EP1465136B1 - Method and apparatus for on-board pilot assistance in the absence of air traffic control - Google Patents

Abstract

The device has a keyboard to input relevant data of blind broadcasting message transmitted by an aircraft in vicinity. An embedded computer (18) calculates estimated current position, trajectory and direction of flight of the aircraft in vicinity on this trajectory that are extrapolated from the data. A display screen displays extrapolated trajectory of the aircraft in vicinity and current position of the aircraft. Independent claims are also included for the following: (a) aircraft (b) a pilot assisting process.

Description

The present invention relates to a method and an on-board piloting aid device in the absence of air traffic control.

More specifically, it is a device that can be embarked on board an aircraft and a method that can be implemented substantially autonomously on board the aircraft.

In some parts of the world, such as Africa and some South American countries, air traffic control is non-existent or inefficient, and aircraft pilots must therefore apply special procedures to manage their own positions. other aircraft to eliminate any risk of collision.

The present invention aims to help the pilot to manage the situation resulting from this lack of air traffic control. Its purpose is to facilitate the estimation of a risk of conflict between aircraft in an area of evolution, as well as to allow separation of aircraft. It is of particular interest in areas where ground control of air traffic is non-existent or defective. By conflict is meant too close proximity to two aircraft operating in the same area; the proximity can be understood in terms of distance, altitude and / or road.

State of the art

To avoid collisions between aircraft in flight, it is necessary to carry out what is called a "separation" of the latter.

This task is usually performed on the ground and is usually designated by ATC ("Air Traffic Control" or "Air Traffic Control"). The control can be done by radar, but can also take place in areas without such equipment. In this case, the separation of aircraft is governed primarily by giving aircraft different departure times or altitudes.

It turns out that ground control of air traffic is absent in some parts of the world or at least is not assured in a sufficiently reliable manner.

The pilot, or the crew, of an aircraft operating in one of these zones must apply specific procedures defined by the International Air Transport Association (IATA) known as the IFBP ("In Flight Broadcast Procedure"). ") or TIBA (" Traffic Information Broadcast by Aircraft "). These procedures consist, for each pilot, of broadcasting by voice information on a dedicated radio frequency, defined for this geographical area (for example 126.9 MHz in Africa or 126.95 MHz in South America), at predefined time intervals. (for example every 20 minutes) and during changes of trajectory ("waypoints") or altitude of the aircraft.

The pilot must also listen to the information broadcast by the other pilots on the same radio frequency and interpret this information. The range of the waves radio on the dedicated frequency considered is of the order of 700 to 900 km. The pilot therefore receives the information disseminated by the pilots of the aircraft located in a sphere of approximately 700 to 900 km radius around him, which allows him to know the surrounding traffic.

However, the more this traffic is important, the more the pilot has to do a significant job of interpreting the information in order to be able to situate his future trajectory in relation to the future trajectories of the other aircraft. As a result, the risk of misinterpretation and therefore collision between two aircraft increases with traffic. Similarly, the workload resulting from such a task can be very important, which is not, for the pilot, in the sense of comfort of work and safety.

Thus in the aforementioned zones, a procedure stipulates a concept of self-information between aircraft. The pilot of an aircraft therefore has another source of information enabling him to know the approximate position of the aircraft likely to be encountered on his route, that is to say so-called "in the same neighborhood" aircraft. .

• Le numéro de vol,
• L'altitude de l'aéronef, et la direction approximative du vol,
• Une donnée d'un point de départ et d'un point d'arrivée (aéroports),
• La donnée d'un numéro de route de vol ("airway"),
• Une donnée de position liée au franchissement d'un point de passage référencé ("waypoint") sur la route de vol,
• Une donnée temporelle de l'instant de franchissement de ce point de passage de la route,
• Une donnée de position liée au prochain point de passage référencé devant être franchi, et,
• Une donnée temporelle de l'instant auquel le prochain point de passage est estimé devoir être franchi.

This other source of information is referred to as "Blind Broadcast". This is a communication made by each pilot to all aircraft in VHF range. This communication includes a number of standard data including the following data:

• Flight number,
• The altitude of the aircraft, and the approximate direction of the flight,
• Data from a starting point and an arrival point (airports),
• The data of a flight route number ("airway"),
• Position data linked to the crossing of a referenced waypoint ("waypoint") on the flight route,
• A temporal datum of the instant of crossing of this crossing point of the road,
• Position data related to the next referenced waypoint to be crossed, and
• A temporal datum of the moment at which the next crossing point is estimated to be crossed.

