Abstract: A method for determining an optimized trajectory to be followed by an aircraft, the method being implemented by a determining system of the aircraft and comprising: a first step for acquiring at least one constraint relative to at least one parameter of the trajectory to be followed, the constraint being determined by a control system of a remote station as a function of the air traffic and/or the aircraft mission; a step for calculating a desired trajectory as a function of the constraint; a step for transmitting the desired trajectory to the remote station; a second step for acquiring an instruction comprising an authorization to follow the desired trajectory or a refusal of the desired trajectory.

Abstract: Various methods for regulating and/or for integrating avionic systems with non-avionic systems are described. An avionic system is generally associated with a physical fault rate that is lower and a logic verification that is higher than those of a non-avionic system. Developments describe notably the use: of remote computing resources; of comparison, test, verification and authorization steps before injection of data of non-avionic origin into the avionics; of human-machine interaction methods; of various parameters (weather, air traffic, etc.) for the purpose of combinatorial optimization; and of electronic flight bags EFB and of flight management systems FMS.

Abstract: A method for determining an optimized trajectory to be followed by an aircraft, the method being implemented by a determining system of the aircraft and comprising: a first step for acquiring at least one constraint relative to at least one parameter of the trajectory to be followed, the constraint being determined by a control system of a remote station as a function of the air traffic and/or the aircraft mission; a step for calculating a desired trajectory as a function of the constraint; a step for transmitting the desired trajectory to the remote station; a second step for acquiring an instruction comprising an authorization to follow the desired trajectory or a refusal of the desired trajectory.

Abstract: A navigational aid method of an aircraft, carried out by a flight management system, for comparing a reference trajectory of the aircraft subjected to a wind vector field with a new trajectory between the same starting and end points, respectively, the method comprises: determining the reference trajectory, determining the new trajectory, loading meteorological data, determining a directional surface, delimited by a directional closed curve, consisting of the new trajectory, from the starting point to the end point, closed by the opposite of the reference trajectory from the end point to the starting point, determining a wind curl on the basis of the wind vector field, determining a flow of the wind curl through the surface, a positive value of flow indicating that the new trajectory makes better use of the wind load, a negative value of flow indicating that the new trajectory makes less effective use of the wind load.

Abstract: Various methods for regulating and/or for integrating avionic systems with non-avionic systems are described. An avionic system is generally associated with a physical fault rate that is lower and a logic verification that is higher than those of a non-avionic system. Developments describe notably the use: of remote computing resources; of comparison, test, verification and authorization steps before injection of data of non-avionic origin into the avionics; of human-machine interaction methods; of various parameters (weather, air traffic, etc.) for the purpose of combinatorial optimization; and of electronic flight bags EFB and of flight management systems FMS.

Abstract: A method for determining a minimum-thrust descent and rejoining profile in respect of a target point by an aircraft comprises a first step of computing an energy differential of the aircraft in the air ?Ea between a first initial state of the aircraft at an initial geodesic point Qi and a second final state of the aircraft at the final arrival target point Qf. The method comprises a second step of adjusting an adjustable modelled profile of altitude hm(t) and of air speed Vam(t) of the aircraft with the aid of parameters so the adjusted modelled profile of altitude h(t) and of air speed Va(t) of the aircraft ensures the consumption of the variation of energy of the aircraft in the air ?Ea in a fixed required timespan ?trequired and a fixed required altitude variation tf?ti in the required time timespan, the aircraft operating permanently in an engine regime with constant and minimum thrust.

Abstract: A method of automatic determination of a descent and approach profile for an aircraft is based on a backward computation of propagation of a state of the aircraft along segments S(i) from a backward computation start point to the start point DECEL of onset of the deceleration of the aircraft. The method of automatic determination comprises for each segment S(i) a step of determining an optimal speed VOPT(i) of the aircraft over the range of speeds of the next aerodynamic configuration C(j+1) to be implemented as a function of a predetermined deceleration strategy and/or of predetermined constraints inherent in the flight procedure or introduced by the pilot in his flight plan.

