Aircraft measuring probe support and method for configuring said probe installed on said support

Abstract

The invention relates to a support device (200) for a measuring probe (100) for an aircraft, said support device (200) being intended to be fixed to a surface of said aircraft and being characterized in that it comprises an end piece (220) articulated with three rotational degrees of freedom (E, A, R), to a distal end (222) of which said measuring probe (100) is intended to be removably coupled, said distal end (222) projecting from a sleeve (230) extending along a longitudinal axis (L), and at least two flaps (210) fixed to a proximal end of said sleeve (230) and on either side of said longitudinal axis (L), said flaps (210) each having a mounting surface (215) intended to be fixed to said surface of said aircraft. Figure for the abbreviation: Fig. 2

Description

Title of the invention: Aircraft measuring probe support and method for configuring said probe installed on said support

[0001] The present invention relates to the technical field of aircraft measuring probes. More particularly, it relates to a support device for installing such a probe, in a removable manner, on an aircraft. It further relates to a method for configuring said probe when it is coupled to said support, itself fixed to said aircraft.

[0002] Unlike large commercial aircraft which are equipped with a multitude of sensors that measure the characteristics of the airflow surrounding the aircraft as well as flight data, most light aircraft are equipped with more rudimentary instruments which do not allow for all of this information.

[0003] To compensate for this lack of flight data measurements, users of such aircraft add commercially available instruments, such as navigation systems or flight computers, which they install on the aircraft's instrument panel, so as to provide the pilot with real-time satellite navigation information, airspace information, and weather information.

[0004] However, users wish to access other measurements during and after the flight. These measurements could, for example, be the measurement of the aircraft's aerodynamic angle of attack, which is an essential measurement since it characterizes the aircraft's lift.

[0005] US Patent 9,776,730 describes a measuring probe intended to be positioned on or under a wing or on the fuselage of an aircraft. This probe comprises a suite of sensors. Flight data information, calculated from measurements taken by the sensors, including speed, altitude, rate of climb, heading, and satellite navigation information, is displayed simultaneously on the aircraft's main instrument panel. The probe includes memory for storing the measured flight data and a wireless communication unit that allows the flight data to be transmitted to a tablet, smartphone, or computer during or after the flight.This probe is rigidly attached to the aircraft by means of a rigid support which is in the form of an elongated body equipped with a mounting plate at each end to allow, on the one hand, the attachment of the probe to the first plate and, on the other hand, the attachment of the other plate to the aircraft.

[0006] However, due to the flat shape of the mounting plates, the probe support cannot be attached to a curved area of ​​the aircraft. Furthermore, the location is The mounting location is either constrained by the aircraft's structure to an existing attachment point, or it requires modification of the aircraft's structure, such as drilling or creating openings. Once the mounting location on the aircraft is chosen, it cannot be easily changed because the fastening systems consist of screws, nuts, bolts, or fittings such as clamps and clips, or magnetic elements, and are therefore not easily repositioned. Consequently, the mounting location of the probe bracket on the aircraft is chosen during the bracket's installation and is difficult to modify afterward. Even if the document describes the probe as removable, its removal requires the use of various tools such as screwdrivers or wrenches and is therefore relatively time-consuming, which can be discouraging for users.However, it is important to be able to easily remove this probe to prevent damage while the aircraft is on the ground. Furthermore, it may be useful for some pilots to be able to remove not only the probe but also its mounting bracket in order to install it on another aircraft.

[0007] Furthermore, depending on the measurements the probe must perform during flight and its location on the aircraft, the probe's orientation relative to the aircraft on which it is positioned is of paramount importance. Measuring the angle of attack of the airflow surrounding an aircraft, in particular, is essential for piloting the aircraft. Indeed, measuring the aircraft's aerodynamic angle of attack, which consists of measuring the angle formed by the wing's chord line and the relative wind velocity vector, is crucial since the aircraft's lift depends on this value. Generally, this angle of attack has a maximum limit beyond which the aircraft's lift drops very sharply. During piloting, it is essential to keep the angle of attack below this limit to prevent the aircraft from stalling.Similarly, the angle of attack relative to a vertical plane of symmetry of the aircraft is equally important, as it determines the aircraft's sideslip. Therefore, if the angle of attack is measured when the probe is not correctly oriented relative to the aircraft, the measured value is likely to be erroneous, increasing the risk of the aircraft stalling. Installing the measuring probe anywhere on an aircraft thus requires that the probe be correctly oriented relative to the aerodynamic flow around the aircraft on which it is installed, in order to obtain an accurate measurement of both the angle of attack and the airspeed. Likewise, depending on the probe's location on an aircraft, the static pressure measurement, useful for determining altitude and calculating the aircraft's airspeed, can be affected by the airflow around the probe. aircraft structure. The measured static pressure value must then be corrected to obtain a reliable value.

[0008] The invention therefore aims to remedy at least one of the drawbacks of the prior art. In particular, the invention aims to design an adaptable aircraft probe support device that can be attached to aircraft surfaces of various geometries, and to which the probe can be easily and removably coupled without tools. Since the probe support is designed to be attached to any location on an aircraft, preferably on a wing, it must also allow adjustment of the probe's orientation relative to the aerodynamic flow around the aircraft on which it is installed, in order to obtain accurate flight measurements, including an accurate measurement of the angle of attack and a correct value for the static and dynamic pressure that determines the altitude and airspeed values, regardless of the probe's location on the aircraft.

[0009] To this end, the invention relates to a measuring probe support device for an aircraft, said support device being intended to be fixed to a surface of said aircraft and being characterized in that it comprises: - a tip articulated with three degrees of rotational freedom, on a distal end of which said measuring probe is intended to be removably coupled, said distal end protruding from a sleeve extending along a longitudinal axis and, - at least two flaps fixed to a proximal end of said sleeve and on either side of said longitudinal axis, said flaps each having a fixing surface intended to be fixed to said surface of said aircraft.

[0010] Thus, the support device according to the invention makes it possible to fix a measuring probe in a removable manner and on a very wide variety of surfaces of an aircraft and, thanks to its articulated tip, to orient said measuring probe with respect to said aircraft in order to minimize disturbances of the flow around the aircraft on the measurements.

[0011] According to other optional features of the probe holder:

[0012] said at least two flaps are arranged to be movable around an axis perpendicular to said longitudinal axis of said sleeve, rigid and removable, and have a curved shape;

[0013] said at least two flaps are flexible and made of metallic flake;

[0014] said at least two flaps each comprise a flexible metallic shim mounted on a rigid surface arranged to be mobile around an axis perpendicular to said longitudinal axis of said sleeve;

[0015] said articulated tip has a proximal end in the form of a ball joint housed in a cavity of said sleeve and the support device further includes a manually actuated locking mechanism designed to immobilize said ball joint of said tip in said cavity;

[0016] a proximal end of said tip is connected to a servo mechanism housed in said sleeve, said servo mechanism comprising electrically actuated actuators designed to articulate said tip according to said three degrees of rotational freedom;

[0017] said fixing surface of each of the at least two flaps is provided with a double-sided adhesive material;

[0018] said tip includes a circumferential groove or collar designed to cooperate with a locking mechanism of said probe.

[0019] The invention further relates to a method for configuring a measuring probe removably coupled to a support device as described above, itself fixed to a surface of an aircraft, said configuration method being characterized in that it comprises: - a first step of adjusting the orientation of said probe relative to said aircraft, by actuating and then immobilizing said articulated tip, - a second calibration step of said probe comprising a calibration step of an angle of incidence and a calibration step of a pressure measurement.