Usually this communication comprises the repetition of the first information, that is to say the flight number, the altitude and the general direction.

Such communication is normally broadcast by each pilot at repeated intervals, for example 20 minutes. It is also broadcast when the aircraft reaches a given altitude level or during a change of altitude level. Finally, it is broadcast when crossing a "waypoint".

A last security against a collision between two aircraft consists of a collision avoidance system known as TCAS (Traffic Collision Avoidance System). It is essentially a transponder, which some aircraft are equipped with, and which is able to return an artificial echo in response to a transmitted signal. This TCAS system can be equipped with an alarm means warning the pilot of a risk of conflict to less than a minute.

The state of the art is also illustrated by the documents referenced (1) and (2) at the end of the description.

The referenced document (1) describes an aircraft separation process based on an automatic exchange of information, directly between the aircraft. The implementation of such a method is dependent on requirements such as, for example, harmonization of automatic exchange protocols between aircraft equipment. It also assumes that other aircraft are equipped with an appropriate device.

The referenced document (2) describes a system to avoid collisions between aircraft in flight (MCAS). This system includes a TCAS system known in the art, supplemented by a custom tactical module that deals with all phases of a tactical mission. This MCAS system includes means for receiving and processing ADS-B data combined with digitized tactical data link means.

The purpose of the present invention is to propose a method and an on-board piloting aid device in the absence of air traffic control making it possible to simplify the exploitation of the data of the blind diffusion to predict with a better precision and a better reliability a risk. conflict between two aircraft.

It also aims to allow the pilot to better appreciate the position and relative evolution between an aircraft in the vicinity and his own aircraft.

It is also intended to increase flight safety even in areas with poor ground control equipment.

Finally, it aims to propose a method that can be implemented without the other aircraft are necessarily equipped with a particular device.

Presentation of the invention

• des moyens de réception, sur cette fréquence dédiée, d'au moins un message de diffusion aveugle, émis par au moins un aéronef dans le voisinage
• des moyens de filtrage des messages de diffusion aveugle des aéronefs qui ne risquent pas de croiser la route dudit aéronef, ou qui en sont séparés par une distance trop importante pour qu'une estimation plus précise du risque de conflit ne soit pas justifiée,
• des moyens de saisie, au moyen d'un clavier, de données pertinentes du message de diffusion aveugle émis par au moins un aéronef dans le voisinage,
• des moyens de calcul de la position courante estimée, de la trajectoire suivie, et du sens de vol sur cette trajectoire de l'aéronef dans le voisinage, extrapolés à partir des données du message de diffusion aveugle,
• des moyens d'affichage concomitant de la position et de la trajectoire extrapolées de l'aéronef dans le voisinage, et de la position courante de l'aéronef équipé dudit dispositif.

To achieve these aims, the invention relates to a device embedded in a flight control aircraft in the absence of air traffic control by blind diffusion, in the context of the IFBP and TIBA procedures, which includes means for transmitting on a dedicated frequency of blind broadcast messages to all aircraft in VHF range, the device comprising:

• means for receiving, on this dedicated frequency, at least one blind broadcast message transmitted by at least one aircraft in the vicinity
• means for filtering the blind broadcast messages of aircraft that are not likely to cross the road of said aircraft, or that are separated by a distance too large for a more accurate estimate of the risk of conflict is not justified,
• input means, by means of a keyboard, of relevant data of the blind broadcast message transmitted by at least one aircraft in the vicinity,
• means for calculating the estimated current position, the trajectory followed, and the direction of flight on this trajectory of the aircraft in the vicinity, extrapolated from the data of the blind diffusion message,
• concomitant display means of the position and trajectory extrapolated of the aircraft in the vicinity, and the current position of the aircraft equipped with said device.

Thanks to the device of the invention, the pilot not only has data relating to the aircraft in the vicinity at the time of transmission of the blind broadcast message, but also at intermediate moments, when the aircraft in the vicinity occupies intermediate positions between those which have been announced. The intermediate positions are certainly positions estimated by calculation and not real exact positions, but nevertheless allow a very good estimate of a risk of conflict. They also make it possible to evaluate this risk well before its occurrence. In the absence of a new blind broadcast message, the estimated positions may be extrapolated beyond the second position of the last received message.

