Patent Document

FIELD 
       [0001]    The present disclosure relates to systems that monitor the performance a mobile platform and of a crew member operating the mobile platform, and more particularly to a system and method that monitors the performance of a crew member and an aircraft and provides an alert if the performance of the aircraft or crew member differs from an expected performance. 
       BACKGROUND 
       [0002]    The statements in this section merely provide background information related to the present disclosure and may not constitute prior art. 
         [0003]    When the jet transport era was launched in the 1960s, aircraft system complexity and operating procedures necessitated three crew members to operate the aircraft. Advances in aircraft systems and electronics capability enabled the next generation of aircraft designed in the early 1980s to be operated by a crew of two pilots. Advances in aircraft capability enabled the duties of the third crew member to be automated and the remaining tasks were divided amongst two pilots, allowing safe and efficient operation and actually reducing the number of operational crew errors. When the two-crew flight decks were designed, the certification requirements dictated that all controls and indications required to fly the aircraft would be located, and in some cases duplicated, so that the aircraft could be safely operated by a single crew member from either seated position in the event of a crew member becoming incapacitated. 
         [0004]    Crew duties have been divided into what is called the “pilot flying” (or “pilot in command”) and “pilot monitoring” (or “pilot not in command”). The pilot flying is responsible for hand flying the aircraft or operation of the aircraft systems used to fly the aircraft during autopilot operation. The pilot monitoring is responsible for communications and cross-checking the pilot flying to make sure mistakes are not inadvertently made and that the aircraft stays on the cleared flight plan. However, with present day commercial transport aircraft most cruise segments are operated with the autopilot engaged. Accordingly, the operational requirements on the crew are much less demanding than during departure, climb, and descent, especially during oceanic and remote cruise flight segments. 
         [0005]    In spite of the less demanding operational requirements on the crew, and in order to ensure cross-checking of actions taken or required by the pilot flying, and also to combat fatigue and meet crew duty time regulatory requirements, current long range flights must operate with three or four flight crew members on board. This is so even though only two flight crew members are required to operate the aircraft. The extra “supernumerary” crew members rotate through the pilot flying and pilot monitoring duties, allowing the two primary flight crew members to take rest periods in the passenger cabin or dedicated crew rest facilities in the aircraft. The current method of operating flights with more than two crew members to meet crew duty time limitations significantly increases the cash airplane-related operating costs (CAROC) for an airline. 
       SUMMARY 
       [0006]    In one aspect the present disclosure relates to a monitoring system for use with a mobile platform being operated by an operator. The system may comprise: a database for containing operational information and procedures relating to the operation of the mobile platform by the operator; and a processor in communication with the database and with at least one subsystem of the mobile platform for monitoring operational information concerning operation of the mobile platform against stored information contained in the database, and determining if the operation of the mobile platform is proceeding in accordance with an expected performance. 
         [0007]    In another aspect the present disclosure relates to a method for monitoring operation of a mobile platform and alerting at least one operator of the mobile platform when operation of the mobile platform begins to deviate from an expected operation. The method may comprise: using a database for containing operational information and procedures relating to the operation of the mobile platform by the operator; processing information from the database and information concerning operation of the mobile platform to determine if the mobile platform and the operator are following an expected performance course; and when the mobile platform or the individual deviate from the expected performance course, generating an alert to the operator. 
         [0008]    In another aspect the present disclosure may involve a method for monitoring operation of a commercial transport aircraft and at least a pilot in command of the aircraft to detect when operation of the aircraft deviates from an expected operation. The method may comprise: using a database for containing operational information and procedures relating to the operation of the mobile platform by the pilot in command; processing information from the database and real time information concerning operation of the aircraft to determine if the aircraft is following an expected performance course; and when the aircraft deviates from the expected performance course, generating a real time alert to the pilot in command informing the pilot in command of the deviation. 
         [0009]    Further areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0010]    The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way. 
           [0011]      FIG. 1  is a block diagram of a system in accordance with one embodiment of the present disclosure; and 
           [0012]      FIG. 2  is a flowchart illustrating operations performed by the system of  FIG. 1 . 
       
    
    
     DETAILED DESCRIPTION 
       [0013]    The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features. 
         [0014]    Referring to  FIG. 1  there is shown a monitoring and alerting system  10  for use with a mobile platform  12 . For convenience the monitoring and alerting system  10  will be referred to throughout the following discussion as simply the “system  10 ”. Also, while the system  10  will be described in connection with the operation of a mobile platform, it will be appreciated that the system  10  could readily be implemented in connection with the operation of fixed machinery or the operation or monitoring of other non-mobile equipment, installations or systems. The system  10  is adaptable to virtually any application where it is desired to monitor the operation of a vehicle, machine or other form of system, or the performance of an operator responsible for operating the vehicle, machine or other form of system. Also, while the following discussion may reference the mobile platform  12  as “aircraft  12 ”, which forms a commercial transport jet aircraft, it will be appreciated that the system  10  could just as readily be employed with any form of mobile platform such as a marine vessel (i.e., surface ship or underwater vessel), a rotorcraft, a land vehicle such as van, truck, car or bus, or other form of airborne vehicles such as rotorcraft and space vehicles. The system  10  may also be employed with manned or unmanned vehicles. At the present time, however, it is anticipated that a particularly desirable implementation of the system  10  will be in connection with the use of commercial transport jet aircraft to enable the number of crew members required to pilot the aircraft to be reduced without affecting the safety of the crew and/or the non-crew passengers travelling on the aircraft  12 . 