[0020] According to other optional features of the process:

[0021] The first step in adjusting the orientation of said probe consists of: - a step of sending, via an output interface, a request to said probe to measure its orientation, - a measurement step by said probe, using sensors on board said probe, of angles of elevation, azimuth, and rotation relative to a pre-recorded terrestrial reference frame, - a calculation step by said probe, based on said measured angle values, of its orientation relative to said pre-recorded terrestrial reference frame and sending said calculation to said output interface, - a calculation step by said output interface of a distance between said calculated orientation and a pre-recorded target orientation value, - an iterative sequence of steps consisting of query, measurement and calculation steps between said output interface and said probe for the calculation of said distance, during an actuation of said articulated tip, until the calculated distance between the calculated orientation and said pre-recorded target orientation value is less than or equal to a pre-recorded acceptance threshold, - a step of sending a message via said instruction output interface to an operator to immobilize said articulated tip;

[0022] when the articulated tip is a ball joint and the adjustment of the orientation of said probe is carried out by manual actuation of said ball joint, the adjustment of the orientation of said probe in azimuth consists of using a template, the shape of which depends on the geometry of said aircraft and includes a first side parallel to a leading edge of a wing of said aircraft and a second side oriented parallel to a plane of symmetry of said aircraft, of positioning said first side of said template against said leading edge of said wing and of positioning said probe in support against said second side of said template, oriented parallel to said plane of symmetry of said aircraft, and then of immobilizing said ball joint by manual actuation of a locking mechanism;

[0023] The second step in calibrating an angle of incidence consists of: - a step involving the output of a message, via an output interface, containing instructions to a pilot so that the latter performs a stall of said aircraft during a time interval, - a step of sending a request via the output interface to said probe for measuring said angle of incidence, - an iterative sequence of steps, according to a given periodicity, during said time interval, of measurement by said probe of said angle of incidence and of selection of a maximum angle of incidence from among the measured angle of incidence values, - at the end of said time interval, a step of sending by said probe to said output interface a measurement end message, in which it addresses said maximum angle, - a step of outputting a message by said output interface to a driver so that it can validate or not said maximum angle, - a step of sending a calibration validation message from said output interface to said probe in the case of validation of said maximum angle of incidence - a step of displaying a calibration invalidation message in the event of non-validation by the pilot;

[0024] The second calibration step of said pressure measurement consists of: - an output step of a message, via an output interface, to a pilot so that he can perform a first pass in stabilized flight along a first heading, - a first iterative sequence of parameter measurements consisting of: - a step of sending a request from said output interface to said probe so that said probe delivers to the output interface, according to a given periodicity, a measured altitude and indicated speed value, - a measurement step using the probe to determine the indicated altitude and speed, - a step of collecting the measured altitude and indicated speed values ​​by the output interface as long as the distances between the measured altitude and a threshold altitude and between the measured indicated speed and a threshold indicated speed are not less than a given threshold; - once the distances between the measured altitude and said threshold altitude and between the measured indicated speed and said threshold indicated speed are less than said given threshold, a recording step by the output interface of the measured altitude and corresponding measured indicated speed to said first heading, - a step involving sending a request via the output interface to the probe to measure and record an initial set of velocity and pressure measurements, - a measurement and recording step using the probe of said first set of velocity and pressure measurements, - a step of outputting a message via said output interface to the pilot so that he can perform a second pass in stabilized flight according to a second heading corresponding to said first heading in the opposite direction, - a second iterative sequence of parameter measurements consisting of: - a step of sending a request from the output interface to said probe so that the latter delivers to the output interface, according to a given periodicity, a value of altitude and indicated speed measured corresponding to said second heading, - a step of measuring by the probe the altitude and indicated speed corresponding to said second heading, - a step of collecting the measured altitude and indicated speed values ​​by the output interface as long as the distances between the measured altitude and the first recorded altitude value corresponding to said first heading and between the measured indicated speed and the first recorded indicated speed value corresponding to said first heading are not less than a given threshold; - once the distances between the measured altitude and the first recorded altitude value corresponding to the first heading, and between the measured indicated speed and the first recorded indicated speed value corresponding to the first heading, are less than the given threshold, - a step of sending a request via the output interface to the probe to measure and record a second set of velocity and pressure measurements, - a measurement and recording step using the probe of said second set of velocity and pressure measurements, - a calculation step using said probe to determine a correction coefficient based on said first and second sets of measurements previously performed, - a step of sending the end of calibration by the probe to the output interface.

[0025] The invention also relates to a first computer program product comprising program instructions for the execution of measurement steps, counting down a time interval, sending a message and calculating the configuration process as described above, when said computer program product is executed by a probe processing unit.

[0026] The invention further relates to a second computer program product comprising program instructions for the execution of steps of sending output messages, counting down a time interval, recording, querying, calculating and collecting data, of the configuration method as described above, when said computer program product is implemented by a processing unit of said output interface.

[0027] The invention further relates to a measuring probe adapted to execute said first product computer program designed for the implementation of measurement steps, counting down a time interval, sending a message and calculating the configuration process as previously described, said measuring probe being characterized in that it comprises a processing unit designed to execute said computer program and a bidirectional communication module for exchanging instructions with an output graphical interface.

[0028] The invention finally relates to an output interface adapted to execute said second product computer program designed for the implementation of steps of sending output messages, counting down a time interval, recording, querying, calculating and collecting data, of the configuration process as previously described, said output interface being characterized in that it comprises a processing unit designed to execute said computer program and a bidirectional communication module for exchanging instructions with a measuring probe.

[0029] Other features and advantages of the invention will become apparent from the description given by way of illustrative and non-limiting example, with reference to the accompanying Figures which represent:

[0030] [Fig.IA] and [Fig.IB], a perspective diagram of a support on which a measuring probe is coupled, said support being fixed respectively on the leading edge of an aircraft wing and on an aircraft strut;

[0031] [Fig.2], an exploded perspective diagram of a probe support according to a first embodiment;

[0032] [Fig.3], a perspective diagram of a probe support according to an alternative embodiment;

[0033] [Fig.4], a semi-exploded perspective diagram of a locking mechanism for the articulated end of the support according to the first embodiment;

[0034] [Fig.5], a perspective diagram of a locking mechanism for said measuring probe on said support, according to a first embodiment variant;

[0035] [Fig.6], a perspective diagram of a locking mechanism for said measuring probe on said support, according to a second embodiment;

[0036] [Fig.7], an exploded perspective diagram of a probe support according to a second embodiment;

[0037] [Fig.8], a semi-exploded perspective diagram of a servo mechanism designed to articulate the end of the support of the [Fig.7];

[0038] [Fig.9], a perspective diagram of a detail of a servo mechanism designed to articulate the end of the support of the [Fig.7];

[0039] [Fig. 10], a perspective and transparent diagram of a measuring probe related to the invention;

[0040] [Fig. 11], a flowchart of the steps of a process for configuring the measuring probe when it is coupled to the support device itself fixed on an aircraft, as well as the messages exchanged between a processing unit of an output human / machine interface and a processing unit of said probe;

[0041] [Fig. 12], a perspective diagram of a support according to the invention, equipped with a measuring probe and fixed on an aircraft, during a manual adjustment of the orientation of said probe in azimuth.

[0042] In the following description, the "proximal end" of an element means the end of said element located closest to the surface of an aircraft on which the support according to the invention is intended to be fixed, and the "distal end" of an element means the end of said element furthest from said surface.

[0043] The horizontal plane of an aircraft is defined as the horizontal part of the tail assembly of said aircraft.

[0044] The term "angle of elevation" means the angle formed between the horizontal plane of an aircraft, on which the support is fixed, and a straight line aimed at a point above or below said horizontal plane.

[0045] The term "azimuth angle" means the angle formed in said horizontal plane of the aircraft, between a direction pointing towards a point and a reference direction, said reference direction being able to be chosen as the Earth's magnetic north.