Abstract: A method for determining a minimum-thrust descent and rejoining profile in respect of a target point by an aircraft comprises a first step of computing an energy differential of the aircraft in the air ?Ea between a first initial state of the aircraft at an initial geodesic point Qi and a second final state of the aircraft at the final arrival target point Qf. The method comprises a second step of adjusting an adjustable modelled profile of altitude hm(t) and of air speed Vam(t) of the aircraft with the aid of parameters so the adjusted modelled profile of altitude h(t) and of air speed Va(t) of the aircraft ensures the consumption of the variation of energy of the aircraft in the air ?Ea in a fixed required timespan ?trequired and a fixed required altitude variation tf?ti in the required time timespan, the aircraft operating permanently in an engine regime with constant and minimum thrust.

Abstract: A method of automatic determination of a descent and approach profile for an aircraft is based on a backward computation of propagation of a state of the aircraft along segments S(i) from a backward computation start point to the start point DECEL of onset of the deceleration of the aircraft. The method of automatic determination comprises for each segment S(i) a step of determining an optimal speed VOPT(i) of the aircraft over the range of speeds of the next aerodynamic configuration C(j+1) to be implemented as a function of a predetermined deceleration strategy and/or of predetermined constraints inherent in the flight procedure or introduced by the pilot in his flight plan.

Abstract: A navigational aid method of an aircraft, carried out by a flight management system, for comparing a reference trajectory of the aircraft subjected to a wind vector field with a new trajectory between the same starting and end points, respectively, the method comprises: determining the reference trajectory, determining the new trajectory, loading meteorological data, determining a directional surface, delimited by a directional closed curve, consisting of the new trajectory, from the starting point to the end point, closed by the opposite of the reference trajectory from the end point to the starting point, determining a wind curl on the basis of the wind vector field, determining a flow of the wind curl through the surface, a positive value of flow indicating that the new trajectory makes better use of the wind load, a negative value of flow indicating that the new trajectory makes less effective use of the wind load.

Abstract: A navigation aid method for an aircraft flying a reference trajectory between a point of departure and a point of arrival subject to a field of wind vectors comprises: decomposing the reference trajectory into a plurality of discrete waypoints Pi, loading meteorological data comprising the field of wind vectors, iterating the following steps N times, to generate an improved trajectory: for each waypoint Pi named current point, determining a reference plane, determining an orthonormal reference frame, determining a wind curl ((?W)Pi), determining a sign of the projection of the wind curl on axis zi ((?W)zi Pi), determining a direction of displacement from the current point Pi to a new current waypoint Pi?, determining a line of displacement, determining a displacement distance, determining the new current waypoint, determining a new trajectory, assigning the new waypoints Pi? determined in the preceding iteration to the waypoints Pi for the next iteration.

Abstract: A method and device establishes trajectory planning, predictions and guidance so as to obtain the satisfaction of a time constraint (RTA). This objective is achieved by undertaking a computation of a trajectory up to the point where the flypast time constraint applies, on the basis of a profile of altitude and speeds, and then by computing the profile of speeds and altitudes making it possible, throughout the computed trajectory, to comply with the RTA. The method is also a method for readapting the trajectory and the vertical profile when during a mission, the data outside the aeroplane have caused the time predictions to drift and the constraint is no longer complied with under the initial speeds and trajectory assumptions.

Abstract: Method for generating a flight speed profile of an aircraft (100) according to an RTA constraint, characterized in that it permanently calculates, at any point of the flight plan, a speed setpoint V?(X) of the aircraft determined on the basis of reference speed profiles, comprising at least a minimum speed profile Vmin(X), and a maximum speed profile Vmax(X). The method can also take into account an optimum speed profile Vopt(X) determined, for example, on the basis of a cost or performance index.

Abstract: A method and device establishes trajectory planning, predictions and guidance so as to obtain the satisfaction of a time constraint (RTA). This objective is achieved by undertaking a computation of a trajectory up to the point where the flypast time constraint applies, on the basis of a profile of altitude and speeds, and then by computing the profile of speeds and altitudes making it possible, throughout the computed trajectory, to comply with the RTA. The method is also a method for readapting the trajectory and the vertical profile when during a mission, the data outside the aeroplane have caused the time predictions to drift and the constraint is no longer complied with under the initial speeds and trajectory assumptions.

Abstract: Method for generating a flight speed profile of an aircraft (100) according to an RTA constraint, characterized in that it permanently calculates, at any point of the flight plan, a speed setpoint V?(X) of the aircraft determined on the basis of reference speed profiles, comprising at least a minimum speed profile Vmin(X), and a maximum speed profile Vmax(X). The method can also take into account an optimum speed profile Vopt(X) determined, for example, on the basis of a cost or performance index.