METHOD AND SYSTEM FOR DETERMINING RISK ZONES AROUND AN AIRCRAFT.

Abstract

This disclosure relates to a method for determining at least one risk area within an area around an aircraft during the execution of ground operations around and / or on the aircraft. This method includes, upon receipt of a request to determine at least one risk area: obtaining (402) initial information representative of at least one source of at least one risk, as well as operational context information representative of the aircraft's operational context during such ground operations; determining (403) such risk area and a location thereof; and then transmitting (404) such location to indicate the presence of such at least one risk area at such determined location to personnel operating on and / or around the aircraft during such ground operations.It is possible to identify one or more risk zones and locate them within an area around the aircraft for one or more risks associated with various hazards that may be encountered during ground operations. Figure to be published with the abbreviation: Fig. 4.

Description

Title of the invention: METHOD AND SYSTEM FOR DETERMINING RISK ZONES AROUND AN AIRCRAFT. technical field

[0001] The technical field relates to a method and system for determining risk zones in an area around an aircraft during ground phases. In particular, this disclosure relates to the identification and then the location of these risk zones for the purpose of signaling them to personnel working around and / or on the aircraft during ground phases. STATE OF PRIOR ART

[0002] The development of new technologies in the field of aviation also leads to the emergence of new risks (e.g., risk of explosion, fire, engine blast phenomenon or "jet blast" in English...) for personnel, in particular ground personnel, working around and / or on the aircraft during ground phases (e.g., taxiing, parking, refueling...).

[0003] In order to ensure the safety of personnel, and to prevent any risk of danger, personnel must possess special qualifications, as well as specific dedicated equipment, in order to be authorized to enter so-called "at-risk" areas in which there is a risk of danger (e.g., risk of an explosive atmosphere).

[0004] However, some of these hazards are not directly visible or detectable by personnel. This is the case, for example, with the presence of kerosene vapors or hydrogen gas in the atmosphere. Thus, it can be difficult for personnel to determine the location and size of these hazardous areas around the aircraft, and therefore to know whether they have the appropriate qualifications and equipment to operate in them.

[0005] The situation can be improved. In particular, it is desirable to provide a solution that makes it possible to determine which are the risk zones around the aircraft, as well as their location and, where appropriate, their size, in order to be able to report them to personnel working around and / or on the aircraft during ground phases. Description of the invention

[0006] A method for determining at least one risk zone in an area around an aircraft during ground operations around and / or on the aircraft is proposed herein, said method being executed by a risk zone determination system comprising electronic circuitry, configured to: upon receipt of a request to determine at least one risk zone: - to obtain initial information representative of at least one source of at least one risk, - to obtain operational context information representative of the aircraft's operational context during said ground operations, - determine, based on the aforementioned initial information and the aforementioned operational context information, the said risk zone and a location of said at least one risk zone; - transmit said location of said at least one risk zone to signal the presence of said at least one risk zone in said determined location to personnel operating on and / or around the aircraft during said ground operations.

[0007] Thus, it is possible to identify one or more risk zones and locate them within an area around the aircraft for one or more risks associated with various hazards that may be encountered during ground operations. Advantageously, it is possible to warn ground or flight personnel of the location of these risk zones and thus alert them to the need to possess qualifications and equipment appropriate for managing the risk(s) in the identified zones.

[0008] According to a particular embodiment, said operational context information is obtained from a selection in a list of operational scenarios comprising at least one scenario.

[0009] According to a particular embodiment, said request for the determination of said at least one risk zone originates from: - a human-machine interface in the cockpit of said aircraft, - a human-machine interface integrated into the aircraft and accessible via a hatch in the aircraft's fuselage, or - of a human-machine interface of a control center.

[0010] According to a particular embodiment, the method further comprises: receiving confirmation of determination of said at least one risk zone from: the human-machine interface of the aircraft cockpit, the human-machine interface integrated into the aircraft and accessible through the hatch, or the human-machine interface of the control center.

[0011] According to a particular embodiment, transmitting said location of said at least one risk zone includes: transmitting said determined location to equipment on board the aircraft and / or ground support equipment.

