Patent Application
20230023800
The present invention relates to a method for verifying at least one flight plan.
The present invention further relates to a computer program product and a module for verifying at least one associated flight plan.
The field of the invention is that of the management of the flight of an aircraft.
Aircraft, as known per se, comprise navigation management systems such as e.g. the Flight Management System (FMS), used for defining a flight plan and for calculating a trajectory and predictions associated with said trajectory.
The flight plan is generally defined by a pilot before the flight.
However, in some cases, said flight plan may be subject to modifications during e.g., the flight of the aircraft.
In such cases, specialized applications of the FMS system allow a third-party system to submit a new flight plan to be followed by the aircraft.
Such a third-party system may be another on-board avionics system or a tablet which can be used by the pilot in the cockpit, as well as a system external to the aircraft such as a ground service or another aircraft.
Under the current state of the aeronautical procedure, the pilot has the obligation to perform a complete analysis of a flight plan proposed to him from a third system during the flight and to decide whether or not to accept the flight plan.
The methods known from the prior-art propose an “all or nothing” approach insofar as a proposed flight plan is either fully accepted or fully rejected by the pilot.
Currently, the pilot is responsible for a manual check of the conformity and consistency of the proposed flight plan.
Most of the time, such control is tedious. Indeed, there is generally no technique allowing the pilot to make sure that a received flight plan is acceptable, nor to understand the nature of the modifications compared to the flight plan originally planned thereof.
The purpose of the present invention is to simplify the tasks of the pilot when receiving a new flight plan, in particular, from a third-party system.
To this end, the subject matter of the present invention is a method for verifying at least one flight plan among at least one first flight plan and one second flight plan, each flight plan being associated with an ordered list of elements.
The method comprises the following steps:
According to other advantageous aspects of the invention, the assistance method comprises one or more of the following characteristics, taken individually or according to all technically possible combinations:
the step of comparing flight plans further comprises, for each common element, a comparison of the descriptive data associated with said common element and when said data are different, a marking of said common element.
the step displaying the first comparative zone further comprises a display of at least one symbol next to each root corresponding to one of the marked common elements;
the method further comprising a step of displaying a third comparative zone a category sub-zone and a data sub-zone for each flight plan;
the category sub-zone comprising at least some of the categories of initialization and performance data;
each data sub-zone comprising initialization and performance data relating to the corresponding flight plan for each category of the category sub-zone, arranged opposite the corresponding category.
the category sub-zone comprising at least some of the categories of weather data;
each data sub-zone comprising weather data for each category of the category sub-zone, arranged opposite the corresponding category.
The further subject matter of the invention relates to a computer program product including software instructions which, when implemented by computer hardware, implements the method as previously defined.
The further subject matter of the invention is a checking assistance module of at least one flight plan among at least one first flight plan and one second flight plan comprising technical resources configured for implementing the method as previously defined.
The characteristics and advantages of the invention will appear upon reading the following description, given only as a limiting example, and making reference to the enclosed drawings, wherein:
Indeed,
“Aircraft” refers to any flying machine which can be remotely piloted from a cockpit thereof, such as of an airplane, or which can also be remotely piloted by a pilot who is then at a distance from the flying machine, such as a drone.
A “flight plan” refers to an ordered list of elements and descriptive data corresponding to said elements, allowing at least part of the aircraft trajectory to be defined.
Such elements and descriptive data will be subsequently referred to as interior elements and interior descriptive data respectively, in order to underline the belonging thereof to the corresponding flight plan.
The flight plan is formed e.g. according to the ARINC 424 standard.
Thus, in accordance with this standard, each interior element of the flight plan comprises a physical point of passage of the aircraft called “waypoint” or a trajectory element called “leg”.
Moreover, as is known per se, each interior element is associated with interior descriptive data which have constraints such as a speed constraint, an altitude constraint, a desired time of passage, etc.
Such interior descriptive data therefore correspond to each element of the flight plan and represent data which vary depending on the nature of that element.
Advantageously according to the invention, at least some of the interior elements of a flight plan are further associated with one or more external elements, i.e. elements which are not comprised in the flight plan.
Such external elements are e.g. defined or determined or calculated from the interior elements of the flight plan.
Thus e.g. each external element associated with an interior element of a flight plan is chosen from the group comprising:
Thereafter, unless explicitly stated, the term “element” shall be used interchangeably to designate an interior element of a flight plan or an external element associated with an interior element of such a plan.
Similarly, unless otherwise specified, the term “descriptive data” will be used interchangeably to refer to interior descriptive data of a flight plan or to external descriptive data of such a plan.
