Abstract: In the field of air navigation, a computer-implemented method includes loading an initial active flight plan for an aircraft comprising a first approach procedure to a runway up to a missed approach point ending between the missed approach point and a final point; loading a secondary flight plan comprising an approach procedure to the runway between the missed approach point and the runway, and a second missed approach procedure at the end of the approach, and ending at a second final point; receiving an instruction from an operator of the aircraft to link the initial active flight plan and the secondary flight plan; in the event of a go-around by the operator at the latest at the missed approach point, activating the missed approach procedure; otherwise, automatically selecting the secondary flight plan as active flight plan and activating the second approach.

Abstract: A method and system is provided for determining the compatibility of an approach, to a landing runway, with an angular guidance mode, the approach being compatible with a linear guidance mode, the angular guidance being characterized by a lateral angle of precision, the linear guidance being characterized by a lateral divergence of precision. The method is implemented on a flight management system deployed aboard an aircraft and comprising a first step of determining a first distance representative of a maximum distance of use of the angular guidance, on the basis of the lateral angle of precision and of the lateral divergence of precision.

Abstract: The management system plots the route to be flown in a flight plan, at least partially, by a chaining of published navigation procedures accessible from a NavDB navigation database and constituted of sequences of waypoints and/or turn points associated with specific flight constraints. It comprises a mirror memory storing the latest versions of the published navigation procedures, modified by the crew of the aircraft during the progress of the flight plan and means of substituting these latest versions stored in the mirror memory for the published versions of the navigation procedures during a change in the route predicted in the flight plan obtained by a new chaining of navigation procedures, some of which are taken from the preceding chaining. This makes it possible, during a change of navigation procedure, to take account of specific flight constraints already entered during the progress of the flight but not appearing in the published navigation procedures.

Abstract: A method and system is provided for determining the compatibility of an approach, to a landing runway, with an angular guidance mode, the approach being compatible with a linear guidance mode, the angular guidance being characterized by a lateral angle of precision, the linear guidance being characterized by a lateral divergence of precision. The method is implemented on a flight management system deployed aboard an aircraft and comprising a first step of determining a first distance representative of a maximum distance of use of the angular guidance, on the basis of the lateral angle of precision and of the lateral divergence of precision.

Abstract: An optical device comprises a semiconductor optical amplifier with an optical signal input and a current supply anode connected to an output of a current supply circuit, and a control circuit comprising a first input connected to this current supply anode and an output connected to a control input of this current supply circuit, and arranged for determining a voltage across the semiconductor optical amplifier and for authorizing the current supply circuit to supply the semiconductor optical amplifier with a current when this determined voltage becomes greater than a chosen threshold.

Abstract: The invention relates to a method for formulating the strategy of an aircraft, with a view to favouring adherence to a time constraint. With this aim, the method according to the invention consists in optimizing the margin available for the formulation of the aircraft's speed strategy, by calculating a first target required time of arrival (RTAtarget) which is higher, respectively lower, than the required time of arrival (RTA), in the case where said required time of arrival (RTA) is greater, respectively less, than the mean estimated time of arrival (ETAmean). According to the invention, the first target required time of arrival (RTAtarget) is used for the formulation of the aircraft's speed strategy. According to the invention, a second target required time of arrival (RTAtarget2) can be determined subsequently, and used for the formulation of the speed strategy, with the aim of utilizing the margin, previously optimized, available for the formulation of the aircraft's speed strategy.

Abstract: A monolithic integrated structure comprising a buried heterostructure semiconductor optical amplifier and a deep ridge optical receiver comprising such structure are disclosed.

Abstract: A method for assisting in the navigation of an aircraft comprises steps of calculating and displaying a linear deviation on a first linear section and an angular deviation on a second angular section. The method comprises a step of calculation of an anticipated deviation of the aircraft, expressed linearly or angularly, projected to a time DT, characteristic of a reaction time of the aircraft, and of a statistical error distribution associated with this anticipated deviation; and a step of calculation of a probability of exceeding a predetermined target deviation, by means of the anticipated deviation and of the statistical error distribution. The method also comprises a crew alert when the probability is above a predetermined threshold.

Abstract: A method for assisting in the navigation of an aircraft comprises steps of calculating and displaying a linear deviation on a first linear section and an angular deviation on a second angular section. The method comprises a calculation step for converting an angular deviation into an equivalent linear deviation, and, conversely, converting a linear deviation into an equivalent angular deviation. The method comprises a step of graphic representation, called unified monitoring, intended for the crew, of a deviation of the aircraft, on a lateral deviation axis and a vertical deviation axis; each of the deviations, lateral and vertical, being able to be represented on a linear scale, an angular scale or a mixed scale.

Abstract: A method and system for aiding piloting when selecting a trajectory of approach of an airport or airfield, implemented on at least one processor, includes a first step of selecting a landing airport or airfield, and a second step of determining, for said landing airport or airfield, all or part of the possible trajectories of approach associated with a landing runway, on the basis of a database of the airports or airfields. A third step determines, for at least one of the possible approaches, whether or not said approach is compatible with an angular guidance mode, by geometrical analysis of the approach; and a fourth step displays all of said possible approaches, for said landing airport or airfield, and of displaying the compatibility with said angular guidance mode for the approaches analyzed.