The calculating means, which is, for example, an on-board computer, may be designed to calculate one or more extrapolated intermediate positions or even, preferably, to calculate continuously the extrapolated intermediate position of one or more aircraft in the vicinity .

Furthermore, the concomitant display of the position of the aircraft in the vicinity and the aircraft equipped with the device of the invention allows the pilot to measure a possible risk of conflict, without having in mind the data transmitted during of the communication of the last blind diffusion.

The position of the aircraft equipped with the device of the invention is obtained by positioning equipment known per se, such as GPS ("Global Positioning System"), IRS ("Inertial Reference System" or navigation according to information of the central inertia), FMS ("Flight Management System"), GPIR (navigation based on GPS and IRS information synthesis (much more precise), radio navigation ...

The display means may advantageously comprise a data acquisition and display unit of the Multipurpose Control Display Unit (MCDU) type and, concomitantly, a navigation display unit ("Navigation Display" or ND), initially assigned to the display of the position and the current trajectory of the aircraft.

Very often the aircraft are already equipped with such a unit MCDU, used to display different data, including precisely the flight and position data of the aircraft equipped with it.

The data acquisition means of the blind broadcast messages may be equipped with a manual keyboard, such as, for example, the alphanumeric keyboard generally associated with known MCDU units.

The fact that it is the pilot who can capture the data of the blind broadcast messages gives him the freedom to filter this data and to retain only those concerning aircraft whose route or general direction might actually interfere with his own route.

According to an improvement of the device, it can also be equipped with an alarm controlled by the calculation means, to indicate a risk of conflict between the aircraft in the vicinity and the aircraft equipped with the device of the invention.

The alarm can be an audible or visual alarm, with an adjustable trigger.

Advantageously, the device of the invention further comprises assistance means for capturing the trajectory of an aircraft in the vicinity and / or means for assisting updating of the data of an aircraft in the vicinity. .

• la réception radio d'au moins un message de diffusion aveugle sur cette fréquence dédiée émis par au moins un aéronef dans le voisinage,
• le filtrage des messages de diffusion aveugle des aéronefs qui ne risquent pas de croiser la route dudit aéronef, ou qui en sont séparés par une distance trop importante pour qu'une estimation plus précise du risque de conflit ne soit justifiée,
• la saisie sur un clavier de données d'au moins un message de diffusion aveugle émis par au moins un aéronef dans le voisinage, le message de diffusion aveugle comprenant au moins une donnée de route de vol, une donnée d'une première position de vol, une première donnée temporelle relative à l'instant auquel la première position de vol est atteinte, une donnée d'une deuxième position de vol, future, et d'une deuxième donnée temporelle estimée, relative à un instant auquel la deuxième position de vol est atteinte,
• le calcul d'au moins une position extrapolée de l'aéronef dans le voisinage, à partir des données du message de diffusion aveugle,
• l'affichage concomitant de la position extrapolée de l'aéronef dans le voisinage et de la position de l'aéronef dans lequel le procédé est mis en oeuvre.

The invention also relates to a method of assisting the piloting of an aircraft in the absence of air control comprising a step of transmitting on a dedicated frequency of blind broadcast messages to all aircraft in VHF range, the method comprising the following steps:

• radio reception of at least one blind broadcast message on this dedicated frequency transmitted by at least one aircraft in the vicinity,
• the filtering of the blind broadcast messages of the aircraft which are not likely to cross the road of the said aircraft, or that are separated by too great a distance for a more accurate estimate of the risk of conflict to be justified,
• the input on a data keyboard of at least one blind broadcast message sent by at least one aircraft in the vicinity, the blind broadcast message comprising at least one flight route datum, a datum of a first flight position , a first time datum relating to the instant at which the first flight position is reached, a datum of a second future flight position, and a second estimated time datum relative to a moment at which the second flight position is reached,
• calculating at least one extrapolated position of the aircraft in the vicinity, from the data of the blind diffusion message,
• the concomitant display of the extrapolated position of the aircraft in the vicinity and the position of the aircraft in which the method is implemented.

As indicated above, the extrapolated position may be an intermediate position between the first and second positions.

