Airbus Operations (s.a.s.)

Airbus France

Airbus (sas)

Ecole Nationale De L'aviation Civile (e.n.a.c.)

Airbus Operations (sas) Toulouse

Airbus Operations Gmbh

Ecole Nationale De L'aviation Civile

Jean Muller

Thierry Bourret

Florent Lanterna

Marie-Claire Moune

Xavier Dal Santo

Pascale Louise

Jean-Damien Perrie

Nicolas Potagnik

Christophe Poujol

Sylvain Raynaud

Franck Delaplace

Pierre Neri

Christophe Macabiau

Stéphane Delannoy

Guilhem Puyou

Didier Ronceray

Laurent Azoulai

Charles Renault Leberquer

Malika Essadouni

Stéphane Cote

Lilian Ronceray

Simon Oudin

Julien Fontan

Mathieu Faurie

Rémi Bellouard

Mathieu Brunot

Gilles Tatham

Mathieu Galy

Daniel Zapata-Arenas

Didier Graves

Maxime Keller

A method and system allowing fully autonomous automatic take-off using only images captured by cameras on the aircraft and avionics data. The system includes an image capture device on the aircraft to take a stream of images of the runway, image processing modules to estimate, on the basis of the streams of images, a preliminary current position of the aircraft on the runway and to assign a preliminary confidence index to the estimate. A data consolidation module can determine a relevant current position of the aircraft on the runway by consolidating data originating from the image processing modules with inertial data to correct the estimate of the preliminary current position and determine a relevant confidence index using a current speed of the wheels of the aircraft to refine the preliminary confidence index. A flight control computer can control and guide aircraft take-off.

Method and system allowing automatic take-off of an aircraft

A method and device for aiding piloting of an aircraft during an approach phase for the purpose of landing. The device includes a guidance system for guiding the aircraft according to a first guidance mode during an initial phase upstream of a transition point, then guiding the aircraft according to a second guidance mode during a terminal phase between the transition point and the landing, the device further including a computing system for automatically computing the coordinates of the transition point, the guidance system also configured for automatically disabling the second guidance mode upstream of the transition point.

Method and a device for aiding piloting of an aircraft during an approach phase for landing

A method and a system for controlling an emergency descent of an aircraft. The system () includes a unit () for detecting an emergency situation, a unit () for calculating a usual emergency descent command, a unit () for calculating a limited emergency descent command, a selection unit () configured for selecting the usual emergency descent command or, if application conditions are met and if the limited descent command is less than said usual emergency descent command and greater than a regulation emergency descent command, selecting the limited emergency descent command, and a unit () for application, to the aircraft, of the selected emergency descent command.

Method and system to control emergency descent of aircraft

A method is described for aiding the piloting of an airplane by ensuring availability of an automatic pilot that is normally controlled as a function of speed information of the airplane when the speed information is lost. The method includes detecting a loss of the speed information of the airplane. In response to the detection of the loss of the speed information, the method includes determining flight data of the airplane being independent from the speed information of the airplane, determining control parameters from the flight data, and controlling the automatic pilot based on the control parameters and without the speed information of the airplane. The automatic pilot includes an automatic piloting system or a flight director.

Automatic method and device for aiding the piloting of an airplane

Energy protection device for an aircraft. The device () comprises units () for automatically deactivating an energy protection function, if a return of the aircraft to an operational flight domain is detected after the activation of this protection function, and for automatically managing an autothrust (), if at least one of the following conditions is satisfied: a relaxing of a control member is detected, and the angle of attack of the aircraft is below a predetermined threshold.

Energy protection device for an aircraft

A method and system for managing automatic guidance of an aircraft during a complete engine failure. Said system includes means for monitoring engines so as to be able to detect a complete failure of the engines; means for detecting whether the aircraft is in flight; means for detecting whether the aircraft is in a different guidance mode from a guidance mode configured to make the aircraft descend with a reduced engine thrust and a fixed speed; and control means for automatically bringing guidance means of the aircraft into a guidance configuration compatible with the situation associated with the complete failure of the engines.

