Aircraft operation during steep approach

Patent metadata

Field	Value
Publication number	US-11987368-B2
Application number	US-201716624937-A
Country	US
Kind code	B2
Filing date	Jun 29, 2017
Priority date	Jun 29, 2017
Publication date	May 21, 2024
Grant date	May 21, 2024

Abstract

Systems and methods to facilitate a steep final approach phase of flight of an aircraft are disclosed. In one embodiment, a method for operating an aircraft during a steep approach phase of flight of the aircraft comprises operating an engine of the aircraft at an idle speed associated with the steep approach type that is lower than an idle speed associated with a non-steep approach type capable of being executed by the aircraft. The method also comprises operating an ice protection system of the aircraft during the steep approach phase of flight of the aircraft.

First claim

What is claimed is:

1. A method for operating an aircraft during a final approach phase of flight of the aircraft, the method comprising:
receiving a signal indicative of an approach type to be executed by the aircraft;
when the approach type to be executed by the aircraft is a steep final approach:
after receiving the signal indicative of the approach type to be executed by the aircraft, reducing an amount of pressurized air being supplied from an engine of the aircraft to one or more pneumatic loads other than an ice protection system of the aircraft;
operating the engine at a first idle speed during the steep final approach; and
operating the ice protection system during the steep final approach by supplying pressurized air extracted from the engine to the ice protection system of the aircraft;

when the approach type to be executed by the aircraft is a non-steep final approach, operating the engine of the aircraft at a second idle speed during the non-steep final approach,
wherein:
the steep final approach is steeper than the non-steep final approach;
the first idle speed of the engine used during the steep final approach is lower than the second idle speed of the engine used during the non-steep final approach;
the one or more pneumatic loads other than the ice protection system include an environmental control system of the aircraft that is operable in a lower-flow mode of operation and in a higher-flow mode of operation; and
the method comprises inhibiting an operation of the environmental control system in the higher-flow mode of operation during the steep final approach.

2. The method as defined in claim 1 , wherein the aircraft comprises at least two engines and the pressurized air supplied to the ice protection system during the steep final approach is supplied from all engines.

3. The method as defined in claim 2 , further comprising inhibiting the operation of the engine of the aircraft at the first idle speed in case of a condition causing the pressurized air to be supplied to the ice protection system from fewer than the at least two engines.

4. The method as defined in claim 1 , wherein the aircraft comprises at least two engines and the method comprises inhibiting an operation of the ice protection system where pressurized air is supplied to the ice protection system from only one of the at least two engines during the steep final approach.

5. The method as defined in claim 1 , comprising inhibiting a supply of pressurized air extracted from the engine to a fuel tank inerting system of the aircraft during the steep final approach.

6. The method as defined in claim 1 , comprising inhibiting a supply of pressurized air extracted from the engine to a heating system for a cargo compartment of the aircraft during the steep final approach.

7. The method as defined in claim 1 , wherein an angle of approach associated with the steep final approach is equal to or greater than 4.5 degrees from horizontal.

8. A system for operating an aircraft during a final approach phase of flight of the aircraft, the system comprising:
one or more data processors; and
non-transitory machine-readable memory storing instructions executable by the one or more data processors and configured to cause the one or more data processors to:
receive a signal indicative of an approach type to be executed by the aircraft;
when the approach type to be executed by the aircraft is a steep final approach:
command an engine of the aircraft to operate at a first idle speed during the steep final approach; and
command an ice protection system of the aircraft to operate during the steep final approach; and

when the approach type to be executed by the aircraft is a non-steep final approach, command the engine of the aircraft to operate at a second idle speed during the non-steep final approach, the steep final approach being steeper than the non-steep final approach, and the first idle speed of the engine used during the steep final approach being lower than the second idle speed of the engine used during the non-steep final approach,

wherein:
the instructions are configured to cause the one or more data processors to command a supply of pressurized air extracted from the engine to the ice protection system of the aircraft during the steep final approach;
the instructions are configured to, after receiving the signal indicative of the approach type to be executed by the aircraft when the approach type is the steep final approach, cause the one or more data processors to command a reduction in an amount of pressurized air being supplied from the engine to one or more pneumatic loads other than the ice protection system;
the one or more pneumatic loads include an environmental control system of the aircraft that is operable in a lower-flow mode of operation and a higher-flow mode of operation; and
the instructions are configured to cause the one or more data processors to command an inhibition of an operation of the environmental control system in the higher-flow mode of operation during the steep final approach.

9. The system as defined in claim 8 , wherein the instructions are configured to cause the one or more data processors to command the supply of pressurized air to the ice protection system from at least two engines of the aircraft during the steep final approach.

10. The system as defined in claim 9 , wherein the instructions are configured to cause the one or more data processors to command an inhibition of the operation of the engine of the aircraft at the first idle speed in case of a condition causing the pressurized air to be supplied to the ice protection system from fewer than the at least two engines.

11. The system as defined in claim 8 , wherein the instructions are configured to cause the one or more data processors to inhibit an operation of the ice protection system where pressurized air is supplied to the ice protection system from only one of at least two engines of the aircraft during the steep final approach.

12. The system as defined in claim 8 , wherein the instructions are configured to cause the one or more data processors to inhibit a supply of pressurized air extracted from the engine to a fuel tank inerting system of the aircraft during the steep final approach.

13. The system as defined in claim 8 , wherein the instructions are configured to cause the one or more data processors to inhibit a supply of pressurized air extracted from the engine to a heating system for a cargo compartment of the aircraft during the steep final approach.

14. An aircraft comprising the system as defined in claim 8 .

Assignees

• Bombardier Inc
• C Series Aircraft Lp
• Bombarder Inc
• Airbus Canada Lp

Inventors

• Hamel Remi
• Lebegue Olivier
• Desilets Valerie
• Brousseau Jean
• Afrianto Sigit
• Byrne Andrew J
• Hodge Eric

Classifications

• B64D15/166 Primary

  using pneumatic boots · CPC title

• B64D13/02

  the air being pressurised · CPC title

• B64D13/06

  the air being conditioned (pressurising B64D13/02) · CPC title

• B64D15/20

  Means for detecting icing or initiating de-icing · CPC title

• B64D37/32

  Safety measures not otherwise provided for, e.g. preventing explosive conditions · CPC title