Unit dispatching risk prevention and control method and system

Abstract

The invention belongs to the technical field of airline operation safety assessment and risk prevention and control, and provides a unit dispatching risk prevention and control method and system, and the technical scheme is as follows: obtaining various historical data related to unsafe events generated during the operation of each airline; analyzing internal laws and relevance of the various types of preprocessed historical data to obtain an index system of key risk factors and risk links which influence the operation safety of the air route; aiming at key risk factors and risk links which influence the flight line operation safety, corresponding risk prompt standards, response measure training standards, dispatching cooperation standards and technical defect training standards are formulated; and analyzing the actual route based on the constructed index system of the key risk factors and the risk links influencing the route operation safety to obtain a risk prompt, coping measure training, dispatching cooperation and technical defect training scheme in the scene. And the operation safety of the whole route is improved.

Description

Technical Field

[0001] This invention belongs to the field of route operation safety assessment and risk prevention and control technology, and in particular relates to a method and system for risk prevention and control of crew dispatch. Background Technology

[0002] The statements in this section are merely background information related to the present invention and do not necessarily constitute prior art.

[0003] With the rapid development of the aviation industry, the importance of route operation safety has become increasingly prominent. Currently, risk control in crew dispatch faces the following problems: First, inconsistent human standards lead to unstable review results; second, when facing complex routes, special airports, or variable weather, the degree of risk is difficult to define, resulting in low assessment efficiency and poor accuracy; third, results are difficult to preserve and verify, hindering subsequent data statistics and analysis. Furthermore, key risk information in flight plans is mostly contained in meteorological reports (such as TAF and METAR) and airport characteristic data, possessing highly structured characteristics. However, current risk control in crew dispatch lacks unified standards and specifications, leading to poor information coordination, inconsistent risk assessment standards, insufficiently systematic assessment methods, and a lack of visualization of risk levels, severely impacting the efficiency and effectiveness of risk control efforts. Summary of the Invention

[0004] To address at least one of the technical problems mentioned above, this invention provides a method and system for risk control in flight crew dispatch. By combining multi-dimensional analysis, multi-criteria decision-making, risk index, and correlation index, it solves the previous problems of being unable to quantify and rate the risk level of flights and making it difficult to focus on key management. It provides a scientific assessment method for route operation risk assessment and improves flight safety and efficiency.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: The first aspect of the present invention provides a method for preventing and controlling risks in crew dispatch, comprising the following steps: Acquire various historical data related to unsafe incidents that occurred during the operation of each flight route; The inherent patterns and correlations of various types of preprocessed historical data are analyzed to obtain an indicator system of key risk factors and risk links affecting the safety of flight operations; For key risk factors and risk points that affect the safety of flight operations, corresponding risk warning standards, response training standards, dispatch coordination standards, and technical defect training standards should be developed. Based on the constructed indicator system of key risk factors and risk links affecting the safety of flight route operations, the actual flight route is analyzed to obtain risk warnings, response training, dispatch coordination, and technical defect training programs that are suitable for this scenario.

[0006] Furthermore, the various historical data related to unsafe incidents occurring on each route include cabin voice data, report data, and decoded data.

[0007] Furthermore, the indicator system for key factors and links affecting the safety of flight route operations includes: meteorological factors, facility factors, terrain / obstacle effects, and personnel factors; meteorological factors include analyzing meteorological conditions at takeoff and landing airports and along flight routes that may threaten flight route operations; facility factors include analyzing factors that threaten flight route operations due to incomplete or non-functional facilities at takeoff and landing airports, and aircraft malfunctions, including small and medium-sized runways, short and narrow runways, lack of navigation aids, and contaminated pavement; terrain / obstacle effects include special airports and high-altitude airports; personnel factors include personal health status, skill deficiencies, and technical level.

[0008] Furthermore, when constructing an indicator system for key risk factors and risk links that affect the safety of flight route operations, for each element, its correlation and importance with related elements are compared to form a judgment matrix, and the analysis is conducted to determine whether the element hierarchy is internally independent and whether there is internal dependence and feedback.

[0009] Furthermore, when the route contains only a single type of risk source, the total risk value is obtained by summing the risk score multiplied by the weight; when the route contains multiple types of risks, the different risk sources are correlated and have an additive effect on the risk value, so an integration formula is used to integrate the risk sources.