In this method it is possible to calculate, for example, the ground speed of the aircraft in the vicinity. The ground speed can be obtained from a distance separating the first and second flight positions of the aircraft in the vicinity along the flight route, and a duration separating the first and second time data. A position of the aircraft in the vicinity on its flight path is then calculated, according to the first flight position, flight ground speed and a current time indication. The current time indication is, for example, the current time or the time elapsed since the first time indication.

The calculation of the extrapolated position can be a discrete and punctual calculation. It can also be carried out continuously, for example for a dynamic display of the evolution of the position of the aircraft in the vicinity.

In a particular implementation of the method of the invention, it is also possible to compare the current extrapolated position of the aircraft in the vicinity with a current position of the aircraft in which the method is implemented. This makes it possible to trigger a signaling when the vertical component and the horizontal component of the distance between these positions are respectively less than specific setpoints.

This is a provision to signal the approach to a risk of conflict.

In the calculation of the vertical and horizontal components of the distance between the positions of the aircraft, a datum of their altitude can also be taken into account.

Brief description of the drawings

• La figure unique résume de façon très schématique les principaux équipements et étapes intervenant dans la mise en oeuvre d'un procédé d'aide au pilotage conforme à l'invention.

Other features and advantages of the invention will emerge from the description which follows, with reference to the figure of the accompanying drawing. This description is given for purely illustrative and non-limiting purposes.

• The single figure summarizes very schematically the main equipment and steps involved in implementation of a steering assistance method according to the invention.

Detailed description of embodiments of the invention

The aircraft 10 illustrated in the figure is an aircraft in the vicinity of the aircraft in which the device of the invention is located. This aircraft 10 moves along an air route and, in its movement, crosses referenced waypoints. These waypoints are the waypoints.

The pilot of the aircraft in the vicinity 10 transmits on a dedicated frequency, for example 126.9 MHz, information messages. These are blind broadcast messages. As previously mentioned, these messages are broadcast during specific events, such as passing through a "waypoint" or, by default, every 20 minutes.

Hereinafter an example of such a message, (issued in English) is reproduced.
"All Stations" (Message to all stations)
"This is AIR AFRICA 001" , (Company name and flight number)
"Flight Level 310" (flight level 310, 3100 feet above sea level)
"EAST BOUND" (general direction)
"from Luanda to Nairobi via UG450" (place of departure and destination + route number)
"UVAGO at 1944" (last "waypoint" at 19h44min)
"Estimating UNIRI 2025" (next "waypoint" and estimated time for this "waypoint")
"AIR AFRICA 001, FL310" (repeat of some data) "EAST BOUND".

The receipt of this message by an aircraft is indicated as a step 12 in the figure. The pilot of this aircraft receives such messages by radio, on this dedicated frequency, from a large number of aircraft that evolve within the range of transmission of broadcast messages.

The taking into account of these messages includes a filtering step 14, carried out by the pilot, which consists in ignoring the messages of blind diffusion of the aircraft which are not likely to cross the route of the aircraft in which the pilot is located, or separated by too great a distance for a more accurate estimate of the risk of conflict to be justified.

After this first filtering, or in case of doubt, the driver makes a relevant data entry on a keyboard 16, for example a MCDU unit, connected to an on-board computer 18. The data entered may include all the data of the broadcast message blind, or may only include the data of the first and second flight positions, with their respective temporal data. These are, for example, "waypoints" and actual transit time indications or estimated by these "waypoints".

This on-board computer 18 is designed to calculate, for example in real time, the position of each aircraft in the neighborhood for which the data has been entered, ie the state of the surrounding traffic.

This on-board computer 18 also receives, as input, position information (latitude, longitude, flight level) from navigation computers.

This on-board computer 18 thus determines, for example cyclically, the position of each aircraft of the surrounding traffic by interpolation of the information previously entered by the pilot, then it presents the calculated positions of the different aircraft in the vicinity and their provisional trajectories on a cockpit screen.

All aircraft already equipped with MCDU are equipped with FMS comprising, in the database, the "waypoints" and "airways" of the region overflown with their characteristics and in particular the geographical positions (latitude, longitude).