[0046] The term "angle of rotation" means an angle formed in a plane parallel to the plane of symmetry of the aircraft on which the support is fixed, between a point and a reference plane, said reference plane being able to be chosen as the plane of symmetry of a wing of said aircraft.

[0047] "Static pressure" means the ambient pressure exerted by the air on an aircraft. "Dynamic pressure" means the air pressure due to forward motion. of an aircraft. Total pressure is defined as the sum of static and dynamic pressures.

[0048] Figures IA and IB show a perspective diagram of a support device 200 according to the invention installed on an aircraft surface and to which an aircraft measuring probe 100 is removably coupled. Figure IA shows more particularly the support 200 installed on the leading edge 550 of an aircraft wing 500. Figure 1B shows this same support 200 for the probe 100 installed on an aircraft strut 700. To allow the support 200 to be attached to aircraft surfaces with varying geometries, the support 200 includes flaps 210, each having a mounting surface for attachment to an aircraft surface. The probe 100 includes a body 103 containing electronic components for the measurements to be carried out and a nose 102 comprising several orifices, preferably three, forming air intakes and intended to be connected to pressure sensors for carrying out pressure measurements.

[0049] Fig. 2 represents an exploded perspective diagram of a support 200 for probe 100 according to a first preferred embodiment.

[0050] A tip 220 of the support 200 has a distal end 222 designed to allow removable coupling with the measuring probe 100. The distal end 222 protrudes from a sleeve 230 that extends along a longitudinal axis L. The support 200 includes two flaps 210 arranged on either side of the longitudinal axis L of the sleeve 230, each having a mounting surface 215 for attachment to a surface of the aircraft. The flaps 210 are designed to conform to the curvature of the aircraft surface to which they are attached.

[0051] According to this first embodiment, the flaps 210 are rigid and mounted on a proximal end of the sleeve 230, that is, the end closest to the aircraft surface on which the support 200 is intended to be fixed, so that each flap 210 is rotatable about an axis B perpendicular to the longitudinal axis L of the sleeve 230. For this purpose, each flap 210 comprises, on its distal surface opposite its mounting surface 215, protrusions 212 provided with an opening 213 and designed to receive said axis of rotation B, ensuring the attachment of the flap 210 to the proximal end of the sleeve 230 and allowing rotation of the flap 210 perpendicular to the longitudinal axis L of said sleeve 230. The flaps 210 further have a curved shape designed to adapt to the radius of curvature of the aircraft surface on which they are intended to be fixed.The rigidity of the flaps 210 ensures the rigidity of the support assembly 200 on the aircraft. Their rotational mobility and curved shape maximize the contact area and allow them to adapt to a wide range of curvatures on the aircraft surface to which they are to be attached.

[0052] The flaps 210 can thus be fixed to a wing 500, and more particularly to its leading edge 550, as shown schematically in [Fig. 1A], to the fuselage, to an empennage, or even to a strut 700 when the aircraft includes one, as shown schematically in [Fig. 1B]. Preferably, the flaps 210 are fixed to the leading edge of a wing, to minimize the disturbance, by the airflow surrounding the aircraft, of the measurements taken by the measuring probe 100 (disturbance better estimated and understood) and to maximize the rigidity of the assembly.

[0053] Advantageously, the flaps 210 are removable, so that it is possible to provide several sets of flaps with different bends, i.e. angles of curvature, in order to adapt to a maximum of aircraft geometries.

[0054] The attachment and retention of the flaps 210 to the aircraft surface are achieved using a high-performance, double-sided adhesive 211 suitable for outdoor use, which is applied to the attachment surface 215 of each flap 210. This technical adhesive is in the form of a high-strength, double-sided acrylic foam. It preferably has a thickness between eight-tenths of a millimeter and twelve-tenths of a millimeter. Such an adhesive maximizes the bonding surface area through deformation of the adhesive while ensuring good rigidity of the assembly by adapting the bonding surface to the stresses.

[0055] The thickness of the adhesive also allows for easy removal from the support 200, by making A steel wire is passed between the aircraft surface and the flaps 210 of the mount 200 to shear the adhesive layer in the middle. The residual adhesive layer on the flaps 210 and the aircraft surface can then be easily removed by manual mechanical action or with an abrasive eraser designed to remove residual adhesive without damaging the coating of the surface to which it adheres. Thus, the mount 200 can be easily removed without altering the attachment or the aircraft surface, so that a pilot wishing to change aircraft can retrieve their mount 200 and consequently their probe 100 to attach it to the surface of another aircraft.

[0056] Advantageously, before applying the adhesive to the surfaces to be bonded, an adhesion primer, compatible with the adhesive material used, can be applied to these surfaces. Such a primer increases adhesion performance by approximately thirty percent.

[0057] The support 200 shown in the figures comprises two flaps 210 located on either side of the longitudinal axis L of the sleeve 230. However, it is possible to consider more than two flaps without departing from the scope of the invention.

[0058] According to one embodiment, as shown in [Fig. 3], each of the flaps 210 is flexible and made of a metallic shim, for example stainless steel. The flexibility of such a shim allows it to be made movable around The axis B, perpendicular to the longitudinal axis L of the sleeve, allows it to adapt to a wide range of curvatures of the aircraft surface to which it is intended to be fixed and to conform as closely as possible to the geometry of the aircraft surface. According to another envisaged variant, not shown in the figures, each flap 210 may comprise a flexible metal shim mounted on a rigid surface arranged to be movable about an axis B perpendicular to said longitudinal axis L of said sleeve 230. Such a variant makes it possible to take advantage of the flexibility of the shim to adapt to a wide range of curvatures of the surface to which it is intended to be fixed and to take advantage of the rigidity of the articulated surface to ensure the rigidity of the assembly.

[0059] The articulated tip 220 can be made in various embodiments. According to a first embodiment illustrated in [Fig. 2], this tip 220 is ball-jointed. It has a distal end 222 projecting out of the sleeve 230 to allow for removable coupling with the probe 100. The cross-section of the distal end 222 of the tip 220 is shown as circular in the figures. However, this cross-section can be of any other shape, for example triangular, without departing from the scope of the invention. It also has a ball-jointed proximal end 221 that fits into a receiving cavity 235 in said sleeve 230. Thanks to its ball joint 221, the tip 220 allows the probe 100, once coupled to its distal end 222, to be oriented in three directions in an orthonormal coordinate system. Thus, the 220 tip is articulated according to three degrees of rotational freedom represented by arrows on the [Fig.[2], in order to orient the probe intended to be coupled to it in elevation E, azimuth A, and rotation R around the longitudinal axis L of the sleeve 230 in which it is housed. These three degrees of rotational freedom of the tip 220 allow the orientation of the measuring probe 100 to be adjusted relative to the aerodynamic flow around the aircraft structure on which it is installed via the support 200. The spherical tip 220 thus makes it possible to compensate for the orientation difference between a desired orientation and the orientation of the support 200, which depends on its positioning on the aircraft structure.

[0060] When the support 200 is fixed to the leading edge 550 of an aircraft wing 500, for example, the measuring probe 100 must be oriented so that the longitudinal axis of the probe 100 is parallel to the aircraft's plane of symmetry and aligned with the wing's chord line, in order to be disturbed as little as possible by the airflow and optimize the accuracy of the measurements. Furthermore, to allow for optimum pressure measurements, the air intake ports on the nose 102 of the probe 100 must be oriented parallel to the wing's plane of symmetry 500.