[0012] According to a particular embodiment, the equipment carried on board the aircraft and the ground support equipment are selected from: - laser emitters, - photonic radars, - audible warning devices.

[0013] According to a particular embodiment, the method further comprises: displaying by said equipment on board the aircraft and / or ground support equipment, an outline of said at least one risk zone, or a surface of said at least one risk zone.

[0014] Also proposed here is a system for determining at least one risk zone in an area around an aircraft during ground operations around and / or on the aircraft. The risk zone determination system comprises electronic circuitry configured to: upon receiving a request to determine at least one risk zone: - to obtain initial information representative of at least one source of at least one risk, - to obtain operational context information representative of the aircraft's operational context during said ground operations, - determine, based on the aforementioned initial information and the aforementioned operational context information, the said risk zone and a location of said at least one risk zone; - transmit said location of said at least one risk zone to signal the presence of said at least one risk zone in said determined location to personnel operating on and / or around the aircraft during said ground operations.

[0015] Also proposed here is an aircraft comprising a risk zone determination system as described above.

[0016] A computer program product is also proposed, comprising instructions that cause a processor to execute the process described above in any of its embodiments when said instructions are executed by the processor. A storage medium for storing such instructions is also proposed. Brief description of the drawings

[0017] The features of the invention mentioned above, as well as others, will become clearer upon reading the following description of at least one exemplary embodiment, said description being made in relation to the accompanying drawings, among which:

[0018] [Fig-1] schematically illustrates, in side view, an aircraft equipped with a system of determination of risk zones, according to a method of implementation;

[0019] [Fig.2] schematically illustrates the system for determining risk zones of an aircraft, according to one embodiment;

[0020] [Fig.3] schematically illustrates an example of a hardware platform allowing the implementation, in the form of electronic circuitry, of the system for determining risk zones of an aircraft, according to one embodiment;

[0021] [Fig.4] schematically illustrates different stages of a process for determining risk zones, carried out by the determination system, according to an embodiment.

[0022] [Fig.5] schematically illustrates an example of determining several risk zones by the determination system, according to one embodiment;

[0023] [Fig.6] schematically illustrates, in top view, an aircraft around which risk zones have been identified, according to one embodiment;

[0024] [Fig.7] schematically illustrates, in top view, an aircraft around which risk zones have been identified, according to another embodiment;

[0025] [Fig.8] schematically illustrates, in top view, an aircraft around which risk zones have been identified, according to another embodiment.

[0026] DETAILED DESCRIPTION OF IMPROVEMENTS

[0027] The general principle of this disclosure is to determine risk zones, that is, to identify and then locate them, in the area around an aircraft during ground phases (e.g., taxiing, parking, etc.). Specifically, this disclosure aims to alert personnel working around and / or on the aircraft during ground phases to these risk zones by indicating them with visual and / or audible markers. This makes it possible to warn ground personnel (e.g., technicians, operators, etc.) and / or flight crew of the precise location of these risk zones around the aircraft.

[0028] The terms "area around an aircraft" and "around an aircraft" refer to a geographical area including the location of the aircraft. For example, this "area around an aircraft" extends for several tens of meters all around the aircraft.

[0029] Hereafter, the term "risk" refers to the probability of a hazard occurring (e.g., fire, explosion, accident, electrocution, etc.). Risk can be quantified (e.g., according to different levels: high, moderate, low). Thus, a "risk zone" designates a geographical area within which the risk level of a given hazard can be quantified. Outside the risk zone, the risk level of a given hazard is considered to be zero. Consequently, for safety reasons, ground personnel must possess the appropriate qualifications and equipment to be able to enter a risk zone and carry out operations there (e.g., maintenance operations, refueling, etc.). Otherwise, this personnel cannot be authorized to enter the risk zone. For example, for areas at risk of explosive atmospheres (e.g.(related to the presence of kerosene vapor in the atmosphere), personnel authorized to enter these areas must possess qualifications and equipment dedicated to managing such a risk.

