Abstract: The method of generating a secure flight plan portion in the event of depressurization corresponding to a time-conditioned descent profile that may include a succession of levels, comprises: a step of defining a first point of the flight plan, called non-return point, denoted NRP, and a second point of the flight plan, called EOZ, the two points delimiting a portion of the flight plan plotted above an area identified as “with risks”; a step of defining two radials in the horizontal plane respectively passing through the first and the second points; a step of determining a first flight plan portion comprising the definition of a lateral offset angle from the original flight plan; a step of determining a vertical descent profile; a step of displaying time markers indicating the exhaustion of the oxygen reserve.

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, an interface giving the favoured airports for diversion according to pre-established criteria or determined in r

Abstract: The invention relates to a method for optimizing the flight of an aircraft comprising a flight management system, the said flight management system using a first cost index (CI1) and calculating a first speed setpoint (V1) on the basis of the first cost index (CI1), the said flight management system calculating (11), furthermore, a first prediction of remaining flight time (T1) and a first prediction of fuel consumption (EFOB1) on the basis of the first speed, the said method being characterized in that it comprises, furthermore, the following steps: the selection of a second cost index (CI2), the calculation (12) by the flight management system of a second speed setpoint (V2) on the basis of the second cost index (CI2), of a second prediction of remaining flight time (T2) and of a second prediction of consumption (EFOB2) on the basis of the second speed (V2), the calculation (13) of a discrepancy (?V) between the first and the second speed, of a discrepancy (?T) between the first prediction of remaining f

Abstract: A method is disclosed for plotting a trajectory portion (6, 6?), using flight management means of an aircraft, and linking a known position (7) of the aircraft to a point in space (4), denoted the “exit point”. A circular arc is defined, the coordinates of whose centre (1) are known, comprising two ends (3, 4) of known coordinates, one end of which is the exit point (4). The position of a transition point (5) is determined which is situated on the arc. The trajectory (6, 6?) by the flight management means of the aircraft is automatically plotted. The trajectory is successively linking the known position (7) of the aircraft, and the transition point (5) and the exit point (4).

Abstract: The invention relates to a navigation aid method and device for an aircraft. The aircraft occupies a position PPOS outside its flight plan and seeks to rejoin the flight plan. The flight plan includes a succession of waypoints. A waypoint WPTi is called sequenced once the aircraft has passed by the waypoint WPTi at a lateral distance within the limits of the fixed sequencing conditions. The next unsequenced waypoint is called the active waypoint. The method includes the computation of at least one path to rejoin the flight plan from the current position PPOS, the computation of a potential active waypoint in the flight plan based on a rejoining path, the display of the potential active waypoint, if the pilot confirms the potential active waypoint, the sequencing of the waypoints situated upstream of the potential active waypoint, the said potential active waypoint becoming the new active waypoint.

Abstract: The method of optimizing the exit of an aircraft traversing for a known duration (D) a holding circuit forming a racecourse comprising two parallel branches of the same distance, the branches being traversed in a first time (t1), and two arcs of the same radius linking respectively the ends of each branch, the two arcs being traversed in a second time (t2), the holding circuit comprising an exit point situated at the end of one of the branches is characterized in that the distance of the branches of the holding circuit for the last two loops performed are adjusted so that the aircraft is substantially in proximity to the exit point when the duration (D) has elapsed.

Abstract: The flight management computer discloses and carried onboard an aircraft can be programmed with a newly apparent speed constraint while it ensures the guidance of the aircraft in the course of a landing runway approach. It then takes account of the speed constraint by using it as target speed, when it is greater than an instruction speed which depends on the number of extended flap settings and which corresponds to the addition of a further flap setting. If appropriate, the speed constraint may be bounded below, thus making it possible to remain within the limits of the flight domain of the aircraft in its configuration at the time.

Abstract: The invention relates to a method for calculating a diversion flight plan making it possible to define at least one diversion airport to have the associated predictions on the corresponding diversion flight plan. The invention also relates to a device comprising means implementing the method according to the invention. The device according to the invention makes it possible to change, in the course of the flight, the said waypoint from which the diversion flight plan is calculated. The method according to the invention furthermore calculates the last possible diversion point on the flight plan, based on the fuel predictions.