[0061] Once the probe's orientation is correctly adjusted, it must be able to be held securely in its position. Therefore, the support 200 further includes a locking mechanism designed to prevent movement of the end ball joint 221. of the end piece 220 along its three axes of rotation and immobilize it in its housing 235. The sleeve 230 may in this case include a part 233, called a "counter-ball joint," movable about the radial axis of the sleeve, perpendicular to the longitudinal axis L, to allow the sleeve 230 to be tightened more or less depending on whether it is desired to immobilize the ball joint 221 or to allow it one or more degrees of freedom of movement. In this case, the manually actuated locking mechanism, as schematically shown in more detail in the exploded view in [Fig. 4], may include two screws 232, located on the distal end of the sleeve 230 and on either side of the end piece 220. Each screw is designed to screw into a threaded hole 234 provided in the counter-ball joint 233 in a radial direction, perpendicular to the longitudinal axis L of the sleeve 230.When tightened, the screws 232 press against the distal end of the ball joint 221 and on either side of the end piece 220. The locking mechanism further includes a pin 238 oriented parallel to the longitudinal axis L of the sleeve 230, integral with the counter ball joint 233 and designed to fit into an additional recess 237 provided in the proximal end of the sleeve 230 and against the ball joint 231. Thus, when a user loosens the screws 232, they release the distal end of the ball joint 221 and release the pin 238 from its recess 237, so that the ball joint 221 is free to rotate in all directions. Conversely, when the user tightens the screws 232 in their holes 234, these press against the tip 220 and the distal end of the ball joint 221 and force the pin 238 into its housing 237, so that the ball joint 221 is immobilized in its cavity 235 by the screws 232 and the pin 238.Such a mechanism allows the ball joint 221 to be clamped in the cavity 235 in order to immobilize it.

[0062] According to an alternative not shown in the figures, the locking mechanism can also be in the form of a screw which acts on a push piece mounted to slide in the sleeve 230 so as to push the ball joint against the walls of the cavity 235 and to lock the push piece against the ball joint 221.

[0063] Advantageously, a circumferential groove 223 may also be provided on the distal end 222 of the tip 220. Such a groove 223 is intended to cooperate with a locking mechanism 110 equipping an insert of the probe 100 into which the tip 220 engages. According to a first embodiment, the locking mechanism 110, as schematically shown in [Fig. 5], may, for example, be in the form of at least one spring-loaded ball plunger 118, made of stainless steel, for example. Thus, the ball of the plunger 118 is housed in the groove 223 to secure the probe 100. Preferably, several ball plungers 118 are used to ensure optimum fixation of the probe 100 onto the tip 220.

[0064] The tip 220 of the support 200, as shown in Figures 2 to 5, further comprises, near the distal end of the sleeve 230, a collar 225. According to a second variant as illustrated in [Fig.6], the locking mechanism 110 equipping the probe insert 100, into which the tip 220 engages, is in the form of a latch 116 movable around an axis 117 and comprising a hook 115 designed to hook the collar 225 of the tip 220.

[0065] A keying feature 226 can also be provided on the collar 225 to allow correct positioning of the probe 100 on the support 200. Such a keying feature 226 can, for example, be in the form of an indexing notch 226 designed to cooperate with an indexing pin, referenced 119 in [Fig. 6], of the measuring probe 100, in order to allow correct positioning of the probe 100 on the support 200. This keying feature 226 is important for the positioning of the probe 100 and in particular the orientation of the air intake orifices, located on the nose 102 of the probe 100, which must be oriented parallel to the plane of symmetry of the wing.

[0066] The distal end 222 of the tip 220, as shown in the figures, is a male end intended to be inserted into a complementary insert provided at the base of the measuring probe 100. An alternative embodiment may consist of providing a female tip 220 into which a male insert of the probe 100 is engaged without departing from the scope of the invention.

[0067] Figures 7 to 9 show diagrams of a support device 200 according to a second embodiment. [Fig. 7] shows an exploded perspective diagram of this support 200, [Fig. 8] shows a semi-exploded perspective diagram of a servo mechanism designed to articulate the end piece 220 of said support 200 according to this second embodiment, and [Fig. 9] shows a detail of the servo mechanism of [Fig. 8]. For ease of explanation, Figures 7 to 9 are described simultaneously, with identical reference numerals used to designate the same elements.

[0068] According to this second embodiment, the tip 220 is connected to a servo mechanism enabling automatic positioning of the probe 100 upon command from a processing unit located within said probe 100. In this case, a proximal end of the tip 220 is connected to the servo mechanism, which is itself housed within the sleeve 230. The servo mechanism preferably comprises three electrically actuated actuators 250, 252 controlled by the processing unit of the measuring probe 100. The processing unit of the probe 100 may, for example, be in the form of a microcontroller.Such a servo-controlled mechanism not only allows the probe 100 to be oriented relative to the aircraft, but also enables dynamic adaptation of its orientation during measurement, while the aircraft is in flight, thanks to the servo control provided by the probe 100's processing unit. This allows the probe 100 to increase its measurement range or to adapt to variations in the geometry of the aircraft on which it is mounted. Of the three actuators, two of them (252) are, for example, linear electric actuators, such as... The first is a rotary actuator 250. This servo-controlled mechanism allows the orientation of the probe 100 to be adjusted relative to the aircraft and then automatically locks the probe 100 in that orientation. In this embodiment, the sleeve 230 further includes an electric battery (not shown) designed to supply power to the actuators, a radio communication receiver (not shown) designed to receive commands from the probe 100's processing unit via unidirectional communication, operating according to the Bluetooth standard, for example, and a microprocessor-type processing unit (not shown) designed to manage the reception of commands from the probe's processing unit and control the actuators accordingly.

[0069] A pin 224, integral with the tip 220 and provided at a proximal end of the tip 220, is intended to fit into a spiral groove provided on the external surface of a rod 255 movable in translation in the body of the rotary actuator 250. Thus, the translation of the movable rod 255 in the body of the rotary actuator 250 causes the rotation R of the tip 220 around the longitudinal axis L and in the plane of a fixed plate 251.

[0070] A swiveling bearing 253 is connected to the fixed plate 251 via a fixed ball joint 256, which provides three degrees of rotational freedom, and via a spherical joint with a finger 257, which eliminates one degree of rotational freedom in the plane of the fixed plate 251. Thus, the swiveling bearing 253 can be oriented with two degrees of freedom, in elevation and azimuth. The two linear actuators 252 are connected to the swiveling bearing 253 via two ball joints 259, which are movable in translation. The orientation of the bearing 253 in elevation E, by rotation around the referenced axis X on the [Fig.9], and in azimuth A by rotation around the referenced axis Y on the [Fig.9], is ensured by the two ball joints 259 connected to the two linear actuators 252 movable in translation which, depending on whether they are actuated in the same direction or not, cause a rotation around one axis X or the other Y, so as to cause a movement respectively in elevation E or in azimuth A.A sliding ball joint 258 then accompanies the movement of the swiveling bearing 253.

[0071] Figure 10 shows a perspective and transparent diagram of a measuring probe 100 designed to be coupled to the support 200. The measuring probe 100 has a substantially cylindrical body 103, a base 101, and, located opposite the base, a nose 102. Preferably three air intakes, not shown in Figure 10, are provided on the nose 102 of the probe 100. The body 103 of the probe contains a plurality of sensors 107, at least one electronic board 105 comprising at least one processing unit 106, for example a microcontroller, said electronic board being powered powered by a rechargeable battery 108. Among the sensors 107 onboard the probe 100 are pressure sensors connected to the air intake ports and to the processing unit 106, which is capable of determining, according to known mathematical formulas, the angle of attack, speed, and altitude of the aircraft, based on the pressure measurements taken by said pressure sensors. The probe 100 also includes other measuring sensors 107, notably MEMS sensors (an acronym for "Micro Electro-Mechanical Systems") such as an accelerometer, a gyroscope, and a magnetometer, for example, useful for configuring the probe 100 after installation on the aircraft, and in particular for adjusting the orientation of the probe 100 relative to the aircraft.Preferably, the probe 100 further includes a radio communication module 109, such as a communication module operating according to the Bluetooth communication standard, for example, to enable short-range bidirectional communication with an output graphical interface, which may be in the form of a tablet or a mobile phone, for example. This output graphical interface is intended for use during a configuration process P for the probe 100 after its installation on the aircraft. It can also be used during and after a flight to allow display of flight data sent to it by the probe 100. The base 101 of the probe includes an insert equipped with a locking system 110, for example, a ball piston system 118, designed to couple to the distal end 222 of the tip 220 of the support 200.