[0030] There are different types of risks associated with various hazards that may be encountered around an aircraft during ground phases. For example: - a risk associated with an explosive atmosphere hazard linked to kerosene vapors or the presence of dihydrogen in the atmosphere; - a risk associated with a "mechanical" type hazard related to the operation of the aircraft's moving parts such as the landing gear or the thrust reverser system; - a risk associated with an "engine" type hazard related to the phenomenon of engine jet blast, or engine ingestion around intake;

[0031] - a risk associated with an "electrical" type hazard linked to the electrical phenomenon around the aircraft, for example in relation to weather conditions; - etc.

[0032] Fig. 1 schematically illustrates, in side view, an aircraft 100 equipped with a risk zone determination system 101, according to one embodiment.

[0033] According to the embodiment of [Fig.1], the risk zone determination system 101 (also referred to hereafter as determination system 101) is an electronic device installed in the aircraft 100. For example, the risk zone determination system 101 is part of an electronic circuitry of the avionics of the aircraft 100.

[0034] The determination system 101 is schematically and globally illustrated in [Fig.2], according to one embodiment.

[0035] The determination system 101 is configured to communicate with various avionics systems on board aircraft 100.

[0036] In particular, the determination system 101 is configured to communicate with aircraft avionics systems 100 configured to monitor a given risk and, in particular, a source element of that risk (e.g., kerosene vapor in the atmosphere, dihydrogen, etc.). Such systems are also referred to hereafter as "risk monitoring systems" SYS_S1, SYS_S2, SYS_S3. In particular, these risk monitoring systems SYS_S1, SYS_S2, SYS_S3 are configured to monitor parameters characteristic of the source element of the risk (e.g., concentration and mass flow rate of dihydrogen in the atmosphere, etc.). To this end, the risk monitoring systems SYS_S1, SYS_S2, SYS_S3 are configured to receive measurements from sensors configured to measure these parameters.The position of the sensors on aircraft 100 is also transmitted to the risk monitoring systems SYS_S1, SYS_S2, SYS_S3 in order to locate the origin of the risk on aircraft 100.

[0037] The determination system 101 therefore receives, from the various risk monitoring systems SYS_S1, SYS_S2, SYS_S3, initial information representative of one or more source elements of one or more risks including: the nature of a risk monitored by at least of the risk monitoring systems SYS_S1, SYS_S2, SYS_S3 (e.g., risk of explosive atmosphere), the location of the origin of this risk on the aircraft 100 (e.g., ventilation orifice of the aircraft 100), measurements of the characteristic parameters of the source elements of this risk (e.g., concentration and mass flow of dihydrogen in the atmosphere).

[0038] In addition, the determination system 101 is configured to receive so-called "operational context" information representative of the operational context of aircraft 100 at the time a request to determine risk areas is received. This operational context information is, for example, provided by the flight crew according to the operations manuals dedicated to aircraft 100 via a dedicated human-machine interface in the cockpit. Alternatively, when there is no flight crew on board aircraft 100, the operational context information is, for example, provided by ground personnel according to the operations manuals dedicated to aircraft 100 via a dedicated human-machine interface in a ground control center.

[0039] According to a first alternative, the power supply for the determination system 101 is provided by the aircraft 100 when the aircraft's electrical network is energized. According to a second alternative, the power supply for the determination system 101 is provided by a ground-based electrical network.

[0040] In addition, the determination system 101 is configured to interact with EQ1, EQ2, EQ3 equipment, such as: laser emitters, photonic radars, audible warning devices, etc.

[0041] Fig. 3 schematically illustrates an example of a hardware platform for implementing, in the form of electronic circuitry, the determination system 101, according to one embodiment.

[0042] The hardware platform comprises, connected by a communication bus 310, a processor or CPU (Central Processing Unit) 301; a random-access memory (RAM) 302; a read-only memory 303, for example of the ROM (Read Only Memory) or EEPROM (Electrically-Erasable Programmable ROM) type, such as a Flash memory; a storage unit, such as a hard disk drive (HDD) 304, or a storage media reader, such as an SD (Secure Digital) card reader; and a COM interface manager 305.

[0043] Thus, the COM 305 interface manager allows the determination system 101 to interact with the avionics systems of the aircraft 100, in particular the systems risk monitoring SYS_S1, SYS_S2, SYS_S3, and equipment as described above.

