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    • 专利摘要:
    A method for managing a multi-destination flight of an aircraft comprises a first step (106) of constructing an initial flight plan of a mission between an end departure point and a finish point of end, having a sequence of temporally ordered waypoints. The management method is characterized by a second step (108) of selecting one or more way points among the waypoints, and transforming said selected one or more waypoints into one or more corresponding intermediate point locations, each point of intermediate pose having the same initial coordinates of the corresponding waypoint of which it is transformed, and each intermediate point of pose including an association computer link to a dedicated intermediate arrival procedure, ready to be activated.
    公开号:FR3048773A1
    申请号:FR1600416
    申请日:2016-03-14
    公开日:2017-09-15
    发明作者:Frederic Nostry；Christophe Harlez
    申请人:Thales SA；
    IPC主号:
    专利说明:

    Method and system for managing a multi-destination flight plan
    The present invention relates to a method and a system for assisting the management of aircraft multi-destination flight plans. The invention lies in the field of real-time avionics systems embedded on board aircraft, and in particular the field of flight plan management methods implemented by flight management systems FMS (English "Flight Management System"). ") On board the said aircraft. The invention aims to facilitate the preparation and monitoring of aircraft flights in the context of "cabotage" missions in which several destinations must be served.
    "Cabotage" missions are typically offshore missions for which the operator or the pilot of the aircraft must join several oil platforms to load or unload personnel and / or cargo and refuel if necessary .
    Currently, the processes and systems for assisting the management of the proposed multi-destination flight plans consist in constructing successive flight plans, developed as the mission progresses, the last flight plan in progress. development course being planned to serve only the next destination.
    For example, the patent application FR 2904448 A1 describes a method and a system for assisting the management of successive flights of an aircraft, each flight being made by a particular flight plan which includes waypoints (called "waypoints"). " in English). For each following flight Vn + 1, the system and the method, described in the document FR 2904448 A1, are configured to use automatically as initial data, at least some recorded values of parameters characteristic of the destination point of the previous flight Vn, to determine the values of the various characteristic parameters concerning the said flight following Vn + 1 from the point of origin of the following flight to the point of destination of the flight following Vn + 1.
    Thus, during each pose, the crew and the pilot in particular must build and check a new flight plan to reach the next destination.
    This solution is constrained by the configurations of current FMS flight management systems which are limited to the management of a flight plan comprising a single departure airport, a set of routes and a single destination. This proposed current flight plan structure is not adapted as it is to "cabotage" missions where the aircraft must, during the flight, serve several landing points.
    The solution described in document FR 2904448 A1, consisting of building successive flight plans, has several drawbacks; it does not make it possible to obtain predictions of time of flight and of fuel consumption on the whole of a mission including other points of pose that the point of posed current; .- it does not allow to plan finely and optimally the arrival times on the various points of landings served and the possible operations of replenishment of fuel; .- It only manages two flight plans, given that the systems themselves include a limited number of flight plans (one active flight plan and one to three secondary flight plans), for reasons of size. RAM / ROM memory (Random Access Memory / Read Only Memory); .- it monopolizes the secondary flight plan, normally dedicated to strategic modifications; it does not allow to insert or delete intermediate destinations effectively; . - despite some automation by the FMS for the data integration of the previous flight, the construction of the next flight plan to reach the next destination leaves a significant workload for the crew during the remaining phases of successive poses to accomplish after reaching the next destination; .- The preparation of successive flight plans increases the necessary time spent on the ground.
    The technical problem is to provide a method and a system for assisting the management of a single multi-destination flight plan of an aircraft that overcomes one or more of the aforementioned drawbacks.
    The main technical problem is to provide a method and a system for assisting the management of a multi-destination flight plan of an aircraft which improves the planning of the arrival times on the various landing points served and / or possible refueling operations.
    Another problem is to improve the ergonomics of the method and the management system in terms of displaying and entering relevant data concerning the management of multiple posed within a single flight plan. For this purpose, the subject of the invention is a method for managing a multi-destination flight of an aircraft implemented by an avionic avionics flight management system, comprising a first step of constructing an initial flight plan. of a mission having a beginning and an end from an end start point, an end arrival point, and a sequence of passage points of the aircraft ordered temporally between the endpoint corresponding to the beginning of the mission and the end arrival points corresponding to the end of the mission, the end starting point, the end arrival point and the crossing points being extracts from a navigation database of the aircraft and / or seized by a crew. The management method is characterized in that it comprises a second step, executed after the first step, the second step of: selecting one or more points of passage among the waypoints defining the initial flight plan built, and transforming the selected crossing point (s) at one or more corresponding intermediate landing points, each intermediate landing point having the same initial coordinates of the corresponding transit point of which it is transformed, and each intermediate landing point including a computer link of associated with a dedicated intermediate arrival procedure, ready to be activated.
    According to particular embodiments, the method of managing a multi-destination flight comprises one or more of the following characteristics: .- for each intermediate landing point, the intermediate arrival procedure comprises a first arrival procedure intermediate intermediate approach and a second intermediate missed approach procedure, the first nominal approach procedure being ready to be activated in priority with respect to a second intermediate missed approach procedure; the intermediate arrival procedure (s) are selected in a navigation database of the aircraft and / or entered by the crew, then linked to their respective intermediate landing point during the second stage; at least one intermediate landing point comprises an additional computer link association to a dedicated intermediate start procedure, ready to be activated, the computer link being established during the second step; the navigation database of the aircraft includes a first standard database containing departure and arrival procedures, airports, waypoints and beacons, published by the states and coded in the format standardized by the AEEC A424, and a pilot database containing departure and arrival procedures, airports, waypoints and beacons, created by the crew or a company to address gaps in the standard database; each landing point created during the second step as transformed from a selected waypoint includes a set, associated with said landing point, of lump-sum prediction parameters included among an estimated time of landing, an estimated time of approach, a time estimate of the fuel consumed during the corresponding approach and departure phases of the approach and departure procedures, and during the landing phase, and a forecast of the fuel, cargo and of passengers, the estimated time of landing being inserted by the crew in the form of a package, the estimated time of approach and the estimated time being either inserted by the crew or an external system of mission preparation in the form a first approach time package and a second approach time package, estimated by the flight management system; the method for managing a multi-destination flight comprises a third step, performed after the second step, the third step consisting in: activating the intermediate arrival procedure associated with the next intermediate point of intermediate landing, not yet reached and to be serviced among the intermediate landing points remaining to be served, and construct a nominal approach and intermediate missed approach path, formed by intermediate approach paths, from the activated intermediate arrival procedure, and inserting said constructed path nominal approach and intermediate missed approach approach before the next intermediate intermediate point, and then save the modified flight plan as an updated flight plan; when the next intermediate lay point, which has not yet been reached and to be served, has an additional computer connection link to a dedicated intermediate start procedure ready to be activated, the third step also consists in: activating the intermediate departure procedure associated with the next intermediate lay point, not yet reached and to be served, and constructing an intermediate departure path, formed of a sequence of intermediate departure paths, from the activated intermediate departure procedure, and inserting said path of intermediate departure built after the next intermediate intermediate point, not yet reached and to be served, and integrate the insertion of said intermediate departure path in the update of the