The checking assistance module 10 according to the invention is shown in more detail in
Thus, as can be seen in
The data receiver/transmitter 12 is used for receiving data from external systems to be processed by the processing unit 14 and for transmitting processed data to said external systems or to other external systems.
In the example shown in
Tablet 21 is e.g. a so-called open-world tablet of the aircraft, since the data transmitted from said tablet are not protected according to the same aeronautical standards as the checking aid module 10.
For example, the link between the receiver/transmitter 12 and this tablet 21 is a protected link to the avionics world, providing protection to filter data from the tablet 21 into the avionics world.
In particular, the tablet 21 is configured for sending to the data receiver/transmitter 12, a flight plan proposed to the pilot, e.g. during the flight of the aircraft.
The FMS type system 22 and the interface 23 are part of the avionics world insofar as the data exchanged with said systems have avionics data which are protected according to the same aeronautical standards as the checking aid module 10 or according to standards providing a higher security level.
In particular, the FMS system 22 is apt to supply a flight plane to the data receiver/transmitter 12, e.g. the current flight plan of the aircraft or any other flight plan, e.g. a flight plan being prepared by the pilot.
The FMS system 22 is further apt to supply the receiver/transmitter 12 with initialization and performance data associated with the flight plan which was sent.
The FMS system 22 is further apt to supply the receiver/transmitter 12 with external elements and external descriptive data associated with the flight plan which was sent.
The FMS system 22 is further apt to supply the receiver/transmitter 12 with overall predictions, initialization and performance data, and weather data associated with the flight plan which was sent.
“Overall predictions” about a flight plan refer to essential flight characteristics predicted from said flight plan, such as the ground or air distance along the trajectory, the travel time, the time of arrival, the fuel consumed, the fuel remaining upon arrival, a calculation of mean wind, setpoint indicators for the flight planning, etc.
“Initialization and performance data” associated with a flight plan refer to characteristic quantities for the flight defined by said flight plan, such as: cruising altitude, take-off speed, altitude references, characteristic weights, aircraft centering, engine consumption/performance criteria, name of the route used, etc.
Each of these characteristic quantities forms a category of initialization and performance data.
“Weather data” for a flight plan refer to weather forecasts, in particular wind speed and direction and temperature, for each flight phase of the aircraft according to said flight plan or for each altitude determined by said flight plan.
Thus, weather data further form categories grouping together data relative to the same flight phases or to the same altitudes.
The Interface 23 has a communicating interface between the pilot and the checking assistance module 10.
The interface 23 has e.g. a touch screen which allows the pilot to enter data for the data receiver/transmitter 12 and to display data coming from the data receiver/transmitter 12
The processing unit 14 is used to process input data from the receiver/transmitter 12 in order to produce output data.
In particular, the input data from the data receiver/transmitter 12 comprise at least two flight plans, one of said flight plans will be called in the following, first flight plan P1 and the other will be called second flight plan P2.
The first flight plan P1 comes e.g. from the FMS system 22 and corresponds to the current flight plan of the aircraft.
The second P2 flight plan comes from the tablet 21 and represents a flight plan proposed by a third party such as the airline company or any other ground service.
In a variant, the second P2 flight plan comes from a “Datalink” type on-board system which is thus also connected to the data receiver/transmitter 12, or comes from the FMS type system 22.
The input data further comprise external elements and external descriptive data associated with each flight plan, as well as overall predictions, initialization and performance data, and weather data associated with each flight plan.
The processing unit 14 is used to compare the two flight plans P1, P2 in order to generate a data structure summarizing all the differences and similarities between said flight plans and to generate commands for the interface 23 in order to display said structure.
To this end, the processing unit 14 is at least partly in the form of a software program or a programmable logic circuit such as an FPGA (Field-Programmable Gate Array).
In order to implement the operation of the processing unit 14, the checking assistance module 10 is integrated into an existing on-board computer of the aircraft or into a remote computer for the aircraft, e.g. a ground computer.
According to a particular embodiment of the invention, the checking assistance module 10 has a software and/or hardware component of the system of the FPGA type 22.
The checking assistance module 10 is in particular apt to implement a method for assisting the checking of at least one flight plan among at least one first flight plan and one second flight plan, according to the invention.
It is also clear that this method can be applied in a similar manner for checking a flight plan among any number of flight plans.
The method will now be explained making reference to
It is initially considered that the data receiver/transmitter 12 receives two separate flight plans.
Among said flight plans, as explained above, a first flight plan P1 comes from e.g. the FMS system 22 and corresponds to the current flight plan of the aircraft, and a second P2 flight plan comes e.g. from the tablet 21 and corresponds to the flight plan submitted to the pilot for acceptance by the airline.