[0044] The processor 301 is capable of executing instructions loaded into RAM 302 from ROM 303, external memory, a storage medium (such as an SD card), or a communication network. When the hardware platform is powered on, the processor 301 is capable of reading instructions from RAM 302 and executing them. These instructions form a computer program causing the processor 301 to implement all or part of the steps, processes, and operations described herein.

[0045] All or part of the steps, processes, and operations described herein can thus be implemented in software form by the execution of 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 electronic component (chip) or a dedicated set of electronic components (chipset), for example, an FPGA (Field Programmable Gate Array) or ASIC (Application-Specific Integrated Circuit). Generally speaking, the determination system 101 comprises electronic circuitry adapted and configured to implement all or part of the operations, processes, and steps described herein.

[0046] Figure 4 schematically illustrates different stages of a process for determining risk zones, carried out by the determination system 101, according to one embodiment.

[0047] All or part of this determination process is implemented by the determination system 101 described above.

[0048] Prior to the determination of risk zones, the 101 determination system is waiting to receive a request for determination of risk zones from the flight crew or ground crew.

[0049] During the ground phases of aircraft 100 (e.g., taxiing, parking, refueling, etc.), the 101 risk zone identification system is activated upon receipt of a request to identify risk zones. More generally, the 101 risk zone identification system is activated by flight crew or ground personnel in anticipation of ground operations (e.g., maintenance, refueling, etc.). The objective is to alert personnel who may be working around and / or on aircraft 100 during ground operations to the presence of risk zones around aircraft 100.

[0050] Thus, during step 401, the determination system 101 receives, via a human-machine interface, the request to determine risk zones. In particular, according to one embodiment, this request is made by personnel navigating via a human-machine interface of the cockpit of aircraft 100.

[0051] Alternatively, this request is made by ground personnel via a human-machine interface external to the aircraft 100, such as a dedicated human-machine interface from a ground control center. This is the case, for example, during the initial moments of aircraft 100's commissioning, when there is not yet any flight crew on board.

[0052] Alternatively, this request is made by ground personnel via a human-machine interface integrated into the aircraft and accessible by ground personnel by opening a hatch in the aircraft fuselage. In particular, this hatch is located in a lower part of the fuselage so that it is easily accessible by ground personnel.

[0053] In one embodiment, this request to determine risk zones is made by the flight crew or ground crew before the ground phases during which ground operations are carried out begin. Alternatively, this request to determine risk zones is made only when necessary, for example, during specific ground phases during which particular ground operations are carried out (e.g., refueling of aircraft 100). Alternatively or additionally, this request to determine risk zones is made after authorization from the airport authorities in accordance with applicable regulations.

[0054] According to a first embodiment, referred to as the "automatic" mode, upon receipt of this request for the determination of risk zones, during a step 402, the determination system 101 obtains: - from different risk monitoring systems SYS_S1, SYS_S2, SYS_S3, initial information representative of risk source elements concerning different risks (e.g., risk of explosive atmosphere, risk of engine blast...);

[0055] - via the human-machine interface of the cockpit, or the control center on the ground, operational context information for aircraft 100 (e.g., taxiing, parking, refueling...).

[0056] According to this first embodiment, it is possible to adapt to each risk the determination of the corresponding risk zones according to the operational context.

[0057] According to this first embodiment, during a step 403, the determination system 101 determines, for one or more risks, one or more risk zones, as well as their location around the aircraft 100, based on initial information representative of risk source elements and information from operational context. Optionally, the 101 determination system also determines a dimension of each risk zone whose location has been determined.

[0058] Thus, for aircraft 100, it is possible to adapt to all operational contexts the location and, where appropriate, the size of the risk zones for one or more risks.

[0059] To illustrate this "automatic" mode, a risk of explosive atmosphere is considered, linked to the emission of kerosene or hydrogen vapor into the atmosphere at the ventilation openings of aircraft 100. The hazard identification system 101 is awaiting a request to identify hazard zones. Aircraft 100 arrives at an airport gate. According to current airport regulations, activation of the hazard identification system 101 is only permitted with authorization from the air traffic control center. After authorization from the air traffic control center, the flight crew on board aircraft 100 activates the hazard identification system 101 by requesting, via a human-machine interface in the cockpit of aircraft 100, the identification of hazard zones associated with the risk of an explosive atmosphere.

