Method for supervising the piloting of an aircraft, device and corresponding program

Abstract

Method for monitoring aircraft piloting, device and corresponding program. The present invention relates to a system, a device and a method for monitoring the execution of aircraft management instructions by an aircraft pilot. The method comprises at least one iteration of the following steps: obtaining (A01) a data structure representing an aircraft management instruction (DrCPil), the data structure representing the aircraft management instruction including a target value for a flight parameter (ParF); first monitoring step (A02) of the execution of the aircraft management instruction including a comparison of a current value of the flight parameter with the target value of the flight parameter; and when, at the end of a first monitoring period (T1), the aircraft management instruction is not executed (N), execution (A03) of a preventive alert process for the pilot.Figure for the summary: Fig. 2.

Description

Title of the invention: Method for supervising the piloting of an aircraft, device and corresponding program

[0001] Domain

[0002] The invention relates to the management of actions to be carried out during the piloting of an aircraft. The invention relates more particularly to the supervision of a pilot of an aircraft, said pilot having to carry out actions relating to the piloting of the aircraft. The invention aims more particularly to detect, preventively, unexpected, non-compliant or dangerous situations, which would be linked to the behavior or to a situation of the pilot. The invention finds an application in assistance in piloting aircraft in flight conditions but also in the training of pilots, for example on a simulator. Prior art

[0003] In the space of a few decades, aircraft management systems have evolved from simple navigation management aids to complex, fully integrated aircraft management systems, receiving data from all sensors of all flight-critical systems. Aircraft management systems now provide data that controls virtually every aspect of aircraft behavior. These systems have enabled efficiencies in the management, particularly in flight, of aircraft that far exceed the capabilities of human pilots. These systems are able not only to monitor aircraft behavior, but also to display and manage many parameters related to flight.

[0004] During the different phases of the flight (takeoff, cruise, landing), the pilot(s) are supposed to interact with these systems to take into account different instructions that may be received. These instructions may come from air traffic control, or from the flight plan entered in the FMS (Flight Management System) before the flight; these instructions may also come from ATC (Air Traffic Control) procedures or instructions, CPDLC (Controller Pilot Data Link Communications) messages, ATIS (Automatic Terminal Information Service) messages. These instructions may, for example, relate to changes in heading, altitude or taking into account complex meteorological conditions. These instructions may also come from checklists to be passed.In some situations, these instructions are displayed via screens that are positioned in front of the pilot in the cockpit. The instructions can also be audible, and . received directly by air traffic control.

[0005] In any case, the modern aircraft has numerous systems and devices (EFIS (Electronic flight instrument System), EICAS (Engine In-dicating and Crew Alerting System) or ECAM (Electronic Centralized Aircraft Monitoring)), to inform and guide the pilot in all phases of flight of the aircraft and / or to automatically direct certain phases of flight.

[0006] However, there is no device for measuring or monitoring the pilot's condition. In particular, there is no device for measuring a pilot's ability to implement the instructions he receives from the various systems and devices of the aircraft, nor is there a device for monitoring the pilot's inputs, for example on the FMS.

[0007] Indeed, certain data required by the FMS must still be obtained and entered by the pilot, through the various interfaces (screens, keyboards) of the FMS. In the context of these interactions, errors can be made. Furthermore, when the FMS, on the basis of a flight plan, defines a heading or an altitude to be reached, there is no solution for monitoring the actions of the pilot. This problem is particularly significant when the pilot is alone at the controls of his aircraft (case of a single-pilot flight).

[0008] It is therefore necessary to have a method and a device for indirectly monitoring the pilot's ability to carry out the instructions he receives during operations carried out on an aircraft during a flight, with the ultimate objective of determining the conditions, particularly physiological, in which the pilot operates. It is also necessary to be able to monitor the speed at which the pilot implements the various instructions transmitted to him. Summary of the invention

[0009] The invention was constructed to solve this technical problem. To this end, a method is proposed for monitoring the execution of aircraft management instructions by a pilot of an aircraft, the method being implemented by an electronic monitoring device of said aircraft, the electronic monitoring device being distinct from an aircraft management device, the method comprising at least one iteration of the following steps: - a step of obtaining a data structure representative of an aircraft management instruction, the data structure representative of the aircraft management instruction comprising a target value for a flight parameter; - a first step of monitoring the execution of the aircraft management instruction including a comparison of a current value of the parameter