[0072] Once the support 200 is fixed to a surface of the aircraft and the probe 100 is coupled to the support 200, it is necessary to configure the probe 100 to ensure the reliability of the measurements that will be taken during its use. To this end, the invention also relates to a method for configuring P the measuring probe 100 when it is coupled to the support 200 just described.

[0073] The configuration method P is implemented using an output human-machine interface (HMI) whose processing unit is in bidirectional radio communication with the processing unit 106 of the probe 100. The probe 100 is capable of periodically sending different types of values, as well as receiving, processing, and responding to commands asynchronously. A computer program embedded in its processing unit 106 is dedicated to measuring physical quantities and calculating flight parameters. It also manages the radio communication of the probe 100. The output HMI can be in the form of a mobile phone or tablet, for example, but also in other forms such as haptic feedback glasses. Like the probe 100, it has a processing unit incorporating a computer program product. The various steps of the configuration process P are divided between the computer program product embedded in the output human-machine interface (HMI) processing unit and the computer program product embedded in the processing unit 106 of probe 100. The output IS interface includes a dedicated application for outputting various functionalities. The application allows sending a visual and / or audible and / or haptic message, depending on whether the output IS HMI is graphical and / or audible and / or haptic, enabling the selection of the operating mode of probe 100 from two modes: "use" or "configuration".When probe 100 is being installed, the "configuration" mode is selected and the IS output interface mobile application allows a message to be sent allowing the selection of a step from among different steps of the P configuration process.

[0074] When the "configuration" mode is selected, the configuration process P of the probe 100 is initiated. Figure 11 shows the steps of this configuration process P as well as the messages exchanged between the output human-machine interface processing unit IS and the processing unit 106 of the probe 100. The steps performed by the output interface processing unit IS are shown as solid lines, while the steps performed by the processing unit 106 of the probe 100 are shown as dashed lines. This configuration process P includes a first step PI, itself comprising steps referenced 401 to 406, for adjusting the orientation of the probe 100 relative to an aerodynamic flow around the structure of an aircraft on which the support 200 is installed. This step PI is performed by actuating and then immobilizing the articulated tip 220.A second step P2 of the configuration process P consists of the calibration of said probe 100, more particularly the calibration of the angle of incidence Cl, itself comprising steps referenced 409 to 420 on the flowchart of [Fig.l 1], and the calibration of the pressure measurement C2, itself comprising steps referenced 421 to 436 on the flowchart of [Fig.l 1]. .

[0075] Prior to the actual configuration process P, a preliminary step, not shown, consists of pairing the processing unit 106 of the probe 100 with the processing unit of the output human-machine interface IS via the radio communication modules. When pairing is achieved, the processing unit of the output interface IS triggers the transmission of an output message allowing the user to select, in step 401, the first step PI of the configuration process P, i.e., setting the "REG-OR" orientation of the probe 100. When the user selects step 401, setting the "REG-OR" orientation, via the output interface IS, the processing unit of the latter sends A "MES-OR" orientation measurement request is sent to the processing unit 106 of probe 100. Upon receiving this measurement request, the processing unit 106 of probe 100 executes the instructions in step 402 to measure the elevation angle E, azimuth angle A, and rotation angle R of the tip 220 relative to a pre-recorded Earth reference frame. These measurements are performed using the accelerometer, gyroscope, and magnetometer onboard probe 100. These angle measurements are continuously performed by probe 100 and a sensor fusion algorithm, including accelerometer, gyroscope, and magnetic sensors, and a hybridization algorithm that calculates the orientation of probe 100 relative to the pre-recorded Earth reference frame.

[0076] To create an azimuth reference, one solution is to orient the aircraft towards magnetic north, using a compass on board the aircraft. The azimuth angle A is then measured with respect to this reference.

[0077] From measurements of elevation angle E, azimuth A, and rotation R, the processing unit 106 of the probe 100 calculates, in step 403 "CAL-OR", the orientation of the probe 100 relative to the pre-recorded Earth reference frame. The processing unit 106 of the probe 100 sends a message ("OR-CAL") containing the calculated orientation to the output interface processing unit IS. Upon receiving this message containing the calculated orientation, in step 404, the output human-machine interface processing unit IS calculates a distance "d-OR" between said calculated orientation and a pre-recorded target orientation value. In step 405, the output interface processing unit IS compares this calculated distance "d-OR" to a pre-recorded acceptance threshold value "ds".The articulated tip 220 is actuated to adjust the orientation of the probe 100 and the steps of sending a request 401, measuring 402 the angles, calculating the orientation 403, calculating 404 the distance “d-OR” between the calculated orientation and the pre-recorded target orientation value and comparing 405 the calculated distance “d-OR” to the acceptance threshold value “ds”, are iteratively implemented between the IS output interface and the probe 100 until the calculated distance “d-OR” becomes less than or equal to said acceptance threshold value “ds”.

[0078] To assist in adjusting the orientation of probe 100, the processing unit of the IS output interface can generate an output on said IS output interface, reflecting the comparison between the calculated distance "d-OR" and the acceptance threshold "ds". If the IS output human-machine interface is a graphical interface, for example, the output reflecting this comparison can, for instance, take the form of a target displayed on the interface screen. Such a target can comprise at least two concentric circles, the center of which represents the pre-recorded target orientation value, and a bubble representing the calculated orientation value "OR-CAL", based on measurements of elevation angle E, azimuth angle A, and rotation angle R measured, positioned relative to the center of the target according to the calculated "d-OR" distance.

[0079] The elevation adjustment E allows the angle of the longitudinal axis L of the probe 100 to be adjusted so that it is aligned with the wing chord line, the azimuth adjustment A allows the longitudinal axis L of the probe 100 to be adjusted parallel to the plane of symmetry of the aircraft on which it is positioned, and the rotation adjustment R allows the orientation of the air intake openings located on the nose 102 of the probe 100 to be adjusted so that they are oriented parallel to the plane of symmetry of the wing.

[0080] When the articulated tip 220 includes an automatically actuated servo mechanism, according to its second embodiment, the adjustment of its orientation is carried out by means of the processing unit 106 of the probe 100, which automatically controls the linear actuators 252 and rotary actuators 250 of the mechanism. For this purpose, servo programs actuate the actuators and ensure an adjustment of the orientation of the probe 100 during the iterative implementation of the steps: query 401, angle measurements 402, orientation calculation 403, distance calculation 404 "d-OR" between the calculated orientation and the pre-recorded target orientation value, and comparison 405 of the calculated distance to the acceptance threshold value "ds".Once the acceptance threshold value "ds" is reached, the IS output interface processing unit sends an "F-IMMO" message at step 406 to immobilize the articulated tip 220 and simultaneously sends an "F-IMMO" immobilization request to the probe 100 processing unit 106. Upon receiving this request, the probe 100 processing unit 106 performs the "IMMO" immobilization of the articulated tip at step 407. Once the articulated tip is immobilized, the probe 100 processing unit 106 returns an "F-OR" validation message confirming the immobilization of the articulated tip 220 and the completion of the probe orientation adjustment to the IS output human-machine interface.