         [0015]    Furthermore, for the purpose of the following discussion the “operator” of the aircraft  12  will be referred to as the “pilot in command”. The crew member that assists the pilot in command will be referred to as the “pilot not in command” or the “secondary operator”. 
         [0016]    Referring further to  FIG. 1  the system  10  includes a processor  14  that communicates with a monitoring and alerting parameter database  16 . The processor  14  may include one or more specific algorithms  18  that interpret data received by the processor and which provide information back to the processor that it uses to determine if a specific aircraft performance or operator performance criterion is being met, or has not been met. 
         [0017]    The processor  14  receives information from a flight management subsystem  20  (typically referred to as a “flight management computer” (“FMC”) in the aviation industry) that provides information to the processor  14  concerning flight performance and route data. Typical information received from the flight management subsystem  20  could be route of flight information including waypoint identifies, estimated time of arrival (ETA) times for waypoints, current fuel and projected fuel burn estimates, and automation mode status (i.e. lateral guidance from the flight management subsystem  20 , vertical guidance from the flight management subsystem  20 , engagement, and thrust mode from the flight management subsystem  20  engagement and sub-mode). 
         [0018]    The processor  14  may also receive physiological data concerning the condition of the pilot in command and the pilot not in command, as indicated by subsystems  22   a  and  22   b , respectively. Such data may be provided to the processor  14  via a pilot in command switch  23  that allows the pilot in command (or even the pilot not in command) to select which one will have his/her health data monitored by the processor  14 . Of course, a provision may also be made so that the processor  14  monitors the health data from both individuals simultaneously without any switching being required. The health data may relate to pulse data, respiration, blood oxygen level or any other data that may indicate a change in the physiological state of the pilot in command and/or the pilot not in command. In this regard it will be appreciated that suitable health monitoring equipment will need to be attached to the pilot in command (i.e., pilot) and/or pilot not in command (i.e., co-pilot) prior to the operation of the aircraft  12  commencing for such health monitoring data to be generated. The processor  14  receives this information in real time (i.e., virtually instantaneously) and uses the information to monitor the physiological condition of the pilot in command and/or the pilot non in command, depending if one or both individuals are attached to suitable monitoring equipment. If the processor  14  detects a significant physiological change in the health of the person being monitored, then it may generate an alert, which will be more fully described in the following paragraphs. 
         [0019]    Various reminder messages, which may not be directly related to a certified portion of the two crew duties but may still be a part of the two crew member duties imposed by an airline to comply with company procedures, may be provided to the processor  14 , as indicated by block  24 . Such reminder messages may be route specific. For example, such a flight specific message may be a message that a flight is half way to its intended destination, thus requiring the pilot to reply with an acknowledgement to an airline company worker about the status of a particular passenger or some specific cargo carried on the aircraft  12 . The reminders may also be specific to a mission in a military operation. For example, such reminders may come immediately after various actions occur during a mission that each requires a response from the pilot in command. The failure of the pilot in command to respond to any one of the reminders within a predetermined time period (e.g., 30 seconds) may then cause the processor  14  to generate a real time alert. 
         [0020]    The system  10  may also be integrated with a flight plan monitoring system  26 , such as that described in U.S. Pat. No. 6,828,921, assigned to The Boeing Company, and hereby incorporated by reference into the present disclosure. The system  26  provides comprehensive flight plan information to the processor  14  and works in cooperation with the processor  14  to ensure that the processor is apprised of any action (or inaction) by the pilot in command that will cause the aircraft  12  to deviate from a filed flight plan as amended by air traffic control (ATC), which is referred to as the “cleared flight plan”. 
         [0021]    The system  10  may also make use of various aircraft performance information or data, as indicated at block  28 , such as air speed information, navigation data, altitude data, fuel data, and autopilot mode annunciations, etc., that is provided to the processor  14  for monitoring and analysis. If the processor  14  determines that any received information is outside of an expected range or value, the processor  14  may signal a real time alert informing the pilot in command or the pilot not in command of the condition. 
         [0022]    Finally the system  10  may calculate specific information based on the data received from the aircraft  12  as indicated at block  30 , such as fuel burn compared to the filed flight plan; the fuel burn per waypoint; the Extended Twin Engine Operational range Performance Standards (ETOPS) equal time point (ETP) calculations; three minute out air traffic control (ATC) reporting, etc. The processor  14  may compare this information with other data held in the database  16 , with or without the use of the algorithms  18 , to determine if any condition has arisen requiring pilot in command input or pilot not in command input, or verifying that an expected input has been received from the pilot in command or the pilot not in command. 