[0010] Furthermore, the historical data related to unsafe events that occurred during the operation of each route are preprocessed, including data cleaning: removing duplicate, erroneous, or incomplete data.

[0011] Furthermore, the formulation of corresponding risk warning standards includes the following steps: First, clarify the impact of meteorological factors on flight operations. Analyze the hazardous meteorological factors contained in the flight routes through TAF and MATER reports, and set up corresponding meteorological knowledge theory learning and hazardous weather response training. Secondly, fully consider the impact of facility factors on route operation, analyze the factors affecting flight safety such as facility or equipment failures at the airport through the NOTAMs issued by the airport, analyze the aircraft failures through the aircraft maintenance records, and identify overlapping risk points. Then, considering the impact of personnel factors on route operations, the risk points included in the personnel database and crew matching information analysis are analyzed. Personnel with health status, skill deficiencies, or other issues are subject to key monitoring and reminders to ensure that all crew members share this information. Finally, based on the risk points involved, corresponding risk warning standards are developed for the implementing units.

[0012] A second aspect of the present invention provides a crew dispatch risk control system, comprising: The data acquisition module is used to acquire various historical data related to unsafe events that occurred during the operation of each flight route. The indicator system construction module is used to analyze the inherent patterns and correlations of various types of preprocessed historical data to obtain an indicator system of key risk factors and risk links that affect the safety of flight route operations. The strategy formulation module is used to develop corresponding risk warning standards, response training standards, dispatch coordination standards, and technical defect training standards for key risk factors and risk links that affect the safety of flight operations. The risk prevention and control module is used to analyze actual routes based on the indicator system of key risk factors and risk links that affect the safety of route operation, and to obtain risk warnings, response training, dispatch coordination, and technical defect training programs that are appropriate for the scenario.

[0013] A third aspect of the present invention provides a computer-readable storage medium.

[0014] A computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of a crew dispatch risk control method as described above.

[0015] A fourth aspect of the present invention provides a computer device.

[0016] A computer device includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the steps of the crew dispatch risk control method described above.

[0017] Compared with the prior art, the beneficial effects of the present invention are: This invention considers the hazards of flight route operations, deeply understands these hazards, and forms a set of risk management and control systems specifically for flight route operations. The control measures of this standard system include risk warnings, training on response measures, dispatch and coordination, and training on technical defects, which promotes the standardization, digitalization, and intelligent development of flight route operation risk management and control, and improves the safety of the entire flight route operation.

[0018] Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0019] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0020] Figure 1 This is a flowchart of a method for preventing and controlling risks in crew dispatch provided by an embodiment of the present invention; Figure 2 This is a block diagram of a crew dispatch risk prevention and control system provided in an embodiment of the present invention; Figure 3 This is a schematic diagram of the server structure provided in an embodiment of the present invention. Detailed Implementation

[0021] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0022] It should be noted that the following detailed description is illustrative and intended to provide further explanation of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0023] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0024] Figure 1 An exemplary embodiment of this application illustrates a method for controlling crew dispatch risks, the method comprising the following steps: Step 1: Obtain various historical data related to unsafe incidents that occurred on each flight route; In this embodiment, various historical data related to unsafe events occurring on each route include cabin voice data, report data, and decoded data.

[0025] Specifically, the cabin voice data includes cabin voice data from unsafe incidents that occurred during the operation of the route over the years, which can be used to analyze coordination problems during operation and provide empirical support for building models; Report data: Collect technical statistics related to route operations to identify key factors affecting route operation safety and personnel technical deficiencies.

[0026] Decoded data can be used to assess the influencing factors in the event of various unsafe incidents in order to determine the impact of different factors on the aircraft's condition.

[0027] Step 2: Preprocess the various historical data related to unsafe events that occurred on each flight route. In this embodiment, the preprocessing of various historical data related to unsafe events that occurred during the operation of each route includes data cleaning: removing duplicate, erroneous or incomplete data to ensure the accuracy and consistency of the data.