[0081] When the tip 220 is equipped with a manually actuable ball joint 221, according to its first embodiment, an operator changes the orientation of the probe 100 and adjusts it by manually actuating the ball joint tip 221 of the support 200. Simultaneously with this adjustment, the steps of query 401, angle measurements 402, orientation calculation 403, calculation 404 of distance “d-OR” between the calculated orientation and the pre-recorded target orientation value and comparison 405 of the calculated distance to the acceptance threshold value “ds” are implemented iteratively. Once the acceptance threshold value "ds" is reached, the IS output interface processing unit sends an "F-IMMO" message, at step 406, instructing an operator to immobilize the ball joint 220 221. The operator then immobilizes the ball joint 221 of the joint 220 by clamping it in the sleeve 230. means of the manually actuable locking mechanism, so that the ball joint 221 can no longer move in its cavity 235, then confirms the immobilization of the ball joint 220 by validating on the IS output human / machine interface the end of the orientation adjustment.

[0082] Since aircraft do not all have the same geometry, orienting the aircraft towards magnetic north can be tricky and azimuth adjustment difficult. In this case, when the tip is ball-jointed and manually operable, a variant, as shown schematically in [Fig. 12], can consist of using the IS output interface only for adjusting the elevation angle E and rotation angle R, and using a template 540 for adjusting the azimuth A. Such a template 540 is made according to the geometry of the aircraft on which the probe support 200 is fixed. In the preferred case where the support 200 is fixed on the leading edge 550 of a wing 500, this template 540 includes a first side, called the leading side and referenced 541, oriented parallel to the leading edge 550 of the wing, and a second side, called the azimuth side and referenced 542, oriented parallel to the plane of symmetry of the aircraft.The template is positioned so that the leading edge 541 is against the leading edge 550 of the wing and the azimuth side 542 is parallel to the aircraft's plane of symmetry. The azimuth adjustment of the tip 220 is then made so that the longitudinal edge of the body 103 of the probe 100 presses against the azimuth side 542 of the template 540, and then the movement of the ball joint is locked in azimuth by means of the locking mechanism.

[0083] When the PI step of setting the orientation of the probe is completed, the user can select, via the IS output human / machine interface, the second step P2 of the configuration process, i.e. the calibration “CAL” of the probe 100, at the step referenced 408 on the [Fig. 11].

[0084] This calibration step P2 consists of a first calibration Cl of the maximum angle of attack beyond which the aircraft stalls and a second calibration C2 of the pressure measurement. The angle of attack calibration Cl itself comprises steps referenced 409 to 420, and the pressure measurement calibration C2 itself comprises steps referenced 421 to 436. These two calibrations Cl and C2 are performed during the aircraft's first flight, immediately after installing the probe and adjusting its orientation according to the first step PI of the configuration procedure P. The order of these two calibrations Cl and C2 is not important. Therefore, the calibration step P2 includes instructions given to a pilot of said aircraft, via the IS output interface, so that the pilot can choose the order in which they wish to perform the two calibrations Cl of the angle of attack and C2 of the pressure measurement.

[0085] The pilot then selects, via the IS output interface, the calibration he wishes to perform. If he first selects the Cl calibration of the angle of incidence At maximum, in step 409 "CAL-a", the IS output interface processing unit commands the transmission of an instruction message to the pilot, instructing them to stall the aircraft during a specified time interval tmax. Simultaneously with the transmission of this message, the IS output interface processing unit commands, in step 410, the execution of a countdown timer corresponding to the tmax time interval during which the pilot must stall the aircraft. This allows the pilot to visualize the countdown timer during which they must perform the stall.Concurrently with this countdown execution, the IS output interface sends a "MES-a" request to the processing unit 106 of the probe 100, which also executes, in steps 411, 412, 415, a countdown corresponding to the said time interval tmax and which triggers an iterative sequence of steps according to a given periodicity, said steps consisting of a step 413 of measurement "a" of the angle of incidence by sensors on board said probe 100 and a step 414 "amax" of selection of a maximum angle of incidence corresponding to the maximum value among the measured angle of incidence values. At the end of the countdown, at step 416 “F-MES-a”, the processing unit 106 of the probe 100 sends an end-of-measurement message to the IS output interface, in which it communicates the maximum angle of incidence “amax”.At step 417, the IS output interface displays a message to the pilot indicating the maximum angle of attack and asking them to confirm or reject it. If the pilot rejects the angle at step 417, the IS output interface displays a "NOK" message at step 418, indicating that the angle of attack calibration has not been validated and the pilot must repeat the calibration process starting at step 409. If the pilot confirms the angle of attack at step 417, the IS output interface processing unit sends a "VAL-CAL-a" validation message at step 419 to the processing unit 106 of the probe 100, which stores the angle of attack at step 420 ("MEM-a"). The maximum angle of attack calibration is then complete. The pilot can then select the pressure calibration step 421 "CAL-P".

[0086] Measuring static pressure is important because it allows the aircraft's altitude to be determined and its airspeed to be calculated, that is, the aircraft's speed relative to the air mass in which it is located. Measuring total pressure is also important because it allows the measured dynamic pressure to be deduced after subtracting the measured static pressure value. Generally, pressure measurements are taken using probes positioned on the aircraft fuselage at a fixed location that is as unaffected as possible by the aircraft's speed, angle of attack, and sideslip, so that the measurement is not impacted by the airflow around the aircraft. aircraft structure. When the pressure sensor is in probe 100, the pressure measurement is determined by the probe 100's location on the aircraft. Positioning probe 100 anywhere other than on the fuselage will cause the pressure measurement to be affected by the airflow around the aircraft structure. Therefore, it is necessary to calibrate probe 100 after installation to calculate a correction factor that must be applied to subsequent pressure measurements to ensure accurate altitude and airspeed calculations, regardless of probe 100's location on the aircraft.

[0087] To perform this calibration C2, at step 422 “STAB1”, the IS output interface processing unit sends an output message to the pilot so that he performs a first pass in stabilized flight STAB1 according to a first heading CAP1, that is to say according to a constant altitude Al and less than or equal to a pre-recorded threshold altitude As, according to a constant indicated speed VI and greater than or equal to a pre-recorded threshold speed Vs and according to a first direction in the direction of the wind, for example into the wind.Simultaneously, the output interface processing unit launches a first iterative sequence of parameter measurement consisting of a step of sending a request "MES-A1, VI", in step 423, to the processing unit 106 of the probe 100, so that the probe delivers to the output interface IS, according to a given periodicity, a measured altitude Al and indicated speed VI corresponding to the first heading CAP1; a step 424 of measurement by the probe 100 of the altitude Al and the indicated speed VI; and a step 425 of collection, of the measurements of altitude Al and indicated speed VI by the output interface as long as the distances between measured altitude Al and threshold altitude AS and between measured indicated speed VI and indicated speed threshold VS are not less than a given threshold SL The "Al, VI" measurements are carried out by sensors on board the probe 100.Once the distances between measured altitude Al and threshold altitude AS, and between measured indicated airspeed VI and threshold indicated airspeed VS, are less than a given threshold SI, "d(Al, AS; VI, VS) < SI", the output interface processing unit IS records, at step 426, "MEM-CAP1", the measured altitude Al and indicated airspeed VI data corresponding to the first heading CAP1. It then sends a request "MES1", at step 427, to the processing unit 106 of probe 100 to measure and record a first set of measurements "MES1" of static pressure, total pressure, indicated airspeed (provided by the onboard anemometer), and ground speed (provided by an onboard satellite navigation device). Probe 100 performs the first set of measurements MES1 and records it at step 428 and sends a confirmation message "MES1-OK" of said measurements to the IS output interface processing unit.Upon receipt of the aforementioned confirmation message. "MES1-0K" of the first set of measurements sent by the processing unit 106 of the probe 100, the IS output interface processing unit sends, at step 429, an output message to the pilot to perform a second pass in stabilized flight STAB2 according to a second heading CAP2, said second heading CAP2 being substantially identical to the first heading CAP1 previously memorized at step 426, but in an opposite direction, i.e. downwind in the example.Simultaneously, the output interface processing unit launches a second iterative sequence of parameter measurement consisting of a step of sending a request "MES-A2, V2", in step 430, to the processing unit 106 of the probe 100, so that the probe delivers to the output interface IS, according to a given periodicity, a measured altitude A2 and indicated speed V2 corresponding to the second heading CAP2; a step 431 of measurement by the probe 100 of the altitude A2 and the indicated speed V2; and a step 432 of collection, of the measurements of altitude A2 and indicated speed V2 by the output interface IS as long as the distances between measured altitude A2 and recorded altitude Al corresponding to the first heading CAP1 and between measured indicated speed V2 and recorded indicated speed VI corresponding to said first heading CAI, are not less than a given threshold S2.This second set of instructions for performing the second pass in stabilized flight according to the second heading CAP2 includes triggering a visual and / or audible and / or haptic exit indication designed to assist the pilot in positioning the aircraft under the correct conditions. In an example where the positioning indication is visual, it could, for instance, take the form of a compass that aligns itself with a fixed reference compass corresponding to the conditions to be met, i.e., the first heading CAP1 previously memorized. As long as the compass is not aligned, according to the second acceptance threshold S2, with the fixed reference compass, it appears in a first color, for example, red. As soon as the compass aligns with the fixed reference compass, according to the second acceptance threshold S2, the conditions for the second pass are met, and the compass is displayed in a second color, for example, green.The positioning indication may also emit a different audible signal depending on whether the heading conditions for the second pass are met or not. When said visual and / or audible and / or haptic indication confirms a position of said aircraft conforming to said altitude, speed and direction conditions, a second set of measurements may be carried out.