[0060] Upon receiving this request, the determination system 101 then obtains: - initial information representative of the source elements of the risk associated with an explosive atmosphere. The risk monitoring system dedicated to monitoring the source elements of explosive atmospheres provides the determination system 101 with the following initial information: measurements from sensors detecting dihydrogen in the atmosphere at the ventilation openings of aircraft 100, such as the mass flow rate of dihydrogen and the concentration of dihydrogen in the atmosphere around the ventilation openings of aircraft 100, etc., and - operational context information, provided by the flight crew.

[0061] The determination system 101 then determines the area or areas at risk of explosive atmosphere around the aircraft 100, as well as their location.

[0062] According to a particular embodiment of this "automatic" mode, the determination system 101 identifies different risk zones corresponding to a risk level of a specific hazard, as well as their location. In one example, for a hazard such as an explosive atmosphere linked to the presence of dihydrogen in the atmosphere, the risk level depends in particular on the mass flow rate of dihydrogen measured by a dedicated sensor, for example located at a ventilation opening of the aircraft 100.

[0063] Figure 5 schematically illustrates different risk zones determined by the determination system, according to the example above. The mass flow rate measured (e.g., 3 g / s) by sensors at a ventilation orifice O is transmitted to the system. of determination 101 by the dedicated risk monitoring system. The determination 101 system then identifies three risk zones with differing risk levels: - Zone 0 or upper limit explosion zone: zone in which the concentration of dihydrogen is too high to detonate (i.e., low risk level). This zone extends, for example, within a 1m radius around the ventilation opening, marked O, of aircraft 100; - Zone 1 or zone where the concentration of dihydrogen is between an upper and a lower explosion limit: zone where the probability of detonation is highest (i.e., high risk level). This zone extends, for example, within a radius of 5m around the ventilation orifice O of aircraft 100; - Zone 2 or lower explosion limit zone: an area where the concentration of dihydrogen is too low to detonate (i.e., low risk level). This zone extends to a radius greater than 5m around the ventilation port O of aircraft 100.

[0064] According to a second embodiment, called the "manual" mode, a list of scenarios is previously recorded in a memory of the determination system 101. A scenario designates the association between risk zones to be determined for a type of risk (e.g., risk of explosive atmosphere, risk of fire...) with an operational context (e.g., driving, parking, refueling...).

[0065] Thus, there are several scenarios for a given operational context depending on the different risks that may be encountered by ground personnel during the execution of ground operations. Or, in other words, for a given risk, there are several operational contexts in which it may be encountered by ground personnel during the execution of ground operations.

[0066] One such scenario is, for example, "identify areas at risk of explosive atmospheres during refueling of aircraft 100." In another example, a scenario is: "identify areas at risk of explosive atmospheres during parking of aircraft 100." The selection of a scenario from the list is carried out by flight crew or ground personnel. This list is defined during a design phase of the determination system 101, for example.

[0067] Thus, according to this "manual" mode, during step 402, the determination system 101 receives, via the human-machine interface of the cockpit, or of the ground control center, the request to determine risk zones, as well as scenario information representative of a scenario selected from the list of recorded scenarios.

[0068] Then, upon receipt of this request and scenario information, during step 402, the determination system 101 obtains initial information representative of source elements of the risk corresponding to the selected scenario (e.g., risk of explosive atmosphere).

[0069] According to this second embodiment, it is possible to limit the determination of risk zones to a specific operational context and a specific risk. This makes it possible to limit the process to the identification and subsequent marking of essential risk zones. In cases where current airport regulations do not authorize the marking of certain risk zones by visual and / or audible markers, this "manual" mode allows the selection of only the operational context and the risk for which the regulations permit the marking of risk zones.

[0070] Then, according to the "manual" mode, during step 403, the determination system 101 determines, based on the risk information and scenario information, one or more risk zones, as well as their location, for the risk corresponding to the selected scenario. Optionally, the determination system 101 also determines a dimension of each risk zone whose location has been determined.

[0071] Thus, for aircraft 100, it is possible to adapt the location and, where appropriate, the size of the risk zones for the risk corresponding to the selected scenario.

