• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A method of landing guidance of an aircraft (1) comprising the steps of: - determining a ground speed (Vsol1_n) of the aircraft; computer-implemented determination of at least one landing guidance instruction as a function of at least said determined ground speed of the aircraft; said method being characterized in that it further comprises: a step of estimating the vertical speed (vz_n) of the aircraft; when guiding along a descent beam describing a given angle of descent, a step of limiting said determined ground speed of the aircraft as a function of the estimated vertical speed; the guidance instruction being determined according to said limited ground speed.
    公开号:FR3016449A1
    申请号:FR1400052
    申请日:2014-01-10
    公开日:2015-07-17
    发明作者:Marc Riedinger；Sylvain Lissajoux
    申请人:Thales SA；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a landing guidance method for an aircraft comprising the steps of: determining a ground speed of the aircraft; computer-implemented determination of at least one landing guidance instruction as a function of at least said determined ground speed of the aircraft. The landing guidance functions provide assistance to the pilot of an aircraft for landing in reduced visibility conditions such that the visual references are not sufficient for a conventional manual landing. They comprise in particular an automatic landing function which automatically controls the aircraft according to the determined guiding instructions and / or a display function on a guiding reticle indicating to the pilot an instruction enabling him to manually pilot his aircraft with little control. external visual references.
    [0002] Only two types of sensors deliver the ground speed (Vsol) of an aircraft during the flight, in particular in the landing guidance phase: the inertial units and the satellite navigation receivers. The algorithms that calculate the guidance instructions generally use this speed of the aircraft relative to the ground, which makes the use of this data critical. Indeed, the loss of this speed Vsol or an undetected error of this speed Vsol can lead to the aircraft outside the range in which it must land, which can be fatal for the aircraft. It is therefore necessary to secure this ground speed data by confirming its accuracy or the presence of an error. It is known to secure the speed on the ground through the comparison of the Vsol measurements provided by at least two independent inertial units on board the aircraft. This solution is nevertheless expensive because it requires the installation of at least two inertia plants. As a reminder, an inertial center, also called IRS (in English "Inertial Reference System"), generally comprises three gyrometers measuring the three components of the angular velocity vector (roll, pitch and yaw rates) and three accelerometers measuring the three acceleration components. The IRS is adapted to accurately calculate, by integration of the measurements, the attitude angles (roll, pitch and heading), the ground speed and vertical speed components, and the position of the aircraft.
    [0003] An alternative to the use of two IRS for calculating and securing the Vsol speed is the use of a satellite navigation receiver, also known as GNSS (Global Navigation Satellite System), in place of an IRS or all IRS. This raises the issue of the integrity and availability of satellite data, especially at low radio-altitude. In addition, the redundancy of the satellite receivers aboard the aircraft does not make it possible to overcome the problem of non-availability of the satellite signals themselves. There is therefore a need to secure the measurement of the ground speed of an aircraft taken into account during a landing guide, reliably and by limiting the necessary investments. For this purpose, according to a first aspect, the invention proposes a method for landing guidance of an aircraft of the aforementioned type characterized in that it further comprises: a step of estimating the vertical speed of the aircraft ; during guidance along a descent beam describing a given angle of descent, a step of limiting said determined ground speed of the aircraft as a function of the estimated vertical speed; the guidance instruction being determined according to said limited ground speed. Such a method makes it possible to secure the ground speed resulting from a non-duplicated sensor or a sensor whose availability is uncertain, so that a loss or an error in this ground speed does not lead to guiding the aircraft. to a catastrophic situation when landing in an automatic landing condition. The invention makes it possible to secure the determination of the ground speed of the aircraft by means of a method that does not require the presence in the airplane of a redundancy of the sensor delivering this ground speed of the aircraft and making it possible to use one or several GNSS to deliver the ground speed despite possible unavailability of these systems at low radio-altitude. The invention is particularly useful at low altitude, typically 200 feet, along the final trajectory on the slope of the landing beam, during the rounding (transient