[0088] Once the distances between the measured altitude A2 corresponding to the second heading CAP2 and the recorded altitude Al corresponding to the first heading CAP1, and between the measured indicated speed V2 corresponding to the second heading CAP2 and the recorded indicated speed VI corresponding to the first heading CAP1, are less than the given threshold S2, "d(A2, Al; V2, VI) < S2", the processing unit The IS output interface sends a request "MES2" at step 433 to the processing unit 106 of probe 100 to measure and record a second set of measurements "MES2" of static pressure and total indicated airspeed pressure, provided by the onboard airspeed indicator, and ground speed provided by the onboard satellite navigation system. Probe 100 performs the second set of measurements MES2 and records it at step 434. From the first and second sets of measurements MES1 and MES2 previously performed, the processing unit 106 of probe 100 calculates and records, at step 435, a correction factor "Ks". The resulting correction factor Ks is intended to be applied to all pressure measurements subsequently taken in flight when the "use" operating mode of probe 100 is selected.When the correction coefficient value Ks is recorded, the processing unit 106 of probe 100 sends a pressure calibration completion message "F-CAL-P" to the output interface processing unit IS. The output interface IS then triggers a pressure measurement calibration completion message "F-CAL-P" at step 436 to indicate that probe 100 can now be used for in-flight measurements.

[0089] The configuration method P, which has just been described with reference to [Fig. 1 1], is a preferred embodiment which consists of an exchange of requests and messages between the processing unit of the output human / machine interface IS, and the processing unit 106 of the probe 100. The processing unit of the output interface IS includes a computer program product comprising program instructions for the execution of the steps of sending output messages 406, 409, 417, 418, 422, 429, counting time interval 410, recording 426, requests 401, 423, 427, 430, 433, calculations 404 and data collection 405, 425, 432 of the configuration method P.The processing unit 106 of the probe 100 includes a computer program product comprising program instructions for executing the measurement steps 402, 413, 424, 428, 431, 434, counting down a time interval 411, 412, 415, sending a message 416 and calculating 403, 414, 435 of the configuration process P. In an alternative embodiment, it is possible to provide for a different distribution of the steps between the computer programs of the processing unit of the output interface IS and the processing unit 106 of the probe 100 without departing from the scope of the invention.

[0090] The indicated velocity and ground velocity measurements taken during the pressure measurement calibration step have been described as being taken respectively by an anemometer and a satellite navigation device onboard the probe. However, it is possible to consider that these measurements are taken by a connected anemometer and satellite navigation device. to the aircraft's onboard computer. In such a case, the onboard computer will be able to communicate the measured data to the probe via two-way radio communication, for example.

[0091] The aircraft probe 100 support device 200 described above gives a pilot the freedom to install their probe 100 on any aircraft, regardless of its geometry. The configuration method P associated with the support 200 allows the probe 100 to be calibrated so that it can perform reliable measurements regardless of its location on the aircraft. Thus, the pilot has a removable probe that is easy to install on its support and remove without tools, and a support that adapts to any aircraft geometry.

Claims

Demands

1. Aircraft measuring probe (100) support device (200), said support device (200) being intended to be fixed to a surface of said aircraft and being characterized in that it comprises: - an end piece (220) articulated with three rotational degrees of freedom (E, A, R) on a distal end (222) of which said measuring probe (100) is intended to be removably coupled, said distal end (222) protruding out of a sleeve (230) extending along a longitudinal axis (L) and, - at least two flaps (210), fixed to a proximal end of said sleeve (230) and on either side of said longitudinal axis (L), said flaps (210) each having a fixing surface (215) intended to be fixed to said surface of said aircraft.

2. Aircraft measuring probe support device (200) according to claim 1, characterized in that said at least two flaps (210) are arranged to be movable about an axis (B) perpendicular to said longitudinal axis (L) of said sleeve (230), rigid and removable and have a curved shape.

3. Aircraft measuring probe support device (200) according to claim 1, characterized in that said at least two flaps (210) are flexible and made of metallic foil.

4. Aircraft measuring probe (100) support device (200) according to claim 1, characterized in that said at least two flaps (210) each comprise a flexible metallic shim mounted on a rigid surface arranged to be movable about an axis (B) perpendicular to said longitudinal axis (L) of said sleeve (230).

5. Aircraft measuring probe (100) support device (200) according to any one of claims 1 to 4, characterized in that said articulated tip (220) has a ball-shaped proximal end (221) housed in a cavity (235) of said sleeve (230) and in that it further comprises a manually actuated locking mechanism (232, 238) designed to immobilize said ball (221) of said tip (220) in said cavity (235).

6. A support device (200) for a measuring probe (100) for an aircraft according to any one of claims 1 to 4, characterized in that a proximal end of said tip (220) is connected to a servo mechanism housed in said sleeve (230), said servo mechanism comprising actuators (250, 252) electrically actuable and designed to articulate said tip (220) according to said three degrees of rotational freedom (E, A, R).

7. Aircraft measuring probe (100) support device (200) according to any one of claims 1 to 6, characterized in that said fixing surface (215) of each of the at least two flaps (210) is provided with a double-sided adhesive material (211).

8. Aircraft measuring probe (100) support device (200) according to any one of claims 1 to 7, characterized in that said tip (220) comprises a circumferential groove (223) or a collar (225) designed to cooperate with a locking mechanism (110) of said probe (100).

9. Method (P) of configuring a measuring probe (100) removably coupled to a support device (200) according to any one of claims 1 to 8, itself fixed on a surface of an aircraft, said method (P) of configuration being characterized in that it comprises: - a first step (PI) of adjusting the orientation of said probe (100) with respect to said aircraft, by actuation and then immobilization of said articulated tip (220), - a second step (P2) of calibrating said probe (100) comprising a calibration step (Cl) of an angle of incidence and a calibration step (C2) of a pressure measurement.