• a) le calcul de la distance D, le long de la trajectoire, séparant les deux positions dont les données ont été saisies.
  Il s'agit par exemple de la distance séparant les deux "waypoints", pris sur la route de l'aéronef dans le voisinage. La route de l'aéronef dans le voisinage peut être saisie. Elle peut également être enregistrée préalablement dans l'ordinateur de bord, qui est alors capable de la restituer à partir de la simple donnée de deux "waypoints".
  b) Le calcul de la durée Δt séparant les données temporelles associées aux données de position. Il s'agit, par exemple, des données temporelles réelles ou estimées communiquées avec les "waypoints".
  c) Le calcul de la vitesse sol V_s de l'aéronef dans le voisinage en divisant la distance D par la durée Δt.
  d) Le calcul d'une position estimée extrapolée de l'aéronef dans le voisinage, sur sa route. Ce calcul est effectué en ajoutant à une précédente position connue, par exemple la position correspondant à la première donnée de position, une distance d parcourue à l'instant courant t, depuis l'instant t₀ de passage à la position connue. Cette distance d le long de la trajectoire, en l'occurrence de l'"airway" (ligne brisée), est telle que : $$\mathrm{d}=\mathrm{Vs}*(\mathrm{t}-{\mathrm{t}}_{\mathrm{o}})\mathrm{.}$$
  

The calculation of the current position of an aircraft in the vicinity can be performed by implementing the following calculation steps:

• a) calculating the distance D, along the trajectory, separating the two positions from which the data were entered.
  This is for example the distance between the two "waypoints", taken on the road of the aircraft in the vicinity. The route of the aircraft in the vicinity can be entered. It can also be recorded beforehand in the onboard computer, which is then able to restore it from the simple data of two "waypoints".
  b) Calculation of the duration Δt separating the temporal data associated with the position data. This is, for example, real or estimated time data communicated with the "waypoints".
  c) The calculation of the ground speed V _s of the aircraft in the vicinity by dividing the distance D by the duration Δt.
  d) The calculation of an estimated extrapolated position of the aircraft in the vicinity, on its route. This calculation is done by adding to a previous known position, for example the position corresponding to the first position data, a distance d traveled at the current time t, from the time t ₀ of passage to the known position. This distance d along the trajectory, in this case the "airway" (broken line), is such that: $$\mathrm{d}=\mathrm{vs.}*(\mathrm{t}-{\mathrm{t}}_{\mathrm{o}})\mathrm{.}$$
  

When the aircraft in the vicinity does not change flight level between first and second waypoints WP1 and WP2 broadcast, its ground speed can be considered constant. On the other hand, a correction can be taken into account when the aircraft in the neighborhood changes level.

If V _s1 and V _s2 are the ground of flight velocities estimated to WP1 and WP2 positions, and .DELTA.t ₁ the time elapsed since the passage in WP1, can be used to calculate a ground speed V _s such as, e.g. $${\mathrm{V}}_{\mathrm{s}}={\mathrm{V}}_{\mathrm{s}1}+{\mathrm{.delta.t}}_1/\mathrm{.delta.t}*({\mathrm{V}}_{\mathrm{s}\mathrm{two}}-{\mathrm{V}}_{\mathrm{s}1})\mathrm{.}$$

A display screen 20, driven by the onboard computer 18 is provided to display, in any form, the position of the aircraft in the neighborhood obtained by calculation. The position of this aircraft in the neighborhood is displayed concomitantly with that of the aircraft equipped with the device of the invention, to allow the pilot to visually estimate the risk of conflict. Other data such as aircraft routes, waypoints, etc. may possibly be displayed on the same screen.

In a preferred embodiment of the device of the invention, given the potential inaccuracy of the information transmitted verbally by the pilots, the position of each aircraft is displayed in the form of a zone 21 within which the presence this aircraft is considered probable. For example, this area 21 may be represented on the screen 20 in the form of a circle whose diameter may depend on the age of the information entered in the computer. The diameter of this circle may especially be higher when this information is old in order to take into account the interpolation error (increasing with time) of the current position of the aircraft from its position to the aircraft. moment of reception of said information and of its planned trajectory.

The radius of such a circle is therefore proportional to an uncertainty of its estimated position. The uncertainty includes a fixed component (about 20 nautical miles) related to the error on the position data, and a time dependent component (about 2 nautical miles per hour), which corresponds to a pessimistic drift of position.

In one embodiment of the invention, when aircraft are equipped with ADS-B equipment (the method according to which the aircraft exchange automatically between them their positions cyclically), the display on said screen is made to take into account in a complementary manner the information provided by this equipment ADS-B and said information entered by the pilot, the latter then being fewer , which saves time. Preferably, this display makes it possible to distinguish the aircraft whose position is received by this equipment and those whose position is determined according to the invention.