Moreover, it is considered that the second P2 flight plan was further analyzed by the FMS type system 22 in order to generate, in particular overall predictions, initialization and performance data, and weather data associated with the second P2 flight plan.
The method according to the present invention comprises an initial step 105 where the processing unit 14 acquires all the data from the data receiver/transmitter 12 and in particular the flight plans P1, P2 and possibly the external elements associated with said flight plans, external descriptive data associated with said flight plans and overall predictions, initialization and performance data, and weather data associated with the flight plans.
During the next step 110, the processing unit 14 compares the two flight plans P1, P2 in order to identify, among the elements associated with said plans, common elements for all said plans and distinctive elements for each flight plan.
In particular, during the step 110, the processing unit 14 generates a structure wherein each element common to the two flight plans comprises a “no difference” marker when the descriptive data of said common element is identical for the two flight plans and a “modified” marker when the descriptive data are different.
For each distinctive element associated with the first flight plan P1, said structure comprises e.g. a “deleted” marker.
For each distinctive element associated with the second flight plan P2, said structure comprises e.g. an “added” marker.
Furthermore, the resulting structure is displayed e.g. in a text form or in any other suitable format.
During the step 120, the processing unit 14 generates display commands for the interface 23 in order to display a first comparative zone of the two flight plans P1, P2.
The first zone is used to compare the elements associated with the flight plans and comprises a tree structure for this purpose.
The tree structure defines a plurality of levels, each level comprising a single root formed by one of the common elements or a branch for each flight plan. At least one of the branches amongst the branches of a same level comprises at least one of the distinctive elements associated with the corresponding flight plan.
In other words, each level comprises either a single element which is then a common element of the flight plans or one or more distinctive elements for at least one flight plan. The distinctive elements of a flight plan then form a branch.
An example of a first zone is shown in
Thus, in the example in
The levels N1, N3, N4, and N6 are formed by single roots having the common elements “LIMA”, “SIERRA”, “XRAY”, and “PAPA” respectively, associated with the two P1, P2 flight plans.
The levels N2 and N5 are formed by two branches, each branch corresponding to one of the P1, P2 flight plans.
Thus, the level N2 branch for the flight plan P1 comprises the elements “ROMEO” and “BRAVO”, and the branch of the same level for the flight plan P2 comprises the elements “MIKE” and “OSCAR”.
The level N5 branch for the flight plan P1 comprises the elements “KILO” and “CHARLIE”, and the branch of the same level for the flight plan P2 is empty.
Advantageously, according to the invention, the tree structure extends according to a main direction, each branch being parallel to the main direction.
In the example shown in
It is thus clear that each sequence of roots and branches extending along the main direction D wherein the branches correspond to the same flight plan, is ordered according to the order determined by the ordered list of elements associated with that flight plan.
In other words, the elements associated with the same flight plan follow one after the other in the main direction D according to the order determined by the corresponding ordered list.
It is then clear for a person skilled in the art that the main direction is a chronological direction of each flight plan.
Moreover, each branch can be of the complete type or of the retracted type.
In particular, a branch being of complete type where same comprises all the distinctive elements arranged in the ordered list associated with the corresponding flight plan between the two common elements corresponding to the roots adjacent to said branch or where a single root is adjacent to said branch, between the common element corresponding to said root and the start or the end of the ordered list.
In other words, a complete-type branch comprises all of the distinctive elements of a flight plan which follow each other.
In the example in
A branch is of the retracted type when same includes only some of the distinctive elements arranged in the ordered list of the corresponding flight plan between the two common elements corresponding to the roots adjacent to said branch or when only one root is adjacent to said branch, between the common element corresponding to said root and the start or the end of the ordered list.
In the example in
Similar to the branches, a continuous sequence of roots can be complete or retracted.
In particular, a sequence of roots is of the complete type when same includes all the common elements arranged in the ordered list associated with one of the flight plans between two distinctive elements of said flight plan or between a distinctive element and the beginning or the end of said ordered list.
A sequence of roots is of the retracted type when same includes only certain common elements arranged in the ordered list associated with one of the flight plans between two distinctive elements of said flight plan or between a distinctive element and the beginning or the end of said ordered list.
In the example in
Initially, when the step 120 was implemented, all branches and all root sequences are e. g. of the complete type.
According to another embodiment, when the step 120 was implemented, all branches and all root sequences were e.g. of the retracted type.
In this case, said branches and said root sequences comprise e.g. only the first and the last elements of the corresponding ordered lists.
Advantageously, the method according to the invention further comprises a step 130 wherein the data transmitter/receiver 12 acquires a command from a user in order to modify a type of at least one of the displayed branches and/or at least one of the root sequences.
Said command can be given e.g. in relation to all the branches and root sequences displayed or in relation to only some of them.