[0028] Step 3: Analyze the inherent patterns and correlations of various types of preprocessed historical data to obtain an indicator system of key risk factors and risk links affecting the safety of route operations; Extensive qualitative and quantitative assessments have been conducted regarding air route transportation risks. For example, Wei proposed collecting ACARS message information from aircraft within a pre-defined area for route risk assessment, while Li proposed assessing route operation risks through various pilot competencies. Although some progress has been made in route operation risk assessment, most methods consider limited aspects during the evaluation process. Currently, there is no comprehensive assessment method that considers all hazard sources of route operation risk. A good understanding of these hazard sources is crucial for route risk assessment.

[0029] In this embodiment, when analyzing the inherent patterns and correlations of various types of preprocessed historical data, statistical analysis and data mining can be used to extract the inherent patterns and correlations of hazard sources considering the risks of flight route operations. In specific analysis, key factors and links include meteorological factors, facility factors, terrain / obstacle effects, and human factors; Meteorological factors include analyzing weather conditions at takeoff and landing airports and along flight routes that may pose a threat to flight operations; Specific analytical indicators include: Precipitation: Based on the amount of rainfall, it is divided into light rain, moderate rain, and heavy rain. The specific threshold for classification can be set manually or based on historical data, such as the report given by the airport meteorological department. Wind shear: Wind shear index greater than or equal to the first threshold, such as 10; wind shear index greater than or equal to the second threshold, such as 5, and the first threshold is 10; wind shear index less than the second threshold; Lightning: The weather carries the risk of electric shock, which can be assessed and determined based on historical data. Temperature: High temperature: above 37℃; Low temperature: below 0℃; Freezing: temperature < 10℃ and RVR < 2000m; Low visibility: RVR < set value such as 1000M; Facility factors include factors that may threaten flight route operations, such as inadequate or non-functional airport facilities for takeoff and landing, and aircraft malfunctions. These factors include small and medium-sized runways, short and narrow runways, lack of navigation aids, and contaminated pavement. For example: short and narrow runways: runway length less than 2400 meters and width less than 45 meters; lack of navigational aids: airport ILS / VOR / centerline lights / terminal lights not working; contaminated pavement: runway code 4, 4, 4: good braking condition / runway code 2, 2, 2: poor braking condition; Terrain / obstacle effects include special airports and high-altitude airports; for example, high-altitude airports: airports with an altitude of 1,524 meters to 2,438 meters, and high-platform airports: airports with runway heights higher than the surrounding terrain. Aircraft malfunctions include two risk indicators: MEL / CDL items that affect operations: MEL procedures were performed after the aircraft malfunction, and malfunction retention: the aircraft has malfunction retention procedures that affect operations.

[0030] Human factors involve assessing the health status, skill deficiencies, and technical level of the pilots performing route operations, and analyzing their threats to route operations.

[0031] Furthermore, in order to identify the key factors and links affecting the safety of flight operations, for each element, its correlation and importance with related elements are compared to form a judgment matrix. The main analysis is whether the elements are internally independent and whether there is internal dependence and feedback. First, the factors of each hazard source considering the risk of flight route operation are substituted into the standardized formula and calculated as follows: , in, This represents the raw value of the i-th type of data, such as the severity of risk from environmental hazards. The higher the value, the greater the risk factor. The probability of generating the i-th type of data, where the probability ranges from 0 to 1. ≤1; Original value When >0, calculate proportionally; if or When the value is 0, it is uniformly set to 0.

[0032] Since hazards are categorized into different types, including meteorological factors, facility factors, terrain / obstacle effects, and personnel factors; when a route contains only a single type of hazard, the total risk value is obtained by summing the risk score multiplied by the weight; when multiple types of risks overlap within a route, the different hazard sources become correlated and have an additive effect on the risk value, so an integration formula is used to integrate the hazard sources.

[0033] The specific integration formula is as follows: , in, For the overall score, For the number of data types (e.g., environmental hazard sources and operational hazard sources, then...) =2); and This represents the weights of the i-th and j-th data classes. ≥0, and =1, reflecting the importance of this type of data; for example, environmental hazard sources have a weight of 0.6, and operational hazard sources have a weight of 0.4. This represents the correlation coefficient between risk sources of type i and type j. ≥1 indicates superimposed risks, such as night flights combined with thunderstorms. This shows that there is an important correlation between the risk value of a flight route and the risk itself. The greater the correlation, the higher the risk value resulting from the superposition.