Abstract: The invention relates to a method for aiding the setting of the barometric altitude of an aircraft equipped with a means (11, 12) for determining the altitude not using the barometric pressure, determining with the aid of the means (11, 12) for determining the altitude an altitude (Zv, Zi, Zr, Zh) and its relative precision (Pzv, Pzr), comparing the determined altitude (Zv, Zi, Zr, Zh) with a barometric altitude measured aboard the aircraft, generating an alert when the discrepancy between the determined altitude (Zv, Zi, Zr, Zh) and the measured barometric altitude exceeds a predefined value and proposing a barometric altitude setting value.

Abstract: The invention relates to a method of automatically managing the flight of an aircraft in turbulent air comprising notably the determination of the current speed (Vc), of an optimal turbulence speed (Vt), of a current thrust value (P). The data relating to a turbulence is acquired. An optimal turbulence speed is determined. Measuring a deviation (?) between the current speed (Vc) and the turbulence speed (Vt). Comparing the deviation (?) and a maximum deviation value (?max). Iterating k times of the previous three steps, to determine whether the deviation (?) is greater than the maximum deviation (?max) for the kth consecutive time, and the readjustment of the current thrust (P) so as to reduce the deviation (?) to a value less than that of the maximum deviation (?max) and to make the current speed (Vc) converge to the turbulence speed (Vt).

Abstract: The present invention relates to a method for estimating the touchdown point of the wheels of an aircraft on a landing runway and the distance to be traveled by the aircraft on the runway from the touchdown point to reach a controlled speed below which it can perform any maneuver on the ground. The method comprises an in-flight step of estimating a height and a speed of passage above the threshold of the runway. It also comprises an in-flight step of estimating the touchdown point of the wheels of the aircraft on the landing runway and the distance to be traveled to reach the controlled speed, on the basis of the estimation of the height and the speed of passage above the threshold of the runway. It also comprises a step while going on the runway of estimating the distance to be traveled from the real touchdown point to reach the controlled speed, taking account of the braking forces provided by the brakes, the airbrakes and the thrust reversers.

Abstract: The invention relates to a method for automatic detection of turbulence by a second aircraft, by information exchange between the second aircraft and at least a first aircraft. The first aircraft has means for transmitting information and the second aircraft has means for receiving the information transmitted by the first aircraft. The method includes the identification of information about turbulence liable to be encountered by the second aircraft, by analyzing the information received from the first aircraft. An alarm is activated on the basis of the turbulence information.

Abstract: The invention relates to a device for assisting in the navigation of an aircraft in an airport zone comprising a surface navigation system and means of acquiring in real time, while navigating on the ground or in flight, new information or temporary information relating to the navigation in the airport zone. The surface navigation system uses information relating to the navigation in the airport zone. The information is previously stored in a database on board the aircraft. The device includes means for decoding and analysing the new or temporary information relating to the navigation in the airport zone, means of filtering the information according to the airport concerned and the validity date of the information, means of correlating the information with the information previously stored, and means of displaying the information.

Abstract: This system ensures autonomous protection of an aircraft against deliberate crashes resulting from a malicious act of a person on board or a trajectory error. It comprises a prohibited zone anti-penetration (cons. anti-collision) rig OAPS (54) operating in the manner of a terrain anti-collision rig TAWS (51) but intervening at the level of the flight controls (12) so as to impose an avoidance trajectory on the aircraft (83) when the need therefor is felt. This prohibited zone anti-penetration (cons. anti-collision) rig OAPS (54) uses a database (60) holding information about the prohibited zones and a system for positioning (106, 306) of the aircraft (83). Supplemented with a terrain anti-collision rig TAWS (51) and a rig for protection of the limits of the flight domain FELPS (53), it makes it possible to produce a very complete flight protection system.

Abstract: This attitude indicator comprises a display device (11) with screen (110), producing on a screen background (4, 5), a three-dimensional aircraft silhouette (3), mobile according to the three axes of rotation and viewed from the rear, according to attitude angles which correspond to the attitude angle measurements received by onboard instruments and which are referenced with respect to an aircraft datum having a roll axis perpendicular to the surface of the screen and pitch and yaw axes in the plane of the screen, one, the pitch axis, being horizontal and the other, the yaw axis, vertical. It has the advantage of affording the crew a concrete view of the attitude of the aircraft enabling piloting to be rendered more natural and more intuitive, and hence safety to be improved.