For example, for the traffics known by this equipment, the aircraft are symbolized by a precisely positioned model oriented by its relative heading.

For the known traffics thanks to the device of the invention, the aircraft are not symbolized in position. Indeed, the source of the information leads to take into account a margin of inaccuracy on the position and trajectory of the traffic. Thus, these aircraft are symbolized by a presence probability surface. This circular surface has an initial diameter of 20 NM ("nautical miles"). In order to emphasize the "antiquity" of the information (implying an increase in the uncertainty of the position), the surface is enlarged in time by concentric circles. Each circle represents an enlargement for example of 5 NM compared to the previous one. A tag is associated with each traffic symbol. The information presented is the identification of the traffic ("call sign"), the vertical information of its trajectory (level alone or levels of departure and targeted), and the current ATC route. The label follows the symbol as it moves.

Advantageously, the method and the device according to the invention also make it possible to detect a conflict between the trajectory of the aircraft and the trajectory of another aircraft determined both from said information entered by the pilot and from the data obtained with ADS-B equipment. Such a potential conflict of trajectories is reported to the pilot, for example by modifying the display color on the screen of the aircraft concerned so as to differentiate it from other aircraft (for example, an amber display of the symbol representing this aircraft).

The estimation of a risk of conflict may be made by the pilot, but may also, to a certain extent, result from the calculation made by a computer on board 18. The reference 22 designates for this purpose an emergency alarm which is activated only if a risk of conflict is detected by this computer 18.

The alarm signal is triggered only when a number of set conditions are met.

By way of illustration, a risk of conflict may be reported if: [(aircraft levels intersect broadly) OR (Aircraft operate on the same level within X ft)] AND [(aircraft are on the same air route) OR (aircraft air routes intersect) OR (close aircraft air route is unknown) AND (The direct horizontal distance between the two aircraft is less than Y NM)].

X and Y are thresholds to be adjusted after focusing.

The condition "aircraft levels intersect" means that the aircraft in the vicinity changes level from a current level to a later level and that these two levels flank the level of the aircraft equipped with the device of the invention.

• un équipement d'assistance à la saisie de la trajectoire d'un aéronef dans le voisinage,
• un équipement d'assistance à la mise à jour des données d'un aéronef dans le voisinage

The device of the invention may further comprise two other accessory equipment:

• assistance equipment for capturing the trajectory of an aircraft in the vicinity,
• assistance equipment for updating the data of an aircraft in the vicinity

These two devices are described below.

. Assistance equipment for capturing the trajectory of an aircraft in the vicinity

In order to provide assistance to the pilot, a list of available airways ("airways") is proposed. The roads displayed on the first page must contain the routes of the aircraft in the neighborhood to be recorded in the vast majority of cases.

• le pilote n'est pas obligé de frapper les caractères du nom de l'"airway",
• le pilote peut avoir oublié le nom de l'"airway" entendu sur la fréquence dédiée, ou ne pas l'avoir bien entendu, ou avoir un doute sur son orthographe.

Depending on the current position of the aircraft, the device of the invention preselects the routes of the aircraft in the vicinity contained in a circle of Z NM (a few hundred nautical). The device of the invention classifies the routes between those which have a common waypoint and those which have an intersection with the road of the aircraft in which it is located. It displays as priority the intersecting roads, whose intersection is closest to its position, in the direction of the march of its aircraft. Such a display on an input device, allowing the direct designation (without keystroke) of the road concerned, represents a certain advantage insofar as:

• the pilot is not obliged to hit the characters of the name of the "airway",
• the pilot may have forgotten the name of the "airway" heard on the dedicated frequency, or did not hear it, or have a doubt about his spelling.

Once the route of the aircraft in the vicinity to register known, the pilot must select the "waypoint" of the road that interests him. The device of the invention proposes a list of "waypoints" on said road. To facilitate the selection, the list starts from a so-called reference point chosen according to various criteria, listed below. By default, the pilot is presented with the points on one side and the other of the reference point, without prejudging the direction of travel of the route.