[0034] Based on comprehensive grading Color levels are assigned, with a minimum threshold of Tmin (usually set to 0). Levels are divided into intervals, and colors are categorized as green, blue, and orange based on their numerical values, as shown in Table 1. Table 1. Comprehensive Division into Color Grade Correspondence Table

[0035] Among them, △T1 and △T2 are the level intervals.

[0036] Step 4: Develop corresponding risk warning standards, response training standards, dispatch coordination standards, and technical defect training standards for key factors and aspects affecting the safety of flight operations; The formulation of corresponding risk warning standards includes the following steps: First, clarify the impact of meteorological factors on flight route operations. Analyze potential hazardous meteorological factors along the route using TAF and MATER reports, and set up corresponding meteorological knowledge theory learning and hazardous weather response training to ensure the effectiveness and timeliness of flight personnel's operations when facing hazardous weather.

[0037] Secondly, fully consider the impact of facility factors on route operation, analyze the factors affecting flight safety such as facility or equipment failures at the airport through the NOTAMs issued by the airport, analyze the aircraft failures through the aircraft maintenance records, and identify which risk points may be superimposed. Then, considering the impact of personnel factors on route operations, the risk points included in the personnel database and crew matching information analysis are analyzed. Personnel with health status, skill deficiencies, or other issues are subject to key monitoring and reminders, and this information is shared by all crew members.

[0038] Finally, based on the risk points involved, corresponding risk warning standards are formulated for the operating crew to ensure that the crew understands the risk points of the route before operating the flight, makes CRM allocation in advance, and can react in a timely manner when corresponding risks occur, quickly mobilize the necessary resources, and reduce the impact of risk factors.

[0039] The response training standards are developed by combining existing standard operating procedures, operation manuals, and practical experience to create specific training programs for key factors involved in the flight route. These training programs include written, video, and simulation training formats, aiming to improve the crew's response capabilities, the smoothness of communication among crew members, and the efficiency of handling abnormal situations.

[0040] The dispatch collaboration standard is based on the risk value of the route assessment, establishes a resource information sharing platform, and makes real-time dispatch adjustments to avoid high-risk routes being executed by high-risk personnel or high-risk personnel being paired up with each other, so as to ensure the scientific nature and compatibility of dispatch and minimize operational risks.

[0041] For example, personnel are categorized into three levels—green, blue, and orange—based on their dispatch level, unsafe incident records, and health status, and this categorization is updated in real time. Personnel levels are matched with route risk levels; green personnel can perform route missions at all three levels (green, blue, and orange). Blue personnel can perform blue and green route missions, while orange personnel perform green-level missions.

[0042] Technical defect training standards are an effective guarantee for improving pilots' technical deficiencies. Based on flight records, unsafe events and abnormal operations are presented in chart form. Data analysis identifies each individual's technical shortcomings, leading to the development of corresponding training courses. The development of technical defect training standards aims to ensure the scientific, targeted, and efficient nature of the training. Compared to traditional training, this training focuses more on remediating deficiencies, enabling pilots to develop their various abilities in a balanced way. Ultimately, by addressing pilots' technical deficiencies, the overall safety of flight operations is improved.

[0043] Improve the standards system: Integrate various collaborative standards into a complete standards system to ensure the coordination and complementarity among the various standards.

[0044] Step 5: Based on the constructed route operation risk assessment standard system, analyze the actual route to obtain risk warnings, response training, dispatch coordination, and technical defect training solutions that are suitable for this scenario.

[0045] The above-mentioned solutions can form a dedicated risk management system for route operations. The management measures of this standard system include risk warnings, training on response measures, dispatch coordination, and training on technical defects, which promotes the standardization, digitalization, and intelligent development of risk management for route operations and improves the overall safety of route operations.

[0046] Figure 2 This application illustrates an exemplary embodiment of a crew dispatch risk control system. The system includes: The data acquisition module 201 is used to acquire various historical data related to unsafe events that occur during the operation of each flight route. The indicator system construction module 202 is used to analyze the inherent patterns and correlations of various types of preprocessed historical data to obtain an indicator system of key risk factors and risk links that affect the safety of route operation. The strategy formulation module 203 is used to formulate corresponding risk warning standards, response training standards, dispatch coordination standards, and technical defect training standards for key risk factors and risk links that affect the safety of route operation. The risk prevention and control module 204 is used to analyze actual routes based on the indicator system of key risk factors and risk links that affect the safety of route operation, and to obtain risk warnings, response training, dispatch coordination, and technical defect training programs that are suitable for the scenario.