flight plan; at the end of the third step, an update of the trajectory predictions is carried out which takes into account the insertion of the intermediate nominal approach runway or the intermediate missed approach runway and, if appropriate, the departure run; the method for managing a multi-destination flight comprises a fourth step, performed after the third step and during the landing phase at the intermediate intermediate point that has just been reached, the fourth step consisting in: updating the prediction parameters at the current pose point for fuel, cargo and passenger mass, and then update predictions on the entire flight plan in terms of time and available fuel from the update of parameters prediction at the point of landing and the approach path of the posed current point actually stolen; the quantity of fuel is automatically updated by reading one or more fuel gauges when the avionics system of the aircraft permits or informed by entering the crew during a refueling operation; at the end of the fourth stage, the flight management system checks whether there is a next common point of intermediate position, not yet reached and to be served, among the intermediate points remaining to be served, and if so, execution of the third step is repeated during or after the laying phase at the intermediate lay point; when an order entered by the crew prescribes the removal of a landing point not yet served, or the inverse transformation of a landing point not yet served to a corresponding waypoint, or the addition of a point before or after the next laying point not yet served, the third step is immediately performed again; the method of managing a multi-destination flight comprises a first telescopic display step in which the intermediate landing point or points are distinguished from the other points of said flight plan by a color and / or a characteristic symbol, and identified by a different identification tag, and wherein at a first level, the next intermediate landing point not yet reached is in an expanded state and in a folded display mode, and the other intermediate landing points are in a state and in a folded display mode; and at a second level, on command operated by the crew or on automatic control, the next intermediate landing point not yet reached is in a deployed state and in a deployed display mode which displays the intermediate approach path and possibly starting path corresponding respectively to the activated intermediate arrival and departure procedures of said next intermediate landing point, and the intermediate landing positions are in a state and in a displayed display mode; the method of managing a multi-destination flight comprises a second display step for implementing the multi-destination management method defined above, and allowing: the direct transformation of a selected waypoint into a point intermediate pose of the same coordinates through one or more pages of input of an association computer link of said intermediate landing point selected to a dedicated intermediate arrival procedure. ready to be activated, and possibly an additional link computer association of said selected intermediate landing point to a dedicated intermediate start procedure, ready to be activated, and a set of lump-sum prediction parameters included among an estimated time set, an estimated time of approach, an estimated time of departure, an estimate of the fuel consumed during the corresponding intermediate approach and departure phases of the approach and departure procedures, and during the landing phase, and a forecasting updates of the masses of fuel, freight and passengers; and the inverse transformation of a selected intermediate landing point into a point of passage of the same coordinates. The invention also relates to an aircraft flight management system comprising: one or more electronic processing computers, data entry means for enabling a crew to enter data into the flight management system , one or more displays to display one or more flight plans and underlying information tables relating to elements of the flight plan. The flight management system is configured to: .- In a first step, construct an initial flight plan of a mission having a beginning and an end from an end starting point, a d end arrival, and a sequence of passage points of the aircraft temporally ordered between the end point corresponding to the beginning of the mission and the end arrival points corresponding to the end of the mission the end starting point, the end arrival point and the crossing points being selected from a navigation database of the aircraft and / or seized by a crew; and .- in a second step, executed after the first step, selecting one or more points of passage among the selected passage points in the initial flight plane, and transforming the selected passage point (s) into one or more landing points. corresponding intermediate points, each intermediate landing point having the same initial coordinates of the corresponding passage point of which it is transformed, and each intermediate landing point including a link computer association to a dedicated intermediate arrival procedure, ready to be activated . The invention also relates to an aid display for managing a multi-destination flight of an aircraft comprising a first display screen configured to implement the management method defined above, and to enable a telescopic display of the flight plan, in which Γ display the intermediate landing point or points are distinguished from the other points of said flight plan by a color and / or a characteristic symbol, and identified by a different identification tag; and in which display at a first level, the next intermediate landing point not yet reached is in an expanded state and in a folded display mode, and the other intermediate landing points are in a state and in a display mode folded; and at a second level, on command operated by the crew or on automatic control, the next intermediate landing point not yet reached is in a deployed state and in a deployed display mode which displays the intermediate approach path and possibly starting path respectively corresponding to the activated intermediate arrival and departure procedures of said next intermediate landing point, and the other intermediate landing positions are in a folded state and display mode.
    According to particular embodiments, the assistance display for the management of a multi-destination flight of an aircraft comprises one or more of the following characteristics: .- the display of assistance to the management of a multi-destination flight of an aircraft comprises a second display screen, configured to implement the multi-destination management method defined above, and allow: the direct transformation of a selected waypoint into a point of intermediate laying of the same coordinates through one or more pages for entering a computer link association of said selected intermediate landing point to a dedicated intermediate arrival procedure, ready to be activated, and possibly a link additional computer association of said intermediate landing point selected to a dedicated intermediate start procedure, ready to be activated, and a set lump-sum prediction parameters included among an estimated time of landing, an estimated time of approach, an estimated time of departure, an estimate of the fuel consumed during the corresponding approach and departure phases of the approach and departure procedures , and during the laying phase, and a forecast of updates of the masses of fuel, freight and passengers; the inverse transformation of a selected intermediate landing point into a point of passage of the same coordinates; the first display screen and the second display screen are the same display screen. The invention will be better understood on reading the description of several embodiments which will follow, given solely by way of example and with reference to the drawings in which: FIG. 1 is a view of a management system a multi-destination flight type FMS for an aircraft, configured to implement a method of managing a multi-destination flight of the aircraft according to the invention; FIG. 2 is a flow chart of a method for managing a multi-destination flight of an aircraft according to the invention, said method for managing a multi-destination flight being implemented by the management system of the aircraft. Figure 1 ; FIG. 3 is a view of a display according to the invention by a first display screen of a multi-destination active flight plan of an aircraft; FIGS. 4A and 4B are respective views of a first page and a second display page by a second display screen of the information content captured from an intermediate landing point as an information object according to the invention; FIG. 5 is a view of an example of a single multi-destination flight plan according to the invention in which the display makes it possible to distinguish the intermediate landing points from the other points, and in which the mode of display of all intermediate landing points is a folded mode, including for the next intermediate landing point which is in a deployed state; FIGS. 6A, 6B, 6C, 6D are the respective views of the successive flight plans implemented according to the state of the art to perform the same multi-destination service mission as that carried out by the single flight plan according to FIG. invention of Figure 5.
    The underlying concept of the method according to the invention of managing a multi-destination flight of an aircraft is to manage, not successive flight plans, but a single active flight plan that includes intermediate poses.
    The method for managing a multi-destination flight according to the invention implements a new function for creating and inserting one or more intermediate landing points in the same and single flight plane and for associating therewith intermediate procedures of departure and arrival.
    In addition, the new function is configured to associate at the intermediate landing points respective packages of laying time, fuel consumption, weight variation and fuel variation to allow the calculation of predictions on the entire plane of flight until the end of the mission.