Abstract: The present invention relates to a method and a device for centralized management of tasks to be carried out by a crew in the course of an aircraft flight. The method uses onboard navigation aid systems, such as a flight management system, a system for managing in-flight alerts for the implementation of the following steps: creation of a task by the flight management system; scheduling of the tasks by a system for managing alerts; and task execution by the system for managing alerts.

Abstract: The invention relates to a device for assisting in the choice of a diversion airport for an aircraft piloted by a crew (200), said aircraft comprising a flight management system including location means (207) calculating the position of the aircraft, said device comprising a navigation database (202) and a performance database (203) of the aircraft, said device being characterized in that it comprises a company database (201) comprising airports and characteristics of said airports, means (205) of calculating a list of airports, called candidate airports, from the airports in the company database, from the navigation database and from the selected characteristics by the crew, means (204) for calculating remaining flight time and fuel consumption predictions for each of the candidate airports from the position of the aircraft, from weather conditions and from the performance database, and an interface giving the favored airports for diversion according to pre-established criteria or determined in real time usi

Abstract: A method of managing a flight procedure of an aircraft flight plan, which has at least one segment, includes a step in which an additional attribute of the segment representative of a compulsory or optional nature of the flight of said segment is dynamically selected.

Abstract: A method for aiding the management of an aircraft flight according to an active flight plan receiving a control clearance transmitted at a current time includes a step of computing a reception flight plan based on the said control clearance, a step of storing the said reception flight plan in a memory space dedicated to the said reception flight plan. The method also includes, prior to the step of computing a reception flight plan: a step of determining the time, called the recognition time, assumed to have to elapse between the current time and a time at which the said control clearance is assumed to be recognized; a step of attribution, to the said control clearance, of a destination flight plan as a function of the recognition time, the said destination flight plan being the temporary flight plan when the recognition time is included in a first time slot and the destination flight plan being a secondary flight plan when the recognition time is included in a second time slot longer than the first time slot.

Abstract: A monolithic integrated structure comprising a buried heterostructure semiconductor optical amplifier and a deep ridge optical receiver comprising such structure are disclosed.

Abstract: A method for assisting in the navigation of an aircraft comprises steps of calculating and displaying a linear deviation on a first linear section and an angular deviation on a second angular section. The method comprises a step of calculation of an anticipated deviation of the aircraft, expressed linearly or angularly, projected to a time DT, characteristic of a reaction time of the aircraft, and of a statistical error distribution associated with this anticipated deviation; and a step of calculation of a probability of exceeding a predetermined target deviation, by means of the anticipated deviation and of the statistical error distribution. The method also comprises a crew alert when the probability is above a predetermined threshold.

Abstract: A method for assisting in the navigation of an aircraft comprises steps of calculating and displaying a linear deviation on a first linear section and an angular deviation on a second angular section. The method comprises a calculation step for converting an angular deviation into an equivalent linear deviation, and, conversely, converting a linear deviation into an equivalent angular deviation. The method comprises a step of graphic representation, called unified monitoring, intended for the crew, of a deviation of the aircraft, on a lateral deviation axis and a vertical deviation axis; each of the deviations, lateral and vertical, being able to be represented on a linear scale, an angular scale or a mixed scale.

Abstract: The invention relates to the field of civil aviation and, more specifically, relates to the flight management systems, more commonly known by the English acronym FMS. The method for assisting in the management of the flight of an aircraft in order to keep to a time constraint according to the present invention allows for a control of the keeping to the time constraint that presents a rapid dynamic, by avoiding as far as possible having the estimated time of arrival (ETA) at a particular point (P) able to drift relative to a required time of arrival (RTA) at said particular point (P), thanks to the use of a maneuvering margin (M) granted to the guidance module of the aircraft.

Abstract: A method is provided for assisting in rejoining a vertical descent trajectory that an aircraft is assumed to have to follow, using a flight management system FMS embedded onboard the aircraft, and includes the following steps: calculation of a vertical deviation VDEV, in the vertical plane, between the aircraft and the vertical descent trajectory, and comparison between the vertical deviation VDEV and a predetermined deviation threshold SVDEV; when the vertical deviation VDEV reaches the deviation threshold SVDEV, a step during which the activation of an optimized mode for catching up on the vertical descent trajectory is authorized; if the optimized mode for catching up on the vertical descent trajectory is activated, piloting of the aircraft by the flight management system FMS in optimized catch-up mode, that is to say at minimum thrust with a target rejoining speed in level VCRP and a target rejoining speed in downward trajectory, the target rejoining speed in level VCRP being equal to the maximum L/D rati

Abstract: The present invention relates to a method for changing the path followed by an aircraft, the aircraft initially following a predefined path on the basis of a sequence of waypoints, the method allowing a subsequent return of the aircraft to the predefined path in the same direction or in the reverse direction. The method allows a possible return of the aircraft to the predefined path in the same direction such that the waypoints of the predefined path are projected onto a new path according to a projection function ensuring that the order of the sequence of the projected image points complies with the order of the sequence of the original waypoints. The projection of a waypoint already reached by the aircraft also is considered as having been reached. The projections of the waypoints on the new path are considered reached by the aircraft progressively as the latter progresses along the new path.