that brings the aircraft to the touchdown) and taxiing on the airstrip. In embodiments, the method of landing guidance of an aircraft according to the invention further comprises one or more of the following characteristics: the ground speed is limited according to a ratio between said estimated vertical speed and tan ( y), where the angle y has a value in the range of 2 ° to 10 °, p referentially in a range of 2.5 to 3.5 °; the ground speed is limited according to a ratio between said estimated vertical speed and the tangent of the descent angle of the descent beam; said limited ground speed is equal to the median of the set comprising the determined ground speed, the result of the sum of said ratio and a first positive constant and the result of the sum of said ratio and a second negative constant; the method further comprises a measurement of the height of the aircraft and a step of comparing the measured height of the aircraft with a threshold height; and if the measured height is greater than the threshold height, the limitation of the ground speed is a function of a ground speed of the aircraft determined according to acceleration measurements made by a first sensor of the aircraft; and if the measured height is less than the threshold height, the limitation of the ground speed is a function of a ground speed of the aircraft determined according to measurements of acceleration of the aircraft made since the crossing of the threshold height by a second sensor distinct from the first sensor, to the exclusion of any measurement made since crossing the threshold height by the first sensor distinct from the first sensor, and also according to a ground speed of the aircraft as limited in a step of limiting a ground speed of the aircraft before crossing the threshold height determined according to measurements of the aircraft performed by said first acceleration sensor; the level of accuracy of determination of the ground speed of the aircraft by the first sensor is greater than the level of accuracy of determination of the ground speed of the aircraft by the second sensor, and the aircraft further comprises a third similar sensor to the second sensor such that the accuracy of said aircraft acceleration measurements made by the second sensor is validated according to acceleration measurements made by the third sensor. According to a second aspect, the present invention proposes a computer program to be installed in a landing guide device of an aircraft, said program comprising instructions for implementing the steps of a method according to the first aspect of the invention. invention during execution of the program by processing means of said landing guiding device. According to a third aspect, the present invention proposes a landing guide device for an aircraft, said device being adapted to determine a ground speed of the aircraft and at least one landing guidance instruction as a function of at least one said ground speed determined; said device being characterized in that it is further adapted to estimate the vertical speed of the aircraft and, during guidance along a descent beam describing a given angle of descent, to limit said determined ground speed of the aircraft as a function of the estimated vertical speed; said device being adapted to determine the guidance instruction as a function of said limited ground speed.
    [0004] These features and advantages of the invention will appear on reading the description which will follow, given solely by way of example, and with reference to the appended drawings, in which: FIG. 1 represents a partial view of an aircraft comprising a landing guide device in one embodiment of the invention; FIG. 2 is a flowchart of steps of a method of landing guidance of an aircraft in one embodiment of the invention. Figure 1 shows a partial view of an aircraft 1 in one embodiment of the invention. The aircraft 1 comprises a guiding device 10, comprising a microprocessor 12 and a memory 13. This guiding device 10 is adapted to develop instructions for landing guidance of the aircraft. The memory 13 stores in particular software instructions of an APP application.
    [0005] According to the embodiments, these landing guide instructions are implemented by the autopilot in charge of landing, and / or are displayed on a guiding reticle of the cockpit for the pilot. These guidance instructions include for example instructions to apply allowing the aircraft to land at a predetermined location on the runway. These instructions are for example of the type: - set speed vector, trim, and / or inclination of the aircraft. The aircraft 1 further comprises a sensor 2, in this case an inertial unit 2, adapted to calculate the ground speed vsomn of the aircraft 1, during flight and in the landing phase, by integrating the accelerations measured by its gyroscopes and accelerometers since takeoff, and to provide the guide device 10 these calculated speeds at each moment tn of a plurality of computation instants (tr = tO + n At, with n positive integer). The ground speed of the aircraft, in this reference linked to the ground, is the component of the speed of the aircraft in the plane (X, Y) perpendicular to the Z axis.