    According to FIG. 1 and a functional representation of a flight management system for an aircraft, an FMS flight management system 10, based on one or more electronic computers, has an HMI man-machine interface 12 comprising means input devices, for example formed by a keyboard, and display means, for example formed by a display screen, or simply a touch display screen, and modules fulfilling the various functions described in the ARINC standard 702 entitled "Advanced Flight Management Computer System", December 1996. The method according to the invention can be realized within the framework of a comparable architecture, but not restricted to it. The FMS 10 FMS flight management system is configured to implement all or part of the functions of the ARINC 702 standard through the following different modules: - a navigation module 14, called LOCNAV, to perform the optimal localization of the aircraft. aircraft according to geo-location means 16 such as geo-positioning by satellites or GPS, GALILEO, VHF radionavigation beacons (English Very High Frequency), inertial units. This module communicates with the aforementioned geolocation devices; a flight plan determination module 18, called "FPLN", to capture the geographical elements constituting the skeleton of the route to be followed, such as the points imposed by the departure and arrival procedures, the waypoints. or waypoints, the airways, commonly referred to as "ain / vays" according to English terminology; a navigation database 20, called NAVDB, for constructing geographical routes and procedures from data included in the bases relating to points, beacons, and portions of trajectories, also called "legacies" of interception or of altitude... ; a performance database 22, called PERF DB, containing information relating to the aerodynamic parameters and the engine performance of the aircraft, as well as to its field of use or flight model; a module 24 for determining lateral trajectory, called TRAJ, to construct a continuous trajectory from the points of the flight plan, respecting the performance of the aircraft and the confinement constraints (RNP for example); a prediction module 26, called PRED, for constructing an optimized vertical profile on the lateral trajectory, and giving the estimates of distance, time, altitude, speed, fuel and wind in particular at each point, at each piloting parameter change. and at each change of destination, which will be displayed to the crew. The functions which are the subject of the invention particularly affect this part of the computer and it should be noted that the modules 24 and 26 can be integrated into a single TRAJ-PRED module which generally supports lateral and vertical calculations; a guiding module 28, called GUIDANCE, for guiding the aircraft in the lateral plane and the vertical plane on its three-dimensional trajectory, while respecting the speed, with the aid of the information calculated by the prediction module. an aircraft equipped with an automatic piloting device 30, the latter exchanging information with the guiding module 28; a digital data transport link means 32, called DATALINK, for exchanging flight information between the flight plan and prediction modules and the control centers, the airline, or the other aircraft 34. of the flight plan defined by the pilot, in the form notably of a list of waypoints, the lateral trajectory is calculated according to the geometry between the waypoints or paths of a pathways (conventionally called "leg") and / or altitude and speed conditions that are used for calculating a turn radius, for example.
    On this lateral trajectory, the FMS flight management system optimizes a vertical trajectory, in altitude and speed, passing through possible constraints of altitude, speed and time. All of the information entered or calculated by the flight management system is grouped on one or more screens of the human-machine interface HMI 12 in the form of display pages known to those skilled in the art. for example CDU pages (English Control and Display Unit), MCDU (English Multipurpose Control and Display Unit), MFD (English Muiti Display Function), ND (English Navigation Display), PFD (English Primary Flight Display), HUD (Head-Up Display) or other.
    The flight management system, as a dedicated flight plan system, is configured to manage the trajectory and predictions for display and guidance.
    It should be noted that the flight plan can be inserted and modified via a Multipurpose Control and Display Unit (MCDU) or via a more integrated HMI managing several systems.
    The flight plan can also be constructed by a mission preparation system and transmitted to the FMS via the DATALINK link 32 or an external medium.
    According to FIG. 2 and embodiment of the invention, a method 102 for managing a multi-destination flight of an aircraft, implemented by an avionic avionics flight management system such as that of FIG. , includes a set of steps.
    In a first step 106, following an initial step 104 of launching the management method 102, an initial flight plan of a mission having a beginning and end of mission is constructed using the flight management system.
    The construction 106 of the initial flight plan is performed from the provision of an endpoint start point of the flight plan and an associated end departure procedure, an end point of arrival of the flight plan and an associated arrival procedure, and a series of waypoints (in English called "waypoints") of the aircraft, temporally ordered between the end point corresponding to the beginning of the mission and the end arrival points corresponding to the end of the mission.
    The end start point, the end arrival point and the crossing points are selected in the navigation database 20 of the aircraft and / or entered by a crew.
    For example, here the crew initializes the flight plan from items in the navigation database. The crew defines all the crossing points necessary for the mission and then selects here a departure procedure and an arrival procedure, respectively associated with the end start point and the end arrival point.
    The navigation data database 20 of the aircraft comprises: a list of procedures published by the states, coded according to the standardized format A424 of the AEEC (in English "Airline Electronic Engineering Commitee"), airports, tags and waypoints forming the database commonly referred to as "standard database"; .- Procedures, points, beacons, airports, tracks created by the crew or the company, to compensate for the gaps in the published procedures. They are coded in proprietary format by the designers of FMS, possibly produced in A424 format. This is called a "pilot database"
    The structure of the initial flight plan as defined in ARINC 424 is typically composed of the sequence of following points: .- a ground departure point designated by FROM, usually an airport, or a current position of flight, designated by PPOS, when the aircraft is in flight .- a departure procedure consisting of legs (in English "legacy") designated SID1 (in English "Standard Instrument Departure" # 1) ..... SIDn of crossing points designated by WPT1, WPTn; an end-arrival procedure consisting of the elements named in A424 STAR (in English "Standard Terminal Arrivai Route"), VIA (junctions between STARs and APP approaches), APP (in English "Approach" and consisting of paths or legacies designated by STAR1, ..STARn, VIA1, VIAn, APP1 ..... APPn a point of final destination or end arrival, an airport runway or airport, designated Rwy or Arpt a missed approach approach MAP (Missed Approach) consisting of missed approach points, designated MAPI, MAPn.
    As a variant, the construction of the initial flight plan is carried out from the provision of an end point of departure of the flight plan without an associated end departure procedure, of an end arrival point of the flight plan. flight plan without associated arrival procedure, and a sequence of passage points or routes of the aircraft, temporally ordered between the end point corresponding to the beginning of the mission and the arrival points of end corresponding to the end of the mission.
    Then in a second step 108, the crew selects one or more points of passage among the passage points extracted from the navigation database or entered by the crew during the construction step 106 of the initial flight plan, to turn them into posed points.
    The flight management system transforms the selected crossing point (s) into one or more corresponding intermediate landing points. Each intermediate landing point has the same initial coordinates as the corresponding crossing point of which it is transformed, and each intermediate landing point includes an association computer link to a dedicated intermediate arrival procedure, ready to be activated.
    The intermediate arrival procedure includes a first intermediate intermediate arrival procedure and a second intermediate missed approach procedure, the second intermediate missed approach procedure being ready to be activated in case of an event likely to compromise the nominal arrival. intermediate.
    The intermediate arrival procedure (s) are selected in the navigation database of the aircraft and / or entered by the crew, then linked to their respective intermediate landing point.
    The intermediate arrival procedure consists for example of a published procedure if it is an airport of the standard database, a specific procedure developed by the FMS if it is a airport pilot database or an offshore platform
    At least one intermediate landing point comprises an additional computer link of association to a dedicated intermediate departure procedure, ready to be activated, the computer link being established during the second step.
    The selected intermediate landing points are the points on the route to be served during the mission.