10. A configuration method (P) according to claim 9, characterized in that the first step (PI) of adjusting the orientation of said probe (100) consists of: - a step of sending (401) via an output interface (IS) a request ("MES-OR") to said probe (100) to measure its orientation, - a step of measuring (402) by said probe (100), using sensors onboard said probe (100), angles of elevation (E), azimuth (A), and rotation (R) with respect to a pre-recorded terrestrial reference frame, - a step of calculating (403) by said probe (100), from said measured angle values, its orientation with respect to said pre-recorded terrestrial reference frame and sending said calculation to said output interface (IS), - a calculation step (404) by said output interface (IS) of a distance (d-OR) between said calculated orientation and a pre-recorded target orientation value, - an iterative sequence of steps consisting of query steps (401), measurement steps (402) and calculation steps (403, 404) between said output interface (IS) and said probe (100) for the calculation of said distance (d-OR), during an actuation of said articulated tip (220), until (405) the calculated distance (d-OR) between the calculated orientation and said pre-recorded target orientation value is less than or equal to a pre-recorded acceptance threshold (ds), - a step of sending a message (406) by said output interface (IS) instructing an operator to immobilize said articulated tip (220).

11. A configuration method (P) according to any one of claims 9 to 10 when they depend on claim 5, characterized in that when the articulated tip (220) is a ball-jointed tip (221) and the orientation adjustment of said probe (100) is carried out by manually actuation of said ball-jointed tip (221), the azimuth orientation adjustment of said probe (100) consists of using a template (540), the shape of which depends on the geometry of said aircraft and comprises a first side (541) parallel to a leading edge (550) of a wing (500) of said aircraft and a second side oriented parallel to a plane of symmetry of said aircraft, positioning said first side (541) of said template (540) against said leading edge (550) of said wing (500), and positioning said probe (100) in supported against said second side (542) of said template (540), oriented parallel to said plane of symmetry of said aircraft,then to immobilize said ball joint (220) by manually actuation of a locking mechanism.

12. A configuration method (P) according to claim 9, characterized in that the second step (P2) of calibration (Cl) of an angle of incidence consists of: - a step of outputting a message (409), via an output interface (IS), of instructions to a pilot so that the latter performs a stall of said aircraft during a time interval (tmax) (410), - a step of sending a request ("MES-a") by the output interface (IS) to said probe (100) for measuring said angle of incidence, - an iterative sequence of steps according to a given periodicity, during said time interval (tmax) (411, 412, 415), of measurement (413) by said probe (100) of said angle of incidence and selection (414) of a maximum angle of incidence from among the measured angle of incidence values, - at the end of said time interval (tmax), a step (416) of sending by said probe (100) to said output interface an end-of-measurement message, in which it addresses said maximum angle "amax", - a step of outputting a message (417) by said output interface (IS) to a pilot so that it may validate or not said maximum angle,-a step of sending a calibration validation message (419) via said output interface (IS) to said probe (100) in the case of validation by the pilot, or -a step of displaying a calibration invalidation message (418) in the case of non-validation by the pilot.

13. A configuration method (P) according to claims 9 and 12, characterized in that the second calibration step (P2) (C2) of said pressure measurement consists of: - a step of outputting a message (422), via an output interface (IS), to a pilot so that he performs a first pass in stabilized flight according to a first heading (CAP1), - a first iterative sequence of parameter measurements consisting of: - a step of sending a request (423) ("MES -Al,VI") via said output interface (IS) to said probe (100) so that said probe (100) delivers to the output interface (IS), at a given periodicity, a measured altitude (Al) and indicated airspeed (VI) corresponding to said first heading (CAP1), - a step of measuring (424) by the probe (100) the altitude (Al) and the indicated airspeed (VI),- a step of collecting (425) the altitude (Al) and indicated speed (VI) measurements by the output interface (IS) as long as the distances between the measured altitude (Al) and a threshold altitude (As) and between the measured indicated speed (VI) and a threshold indicated speed (Vs) are not less than a given threshold (SI), - once the distances between measured altitude (Al) and said threshold altitude (As) and between the measured indicated speed (VI) and said threshold indicated speed (Vs) are less than said given threshold (SI), a recording step (426) by the output interface (IS) of the measured altitude (Al) and measured indicated speed (VI) corresponding to said first heading (CAP1), - a step of sending a request (427) ("MES1") via the output interface (IS) to the probe (100) to measure and record a first set of velocity and pressure measurements (MES1), - a measurement and recording step (428) by the probe (100) of said first set of velocity and pressure measurements (MES1), - a step of outputting a message (429) via said output interface (IS) to the pilot so that he performs a second pass in stabilized flight according to a second heading (CAP2) corresponding to said first heading (CAP1) in the opposite direction, - a second iterative sequence of parameter measurements consisting of: - a step of sending a request (430 (“MES-A2, V2”) by the output interface (IS) to said probe (100) so that the latter delivers to the output interface (IS), according to a given periodicity, an altitude (A2) and indicated speed (V2) measured corresponding to said second heading (CAP2), - a measurement step (431) by the probe (100) of the altitude (A2) and the indicated speed (V2) corresponding to said second heading (CAP2), - a step of collecting (432) the altitude (A2) and indicated speed (V2) measurements by the output interface (IS) as long as the distances between the measured altitude (A2) and the recorded altitude (Al) corresponding to said first heading (CAP1) and between the measured indicated speed (V2) and the recorded indicated speed (VI) corresponding to said first heading (CAP1) are not less than a given threshold (S2), - once the distances between the measured altitude (A2) and the recorded altitude (Al) corresponding to the first heading (CAP1) and between the measured indicated airspeed (V2) and the recorded indicated airspeed (VI) corresponding to the first heading (CAP1) are less than the given threshold (S2), a request sending step (433) ("MES2 " through the output interface (IS) to the probe (100) to measure and record a second set of velocity and pressure measurements (MES2), - a measurement and recording step (434) by the probe (100) of said second set of velocity and pressure measurements (MES2), - a calculation and recording step (435) by said probe (100) of a correction coefficient (Ks) from said first and second sets of measurements (MES1, MES2) previously carried out, - a calibration end-of-message step ("F-CAL-P") by the probe (100) to the output interface (IS).

14. Computer program product comprising program instructions for performing measurement steps (402, 413, 424, 428, 431, 434), counting down a time interval (411, 412, 415), sending a message (416) and calculating (403, 414, 435) of the configuration method P according to any one of claims 9 to 11 and 13, when said computer program product is executed by a processing unit (106) of the probe (100).

15. Computer program product comprising program instructions for performing steps of sending output messages (406, 409, 417, 418, 422, 429), counting down a time interval (410), recording (426), querying (401, 423, 427, 430, 433), calculating (404) and collecting data (405, 425, 432), of the configuration method P according to any one of claims 9 to 11 and 13, when said computer program product is implemented by a processing unit of said output interface (IS).

16. Measuring probe (100) adapted to execute a computer program product according to claim 14 designed for the implementation of measurement steps (402, 413, 424, 428, 431, 434), counting down a time interval (411, 412, 415), sending messages (416) and calculating (403, 414, 435) of said configuration method (P) according to any one of claims 9 to 11 and 13, said measuring probe being characterized in that it comprises a processing unit (106) designed to execute said computer program and a bidirectional communication module (109) for exchanging instructions with an output interface (IS).

17. Output interface (IS) adapted to execute a computer program product according to claim 15 designed for the implementation of output message sending steps (406, 409, 417, 418, 422, 429), time interval counting (410), recording (426), querying (401, 423, 427, 430, 433), calculations (404) and data collection (405, 425, 432), of the configuration method P according to any one of claims 9 to 11 and 13, said output interface (IS) being characterized in that it comprises a processing unit designed to execute said computer program and a bidirectional communication module for exchanging instructions with a measuring probe (100).

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