Abstract: Power management circuitry includes a power management circuitry having a handshake watchdog (HWD) timer and configured to, upon a reset, set the HWD timer to a maximum delay time allowed between an initial wakeup request received at a first input and a qualified wakeup request expected at a second input and configured to start the HWD timer counting in response to the initial wakeup request. Processing circuitry includes a wakeup signal aggregator configured to receive wakeup signals from internal and external wakeup events and to provide a notification of an occurrence of a wakeup event. The notification is provided as the initial wakeup request. A low power mode sequencer configured to initiate a low power mode exit sequence in response to the notification from the wakeup signal aggregator and to provide the qualified wakeup request as a result of performing at least a portion of the exit sequence.

Abstract: A flight management system of an aircraft is provided allowing notably the calculation of a trajectory over the terrestrial globe. The calculation of a trajectory is carried out with respect to a true North, true North being a navigation term referring to the direction of the geographical North pole with respect to a given position. When the current or estimated position of the aircraft is level with the pole, it then becomes impossible to define true North, true North being defined in all the directions or in no direction, depending on the calculation facilities used. The flight management system makes it possible to use a single calculation procedure whatever the current position or the position to be reached of the aircraft on the terrestrial globe.

Abstract: The method concerns monitoring the approach phase of an aircraft to a runway. This method includes determining successive gateways of the aircraft relative to at least one characteristic point of an approach flight plan of the aircraft or relative to the landing location, and measuring the aircraft speed upon crossing a given gateway. The method further comprises computing a minimum deceleration distance up to a predetermined target speed associated with the gateway following said given gateway, the minimum deceleration distance being an estimated flight distance corresponding to the speed reduction of the aircraft from the measured speed to said target speed; comparing the computed minimum deceleration distance with the distance remaining to be flow to the following gateway; and generating an alert, intended for the aircraft crew, when the distance remaining to be flown to the following gateway is smaller than the computed minimum deceleration distance.

Abstract: The method concerns monitoring the approach phase of an aircraft to a runway. This method includes determining successive gateways of the aircraft relative to at least one characteristic point of an approach flight plan of the aircraft or relative to the landing location, and measuring the aircraft speed upon crossing a given gateway. The method further comprises computing a minimum deceleration distance up to a predetermined target speed associated with the gateway following said given gateway, the minimum deceleration distance being an estimated flight distance corresponding to the speed reduction of the aircraft from the measured speed to said target speed; comparing the computed minimum deceleration distance with the distance remaining to be flow to the following gateway; and generating an alert, intended for the aircraft crew, when the distance remaining to be flown to the following gateway is smaller than the computed minimum deceleration distance.

Abstract: A flight management system of an aircraft is provided allowing notably the calculation of a trajectory over the terrestrial globe. The calculation of a trajectory is carried out with respect to a true North, true North being a navigation term referring to the direction of the geographical North pole with respect to a given position. When the current or estimated position of the aircraft is level with the pole, it then becomes impossible to define true North, true North being defined in all the directions or in no direction, depending on the calculation facilities used. The flight management system makes it possible to use a single calculation procedure whatever the current position or the position to be reached of the aircraft on the terrestrial globe.

Abstract: An FMS flight management computer equipping an aerodyne, complies with a constraint, in particular an altitude constraint, of the flight plan (Dpv) at an imposed waypoint close to the position of the aerodyne at the moment of instigation of its automatic flight plan following function. It consists in validating, in advance, such a constraint by projecting itself into a near future by way of a forecast (Pt) of the displacement of the aerodyne taking account of the motion of the aerodyne during the transition between the instances of application of the flight presets prevailing before the instigation of the automatic following function and those newly provided by the FMS flight computer (30) during this instigation.

Abstract: The present invention relates to a method of generating instruction values for servo-controlling a flight parameter P of an aircraft equipped with an automatic pilot, between a current value C and a target value T. It comprises a phase for determining increasing or decreasing instruction values PC of the flight parameter P and instruction values ( ? P ? t ) C of its time derivative and/or (?Pdt)C of its integral. It also comprises a phase of use, by a servo-control law of the parameter P of the automatic pilot, of each of the instruction values PC, ( ? P ? t ) C and/or (?Pdt)C. It also comprises a phase of use, by the automatic pilot, of the value T as final target value. The instruction values PC, ( ? P ? t ) C and/or (?Pdt)C are calculated from the current value C, the target value T of the parameter P and a time constant ?.

Abstract: The present invention relates to compliance, by the FMS flight management computer equipping an aerodyne, with a constraint, in particular an altitude constraint, of the flight plan (Dpv) at an imposed waypoint close to the position of the aerodyne at the moment of instigation of its automatic flight plan following function. It consists in validating in advance such a constraint by projecting itself into a near future by means of a forecast (Pt) of the displacement of the aerodyne taking account of the motion of the aerodyne during the transition between the instances of application of the flight presets prevailing before the instigation of the automatic following function and those newly provided by the FMS flight computer (30) during this instigation.