    During this lateral revision carried out by the team, the crew associates, for each intermediate landing point, via the input and display interface of the fixed prediction parameters included in the set formed by: an estimated time of an estimated time of approach, an estimated time of departure, an estimate of the fuel consumed during the corresponding intermediate approach and departure phases of the approach and departure procedures, and during the landing phase, and a forecast updates of fuel masses (including possible replenishment), freight and passengers.
    Thus, each landing point, created during the second stage as transformed by a selected waypoint, comprises standard prediction parameters included among an estimated time of landing, an estimated time of approach, an estimated time of departure, an estimate fuel consumed during the corresponding approach and departure phases of the approach and departure procedures, and during the landing phase, and a forecast of fuel, cargo and passenger mass updates.
    The estimated time of landing is inserted by the crew in the form of a package.
    The estimated time of approach and the estimated time of arrival are either inserted by the crew or an external mission preparation system in the form of a first approach time package and a second time package. approach, either estimated by the flight management system.
    For example, during the implementation of the second step, an intermediate point of the initial flight plan WPTk is selected via ΓΙΗΜ and transformed as an "intermediate landing point" in the flight plan.
    Thus, the modified flight plan following this selection and transformation has the following structure: .- FROM (airport) when the aircraft is on the ground or the current position (PPOS) when the aircraft is in flight .- departure procedure composed of the legs SID1, ..., SIDn .- following the waypoints designated by: WPT1, .. "WPT (k-1) .- intermediate landing point WPTk .- following the waypoints designated by: WPT ( k + 1), ..., WPTn; .- arrival procedure consisting of STAR, VIA, APP and bequests STAR1, ..STARn, VIA1, ..., VIAn, APP1, ... APPn; .- point of destination or final or end arrival, airport runway or airport, designated by Rwy or Arpt; Missed Approach procedure consisting of legacies designated by MAPI, .., MAPn.
    The second step 108 by allowing the crew to create an information object, called "intermediate landing point", and the association for each intermediate landing point, for example here for the landing point WPTk, of the following parameters ; an estimate of the amount of fuel consumed during the approach and landing procedure phases; a forecast of differential updates of the masses of fuel, freight and passengers;
    Predictions on the entire flight plan of the mission can thus be calculated by the FMS flight management system.
    A package is inserted for the time spent on the ground when landing the aircraft itself (in English "landing time"). Another package, broken down into a first package and a second package, can also be inserted for the flight time required for the intermediate approach procedure (in English "arrivai time") and the intermediate departure procedure (in English "departure"). time ") or the intermediate procedure times are estimated by the FMS.
    During the implementation of the second step 108, as many intermediate landing points as intermediate destinations desired by the crew for the accomplishment of the mission can be inserted into the flight plan.
    For example, a modified flight plan resulting from the insertion of three intermediate landing points, designated WPTk, WPTm, WPTt has the following structure: FROM (airport) when the aircraft is on the ground or current position (PPOS) when the aircraft is in flight departure procedure composed legacies SID1, .. SIDn following points of passage designated by; WPT1, ..., WPT (kl) first intermediate landing point WPTk following passage points designated by WPT (k + 1), ..., WPT (j-1) second intermediate landing point WPTj designated by WPT (d + 1), ..., WPT (tl) third intermediate landing point WPTt following WPT-designated waypoints (t + 1), ..., WPTn arrival procedure consisting of STAR , VIA, APP and bequeathed STAR1, ..STARn, VIA1, VIAn, APP1, .. APPn final destination or end arrival point, airport runway or airport, designated by Rwy or Arpt procedure missed approach consisting of legacies designated by MAPI, ..., MAPn.
    Taking into account these enriched data structures for the intermediate landing points makes it possible to offer the crew a global vision of the flight plan with all the predictions of transit time and the quantity of fuel remaining throughout. of the flight.
    This consideration also makes it possible to plan possible refueling.
    This consideration makes it possible to limit the workload of the crew and avoids the construction of successive flight plans on an ad hoc basis.
    Then, subsequent to the second step 108, in a counter initialization step 110 of a step loop 112, a path counter i of the next intermediate landing point, not yet reached and to be served, ordered temporally according to the flight plan in a list of landing points to be served, is set to the unit value by the flight management system.
    Then, in a third step 114, executed after the second step 108 and the initialization step 110 of the counter, the intermediate arrival procedure, associated with the next intermediate rank lay intermediate point j, not yet reached and to be served. , among the intermediate landing points remaining to be served, is automatically activated by the FMS flight management system.
    Then, during the same third step 114, a nominal approach approach and intermediate intermediate approach (Intermediate Intermediate Pattern), consisting of intermediate approach paths, from the intermediate arrival procedure activated, is built, and then inserted immediately before the next running point of intermediate stance of rank i. The modified flight plan is saved as an updated flight plan.
    Optionally, when the next current j-rank intermediate landing point, which has not yet been reached and to be served, includes an additional computer link for association with a dedicated intermediate start procedure, ready to be activated, the third step 114 The following substeps also consist of: .- activating the intermediate departure procedure associated with the next intermediate point of rank j, not yet reached and to be served, and .- constructing an intermediate departure path (in English " intermediate departure pattern "), formed of a sequence of intermediate starting paths (or legacies), starting from the activated intermediate start procedure, and inserting said intermediate starting path built after the next intermediate lay point, not yet reached and serve, and integrate the insertion of said intermediate departure path in the update of the flight plan. At the end of the third step 114, an update of the trajectory predictions is made which takes into account the insertion of the intermediate nominal approach path or the intermediate missed approach path and, if necessary, the departure path.
    Thus, when activating the intermediate arrival procedure and inserting the intermediate approach path corresponding to the next rank landing point i, the time and fuel package for the intermediate arrival procedure is replaced by the calculation of predictions along the approach path. The prediction calculations on the entire flight plan are updated according to the path (or pattern) of approach, in terms of flight time and fuel consumption.
    The third step 114 of the management method 102 enables the crew to define intermediate approach iegs, either by inserting coded approach legs in the A424 format of the associated published procedure, when the next intermediate landing point is defined as an airport in the list of published procedures of the navigation database, either by constructing a routing according to certain rules of pilot or company, when the next "intermediate landing point" is a point of the "base" Driver Data ".