    [0006] The aircraft 1 further comprises an altimeter radio R3 adapted to estimate the radio altitude of the aircraft 2 on the Z axis. The radio altimeter R3 adapted to calculate the radio altitude hn and to provide the guidance device 10 with this radio -altitude at each moment tn. The radio altitude is the height under the plane measured with respect to the ground using waves reflected by the ground. The aircraft 1 further comprises a central reference unit 4, in this case a center of heading and attitude 4 or AHRS 4 (in English "Attitude and Heading Reference System") which comprises gyroscopes and accelerometers on 3 axes and calculates in particular the primary reference data such as attitude angles Attn (roll, pitch and heading) and accelerations Accu of the aircraft at each instant tn. The AHRS 4 is adapted to further determine the vertical speed vz_n of the aircraft at each instant tn. The accuracy of these reference data measured by the AHRS 4 is not sufficient to support the continuous calculation of the ground speed throughout the landing, unlike the IRS 2. , the central reference 4 is of duplicated type, in that the processors, gyroscopes and accelerometers are doubled, the accuracy of each measurement performed by a gyroscope, respectively accelerometer, along an axis for a time t being verified, by comparison and / or combination with a measurement made by another gyroscope, respectively accelerometer, of the central according to this same axis for the moment t. These reference data Attn and Accu thus verified and vz, are supplied to the guide device 10 at each instant tn. The vertical speed of the aircraft, in a reference linked to the ground, is the component of the speed of the aircraft 1 on a Z axis passing through the center of the earth and by the center of gravity of the aircraft 1. note that the vertical speed determined by the AHRS 4 is of the barointertial type: it is a hybridization of the data measured by the accelerometers with a first vertical speed calculated by a sensor, named Central Anemo-barometric.
    [0007] The Air Data Unit (ADU) measures changes in atmospheric pressure and deduces a vertical velocity in the air mass, according to a known pressure gradient. Hybridization reduces errors due to air turbulence.
    [0008] The aircraft further comprises a module 5 for calculating deviation from the descent beam, hereinafter referred to as the XLS module 5, calculating, as a function of signals transmitted by radio beacons, the deviations of trajectory 5 ,, at each moment tn, of the aircraft 2 with respect to the slope of the descent beam which has been assigned to it for the landing phase. The descent beam is characterized by its slope describing an angle y with respect to the plane (X, Y). These path deviations 5 ,, are supplied to the guide device 10 at each instant tn. The provision of these deviations allows self-servo descent of the aircraft on the angle of inclination y, the guide device 10 determining its guide guidance in the beam descent as a function of these deviations.
    [0009] The technology of the module 5 for calculating deviation from the glide beam is, for example, ILS (in English "Instrument Landing System"), MLS (in English, "microwave landing system"), GLS (in English "GPS Landing System "), etc. Thus in the present case, the sensor 2 is not duplicated by a sensor of similar technology. The present invention proposes a solution for nonetheless securing the ground speed calculation during a landing phase of the aircraft comprising a descent portion according to a fixed descent beam and a taxiing portion on the ground. and a round portion joining the down portion until touchdown of the aircraft on the ground. This solution is based on two principles: along the descent beam until the start of the rounding portion, the ground speed used to calculate the guidance setpoint is limited as a function of vz, / tan y; above a radio-altitude threshold H (typically H is between 60 and 200 feet), the ground speed used to calculate the guidance setpoint is a function of the current ground speed from the IRS 2 at the moment current t '; and below the threshold radio-altitude H the current ground speed resulting from the IRS 2 is no longer used to calculate the guidance setpoint; the guiding device 10 uses instead of the latter to determine the guidance setpoint, an estimate of the ground speed of the aircraft calculated by integrating the acceleration values delivered by the AHRS unit 4 taking into account a value of initialization of the ground speed equal to the ground value calculated during the passage of the threshold radio-altitude. The APP application of the guiding device 10 is adapted, when it is executed by the microprocessor 12, to implement repetitively the steps of a process 100 which are indicated below with reference to Figure 2 along the final trajectory, typically under 200 feet, ie on the landing beam slope, at the rounding ( transient that brings the aircraft to touchdown) and taxiing on the runway. The process 100 is a real-time process, reiterated at every moment tr, (t '= tO + n At, with n positive integer). In a data acquisition step 101, the guiding device 10 collects the data hn, vs011_n, vz_n, bn, Att, and Accu, as calculated for the moment tn. In a step 102, the collected radio-altitude hn is compared to a height H which is a minimum height of use of the ground speed data provided by the IRS sensor 2. The height H is set between 60 feet and 200 feet, following the quality of the accelerations provided by the AHRS 4. It is pre-determined, for example, by analyzing the criticality of failures in landing guidance and is a function, for example, of the type of aircraft. In one embodiment, it is determined following simulations of landing guidance of the aircraft. It is considered that above the radio-altitude H, the risk of masking satellites is not large on the one hand, and that furthermore, this radio-altitude is sufficient to allow the pilot to cancel landing and put off the gas. The vsom_n ground speed data provided by the sensor 2 can therefore be used. If in step 102, the radio altitude h, is determined greater than the height H, step 103 is implemented.