Method and system for managing automatic guidance of an aircraft during a complete engines failure

A device comprising a display unit which is configured to display, on a screen of the cockpit of the aircraft, a pitch bar illustrating a pitch order and means for adapting the direct gain of the pitch law used to the effective manual behavior of the pilot in order to obtain a homogeneous response from the aircraft.

Method and device for displaying in real time a pitch instruction on an aircraft during manual piloting

The display device () comprises means () for correcting an acceleration value used for displaying on a screen () a speed trend of the airplane, making it possible to zero a speed trend symbol () when the Mach number of the airplane does not vary.

Method and device for displaying speed information on an aircraft

An automatic landing method and device for an aircraft on a runway with strong slope. The device includes means to automatically transmit, a runway slope value to an automatic piloting system of the aircraft, and said automatic piloting system uses the slope value to automatically manage the flare phase upon landing.

Automatic landing method and device for an aircraft on a strong slope runway

A monitoring device for automatically monitoring the ability of an aircraft to follow a flight trajectory with at least one turn includes a series of elements that estimate the ability of the aircraft to follow at least one turn of the flight trajectory. For example, a turn radius and limit speed for each of the upcoming turns in a flight plan (or a partial portion of the upcoming turns) are analyzed by comparing to a current speed of the aircraft to determine if there will be any risk of excursion outside the flight plan path, such that warnings can be emitted to a crew of the aircraft to take corrective action before the turns are performed. Consequently, required navigational performance maneuvers can be assured before the beginning of the turns in the flight plan.

Method and device for automatically monitoring the ability of an aircraft to follow a flight trajectory with at least one turn

An energy protection device includes a plurality of sensors that detect a triggering situation requiring an energy protection and a control unit that actuates an energy protection function when the triggering situation is detected and also activates an autothrottle. When the control unit begins the energy protection function, an original engagement state of the autothrottle before the triggering is stored. Thus, when the aircraft returns to an operational flight domain not requiring the energy protection function, the control unit stops the energy protection function and sets an engagement state of the autothrottle based on the stored original engagement state.

A method for guiding an aircraft during its final approach to a landing runway, whereby the aircraft is guided during its approach by aircraft position information obtained from an GNSS satellite navigation system, wherein: prior to the start of the final approach a first time tis determined corresponding with the start of said final approach and a second time tcorresponding with the landing of the aircraft on said runway, then a set of satellites is determined of the satellite navigation system for excluding from the calculation of said aircraft position information during at least a part of the time interval comprised between said first and second times; and during the final approach, the aircraft position information is determined while excluding the information corresponding with all the satellites of said set of satellites and the aircraft is guided along its final approach path by said position information.

Method and system for determining the position of an aircraft during its approach to a landing runway

An energy protecting device for three and four-engined aircraft includes a detecting unit configured to detect failure of each engine. A control unit is configured to provide a protective function by controlling maximum thrust of each engine. A triggering unit is configured to monitor a plurality of parameters and trigger the control unit to provide maximum thrust at predetermined conditions of the monitored parameters. An inhibiting unit is linked to the triggering unit and is configured to inhibit the protective function, when at least one of the engine on the wings of the aircraft has failed. The control unit is also configured to control the engines that have not failed to minimize thrust imbalance.

Energy protecting device for aircraft

Method and device for aiding the piloting of an airplane during a landing phase for ensuring, during rollout on a landing runway, that in the nominal case the airplane will stop level with a selected exit, while guaranteeing that in the case of a fault the airplane will stop before the end of the runway.

Method and device for aiding the piloting of an aircraft during a landing phase

A method of aiding the piloting of an airplane ensures the availability of an automatic pilot and a thrust regulation system on board the airplane. To this end, the method includes determining first information by measuring the actual airspeed of the airplane, and this first information is used to control the automatic pilot and the thrust regulation system in a primary mode during normal operations of the airplane. When the first information is lost by becoming unavailable or unreliable, the automatic pilot and the thrust regulation system are each controlled in a secondary mode by control parameters determined using additional flight data independent from the actual airspeed of the airplane and the first information. Consequently, an alternative or redundant control is supplied for ensuring the continued operation of an automatic pilot without necessary intervention from crew members on board the airplane.

Growing community of inventors

Tournefeuille, France

Jean Muller