METHOD OF APPROACHING A PLATFORM

• US 20140365045A1
• Filed: 06/03/2014
• Published: 12/11/2014
• Est. Priority Date: 06/05/2013
• Status: Active Grant

• Current Assignee: Airbus Helicopters
• Original Assignee: Airbus Helicopters
• Inventors: CANALE, Nicolas, IRAUDO, Lionel
• Granted Patent: US 10,024,686 B2
• Time in Patent Office: Days
• US Class Current: 701/17
• CPC Class Codes: G01C 21/20 Instruments for performing navigational calculations G01C21/24, G01C21/26 take precedence
• CPC Class Codes: G01C 23/005 Flight directors indicating arrangements specially adapted for rotary gyroscopes G01C19/32
• CPC Class Codes: G01S 13/913 for landing purposes
• CPC Class Codes: G01S 13/933 of aircraft or spacecraft
• CPC Class Codes: G05D 1/0676 specially adapted for landing
• CPC Class Codes: G08G 5/02 Automatic approach or landing aids, i.e. systems in which flight data of incoming planes are processed to provide landing data landing aids fitted in or to aircraft B64D45/04; visual or acoustic landing aids B64F1/18

Abstract

A method having a preparation stage for preparing an approach path (25) to a theoretical position (20′) of a platform (20). During a consolidation stage, a current position (20″) of said platform (20) is determined and an alert is triggered when the distance (D1) between said theoretical position (20′) and said current position (20″) is greater than a first threshold. During a security stage, entities provided with respective automatic identification systems and present in a predetermined monitoring zone (OCZ) are monitored, and a horizontal representation of said approach path (25) is displayed on a display screen (8) together with the following for each entity: a plot (41) representing its current position; an indication (42) of the travel direction of the entity; and a representation (43) relating to the danger level of the entity.

Claims

1. A method of facilitating the approach of an aircraft to a platform present on a liquid surface, the method comprising:

a preparation stage for preparing an approach path to a theoretical position of said platform; and

a consolidation stage of consolidating said approach path during which the following steps are performed;

determining the current position of said platform;

determining a distance between said theoretical position and said current position; and

triggering an alert when said distance is greater than a first threshold.

2. A method according to claim 1, wherein during the consolidation stage and if said distance is less than a second threshold, the theoretical position of the platform is modified manually.

3. A method according to claim 1, wherein a vector is determined automatically connecting the theoretical position of the platform to a new target position, and said approach path is offset automatically by applying said vector thereto in order to reach said new position.

4. A method according to claim 1, wherein the consolidation stage is begun as soon as information is received giving the current position of the platform.

5. A method according to claim 1, wherein an approach corridor is displayed on said display screen, the approach corridor having a given width centered on said approach path.

6. A method according to claim 1, wherein during a security stage of making said approach path safe, the following steps are performed:

determining over time the current positions and also the travel directions and the travel speeds of entities provided with respective automatic identification systems and present in a predetermined monitoring zone (OCZ);

determining a danger level for each entity relative to the approach path being followed; and

displaying a horizontal representation of said approach path on a display screen together with the following for each entity;

a plot representing the current position of the entity;

an indication of the travel direction of the entity; and

a representation relating to the danger level of the entity.

7. A method according to claim 6, wherein said predetermined monitoring zone (OCZ) is a circle of radius (R1) defined by the manufacturer and centered on the platform to be reached.

8. A method according to claim 6, wherein during the security stage, for an approach path passing through a final approach fix (FAF) and before the final approach fix (FAF) being reached by the aircraft, the following steps are performed:

determining the time (TFAF) needed for said aircraft to reach the final approach fix (FAF);

determining the predicted positions of each of said entities when said aircraft reaches the final approach fix; and

determining the danger level of each entity as a function of its predicted position and of its current position relative to an approach corridor of given width centered on said approach path.

9. A method according to claim 8, wherein first, second, and third danger levels are used, an entity being associated:

with the first danger level when the current position of the entity is not situated in said approach corridor and when its predicted position is not situated in said approach corridor for the time when said aircraft reaches the final approach fix (FAF);

the second danger level when the current position of the entity is not situated in said approach corridor and when its predicted position is situated in said approach corridor for the time when said aircraft reaches the final approach fix (FAF); and

the third danger level when the current position of the entity is situated in said approach corridor, and when its predicted position is situated in said approach corridor for the time when said aircraft reaches the final approach fix (FAF).

10. A method according to claim 6, wherein a change of course (CRS1, CRS2) for said approach path is authorized during a stage of preparing an alternative approach path.

11. A method according to claim 10, wherein the originally prepared approach path and the alternative approach path are displayed on the display screen with distinct representations.

12. A method according to claim 6, wherein during the security stage, for the approach path passing via a final approach fix (FAF), and after the final approach fix (FAF) has been reached, the following steps are performed:

determining over time the current positions and the travel directions and the travel speeds of entities referred to as “

intruders”

situated ahead of said aircraft or in a circle centered on said aircraft and presenting a predetermined diameter; and

for each intruder and over time;

determining whether said intruder at a current instant is situated in an approach corridor surrounding said approach path and whether said intruder is situated ahead of the aircraft;

if said intruder is not present in the approach corridor and if said intruder is situated ahead of the aircraft, determining whether the intruder is going to enter said approach corridor in the future, and if so when said intruder is going to enter the approach corridor;

associating said intruder with a first danger level represented by a first representation on the display screen when said intruder is behind the aircraft at a current instant or when said intruder is going to be behind the aircraft when it enters into said approach corridor;

associating said intruder with a second danger level represented by a second representation on the display screen when said intruder is going to be ahead of the aircraft when it enters into said approach corridor; and

associating said intruder with a third danger level representative by a third representation on the display screen when said intruder is ahead of the aircraft in said approach corridor at the current instant.

13. A method according to claim 6, wherein the following steps are performed:

displaying a moving box on the display screen, the moving box representing a quadrilateral of predetermined fixed width and of length equal to the product of the ground speed (GS) of the aircraft multiplied by a time constant (CTE), the moving box being centered transversely on the speed vector of the aircraft and extending longitudinally from a representation of the aircraft;

determining over time the current positions together with the travel directions, the travel speeds, and the predicted locations at the end of said time constant of entities referred to as “

near elements”

that are situated on said liquid surface and that are provided with respective automatic identification systems, said entities being present in a predetermined scan zone centered on said aircraft; and

for each near element displaying the following on the display screen;

a first symbology when the current position and the predicted location are not situated in the moving box;

a second symbology when the current position is not situated in the moving box and when the predicted location is situated in the moving box;

a third symbology when the current position is situated in the moving box and when the predicted location is not situated in the moving box; and

a fourth symbology when the current position and the predicted location are both situated in the moving box.