    According to a first case, when the next intermediate landing point, designated by WPTk, is an airport of the A424 database of procedures published by a state, the flight plan, obtained following the activation of the intermediate arrival procedures and departing (approach path and landing, take-off and departure path), for example has the following structure: .- FROM (airport) when the aircraft is on the ground or current position (PPOS) of the aircraft when the aircraft is in flight .- departure procedure composed legacies SID1, ..., SIDn .- following passage points designated by WPT1, ..., WPT (kl) .- intermediate arrival procedure STARk, VlAk, APPk consists of STARkI legacy, .... STARkp, VIAk1, VIAkn, APPk1, .... APkp first intermediate laypoint WPTk, here assumed as the next common lay point, SIDk intermediate redraw procedure consisting of legacy SIDk1,. .., SIDkn .- continued points WPT (k + 1), ... WPT (m-1) .- second intermediate landing point WPTm .- following WPT (m + 1), ..., WPT crossing points. (t-1) .- third intermediate landing point WPTt .- following WPT (t + 1), ..., WPTn .- end point arrival procedure consisting of STAR, VIA, APP and consisting of legacy STAR1, ..STARn, VIA1, .., VIAn, APP1, ..., APPn .- point of final destination or end arrival, an airport runway or an airport, designated by Rwy or Arpt .- missed approach procedure consisting of legacies MA1, ..., MAn Following a second case, when the next intermediate landing point, designated by WPTk, is an airport of the pilot database, a routing of approach is developed by the FMS and then inserted into the flight plan. The modified flight plan following the insertion of the approach path has the following structure: .- FROM (airport) when the aircraft is on the ground or current position (PPOS) when the aircraft is in flight. composite departure of legacy SID1, ..., SIDn .- following WPT1, ..., WPT (k-1) .- intermediate arrival procedure (including missed approach procedure) APPk1. ..APPkp / MAPk1 ... MAPkp .- first intermediate laypoint WPTk, here assumed as the next current lay point, .- following WPT (k + 1), ..., WPT (m) -1) .- second intermediate landing point WPTm .- following points of passage designated by WPT (m + 1), ..., WPT (t-1) .- third intermediate landing point WPTt .- continued points designated by WPT (t + 1), ..., WPTn .- end arrival procedure consisting of STAR, VIA, APP and STAR1 bequests, ..., STARn, VIA1 ..... VIAn, APP1, ..., APPN in int of final destination or end arrival, an airport runway or an airport designated by Rwy or Arpt missed approach procedure consisting of MAPI legacies, ..., MAPn
    It should be noted that in the first and second cases of the examples described above, the next current rank laypoint j to be served is assumed to be the first WPTk landing point.
    In these two cases, for the display of the flight plan on the IHMs (CDU, IMS) during the first course of the third stage 114, the "landing points" located after the first intermediate landing point WPTk, as next intermediate ranking current ranking point 1, are then identified as "folded" by the management method 102 and the display (including the end destination of the initial flight plan).
    The next current intermediate "landing point", of rank 1, of the flight plan, that is to say the first intermediate landing point WPTk, is identified as "unfolded" by the display of the management method and as the next destination to serve.
    As the flight, when the landing point corresponding to the current rank of the loop 112 has been sequenced and reached, the next landing point will be set to "unfolded" display mode in order to be presented to the crew.
    When an order entered by the crew prescribes the removal of a landing point not yet served, or the inverse transformation of a landing point not yet served to a corresponding waypoint, or the addition of a point posed before or after the next landing point not yet served, the third step 114 is immediately performed again.
    For example, in a third case, when a new intermediate landing point is created at the current time from an existing WPTj waypoint already inserted into the flight plan and this new intermediate landing point WPTj is located before the intermediate landing point WPTk, considered until this current moment as the next intermediate lay point, then the new intermediate landing point WPTj becomes the next intermediate destination. The new intermediate landing point WPTj created is set in a state and an unfolded display mode while the next intermediate landing point WPTk is set in a folded state and display mode.
    Thus the modified flight plan following the insertion of the new WPTj intermediate deck has the following structure: FROM (airport) when the aircraft is on the ground or current position (PPOS) when the aircraft is in flight departure procedure endpoint composed of the legs SID1, .. SIDn following the waypoints designated by WPT1, .... WPT (j-1) intermediate arrival procedure APPj1 ... APPjn / MAj1 ... MAjp associated with the new point WPTj Intermediate Intermediate Lay Point WPTj, inserted before WPTk Intermediate Placement Point, and assumed here as the first and the next intermediate lay point following WPT (j + 1). ... WPT (k-1) second WPTk intermediate landing point following the WPT (k + 1), ..., WPT (m-1) crossing points third WPTm intermediate landing point designated by WPT (m + 1), ..., WPT (t-1) fourth intermediate landing point WPTt following the WPT (t + 1), ..., WPTn terminated arrival procedure consisting of STAR, VIA, APP and legacy STAR1, ..STARn, VIA1, VIAn, APP1 ..A final destination point or end arrival point, an airport runway or an airport, designated by Rwy or Arpt missed approach procedure consisting of MAPI legacies, ..., MAPn Packages inserted on the WPTk intermediate landing point, demoted to the folded state, are again used for prediction calculations by the FMS flight management system.
    According to a fourth case, when a new intermediate landing point is created at the current time from an existing WPTj waypoint, already inserted into the flight plan, and this new intermediate landing point WPTj is located after the intermediate landing point WPTk, considered up to this current time as the next intermediate lay point, the intermediate landing point WPTk remains the next intermediate landing point to be served. The newly created intermediate landing point WPTj is put in a folded state and display mode. Packages associated with the new WPTj intermediate landing point are used for FMS prediction calculations.
    Thus, the modified flight plan following the insertion of the new intermediate laying bridge WPTj has the following structure: .- FROM (airport) or current position (PPOS) when the aircraft is in flight .- end departure procedure composed of legacy SID1, .. SIDn .- following of waypoints designated by WPT1, .... WPT (k-1) .- intermediate arrival procedure APPk1 ... APPkn / MAk1 ... MAkp .- first intermediate landing point WPTk .- following WPT (k + 1), WPT (j-1) .- new intermediate intermediate landing point WPTj, inserted after WPTk intermediate landing point, and assumed here as the second intermediate landing point .- following WPTQ + 1), ..., WPT (m-1) .- third intermediate landing point WPTm .- more points of passage designated by WPT (m + 1), ..., WPT (t-1) .- fourth intermediate landing point WPTt .- following passage points designated by WPT (t + 1), .. ., WPTn .- arrival procedure consisting of STAR, VIA, APP and STAR1 legacy, ..STARn, VIA1, .., VIAn, APP1, .. APPn .- point of final destination or arrival of end, an airport runway or an airport, designated by Rwy or Arpt .- missed approach procedure consisting of MAPI legacies, .., MAPn The new intermediate landing point is put in a folded state and display mode . The packages inserted and associated with the new created WPTk intermediate point are used for prediction calculations by the FMS flight management system.
    It should be noted that when a next intermediate lay point, for example the WPTj point, is reconfigured to a waypoint, its approach path and associated missed approach and departure procedure are deleted and the WPTj point is put in a folded state. Then the next intermediate point set, eg WPTk, becomes the next intermediate landing point and the latter is unfolded in the flight plan.
    Then, in a fourth step 116, executed after the third step 114 and during the laying phase at the intermediate pose point that has just been reached, the following sub-steps are implemented: the prediction parameters at the point of landing fuel, freight and passenger mass are updated, then predictions of the entire flight plan in terms of time and available fuel are updated by the FMS from the update of prediction parameters at the landing point and the approach path actually stolen from the current landing point.
    The quantity of fuel is automatically updated by reading one or more fuel gauges when the avionics system of the aircraft allows it or entered by entering the crew during a refueling operation.
    At the end of the fourth step 116, the flight management system checks whether there is a next common point of intermediate position, not yet reached and to be served, among the intermediate points remaining to be served, and if so, the execution of the third step 114 is repeated during or after the laying phase at the intermediate lay point.