[0047] It should be noted that the specific implementation of the crew dispatch risk prevention and control system in this embodiment of the invention is similar to the specific implementation of the crew dispatch risk prevention and control method in this embodiment of the invention. Please refer to the description in the method section for details. In order to reduce redundancy, it will not be repeated here.

[0048] Figure 3 This illustration shows a schematic diagram of a server provided in an exemplary embodiment of this application. The server may be... Figure 2 The server shown is 300. Specifically: Server 300 includes a central processing unit (CPU) 301, a system memory 304 including random access memory (RAM) 302 and read-only memory (ROM) 303, and a system bus 305 connecting the system memory 304 and the CPU 301. Server 220 also includes a basic input / output system (I / O system) 306 that facilitates the transfer of information between various devices within the computer, and a mass storage device 307 for storing the operating system 313, application programs 314, and other program modules.

[0049] The basic input / output system 306 includes a display 308 for displaying information and an input device 309 for user input, such as a mouse or keyboard. Both the display 308 and the input device 309 are connected to the central processing unit 301 via an input / output controller 310 connected to the system bus 305. The basic input / output system 306 may also include an input / output controller 310 for receiving and processing input from multiple other devices such as a keyboard, mouse, or electronic stylus. Similarly, the input / output controller 300 also provides output to a display screen, printer, or other types of output devices.

[0050] Mass storage device 307 is connected to central processing unit 301 via a mass storage controller (not shown) connected to system bus 305. Mass storage device 307 and its associated computer-readable media provide non-volatile storage for server 220. That is, mass storage device 307 may include computer-readable media (not shown) such as hard disk or compact disc read-only memory (CD-ROM) drives.

[0051] Without loss of generality, computer-readable media can include computer storage media and communication media. Computer storage media include volatile and non-volatile, removable and non-removable media implemented using any method or technique for storing information such as computer-readable instructions, data structures, program modules, or other data. Computer storage media include RAM, ROM, erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other solid-state storage devices, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape cassettes, magnetic tape, disk storage, or other magnetic storage devices. Of course, those skilled in the art will recognize that computer storage media are not limited to the above-mentioned types. The system memory 304 and mass storage device 307 described above can be collectively referred to as memory.

[0052] According to various embodiments of this application, server 220 can also be connected to a remote computer on a network, such as the Internet. That is, server 220 can be connected to network 312 via network interface unit 311 connected to system bus 305, or it can also use network interface unit 311 to connect to other types of networks or remote computer systems (not shown).

[0053] The aforementioned memory also includes one or more programs, which are stored in the memory and configured to be executed by the CPU. Those skilled in the art will understand that... Figure 2 The structure shown does not constitute a limitation on the terminal and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0054] Embodiments of this application also provide a computer device that can be implemented as follows: Figure 2 The terminal shown is a computer device comprising a processor and a memory storing at least one instruction, at least one program, code set, or instruction set, wherein the processor loads and executes the at least one instruction, at least one program, code set, or instruction set to implement the index data evaluation method provided in the above-described method embodiments.

[0055] Embodiments of this application also provide a computer-readable storage medium storing at least one instruction, at least one program, code set, or instruction set, wherein the at least one instruction, at least one program, code set, or instruction set is loaded and executed by a processor to implement the indicator data evaluation method provided in the above-described method embodiments.

[0056] Embodiments of this application also provide a computer program product or computer program, which includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform any of the indicator data evaluation methods described in the above embodiments.

[0057] Optionally, the computer-readable storage medium may include: read-only memory (ROM), random access memory (RAM), solid-state drives (SSDs), or optical discs, etc. The random access memory may include resistive random access memory (ReRAM) and dynamic random access memory (DRAM). The sequence numbers of the embodiments in this application are merely descriptive and do not represent the superiority or inferiority of the embodiments.