    [0010] In this step 103, it is tested if the rounding conditions are reached. The rounding conditions test whether the aircraft is in the rounding portion of the landing phase. These rounding conditions are a function of the height h ', and optionally the ground speed and / or the vertical speed vz_, (the rounding typically occurs when the radio altitude of the aircraft passes under 50 feet ). If the rounding conditions tested in step 103 are not reached, in a step 104, then a reference ground speed, called V'1_ ref n, of the aircraft is estimated as a function of the angle y between the descent beam and the plane (X, Y) and as a function of the vertical speed of the aircraft Vzn.
    [0011] In the case considered: VsoLref_n = vz_n / tan (y), where tan denotes the "tangent" function.
    [0012] In a step 105, the ground speed vsom_n is limited by a maximum value and a minimum value which are a function of the ground speed of reference VsoLrefn- In the case considered, this limited speed is noted vs.12 _, -, and is chosen equal at the median of the set of values {v80112,, vsoLref n + A vsol_refn 'Al where A is a predetermined value. The value A has, for example, been previously chosen, via a simulation campaign, such that VsoLref n + A is the maximum speed that makes it possible to perform a satisfactory landing. Satisfactory landing criteria are, for example, those corresponding to the concept of "safe landing" in the landing standards, in particular the AC120-28 standards. The main criteria not to be exceeded are: a- longitudinal landing upstream from a point on the runway 60 meters from the runway threshold; b- Longitudinal landing beyond the end of landing zone lighting at 914 meters from the threshold; c- Lateral landing with the landing gear more distant than 21 meters from the center line of the runway, assuming a 45-meter runway; d- rate of fall corresponding to a limited structural load; e- roll angle such that the end of the wing touches the ground before the wheels; lateral velocity or slip angle corresponding to a limited structural load. In a step 106, the APP application determines a landing guidance setpoint as a function of the ground speed vs0122-, corresponding to a secure ground speed. According to the embodiments, the guidance setpoint is applied by the autopilot or displayed on the pilot display reticle. If the rounding conditions tested in step 103 are reached, in a step 107, the guide setpoint in the rounding is determined by the APP application as a function of the ground speed vs.m_n, then applied by the pilot automatic or displayed on the pilot display reticle (vsom_n is used here because when the rounding is reached, the vso12_ ,, can not be calculated anymore since it is assumed for this calculation that we are on a trajectory to constant slope, which is no longer the case when rounding). At the end of steps 106 and 107, in a step 108, the number n is incremented del.
    [0013] If in step 102, the radio altitude hn has been determined lower than the height H, step 109 is carried out. The aircraft 2 is then located in an area of radio-altitudes where it is no longer desirable to use the input guidance of the guidance algorithms, the risk associated with the presence of an error on v'Ii_n or related to the absence of ve, m_n becoming too critical. A so-called inertial ground speed v ', inert_n is used in place of the ground speed vsom_r, provided by the IRS sensor 2. The inertial ground speed Vsolinertn is determined by integrating the accelerations provided by the AHRS 4 between the instants tnH and tn, for example using a hybridization algorithm between Acc accelerations, and the speed Vsoii_nH provided by the IRS sensor 2, where i is an integer between ri "to n, where rel is the index such that t nH is the last moment of calculation before the aircraft 2ne passes below the radio-altitude H. As the integration time is low, it is then accepted to calculate the ground speed by integrating the accelerations provided by The AHRS 4, less precise than those of the IRS 2, but redundant A hybridization algorithm is for example described in FR2743892 "Aircraft piloting aid using a head-up visor" Then in a step 110, it is tested if the conditions of arro ndi are reached as in step 103.
    [0014] If the rounding conditions tested in step 110 are not reached, in a step 111, then a ground speed of reference, called yso, _ref nV of the aircraft, is estimated as a function of the angle y between the beam of descent and the plane (X, Y) and according to the vertical speed of the aircraft vzn. In the case considered: vsoLrefn = vz2, / tan (y), where tan denotes the "tangent" function. In a step 112, the ground speed vsol_inert_n is limited by a maximum value and a minimum value, which are functions of the ground speed of reference v ', _ ref n - In the case considered, this limited speed is noted yso12n and is chosen equal at the median of the set of values {vsot_ref_n, vsol_ref_n + to is a value - Vsol_ref A} where predetermined as previously indicated. In a step 113, the APP application determines a landing guidance setpoint as a function of the ground speed Vso12_n corresponding to a secure ground speed. According to the embodiments, the guidance setpoint is applied by the autopilot or displayed on the pilot display reticle.