    For example, the updating of the prediction parameters along the entire flight plan, carried out during the fourth step 116 is described below through the following substeps: .- FROM (airport) or position current (PPOS) when the aircraft is in flight: ETA Conventional FMS predictions: Take-off time, EFOB; FOB: .- start procedure: composed of legacy SID1, .. SIDn: conventional predictions FMS; .- following WPT1, ..., WPT (k-1) crossing points: conventional FMS predictions with calculation of ETA and EFOB for all WPT1 to WPT (k-1) flight path points; .- Intermediate arrival procedure APP1 ... APPn: conventional FMS predictions by calculation of ETA and EFOB for all points of the approach; WPTk intermediate landing point: the ETA at the intermediate landing point is equal to the sum of the predicted transit time at the last point of the conventional prediction approach and the estimated landing time; the amount of fuel at the point of landing (EFOB) is equal to the sum of the fuel quantity predicted at the last point of the conventional prediction approach, the estimated fuel consumed during the landing phase, and the forecasting fuel oil, cargo and pax updates; intermediate departure procedure DEPk1..DEPkn: fixed procedure time and flat-rate consumption on the intermediate start phase; WPT (k + 1), ..., WPT (j-1) crossing points: conventional FMS predictions;
    Intermediate WPTj: no prediction at altitude and speed on "lump-sum" landing points; the time of passage at the fixed landing point is equal to the sum of the predicted passage time at the last point resulting from conventional predictions, the procedure time and the estimated time of landing; the quantity of fuel at the fixed landing point is equal to the sum of the fuel quantity predicted at the last point from conventional predictions, the fuel consumption during the procedure and landing phases, and the forecast up to date masses of fuel, freight and passengers; WPT crossing points (j + 1), .... WPTn: conventional FMS predictions; arrival procedure consisting of STAR, VIA, APP consisting of legacy STAR1, ..STARn, VIA1, VIAn, APP1, .. APPn: conventional predictions FMS; end point of arrival (runway or airport), Rwy or Arpt: conventional predictions FMS;
    missed approach procedure consisting of MAPI points, MAPn: conventional FMS predictions
    It should be noted that the missed approach procedure is not taken into account in the prediction calculations until it is activated by the crew (since not stolen). If enabled, the FMS mechanisms integrate it into the flight plan for trajectory and prediction calculations.
    At the landing point, the crew informs the effective mass parameters for the update of the prediction parameters.
    The quantity of fuel on board is updated automatically by reading the fuel gauge if the avionics system allows it, otherwise the crew manually enters the fuel after a refueling operation.
    At the intermediate landing point, an automatic or crew-controlled mechanism unfolds the following departure and arrival patterns and updates the predictions on the next flight plan. Predictions on departure and arrival phases that were based on flat rates when they were "folded" become conventional FMS predictions.
    After the completion of the fourth step 116 and while the aircraft is on the current intermediate landing point that has been reached, it is checked in a test step 118 if the current landing point reached is the last of the points. intermediate layings by comparing the current index 1 to the number NP of intermediate landing points.
    If the last intermediate landing point has been reached, the flight is continued in a conventional manner to the final destination point in an end flight management step 120. If there is a next intermediate landing point to be served, the the current index of the next intermediate landing point not yet reached is incremented by one unit in an incrementation step 122 of the index L- and the steps 114, 116, 118 of the loop 112 are repeated.
    The method for managing a multi-destination flight of an aircraft 102, described in FIG. 2, makes it possible to automatically manage the landing times of the intermediate landing points by the flight management system FMS.
    The management method 102 facilitates the implementation of the plan in a legacy flight management system (ARINC 702) due to the fact that the flight plan does not include more than one end arrival procedure.
    In addition, the management procedure 102 reduces the load of the crew since the deployment of successive departure and arrival procedures at the landing points is automatically as the progress of the flight. The entire construction of the flight plan can be done on the ground before departure or with mission preparation software and then loaded via a data link in the FMS.
    In addition, the management method 102 facilitates the reading of the flight plan by allowing the crew to see the next approach of the posed point to come and the rest of the flight in the same single flight plan. Management of back-and-forth between multiple flight plans is eliminated and the use of a secondary flight plan for the remainder of the flight is avoided.
    Moreover, in the case where the number of legacies of a procedure is important and fulfills the overall capacity of the flight plan in terms, in particular, of the memory capacity occupied, the management method according to the invention makes it possible to count in the plane only one terminal procedure (departure and / or arrival) at a time.
    The management method 102 described above is applicable for all mission types requiring multiple landings.
    According to a variant of the method 102 of the invention described in FIG. 2, the method of managing a multi-destination flight plan of an aircraft, ms implemented by the on-board flight management system of FIG. includes an additional step of modifying the end point of arrival and adding an additional end section to the initial flight plan.
    During this additional step which takes place after the second step 108, a new end point of the flight plan is added in replacement of the previous end point of arrival which then becomes an intermediate landing point.
    During this same additional step, an additional flight leg is added between the previous end arrival point and the new end arrival point, with the addition of an intermediate departure procedure, an end arrival procedure, and if necessary one or more waypoints.
    According to FIG. 3, a display 202 for the management of a multi-destination flight of an aircraft, as part of the human-machine interface HMI 12, comprises a first display screen 204 which is configured to implement the management method as described in Figure 2 and allow telescopic display of the flight plan.
    The intermediate placement point or points, here the points designated by the labels MC711, BP007, MX026, are distinguished from the other points of said flight plan by a color or a specific descriptive symbol, here a circle. The intermediate placement point (s) are identified by their different identification label, here MC711, BP007, MX026. At a first level which is not that represented in FIG. 3, the next intermediate landing point not yet reached, assumed for example to be the point MC711, is in an expanded state, that is to say it presents a path inserted intermediate approach, and is in a folded display mode (the intermediate approach path is not displayed), the other intermediate landing points being in a folded state and display mode. At a second level which is the one shown in Figure 3, on crew-operated or auto-commanded control, the next MC711 unattended intermediate landing point is in a deployed state and in a deployed display mode which displays the intermediate approach path 206 corresponding to the activated arrival procedure of said next intermediate landing point MC711. The other intermediate landing points are themselves in a folded state and display mode. It should be noted that in this second display level, a start path corresponding to an intermediate start procedure activated if it exists can be displayed.
    Thus, following the telescopic display of the multi-destination management method, it appears that the arrival procedure at the next intermediate landing point MC711 has been inserted in the flight plan, the other intermediate arrival procedures at the landing points. intermediate BP007, MX026 not yet activated.
    According to FIGS. 4A and 4B, the multi-destination flight management aid display 202 comprises a second display screen 214 which is configured to implement the multi-destination management method as described in FIG. 2, and allow the direct transformation of a selected waypoint, here the point designated MC711, into an intermediate landing point of the same coordinates through one or more input pages, here a first page 216 and a second page 218 shown respectively in Figures 4A and 4B.
    The first page 216 for entering and displaying the status of the parameters of the intermediate landing point MC711 is configured for entering an association computer link from said selected intermediate landing point to a dedicated intermediate arrival procedure, ready to be activated, and possibly an additional computer link association of said selected intermediate landing point to a dedicated intermediate start procedure, ready to be activated.
    The second page 218 of the intermediate laypoint parameter status MC711 is configured for entering a set of lump-sum prediction parameters included among an estimated time of landing, an estimated time of approach, an estimated time of departure , an estimate of the fuel consumed during the corresponding intermediate approach and departure phases of the approach and departure procedures, and during the landing phase, and a forecast of fuel, cargo and passenger mass updates.