1. 1) Si l'aéronef dans le voisinage à enregistrer est sur la même route TS que celle de l'aéronef dans lequel est situé le dispositif de l'invention, le "waypoint" de référence est le prochain "waypoint" que va survoler l'aéronef dans lequel est situé le dispositif de l'invention.
2. 2) S'il existe un "waypoint commun" entre les routes, le dispositif de l'invention affiche le "waypoint" commun comme référence. Il affiche ensuite deux listes : la liste des "waypoints" suivant la référence dans un sens, et la liste des "waypoints" dans l'autre sens.
3. 3) S'il n'existe pas de "waypoint" commun mais une intersection X, le dispositif de l'invention nomme ce point X avec la règle : X puis nom de la route de l'aéronef dans le voisinage à enregistrer. Le dispositif de l'invention affiche ensuite ce point comme référence. On peut également choisir le "waypoint" sur la route connue le plus proche de l'intersection. Mais dans la procédure, on demande aux pilotes de faire un report 5 minutes avant l'intersection ou la jonction avec une route ("CROSSING UA607 AT...") C'est alors le seul moyen qu'a le pilote pour prendre en compte cette estimée.

The selection criteria may be as follows:

1. 1) If the aircraft in the neighborhood to be recorded is on the same TS route as that of the aircraft in which the device of the invention is located, the reference "waypoint" is the next "waypoint" that will fly over the aircraft. aircraft in which is located the device of the invention.
2. 2) If there is a "common waypoint" between the routes, the device of the invention displays the common "waypoint" as a reference. He then displays two lists: the list of "waypoints" following the reference in one direction, and the list of "waypoints" in the other direction.
3. 3) If there is no common "waypoint" but an intersection X, the device of the invention names this point X with the rule: X then name of the route of the aircraft in the neighborhood to be recorded. The device of the invention then displays this point as a reference. One can also choose the "waypoint" on the known road closest to the intersection. But in the procedure, we ask the pilots to carry out a report 5 minutes before the intersection or the junction with a road ("CROSSING UA607 AT ...") This is the only way the pilot has to take in account this estimate.

If there is no common waypoint or intersection, the chosen reference is the waypoint of the road in question closest to the current position of the aircraft in which the device of the invention is located.

• Le pilote n'est pas obligé de frapper les caractères du nom du "waypoint".
• Le pilote peut avoir oublié le nom du "waypoint" entendu sur la fréquence dédiée, ou ne pas l'avoir bien entendu, ou avoir un doute sur son orthographe.
  Comme pour le report de position, le pilote doit renseigner trois données définissant la position estimée. Considérant qu'il y a une forte probabilité que cette estimée soit sur la même route que le report, la fonction préjuge de la route et renseigne par défaut le champ "airway" par celle du report. Le pilote n'a alors plus qu'à sélectionner le point de route qui l'intéresse. Le dispositif de l'invention propose, comme précédemment, une liste de "waypoints" sur cette route. Pour faciliter la sélection, la liste part du point de report. On présente par défaut au pilote les points situés d'un coté et de l'autre du point de report, sans préjuger du sens de défilement de la route.

Here again, such a display on a gripping device represents a certain advantage insofar as:

• The pilot is not obliged to hit the characters of the name of the "waypoint".
• The pilot may have forgotten the name of the "waypoint" heard on the dedicated frequency, or not having heard it correctly, or have a doubt about his spelling.
  As for the position report, the pilot must enter three data defining the estimated position. Considering that there is a high probability that this estimate is on the same road as the postponement, the prejudging function of the route and informs by default the field "airway" by that of the postponement. The pilot then no longer than to select the waypoint that interests him. The device of the invention proposes, as before, a list of "waypoints" on this route. To facilitate the selection, the list starts from the reporting point. By default, the pilot is presented with the points located on one side and the other of the transfer point, without prejudging the direction of travel of the route.

. Equipment for updating the data of an aircraft in the vicinity

When a known traffic thanks to the device of the invention reaches its estimated point (extrapolated by calculation), the symbol continues to evolve on the navigation screen (for example ND). In fact, an automatic sequencing is carried out considering that the aircraft continues its flight on its last filled route, from "waypoint" to "waypoint", at a constant speed and equal to the last extrapolated speed.

The driver has access to this data on particular traffic review fields in the input device. The fields describing the carry and estimate points are replaced by the extrapolated data.

If, after receiving a message from the aircraft in the vicinity, the pilot has updated information, he has the possibility either to correct the extrapolated information or to confirm the extrapolated data (a confirmation of the time of passage automatically confirms the associated point).