    [0015] If the rounding conditions tested in step 110 are reached, in a step 114, the guide setpoint in the rounding is determined by the APP application as a function of the ground speed vsoi inertn, then applied by the autopilot or displayed on the pilot's visualization reticle.
    [0016] At the end of steps 113 and 114, in a step 115, the number n is incremented by 1. The value of the angle y used in steps 104 and 111 is for example stored in an on-board database of the aircraft. This value is typically in the range [2 °; 101, preferably in the range [2.5 to 3.51.
    [0017] Of course, in the case of landing, the slopes of the descent beams are negative. In one embodiment, the value of the angle y is set at 3 degrees because this angle value is that of most descent beams allowing landing guidance.
    [0018] In the embodiment described above with reference to the figures, an IRS sensor 2 provided the ground speed and at least one AHRS 4 was used as a primary reference sensor, for example in the context of an automatic landing or landing. a head-up guidance.
    [0019] In one embodiment, furthermore a GNSS receiver is used to verify that the IRS sensor 2 has no latent failure. However, it is not this GNSS that provides the ground speed information used in the process 100. In a second embodiment, for example for an automatic landing or head-up guidance, a GNSS navigation receiver is used. as sensor 2 providing ground speed (instead of IRS 2). This GNSS receiver is for example duplicated to check its integrity (i.e. the absence of failure). The AHRS 4 is used as a primary reference sensor.30
    权利要求:
    Claims (13)
    [0001]
    CLAIMS1.- A method of landing guidance of an aircraft (1) comprising the steps of: determining a ground speed (vs011_n) of the aircraft; computer-implemented determination of at least one landing guidance instruction as a function of at least said determined ground speed of the aircraft; said method being characterized in that it further comprises: a step of estimating the vertical speed (v72,) of the aircraft; during guidance along a descent beam describing a given angle (y) of descent, a step of limiting said determined ground speed of the aircraft as a function of the estimated vertical speed; the guidance instruction being determined according to said limited ground speed (vs012_n).
    [0002]
    2. A method of landing guidance of an aircraft (1) according to claim 1, wherein the ground speed (vs011_n) is limited according to a ratio between said estimated vertical speed and tan (y), where the angle y has a value in the range of 2 ° to 10 °, preferably in a range of 2.5 to
    [0003]
    3.5 °. 3. A method of landing guidance of an aircraft according to claim 2, wherein the ground speed is limited according to a ratio between said estimated vertical speed (vz_n) and the tangent of the beam descent angle. downhill.
    [0004]
    4. A method of landing guidance of an aircraft (1) according to claim 2 or 3, wherein said limited ground speed (vs012n) is equal to the median of the set comprising the ground speed determined, the result of the sum of said ratio and a first positive constant and the result of the sum of said ratio and a second negative constant.
    [0005]
    5. A method of landing guidance of an aircraft (1) according to any one of the preceding claims, further comprising a measurement of the height (ho) of the aircraft and a step of comparing the measured height of the aircraft. the aircraft with a threshold height; and according to which if the measured height is greater than the threshold height (H), the limitation of the ground speed is a function of a ground speed (vsuin) of the aircraft determined according to acceleration measurements made by a first sensor (2) of the aircraft, and according to which if the measured height is less than the threshold height, the limitation of the ground speed is a function of a ground speed of the aircraft determined according to acceleration measurements of the aircraft. aircraft made since crossing the threshold height by a second sensor (4) separate from the first sensor, excluding any measurements taken after crossing the threshold height by the first sensor separate from the first sensor, and also according to a ground speed of the aircraft as limited in a step of limiting a ground speed of the aircraft before crossing the threshold height determined according to measurements of the aircraft made by said first acceleration sensor.
    [0006]
    6. A method of landing guidance of an aircraft (1) according to claim 5, wherein the accuracy level of determination of the ground speed of the aircraft by the first sensor (2) is greater than the level of precision. determining the ground speed of the aircraft by the second sensor (4), and according to which the aircraft further comprises a third sensor similar to the second sensor such as the accuracy of said aircraft acceleration measurements made by the second sensor is validated according to acceleration measurements made by the third sensor.