    It should be noted that the second display screen 214 is also configured to allow the inverse transformation of a selected intermediate landing point to a point of passage of the same coordinates.
    It should be noted that the second display screen is also configured to display pages of aircraft condition prediction parameter tables as a function of the sequenced points of the flight plan. In these tables a graphic symbol may be affixed for example next to the intermediate landing points to indicate that they are intermediate landing points in a "folded" state, such as the intermediate landing points BP007 and MX026 of Figure 3.
    It is possible to view and update the prediction parameters by a lateral revision on the landing point.
    According to Figure 5, a first level version 302 of the telescopic display of the same flight plan as that of Figure 3 is illustrated. The flight plan was developed with the management method 102 of a multi-destination flight plan. The flight plan describes a closed loop in which the mission endpoint and the mission endpoint are the same designated KHUM point.
    Three intermediate landing points are to be served: a first intermediate landing point, a second intermediate landing point, a third intermediate landing point, designated respectively by MC711, BP007 and MXX026.
    A first sequence of crossing points, designated JOBUP, NAVIC, TBDRC, TBDRD, HRVLE, describes a first flight plan route connecting the KHUM endpoint to a first MC711 intermediate landing point.
    A second set of crossing points, limited to a single crossing point, designated HRVDF, describes a second flight plan route connecting the first intermediate landing point MC711 to the second intermediate landing point BP007.
    A third series of crossing points, limited to a single crossing point, designated by GPTLD, describes a third route of the flight plan connecting the second intermediate landing point BP007 to the third intermediate landing point MX026.
    A fourth sequence of waypoints, designated GPTLA, HRVDC, describes a fourth route of the flight plan connecting the third intermediate landing point MX026 to the end point KHUM.
    The single flight plan, developed by the management method 102 according to the invention, serves all destinations planned during the mission.
    Several waypoints of the flight plan may have the characteristics of a landing point such as an offshore platform, a heliport or an airport.
    The management method 102 according to the invention of a single flight plan ensures the continuity of the calculations of prediction of the parameters of the flight on the whole of the mission, the times of passage at each waypoint, the speed and the aircraft altitude, fuel mass, and the overall weight of the aircraft.
    Following Figures 6A-6D, four successive conventional flight plans are consumed to accomplish the same mission. Each conventional flight plan consists of a set of waypoints connecting a single departure airport or heliport to a single destination airport or heliport. The conventional flight plan may include a departure procedure and an arrival procedure possibly including the missed approach procedure.
    Once the first destination is reached in the first conventional flight plan 304 of Figure 6A, here the first arrival point MC711, the first flight plan is consumed and the crew must insert a new flight plan, here a second flight plan 306 as shown in Figure 6B to a second destination BP007.
    Once the second destination BP007 is reached in the second conventional flight plan 306 of FIG. 6B, the second flight plan is consumed and the crew must insert a new flight plan, here a third flight plan 308 such as shown in Figure 6C to a future MX026 destination.
    Once the third destination MX026 is reached in the third conventional flight plan 308 of FIG. 6C, the third flight plan is consumed and the crew must insert a new flight plan, here a fourth flight plan 310 such as shown in Figure 6D to the KHUM base of the mission.
    Thus, it appears that the management method 102 of a single flight plan, incorporating multiple points intermediate positions and illustrated in Figure 5, further facilitates the preparation and management of a "cabotage" mission to serve several landing points (cabotage), than does a method of multiple management of successive flight plans as illustrated in Figures 6A-6D.
    The fields of operation of multi-destination flight management methods and systems according to the invention described above are for example the following: .- Offshore oil exploitation during which staff turnover and deliveries take place freight; military logistics missions such as supplying ground troops and / or evacuating the wounded; cabotage missions carried out by a civilian aircraft, including a helicopter.
    权利要求:
    Claims (1)
    [1" id="c-fr-0001]
    CLAIMS .1 A method for managing a multi-destination flight of an aircraft implemented by an avionic avionics flight management system, comprising a first step (106) of: constructing an initial flight plan of a mission having a beginning and an end from an end start point, an end end point, and a sequence of passage points of the aircraft temporally ordered between the starting point of end of the mission and the end arrival points corresponding to the end of the mission, the end starting point, the end arrival point and the crossing points being extracted from a navigation database of the aircraft and / or seized by a crew; said management method being characterized in that it comprises a second step (108) performed after the first step (106); the second step (108) of selecting one or more waypoints from the waypoints defining the built-in initial flight plan, and transforming the selected one or more waypoints into one or more corresponding intermediate landing points; intermediate pose having the same initial coordinates of the corresponding waypoint of which it is transformed, and each intermediate point of pose including an association computer link to a dedicated intermediate arrival procedure, ready to be activated. The method for managing a multi-destination flight according to claim 1, wherein for each intermediate landing point, the intermediate arrival procedure comprises a first intermediate nominal arrival procedure and a second intermediate missed approach procedure. , the first nominal approach procedure being ready to be activated in priority with respect to a second intermediate missed approach procedure. .3 Multi-destination flight management method according to any one of claims 1 to 2, wherein the intermediate arrival procedure (s) are selected in a navigation database of the aircraft and / or seizures. by the crew, then linked to their respective intermediate landing point during the second step (108). A method of managing a multi-destination flight according to any one of claims 1 to 3, wherein at least one intermediate landing point comprises an additional computer link of association to a dedicated intermediate departure procedure, ready to to be activated, the computer link being established during the second step (108). A method for managing a multi-destination flight according to any of claims 1 to 4 wherein the aircraft navigation database comprises a first standard database containing departure and arrival procedures. , airports, waypoints and beacons, published by States and coded in the format standardized by AEEC A424, and a pilot database containing departure and arrival procedures, airports, tracking and tags, created by the crew or company to address gaps in the standard database. A method of managing a multi-destination flight according to any one of claims 1 to 5, wherein each landing point created during the second step (108) as transformed from a selected waypoint includes a set, associated with said landing point, lump-sum prediction parameters included among an estimated time of landing, an estimated time of approach, an estimated time of departure, an estimate of the fuel consumed during the corresponding intermediate approach and departure phases of the procedures approach and departure, and during the landing phase, and a forecast of updates of the masses of fuel, freight and passengers. The estimated time of landing being inserted by the crew in the form of a package, the estimated time of approach and the estimated time being either inserted by the crew or an external system of mission preparation in the form of a first approach time package and a second approach time package, estimated by the flight management system. A method for managing a multi-destination flight according to any one of claims 1 to 6, comprising a third step, performed after the second step, the third step (114) of activating the associated intermediate arrival procedure. at the next intermediate point of intermediate landing, not yet reached and to be served, among the intermediate landing points remaining to be served, and Constructing a nominal approach approach and intermediate missed approach, formed by intermediate approach paths, from of the intermediate arrival procedure activated, and inserting said constructed nominal approach and intermediate missed approach runway before the next intermediate lay point, and then Save the modified flight plan as an updated flight plan. .8 Multi-destination flight management method according to claim 7, wherein, when the next intermediate intermediate point of contact, not yet reached and to be served, comprises an additional computer link association to an intermediate departure procedure. Dedicated, ready to be activated, the third step is also to Activate the intermediate departure procedure associated with the next intermediate point of intermediate landing, not yet reached and to