions established by a human pilot. In one embodiment, the predetermined maximum duration Tmax during which the flight control device 1 operates or attempts to operate a recovery of the aircraft 100 to its normal flight envelope or according to [the specified flight envelope]. Its peripheral flight range is between fifteen and sixty seconds, preferably thirty seconds.
[0040] According to one embodiment, the flight control controller device 1 adapts the information obtained il, i2, i3, ..., in from the sensors and / or computers Sel, Se2, Se3, ..., Sen. Indeed, depending on abnormal flight conditions, it is possible that some of the sensors may deliver meaningless information, particularly if the flight conditions are very far from normal flight conditions within the normal flight envelope of the aircraft 100. For example, if the aircraft 100 is in a position that significantly disturbs the airflow around one or more static pressure ports, altitude and speed information may not be representative of the actual altitude and airspeed of the aircraft 100.Indeed, an aircraft sensor is designed and intended to perform measurements and deliver information under predefined conditions, which have their own limitations. Thus, a first adaptation of the information i1, i2, i3, ..., in obtained by the flight control system 1 consists of verifying whether the information i1, i2, i3, ..., in obtained and representative of the physical quantities to be measured is consistent, and in particular whether the transmitted values are each included within a range or several ranges of values considered to include possible or consistent values, and this for each of the sensors used or at least for each of the sensors identified as potentially disturbable in flight conditions outside the peripheral flight envelope and the normal flight envelope of the aircraft 100.In one embodiment, a second adaptation of the information from the sensors and / or computers Sel, Se2, Se3, ...Sn is performed, which aims to analyze the consistency or inconsistency of measured quantities based on previously measured values for the same quantity. For example, if an aircraft altitude of 38,000 feet is measured at a given instant and then this altitude is measured at 37,800 feet two seconds later, the measurement appears consistent. Similarly, if an aircraft altitude of 14,500 feet is measured at a given instant and then this altitude is measured at 14,657 feet two seconds later, the measurement also appears consistent. Conversely, if an aircraft altitude of 38,000 feet is measured at a given instant and then this altitude is measured at 13,780 feet two seconds later, there is a significant inconsistency in one or both of these measurements.In one embodiment, when a measurement appears inconsistent, a value of the measured quantity determined to be inconsistent is replaced by a so-called substitute value. In one embodiment, the substitute value is the last measured value determined to be consistent. In another embodiment, and depending on... For the measured quantity, a substitution value can be predefined. For example, when a roll angle is measured with an angular reference established between -180° in the case, for example, of a left roll of aircraft 100, up to an angular reference established at +180° in the case, for example, of a right roll of aircraft 100, there must not be a zero value between these two maximum values when the aircraft has its wings flat (horizontally) but is flying upside down, which would then be interpreted as an absence of roll angle and would therefore be an inconsistent value.
[0041] According to one embodiment, the flight control controller device 1 further operates adaptations to unusual attitude conditions of the aircraft 100. According to one example, and in the case of so-called longitudinal protections with an aircraft flying inverted, it is necessary to adapt the sign and / or the amplitude of the pitch and / or the speed of the aircraft 100 to take into account the unusual attitude of the aircraft, so that the commands sent to the aircraft's control surfaces act in the correct direction compared with an aircraft in normal attitude conditions.According to the example described, in which aircraft 100 is flying inverted, when it is desired to decrease the aircraft's airspeed and considering a control defined by load factor, it is necessary to establish a flight control by seeking a load factor less than -1g to move the nose of aircraft 100 upwards in order to decrease the airspeed of aircraft 100, whereas in normal attitude, it is necessary to seek a load factor greater than 1g to position the nose of aircraft 100 upwards and thus decrease the airspeed of aircraft 100.
[0042] Figure 3 schematically illustrates a method for restoring an aircraft's flight conditions to its normal flight envelope, performed by the flight control device according to one embodiment. In the example described, this refers to the flight control device 1 of aircraft 100.
[0043] A step S1 is an initial or nominal step during which the aircraft 100, which carries the system 100c previously illustrated in relation to [Fig. 2], operates a flight within the normal flight envelope of the aircraft 100 and according to normal control laws. Thus, during this step, the control information delivered by the flight control controller device 1 to the various flight control actuators and the various control surfaces A1, A2, A3, ..., An, of the aircraft 100 are adjusted according to the protection laws of the normal control laws based on the instructions obtained by the sensors and / or computers Se1 among Sel, Se2, Se3, ..., Sen.