[0058] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0059] The above description is merely an optional embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for risk prevention and control in unit dispatching, characterized in that, Includes the following steps: Acquire various historical data related to unsafe incidents that occurred during the operation of each flight route; The inherent patterns and correlations of various types of preprocessed historical data are analyzed to obtain an indicator system of key risk factors and risk links affecting the safety of flight operations; For key risk factors and risk points that affect the safety of flight operations, corresponding risk warning standards, response training standards, dispatch coordination standards, and technical defect training standards should be developed. Based on the constructed indicator system of key risk factors and risk links affecting the safety of flight route operations, the actual flight route is analyzed to obtain risk warnings, response training, dispatch coordination, and technical defect training programs that are suitable for this scenario.

2. The method for preventing and controlling risks in crew dispatch as described in claim 1, characterized in that, The historical data related to unsafe incidents occurring on each route include cabin voice data, report data, and decoded data.

3. The method for preventing and controlling risks in crew dispatch as described in claim 1, characterized in that, The key factors and indicators affecting the safety of flight route operations include: meteorological factors, facility factors, terrain / obstacles, and personnel factors. Meteorological factors include analyzing weather conditions at takeoff and landing airports and along flight routes that may threaten flight operations. Facility factors include analyzing factors that threaten flight operations, such as incomplete or non-functional facilities at takeoff and landing airports and aircraft malfunctions, including small and medium-sized runways, short and narrow runways, lack of navigation aids, and contaminated pavement. Terrain / obstacles include special airports and high-altitude airports. Personnel factors include personnel's health status, skill deficiencies, and technical level.

4. The method for preventing and controlling risks in crew dispatch as described in claim 1, characterized in that, When constructing an indicator system for key risk factors and risk links that affect the safety of flight route operations, for each element, its correlation and importance with related elements are compared to form a judgment matrix, and the analysis is conducted to determine whether the element hierarchy is internally independent and whether there is internal dependence and feedback.

5. The method for preventing and controlling risks in crew dispatch as described in claim 1, characterized in that, When a route contains only a single type of risk source, the total risk value is obtained by summing the risk score and weight. When a route contains multiple types of risks, the different risk sources are correlated and have an additive effect on the risk value. Therefore, an integration formula is used to integrate the risk sources.

6. The method for preventing and controlling risks in crew dispatch as described in claim 1, characterized in that, Preprocessing of various historical data related to unsafe events occurring on each flight route includes data cleaning: removing duplicate, erroneous, or incomplete data.

7. The method for preventing and controlling risks in crew dispatch as described in claim 1, characterized in that, The formulation of corresponding risk warning standards includes the following steps: First, clarify the impact of meteorological factors on flight operations. Analyze the hazardous meteorological factors contained in the flight routes through TAF and MATER reports, and set up corresponding meteorological knowledge theory learning and hazardous weather response training. Secondly, fully consider the impact of facility factors on route operation, analyze the factors affecting flight safety such as facility or equipment failures at the airport through the NOTAMs issued by the airport, analyze the aircraft failures through the aircraft maintenance records, and identify overlapping risk points. Then, considering the impact of personnel factors on route operations, the risk points included in the personnel database and crew matching information analysis are analyzed. Personnel with health status, skill deficiencies, or other issues are subject to key monitoring and reminders to ensure that all crew members share this information. Finally, based on the risk points involved, corresponding risk warning standards are developed for the implementing units.

8. A crew dispatch risk control system, characterized in that, include: The data acquisition module is used to acquire various historical data related to unsafe events that occurred during the operation of each flight route. The indicator system construction module is used to analyze the inherent patterns and correlations of various types of preprocessed historical data to obtain an indicator system of key risk factors and risk links that affect the safety of flight route operations. The strategy formulation module is used to develop corresponding risk warning standards, response training standards, dispatch coordination standards, and technical defect training standards for key risk factors and risk links that affect the safety of flight operations. The risk prevention and control module is used to analyze actual routes based on the indicator system of key risk factors and risk links that affect the safety of route operation, and to obtain risk warnings, response training, dispatch coordination, and technical defect training programs that are appropriate for the scenario.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the steps in the crew dispatch risk control method as described in any one of claims 1-7.

10. A computer device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the steps in the crew dispatch risk control method as described in any one of claims 1-7.

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