serve, and Build an intermediate departure path, formed of a sequence of paths starting intermediate, starting from the activated intermediate departure procedure, and inserting said intermediate starting path constructed after the next intermediate lay point, not yet reached and to be served, and integrating the insertion of said intermediate departure path into the update of the flight plan. A method of managing a multi-destination flight according to any one of claims 7 to 8, wherein at the end of the third step (114), an update of the trajectory predictions is performed which takes into account the insertion of the intermediate nominal approach runway or the intermediate missed approach run and, where appropriate, the departure run. A method of managing a multi-destination flight according to any one of claims 7 to 9, comprising a fourth step (116), performed after the third step (114) and during the landing phase at the current landing point. intermediate that has just been reached, the fourth step (116) of updating the prediction parameters at the current pose point for the fuel, cargo and passenger mass, and then updating the predictions on the entire flight plan in terms of time and fuel available from the update of prediction parameters at the landing point and the approach path of the actually stolen landing point. The multi-destination flight management method according to claim 10, wherein the fuel quantity is automatically updated by reading one or more fuel gauges when the avionics system of the aircraft allows it or entered by crew entry during a refueling operation. A method of managing a multi-destination flight according to any one of claims 10 to 11, wherein at the end of the fourth step (116), the flight management system searches for a next current point. of intermediate lay, not yet reached and to be served, among the intermediate landing points remaining to be served, and if so, the execution of the third step (114) is repeated during or after the landing phase at the current point of Intermediate The method of managing a multi-destination flight according to any one of claims 1 to 12, wherein when an order entered by the crew prescribes the deletion of a landing point not yet served, or the transformation. reverse of a landing point not yet served at a corresponding waypoint, or the addition of a landing point before or after the next landing point not yet served, the third step (114) is immediately performed again . A method of managing a multi-destination flight according to any one of claims 1 to 13, comprising a first telescopic display step in which the intermediate landing point (s) are distinguished from the other points of said flight plan by a color and / or a characteristic symbol, and identified by a different identification tag, and wherein .- at a first level, the next intermediate landing point not yet reached is in an expanded state and in a display mode folded, and the other intermediate landing points are in a folded state and display mode; and .- at a second commanded level operated by the crew or under automatic control, the next intermediate landing point not yet reached is in a deployed state and in a deployed display mode which displays the intermediate approach course and possibly starting path respectively corresponding to the incoming intermediate arrival and departure procedures of said next intermediate landing point, and the other intermediate landing are in a folded state and display mode. A method for managing a multi-destination flight according to any one of claims 1 to 14, comprising a second display step for implementing the multi-destination management method defined according to any of claims 1 to 13, and allow the direct transformation of a selected waypoint into an intermediate landing point of the same coordinates through one or more pages of input of a computer association link of said intermediate landing point selected to a intermediate arrival procedure dedicated, ready to be activated, and possibly an additional computer link association of said selected intermediate landing point to a dedicated intermediate start procedure, ready to be activated, and a set of parameters of lump sum prediction included among an estimated time of landing, an estimated time of approach, an estimated time of rt, an estimate of the fuel consumed during the corresponding intermediate approach and departure phases of the approach and departure procedures, and during the landing phase, and a forecast of fuel, cargo and passenger mass updates ; and the inverse transformation of a selected intermediate landing point into a point of passage of the same coordinates. .16 Multi-destination flight management system for an aircraft comprising :- one or more electronic processing computers, .- data entry means (12) to enable a crew to enter data into the flight data system. flight management; one or more displays (12) for displaying one or more flight plans and underlying information tables relating to elements of the flight plan; the flight management system being configured for .- in a first step (106), constructing an initial flight plan of a mission having a beginning and an end from an end departure point, a end arrival point, and a sequence of passage points of the aircraft temporally arranged between the end point corresponding to the beginning of the mission and the end arrival points corresponding to the end of the mission. the mission, the end starting point, the end arrival point and the crossing points being selected from a navigation database of the aircraft and / or seized by a crew; and in a second step (108), performed after the first step (106), selecting one or more way points among the selected waypoints in the initial flight plan, and transforming the selected waypoint (s) into one or more a plurality of corresponding intermediate landing points, each intermediate landing point having the same initial coordinates of the corresponding passage point of which it is transformed, and each intermediate landing point comprising an association computer link to a dedicated intermediate arrival procedure, ready to be activated. .17 display for managing a multi-destination flight of an aircraft comprising a first display screen configured to implement the management method defined according to any one of claims 1 to 13, and to enable a telescopic display of the flight plan, in which display the intermediate landing point or points are distinguished from the other points of said flight plan by a color and / or a characteristic symbol, and identified by a different identification tag, and in which display .- at a first level, the next intermediate landing point not yet reached is in a deployed state and in a folded display mode, and the other intermediate landing points are in a folded state and display mode ; and .- at a second commanded level operated by the crew or under automatic control, the next intermediate landing point not yet reached is in a deployed state and in a deployed display mode which displays the intermediate approach course and possibly starting path respectively corresponding to the incoming intermediate arrival and departure procedures of said next intermediate landing point, and the other intermediate landing are in a folded state and display mode. .18 A multi-destination flight management aid display of an aircraft according to claim 17, comprising a second display screen configured to implement the multi-destination management method defined according to any one of claims 1 to 13, and allow the direct transformation of a selected crossing point to an intermediate landing point of the same coordinates through one or more pages of input of an association computer link of said intermediate landing point selected to a dedicated intermediate arrival procedure, ready to be activated, and possibly an additional computer link association of said selected intermediate landing point to a dedicated intermediate start procedure, ready to be activated, and a set prediction parameters included among an estimated time of laying, an estimated time of approach, a time esti an estimate of the fuel consumed during the corresponding approach and departure phases of the approach and departure procedures, and during the landing phase, and a forecast of the fuel, cargo and passengers; the inverse transformation of a selected intermediate landing point to a point of passage of the same coordinates. .19 multi-destination flight management aid display of an aircraft according to claim 18, wherein the first display screen and the second display screen are the same display screen.
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    同族专利:
    公开号 | 公开日
    CN107192403A|2017-09-22|
    US20170263137A1|2017-09-14|
    US10290218B2|2019-05-14|
    FR3048773B1|2020-08-14|
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    法律状态:
    2017-02-27| PLFP| Fee payment|Year of fee payment: 2 |
    2017-09-15| PLSC| Publication of the preliminary search report|Effective date: 20170915 |
    2018-02-27| PLFP| Fee payment|Year of fee payment: 3 |
    2020-02-27| PLFP| Fee payment|Year of fee payment: 5 |
    2021-02-25| PLFP| Fee payment|Year of fee payment: 6 |
    2022-02-21| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1600416A|FR3048773B1|2016-03-14|2016-03-14|METHOD AND SYSTEM FOR MANAGING A MULTI-DESTINATION FLIGHT PLAN|FR1600416A| FR3048773B1|2016-03-14|2016-03-14|METHOD AND SYSTEM FOR MANAGING A MULTI-DESTINATION FLIGHT PLAN|
    US15/424,619| US10290218B2|2016-03-14|2017-02-03|Method and system for managing a multi-destination flight plan|
    CN201710145797.8A| CN107192403A|2016-03-14|2017-03-13|Method and system for managing multi-destination flight plan|
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