In the first case, to give such a command, the user can actuate a dedicated button e.g. in the first zone Z1.
In the second case, the user can choose the branch or sequence of roots for which a type change is desired.
Thus, in the example in
This action is e.g. a cursor click or a touch movement or simply a cursor movement around the symbol “ . . . ”.
After the transmitter/receiver 12 has acquired the command, the processing unit 14 modifies in a suitable way, the type of the corresponding branch or branches and/or the corresponding root sequence or sequences, during the step 135.
In this way, the display of the tree structure in the first zone Z1, is modified.
Advantageously, according to the invention, the common elements having the marker “modified” are displayed differently during the step 120 compared with the common elements having the “no difference” marker. This may e.g. relate to the display color and the display format.
In a variant, a specific symbol, such e.g. the symbol “*”, is displayed next to each common element having the marker “modified”.
Even more advantageously, for each common element having the “modified” marker, the tree structure level corresponding to said common element comprises for each flight plan, the descriptive data corresponding to said common element according to said flight plan.
Thus, in the example in
The data D1 and D2 are therefore displayed in the N1 level corresponding to the element “LIMA”.
In a variant, the different descriptive data for the same common element is displayed only after the acquisition of a corresponding command during the step 140. Said command includes, e.g the actuating of the symbol displayed next to the common element having the marker “modified”. In such a case, the processing unit modifies the corresponding display during the step 145.
During the step 150, the processing unit 14 generates display commands for the interface 23 in order to display a second comparative zone comprising a sub-zone for each flight P1, P2, each sub-zone comprising the overall predictions for the corresponding flight plan.
Said sub-zones of the second zone are arranged one after the other along the main direction.
Thus, in the example in
This second zone Z2 then comprises a first sub-zone SZ1 relative to the first flight plan P1 and a second sub-zone SZ2 relative to the second flight plan P2.
Furthermore, in the example in
The step 150 is e.g. implemented simultaneously with the step 120.
During the step 160, the processing unit 14 generates display commands for the interface 23 in order to display a third comparative zone for comparing initialization and performance data from different flight plans.
The step 160 is e.g. implemented independently of the steps 120 and 150. Thus, the third comparative zone is displayed independently of the first two comparative zones, e.g. in a different tab of the interface 23.
Thus, the step 160 is e.g. implemented after the user activates the corresponding tab.
An example of a third comparative zone is shown in
In particular, as shown in
The category sub-zone SC comprises indications of at least some of the initialization and performance data categories.
Each data sub-zone SD1, SD2 comprises initialization and performance data for the corresponding flight plan P1, P2 for each category of the category sub-zone.
Said data are then arranged opposite the corresponding category on both sides of the category sub-zone SC. In this example, the category sub-zone SC is then comprised between the data sub-zones SD1, SD2.
Advantageously, according to the invention, the method further comprises the step 170 which is implemented following the step 160 during which the processing unit 14 compares the initialization and performance data of different flight plans, category-by-category.
Thus, when the processing unit 14 detects an inconsistency between said data during the next step 175, same generates a command to display an alert in the third comparative zone Z3.
An inconsistency is detected when e.g. at least one difference between the data in the same category for different flight plans exceeds a predetermined threshold.
During the step 180, the processing unit 14 generates display commands for the interface 23 in order to display a fourth comparative zone for comparing weather data relative to different flight plans.
The step 170 is e.g. implemented independently of steps 120, 150, and 160. Thus, the fourth comparative zone is displayed independently of the first three comparative zones, e.g. in a different tab of the interface 23.
An example of a fourth comparative zone is shown in
In particular, as shown in
The SC category sub-zone comprises at least some categories of weather data. As mentioned previously, such categories may relate to the phases of flight, as in the example in
Each data sub-zone SD1, SD2 comprises weather data for each category in the category sub-zone SC.
Said data are then arranged opposite the corresponding category on both sides of the category sub-zone SC.
As in the example in
It is then easy to understand that the present invention has a number of advantages.
First of all, the invention provides a synthetic view of the differences between at least two flight plans.
The differences and similarities between flight plans are represented in a tree structure form, which makes it possible compare these flight plans very quickly in order to check e.g. one against the other.
The present invention also makes visible, the differences and similarities not only of the internal elements of the flight plans but also of the external elements of said flight plans as well as other types of data associated with said flight plans such as weather data, initialization and performance data, and predictions.
In this way, the cognitive workload is reduced for the pilot when it is e.g. necessary to check a flight plan from a third party.
| Number | Date | Country | Kind |
|---|---|---|---|
| FR1915649 | Dec 2019 | FR | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/EP2020/087786 | 12/23/2020 | WO |