[0044] A step S 2 corresponds to a test step aimed at detecting, where applicable, one or more measured quantities and / or one or more flight parameters from the information obtained by the flight control controller device 1, from the sensors and / or computers Sel, Se2, Se3, ..., Sn, corresponding to flight conditions outside the normal flight envelope and the peripheral flight envelope of aircraft 100. For example, an airspeed that is too low or an airspeed that is too low for a given angle of attack, due to an intense local weather phenomenon. Detection can be performed based on a single inconsistent parameter or a single inconsistent flight condition, with respect to the normal flight envelope and the peripheral flight envelope of aircraft 100, but also with respect to a combination of one or more inconsistent flight parameters and / or one or more inconsistent flight conditions with respect to the normal flight envelope and the peripheral flight envelope of aircraft 100. In the absence of detection of an unusual attitude of aircraft 100 (step S2, state "no"), the configuration of the flight control laws remains unchanged and the process loops back to step SI.Otherwise, if it is determined that the flight of aircraft 100 is no longer within its normal flight envelope, or even its peripheral flight envelope (step S2, state "yes"), the information obtained from the Sel, Se2, Se3, ..., Sen sensors and / or computers is adapted during step S3 to verify its consistency with respect to normally possible and / or expected values. This adaptation is then used, or at least attempted to be used, during step S4, to perform automated control of the flight controls of aircraft 100 based on this adapted information. The concept of adaptation described here should be interpreted as an analysis of the measured or simply obtained values in relation to normally possible or foreseeable values for each of the represented quantities (i.e., by each of the Sel, Se2, Se3, ..., Sen sensors and / or computers)., Sen) and the replacement of one or more values deemed inappropriate or inconsistent, each with a substitute value, in the event of a value deemed inconsistent. During an S5 step, it is checked whether the flight is still being operated outside the normal flight envelope of aircraft 100 and outside the peripheral flight envelope of aircraft 100. If this is the case (step S5, state "yes"), the process loops back to step S3 in order to continue operating flight controls aimed at restoring aircraft 100 to its peripheral flight envelope and ideally to its normal flight envelope.
[0045] If, on the contrary, the flight controls operated in step S4 were such as to restore the aircraft 100 in its peripheral flight domain or ideally in its normal flight domain (step S5, state “yes”), then the process loops back to step SI and the rest of the flight of the aircraft 100 is again operated according to normal control laws.
[0046] The upset recovery method described in relation to [Fig. 3] advantageously allows, through its execution in the flight control controller device 1, the realization of a recovery flight control sequence aiming to remove aircraft 100 from flight conditions no longer meeting the desired maintenance of flight safety and integrity.
[0047] Figure 4 illustrates a variant of the method already described in relation to Figure 3. Additional steps S6 and S7 are implemented after step S5 when it is detected in step S5 that the operated flight of aircraft 100 could not be restored to its normal flight envelope or to its peripheral flight envelope. Specifically, during step S6, the flight control device 1 determines whether the time elapsed since the initial detection in step S2 of aircraft 100 flying outside its normal flight envelope and outside its peripheral flight envelope is greater than or equal to a predetermined maximum duration Tmax. In one embodiment, the maximum duration Tmax is between fifteen and sixty seconds. In a preferred embodiment, the maximum duration Tmax is between twenty and forty seconds. Ideally, the maximum duration Tmax is thirty seconds.Cleverly, the maximum duration Tmax is used as a time threshold beyond which (if a time Tmax is reached), if the automated flight control operated iteratively during steps S3 and S4 has not resulted in the aircraft 100 returning to its normal flight domain or its peripheral flight domain, the flight control device 1 is then configured during a step S7 to operate according to direct flight control laws and the flight is then operated from piloting performed by a human pilot.Otherwise, if the time elapsed since the first detection in step S2 of aircraft 100 flying outside its normal flight envelope and outside its peripheral flight envelope has not reached the maximum duration Tmax, then the process loops back to step S3 in order to continue automated flight control aimed at automatically restoring aircraft 100's flight to its normal flight envelope or at least to its peripheral flight envelope. This implies starting a timer from zero upon the first detection in step S2 of aircraft 100 flying outside its normal flight envelope and outside its peripheral flight envelope.
[0048] Figure 5 is a schematic representation of an example of the internal architecture of the flight control system 1. For illustrative purposes, Figure 5 illustrates an internal arrangement of the flight control system 1 as installed in aircraft 100. It should be noted that Figure 5 can also schematically illustrate an example of the hardware architecture of the control module for one or more control sticks (PS), the autopilot module (AP), any of the sensors and / or computers Sel, Se2, Se3, ... Sen, or any of the flight control or control surface actuators A1, A2, A3, ... An. According to the hardware architecture example shown in [Fig.5], the flight control controller device 1 then comprises, connected by a communication bus 19: a processor or CPU (“Central Processing Unit”) 11; a RAM (“Random Access Memory”) 12; a ROM (“Read Only Memory”) 13; a storage unit such as a hard disk drive (or a storage media reader, such as an SD card reader (“Secure Digital”) 14; a communication interface module 15 enabling the flight control controller device 1 to communicate with remote devices, such as other onboard systems of the aircraft 100.