The symbol displayed on the navigation screen, representing the aircraft in the vicinity, is differentiated according to whether the position of this aircraft is a position extrapolated information or a position confirmed by a message from the pilot of this aircraft.

REFERENCES

1. (1) "The 3FMS Concept for Airborne Separation Insurance Systems" by Daniel Ferro and Gerard Saint Oil (Human Computer Interaction Conference (HCI) -AERO 2000, Toulouse, October 2000)
2. (2) US 6,278,396

Claims (13)

1. Device onboard an aircraft providing assistance in the absence of air control by blind broadcasting, within the context of IFBP and TIBA procedures, having means for transmission on a dedicated frequency of blind broadcast messages intended for all aircraft in VHF range, the device comprising:

   - means (12) for receiving on said dedicated frequency at least one blind broadcast message transmitted by at least one aircraft in the vicinity (10),

   - means (14) for filtering blind broadcast messages from aircraft not liable to cross the route of said aircraft or which are separated therefrom by a distance greater than that which would require a more precise evaluation of a conflict risk,

   - means (16) of inputting relevant data for the blind broadcast message, transmitted by at least one aircraft in the neighbourhood (10), using a keyboard,

   - means (18) of calculating the estimated current position, of the path being followed, and the direction of flight along this path of the aircraft in the neighbourhood, extrapolated from data within the blind broadcast message and

   - means (20) for concomitant display of the extrapolated position and path of the aircraft in the neighbourhood, and the current position of the aircraft on which the said device is installed.
2. Device according to claim 1, also comprising a warning device (22) controlled by calculation means (18) to signal a risk of conflict between the aircraft in the neighbourhood and the aircraft on which the device is installed.
3. Device according to either claim 1 or 2, in which inputting means (16) include a keyboard for manual input of blind broadcast message data.
4. Device according to any one of the above claims, in which the display means (20) include a MCDU (Multipurpose Control Display Unit) type unit.
5. Device according to any one of the above claims comprising means for providing pilot assistance in inputting the path of an aircraft in the neighbourhood.
6. Device according to any one of the above claims comprising means for providing assistance in updating data for an aircraft in the neighbourhood.
7. Aircraft, that is fitted with the device as claimed in any one of the above claims.
8. Method for providing pilot assistance in the absence of air control comprising a transmission stage on a dedicated frequency of blind broadcast messages intended for all aircraft in VHF range, the method comprising the following steps:

   - radio reception of at least one blind broadcast message on a dedicated frequency,

   - filtering of blind broadcast messages from aircraft that are not likely to cross the route of the said aircraft, or for which the separation distance from the route is so large that there is no point in making a more precise estimate of the risk of conflict,

   - inputting at least one blind broadcast message on a data keyboard (16), transmitted by at least one aircraft in the neighborhood (10), the blind broadcast message including at least one airway data item, one data item defining a first flight position, a first time data item defining the instant at which the first flight position is reached, a second flight position data item, in the future, and a second estimated time data item defining the instant at which the second flight position will be reached,

   - calculation of at least one extrapolated position of the aircraft in the neighborhood, starting from data in the blind broadcast message,

   - concomitant display of the extrapolated position of the aircraft in the neighborhood and the position of the aircraft in which the process is being used.
9. Method according to claim 8, in which a current extrapolated position is calculated, that is an intermediate position between the first and second positions of the last blind broadcast message.
10. Method according to either claim 8 or 9, in which the ground speed of the aircraft is calculated starting from a distance separating the first and second flight positions of the aircraft in the neighborhood along the airway, and as a function of a duration separating the first and second time data, and in which a position of the aircraft is calculated in the neighborhood along the airway, as a function of the first flight position, the flight ground speed and as a function of current time data.
11. Method according to claim 10, in which a current intermediate extrapolated position of one or several aircraft in the neighborhood is calculated continuously.
12. Method according to any one of claims 8 to 11, in which a current extrapolated position of the aircraft in the neighborhood is compared with the current position of the aircraft in which the method is used, and a signal is triggered when the vertical and horizontal components of the distance between these positions are less than determined set values.
13. Method according to claim 12, used with the first and second positions of the aircraft in the neighborhood, each comprising altitude data and in which the altitude data is used in the calculation of the vertical and horizontal components of the distance between aircraft positions.

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