[0072] According to a particular mode of the "manual" mode, the determination system 101 is waiting for the selection of at least one other scenario to determine in parallel other risk areas.

[0073] According to one embodiment, the size of the risk zones depends on a characteristic parameter of the source element of a given risk. Figure 6 schematically illustrates, in a top view, the aircraft 100 around which risk zones have been determined, according to one embodiment. In one example, for risk zones originating from an explosive atmosphere hazard, the size of the risk zones can be adjusted based on the concentration of dihydrogen in the atmosphere and / or on meteorological conditions and / or on other information provided by risk monitoring systems. Thus, a first zone ZR1 is smaller than a second zone ZR2.

[0074] Optionally, the 101 determination system adds a predetermined margin when determining the size of the risk zones. This predetermined margin depends on the applicable airport regulations. In one example, for an explosive atmosphere hazard related to the presence of dihydrogen in the atmosphere, the actual risk is one meter around the ventilation opening of aircraft 100, but aviation regulations require that an additional one-meter margin be added. The 101 determination system therefore adds this predetermined margin when determining the size of the risk zones.

[0075] According to one embodiment, if there are no risk areas determined by the determination system 101, the absence of risk areas must be confirmed by the determination system 101 to personnel operating around and / or on the aircraft 100 via dedicated equipment, such as a laser emitter and / or an audible warning device.

[0076] According to one embodiment, the determination system 101 requests confirmation of the determination of risk zones around the aircraft 100 from the flight crew or ground personnel. This confirmation request is made, for example, via the human-machine interface of the cockpit or the ground control center.

[0077] According to one embodiment, in the absence of initial information representative of risk sources from the risk monitoring systems SYS_S1, SYS_S2, SYS_S3, the 101 determination system identifies risk areas corresponding to a worst-case scenario in order to prevent all risks and identify all possible risk areas in all possible locations. This is the case, for example, when the 101 determination system is no longer in communication with the risk monitoring systems SYS_S1, SYS_S2, SYS_S3.

[0078] During a step 404, the determination system 101 transmits information concerning the location and, where applicable, the size of the identified risk areas to equipment on board the aircraft 100 and / or ground support equipment to signal these risk areas via visual and / or audible markers.

[0079] These devices are for example: laser emitters, photonic radars, audible warning devices, etc.

[0080] It is thus possible to alert personnel working around and / or on aircraft 100 during ground operations to the presence of risk areas. Advantageously, it is possible to highlight risk areas for which specific authorizations or certifications are required, according to applicable regulations.

[0081] According to one embodiment, the identified risk zones are displayed on the ground using laser emitters that signal to personnel the presence of risk zones around aircraft 100. These laser emitters may be carried on board aircraft 100. They are, for example, distributed along the length of aircraft 100 to cover all possible risk zones around aircraft 100. The number and position of the laser emitters within aircraft 100 depend on the type of risk and its origin on aircraft 100.

[0082] Alternatively or additionally, the laser emitters are positioned on the ground around the aircraft 100 as ground support equipment by operators. These ground support systems are in communication with the aircraft's 100 determination system to report the risk area(s).

[0083] Thus, it is possible to signal the location and size of risk zones around aircraft 100 using visual indicators. In particular, it is possible to identify where risk zones begin by projecting lines onto the ground using laser emitters. It is possible to warn personnel of risk zones they can enter if they are qualified and have the appropriate equipment, or conversely, of risk zones to avoid.

[0084] According to another embodiment, photonic radars can be used in addition to, or independently of, laser emitters. The use of photonic radars makes it possible to detect any unauthorized and / or unexpected entry into risk areas.

[0085] Figure 7 schematically illustrates, in a top view, an aircraft around which risk zones have been identified, according to another embodiment. According to Figure 7, photon radars are used in conjunction with, or independently of, laser emitters. The laser emitters make it possible to signal, by means of a visual indicator, such as a laser line on the ground, the different risk zones ZR1 to ZR3. The photon radars scan the interior of these risk zones in order to detect any unauthorized or unexpected entries into these risk zones ZR1 to ZR3. When an unauthorized or unexpected entry is detected by a photon radar, an alarm is transmitted to the cockpit of the aircraft 100 and to all ground personnel.