[0049] The processor 11 of the flight control device 1 is capable of executing instructions loaded into RAM 12 from ROM 13, external memory (not shown), storage media (such as an SD card), or a communication network. When the flight control device 1 is powered on, the processor 11 is capable of reading instructions from RAM 12 and executing them. These instructions form a computer program causing the processor 11 of the flight control device 1 to implement all or part of a flight recovery method in a normal flight domain or in a peripheral flight domain described in relation to [Fig. 3] or described variants of this method, such as, for example, the variant described in relation to [Fig. 4].
[0050] All or part of the method described in relation to [Fig. 3] or [Fig. 4] or its described variants can be implemented in software form by executing a set of instructions by a programmable machine, for example a DSP (Digital Signal Processor) or a microcontroller, or be implemented in hardware form by a dedicated machine or component, for example a FPGA (Field-Programmable Gate Array) or an ASIC (Application-Specific Integrated Circuit). In general, the flight control controller device 1 comprises electronic circuitry configured to implement the described method in relation to itself.Obviously, the flight control controller device 1 also includes all the elements usually present in a system comprising a control unit and its peripherals, such as a power supply circuit, a power supply monitoring circuit, one or more clock circuits, a reset circuit, input / output ports, interrupt inputs, bus drivers, this list being non-exhaustive.
Claims
Demands
1. A method for restoring an aircraft (100) in flight to a first predefined flight envelope called the "normal flight envelope," the method being executed in a flight control system (1) and the method being characterized in that it comprises: - i) a recurrent acquisition (SI) of initial information from sensors and / or one or more computers (Sel, Se2, Se3, ..., Sen) said aircraft (100), configured to deliver information representative of flight parameters or conditions of said aircraft, - ii) a detection (S2) of one or more flight parameters or conditions of said aircraft outside a second flight domain of said aircraft, called "peripheral flight domain", which is larger than said normal flight domain and encompasses said normal flight domain, - iii) an adaptation (S3) of said first information, - iv) an automated control (S4) of flight controls of said aircraft (100) from said adapted information, so as to restore the flight of said aircraft within said normal flight domain.
2. Recovery method according to claim 1, wherein said adaptation (S3) of said first information comprises a comparison of each of said first information against a predetermined range of acceptable values defined in relation to the nature of said information considered and replaces said information considered with a substitute value when said information considered is outside said range of acceptable values.
3. Recovery method according to claim 2, wherein said substitution value is the last value measured before said detection (S2) of flight parameters or flight conditions outside said peripheral flight domain, for said information considered.
4. A recovery method according to any one of claims 1 to 3, wherein said automated flight control (S4) is operated for a predetermined maximum duration (Tmax) from said detection of flight parameters or flight conditions of said aircraft outside a second flight domain of said aircraft (S2).
5. A method according to claim 4, wherein said aircraft is automatically configured in a direct-laws type flight control mode at the end of said maximum duration if the aircraft is not restored to said normal flight domain or said peripheral flight domain.
6. Aircraft flight control control device (1), said control device comprising electronic circuitry configured to: - i) repeatedly obtain (SI) first information from sensors and / or one or more computers of said aircraft, configured to deliver information representative of flight parameters or flight conditions of said aircraft (100), - ii) detect (S2) one or more flight parameters of said aircraft outside a second flight domain of said aircraft (100), referred to as the "peripheral flight domain", which is larger than said normal flight domain and encompasses said normal flight domain, - iii) perform an adaptation (S3) of said first information, - iv) perform automated control (S4) of flight controls of said aircraft (100) from said adapted information, so as to restore the flight of said aircraft within said normal flight domain.
7. Flight control control device (1) according to claim 6, further comprising electronic circuitry configured to operate said adaptation (S3) of said first information by comparing each of said first information with respect to a predetermined range of acceptable values defined in relation to the nature of said information considered and replacing said information considered with a substitute value when said information considered is outside said range of acceptable values.
8. Flight control control device (1) according to claim 7, further comprising electronic circuitry configured to define said substitution value as the last value measured before said detection (S2) of flight parameters or flight conditions outside said peripheral flight domain, for said information considered.
9. Flight control control device (1) according to any one of claims 6 to 8, further comprising electronic circuitry configured to operate said automated flight control (4) for a predetermined maximum duration from said detection of flight parameters or flight conditions of said aircraft outside said second flight domain of said aircraft.
10. Flight control device (1) according to claim 9, further comprising electronic circuitry configured to automatically configure said aircraft into a direct laws type flight control mode at the end of said maximum duration if the aircraft is not restored to said normal flight domain or said peripheral flight domain.
11. Aircraft (100) comprising at least one flight control control device (1) according to any one of claims 6 to 10.
12. Product computer program comprising program code instructions to execute the steps of a method according to any one of claims 1 to 5 when such program is executed by a processor of a flight control device (1) of an aircraft (100).
13. Storage medium comprising a computer program product according to claim 12.