    [0007]
    7. Computer program (APP) to be installed in a landing guide device (10) of an aircraft, said program including instructions for implementing the steps of a method according to one of claims 1 to 6 when executing the program by processing means of said landing guiding device.
    [0008]
    8.- Device (10) for landing guidance of an aircraft (1), said device being adapted to determine a ground speed (v5.11n) of the aircraft and at least one landing guide instruction based at least said determined ground speed; said device being characterized in that it is further adapted to estimate the vertical speed (vz_n) of the aircraft and, during guidance along a descent beam describing a given angle (y) of descent, to limit said determined ground speed of the aircraft as a function of the estimated vertical speed; said device being adapted to determine the guidance instruction as a function of said limited ground speed (vs012_n).
    [0009]
    9. A device (10) for landing guidance of an aircraft (1) according to claim 8, adapted to limit the ground speed (vs011_n) according to a ratio between said estimated vertical speed and tan (y), where the angle y has a value in the range of 2 ° to 10 °, preferably in a range of 2.5 to 3.5 °.
    [0010]
    10.- Device (10) for landing guidance of an aircraft according to claim 9, adapted to limit the ground speed according to a ratio between said estimated vertical speed (vzn) and the tangent of the angle of descent. of the descent beam.
    [0011]
    11. A device (10) for landing guidance of an aircraft (1) according to claim 9 or 10, wherein said limited ground speed (vs0122) is equal to the median of the set comprising the ground speed determined. the result of the sum of said ratio and a first positive constant and the result of the sum of said ratio and a second negative constant.
    [0012]
    12.- Device (10) for landing guidance of an aircraft (1) according to any one of claims 8 to 11, adapted to measure the height (ha) of the aircraft and to compare the measured height of the aircraft. aircraft with a threshold height; said device being adapted to, if the measured height is greater than the threshold height (H), limit the ground speed according to a ground speed (vs011n) of the aircraft determined according to acceleration measurements made by a first sensor (2) of the aircraft; said device being adapted to, if the measured height is less than the threshold height, (limiting the ground speed as a function of a ground speed of the aircraft determined according to the acceleration measurements of the aircraft made since the crossing of the the threshold height by a second sensor (4) distinct from the first sensor, excluding any measurement made since the threshold height has been crossed by the first sensor distinct from the first sensor, and also depending on a ground speed of the aircraft as limited by the device before crossing the threshold height determined according to measurements of the aircraft performed by said first sensor.
    [0013]
    13.- Device (10) for landing guidance of an aircraft (1) according to claim 12, such that the accuracy level of determination of the ground speed of the aircraft by the first sensor (2) being greater than the level of accuracy of determination of the ground speed of the aircraft by the second sensor (4) and the aircraft further comprising a third sensor similar to the second sensor, said device being adapted to validate the accuracy of said accelerations measurements of the the aircraft made by the second sensor as a function of acceleration measurements made by the third sensor.
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    同族专利:
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    US8831799B1|2013-04-04|2014-09-09|The Boeing Company|Flight director flare guidance|FR2998958B1|2012-12-05|2019-10-18|Thales|METHOD FOR MANAGING AIR DATA OF AN AIRCRAFT|
    RU2713583C1|2019-01-29|2020-02-05|Акционерное общество "Раменское приборостроительное конструкторское бюро"|Method of forming barinertial height and vertical speed|
    法律状态:
    2016-02-01| PLFP| Fee payment|Year of fee payment: 3 |
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    2022-01-31| PLFP| Fee payment|Year of fee payment: 9 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1400052A|FR3016449B1|2014-01-10|2014-01-10|AIRCRAFT AIRCRAFT GUIDING METHOD, COMPUTER PROGRAM, AND DEVICE THEREOF|FR1400052A| FR3016449B1|2014-01-10|2014-01-10|AIRCRAFT AIRCRAFT GUIDING METHOD, COMPUTER PROGRAM, AND DEVICE THEREOF|
    US14/592,262| US9377783B2|2014-01-10|2015-01-08|Method for securing a ground speed used an algorithm for guiding landing of an aircraft, associated computer program and device|
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