         [0023]    It is a principal advantage of the system  10  that the processor  14  is able to generate one or more alerts in the event that the performance of the aircraft  12 , or of the pilot in command, deviates from an expected performance. More specifically, the system  10  is able to provide a real time alert when the performance of, or operation of, the aircraft  12  deviates from an expected performance or from airline company specific operating procedures. For example, the system  10  may provide an alert if the flight path of the aircraft begins to deviate from the expected flight path, or if the pilot in command fails to provide an input or perform a periodic check that is required by standard operating procedures (SOPs) at predetermined intervals (e.g., starting the auxiliary power unit (APU) at a predetermined time prior to descent of the aircraft  12 ). 
         [0024]    The system  10  implements what may be viewed as a hierarchical alert scheme. Initially, if an improper action or an inaction on the part of the pilot in command is detected by the processor  14 , the processor will provide an alert to the pilot in command, as indicated at block  32 . This alert may be provided on a separate visual alert display  35   a  shown in  FIG. 1  (e.g., a light) that the pilot in command can see. If the processor  14  does not detect that the appropriate response has been provided by the pilot in command within a predetermined time period, then the processor  14  may raise the level of the alert. For example, this may involve providing an audible alarm via a separate audible alarm generator  35   b  (e.g., a speaker) to the pilot in command in addition to the visual alert from display  35   a . The audible alarm generator  35   b  is also shown in  FIG. 1 . Alternatively, the processor  14  may provide a separate alert to the pilot not in command, as indicated by block  36 , that no suitable response was taken by the pilot in command. This alert may be provided on the visual alert display  35   a  or through the audible alarm generator  35   b , or it may even be provided audibly through headphones that the pilot not in command is wearing. Alternatively, or in addition to the alert provided to the pilot not in command, the processor  14  may provide an alert to the cabin staff of the aircraft  12  via a cabin interphone subsystem  38 . The cabin interphone subsystem  38  may provide a visual signal or an audible signal that the cabin staff recognizes as meaning that an operational procedure required to be performed by the pilot in command has not taken place, or that performance of the aircraft  12  or of the flight of the aircraft has deviated from an expected course. Still further, the system  10  may provide an alert (i.e., wireless communication) via a ground system alerting subsystem  40  to an air traffic control (ATC) tower that the required response has not been received within the required time frame. The processor  14  may also provide an alert via any of the above described components if any physiological abnormalities are detected from the health data obtained from subsystems  22   a  and  22   b . It will be appreciated that any alert generated by the processor  14  is preferably a real time alert. 
         [0025]    Referring now to  FIG. 2 , a flowchart  100  is shown illustrating operations that may be performed by the system  10 . At operation  102  the processor  14  receives information from the aircraft  12  pertaining to the path of flight of the aircraft, the performance of the various subsystems of the aircraft, and any actions that the pilot in command needs to take or is expected to take at specific time intervals. At operation  104  the processor  14  may use information obtained from the database  16  and the stored algorithms  18  to determine if the path of travel of the aircraft  12 , the performance of various subsystems of the aircraft or the performance by the pilot in command, has given rise to a need to generate an alert along with the type of alert required. If the need for an alert has arisen, the processor  14  generates the needed alert to the pilot in command, as indicated at operation  106 , and then monitors for the expected response, as indicated at operation  108 . If the expected response is received at operation  108 , then the alert is removed, as indicated at operation  110 , and the monitoring action continues. If an alert has been generated, but the expected response from the pilot in command is not received at operation  108 , then either the level of the alert may be raised or a second alert is generated for the pilot not in command, as indicated at operation  112 . If the expected input from the pilot in command is then received after a short additional predetermined time (e.g., 30 seconds or less), as indicated at operation  114 , then the alert to the pilot not in command is removed, as indicated at operation  116 . However, if no response is received by the pilot in command or the pilot not in command after the short additional predetermined time period, as indicated at operation  114 , then an additional alert directed to the cabin crew may be generated as indicated at operation  118 . Optionally, at any time an alert may be wirelessly transmitted from the aircraft  12  to a remote facility, for example an air traffic control facility or an airline company dispatch center, as indicated by operation  120 . If the alert is detected as being removed at operation  122 , then the system  10  continues monitoring the received information that is received by the processor  14 . If the alert is detected as still existing at operation  122 , then the system  10  may continue checking for the expected response from the pilot in command at operation  114 . 
         [0026]    The system  10  enables a commercial transport aircraft that would normally be required by present day flight regulations for long range flights to have four flight crew members on board to operate safely with two or three flight crew members. For flights where two crew members are required, the system  10  could enable the flight to be performed with a single crew member during the cruise segment, and would also extend the number of operations that can be performed with only two crew members. The system  10  enables this reduction in manpower by essentially performing many monitoring and checking actions that would normally be performed by the pilot not in command. Reducing the number of flight crew needed for a given flight can represent a significant cost savings to an airline operating the aircraft  12 . The system  10  also reduces the potential of one or more operational errors (due to human error) of the monitoring function. 
         [0027]    While various embodiments have been described, those skilled in the art will recognize modifications or variations which might be made without departing from the present disclosure. The examples illustrate the various embodiments and are not intended to limit the present disclosure. Therefore, the description and claims should be interpreted liberally with only such limitation as is necessary in view of the pertinent prior art.

Technology Category: 3