[0086] Photonic radars can be installed on board the aircraft 100 or used as ground support equipment. Advantageously, the use of photonic radars is possible in difficult environmental conditions such as fog, dust, rain, etc.

[0087] According to one embodiment, audible warning devices can be used to communicate with all personnel on the ground outside of aircraft 100. The audible warning devices can be used in addition to laser transmitters.

[0088] In one example of use, audible alarms are used to warn ground personnel of changes in the size and / or location of hazard zones. In another example of use, audible alarms are used to warn ground personnel of major problems and / or when communication with the cockpit or the SYS.S1, SYS_S2, and SYS_S3 hazard monitoring systems is required.

[0089] Audible warning devices can also be used in addition to the use of photonic radar to warn of unauthorized and / or unexpected entry into a risk zone.

[0090] Figure 8 schematically illustrates, in a top view, an aircraft around which risk zones have been identified, according to another embodiment. According to the embodiment of Figure 8, the marking of the risk zones can be carried out: - either by marking the contours or edges of the risk zones (see left part of aircraft 100);

[0091] - either by marking a surface corresponding to the entire risk zone (see right side of aircraft 100).

Claims

Demands

1. A method for determining at least one risk area in an area around an aircraft (100) during the execution of ground operations around and / or on the aircraft (100), said method being executed by a risk area determination system (101) comprising electronic circuitry, configured to: upon receipt of a request to determine at least one risk area: - obtain (402) initial information representative of at least one source element of at least one risk, - obtain (402) operational context information representative of an operational context of the aircraft (100) during said ground operations, - determine (403), from said initial information and said operational context information, said risk area and a location of said at least one risk area;- transmit (404) said location of said at least one risk area to indicate the presence of said at least one risk area in said determined location to personnel operating on and / or around the aircraft (100) during said ground operations.;

2. A method of determination according to claim 1, wherein said operational context information is obtained from a selection in a list of operational scenarios comprising at least one scenario.

3. Method of determination according to claim 1 or 2, wherein said request for determination of said at least one risk zone originates from: - a human-machine interface of a cockpit of said aircraft (100), - a human-machine interface integrated into the aircraft and accessible through a hatch made in the fuselage of the aircraft, or - a human-machine interface of a control center.

4. A method for determining the location of at least one risk zone according to claim 3, further comprising: receiving confirmation of the determination of said risk zone from: the human-machine interface of the aircraft cockpit (100), the interface man-machine integrated into the aircraft and accessible via the hatch, or from the man-machine interface of the control center.

5. Method of determination according to any one of claims 1 to 4, wherein transmitting said location of said at least one risk zone comprises: transmitting said determined location to equipment on board the aircraft (100) and / or ground support equipment.

6. Method of determination according to claim 5, wherein the equipment on board the aircraft (100) and the ground support equipment are selected from: - laser emitters, - photonic radars, - audible warning devices.

7. Method of determination according to any one of claims 5 to 6, further comprising: displaying by said equipment on board the aircraft (100) and / or ground support equipment, a contour of said at least one risk zone, or a surface of said at least one risk zone.

8. System (101) for determining at least one risk area in an area around an aircraft (100) during the execution of ground operations around and / or on the aircraft (100), said risk area determination system (101) comprising electronic circuitry, configured to: upon receipt of a request to determine at least one risk area: - obtain (402) initial information representative of at least one source element of at least one risk, - obtain (402) operational context information representative of an operational context of the aircraft (100) during said ground operations, - determine (403), from said initial information and said operational context information, said risk area and a location of said at least one risk area;- transmit (404) said location of said at least one risk area to indicate the presence of said at least one risk area in said determined location to personnel operating on and / or around the aircraft (100) during said ground operations.;

9. Aircraft (100) comprising a risk zone determination system (101) according to claim 8.

10. Product computer program, comprising instructions causing a processor to execute the method according to any one of claims 1 to 7, when said instructions are executed by the processor.

11. Storage medium, storing a computer program comprising instructions causing a processor to execute the method according to any one of claims 1 to 7, when said instructions are read and executed by the processor.

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