[0010]

[0011]

[0012]

[0013]

[0014]

[0015] flight with the target value of the flight parameter; and - when, at the end of an initial monitoring period, the aircraft management instruction is not executed, a step of executing preventive alert processing for the pilot. It is thus possible to obtain information relating to the pilot's consideration of the instructions transmitted to him or which he must carry out during the piloting of the aircraft. According to a particular characteristic, the preventive alert processing comprises: - a step of displaying, on a screen, a notification intended for the pilot; - a step of starting a second time delay, for a second monitoring duration; - a second step of monitoring the application of the aircraft management instruction, comprising a comparison of a current value of the flight parameter with the target value of the flight parameter; and - when at the end of the first monitoring period, the aircraft management instruction is not executed, a step of executing an alert processing. Thus, the pilot is visually notified of the instantiation of the aircraft management instruction, via a dedicated display. He is therefore able to take the instruction into account when it has been transmitted to him via a main channel. This second monitoring during the second delay thus makes it possible to monitor the pilot's activity. According to a particular characteristic, prior to the first step of monitoring the execution of the aircraft management instruction, a step of transmitting, to a restitution device, a message comprising an information notification. According to a particular characteristic, the step of obtaining the data structure representative of the aircraft management instruction comprises: - a step of receiving, from an aircraft management device, data representative of a flight event; - a step of creating, as a function of the data representative of the flight event, the data structure representative of the aircraft management instruction, comprising the flight parameter and the target value of said flight parameter; - a step of obtaining the first monitoring duration as a function of said flight parameter. According to a particular characteristic, the step of creating the data structure representative of the aircraft management instruction comprises a step of search, within a database, for the flight parameter and the target value of said flight parameter using data representative of a flight event.

[0016] According to a particular characteristic, the data representative of the flight event comprises an altitude clearance and / or a heading clearance.

[0017] According to a particular characteristic, the step of monitoring the execution of the aircraft management instruction comprises at least one step of obtaining, from an aircraft management device, the current value of the flight parameter.

[0018] According to a particular characteristic, the step of monitoring the execution of the aircraft management instruction is interrupted when a flight parameter, different from said at least one flight parameter of the aircraft management instruction, changes.

[0019] According to a particular characteristic, the step of monitoring the execution of the aircraft management instruction is interrupted when the pilot interacts with at least one aircraft management device present within the cockpit.

[0020] According to another aspect, the invention also relates to an electronic device for monitoring the execution of aircraft management instructions by a pilot of an aircraft, intended to be installed within said aircraft, the electronic monitoring device being distinct from an aircraft management device, the electronic monitoring device comprising: - means for obtaining a data structure representative of an aircraft management instruction, the data structure representative of the aircraft management instruction comprising a target value for a flight parameter; - means for monitoring the application of the aircraft management instruction comprising a comparison of a current value of the flight parameter with the target value of the flight parameter; and - when, at the end of an initial monitoring period, the aircraft management instruction is not applied, means of carrying out preventive alert processing for the pilot.

[0021] According to another aspect, the invention also relates to an avionics system comprising an aircraft management device capable of delivering at least one aircraft management instruction to a pilot. Such a system further comprises an electronic device for monitoring the execution of said at least one aircraft management instruction, the electronic monitoring device being in accordance with the above description and distinct from the aircraft management device. Brief description of the figures

[0022] Other characteristics and advantages of the invention will emerge from the description which is given below, for information purposes only and in no way limiting, with reference to the attached figures, including: - [Fig.l] illustrates an electronic device for monitoring the application of aircraft management instructions; - [Fig.2] illustrates a method of monitoring the application of instructions of aircraft management according to the invention; - [Fig.3] illustrates the implementation of the preventive alert processing according to the invention;

[0023] Description of an embodiment

[0024] [Fig.l] illustrates an electronic device for monitoring the application of aircraft management instructions SOP (from the English for "standard operating procedures") which describe the actions to be carried out by the crew during the flight. These aircraft management instructions can be determined by the FMS. In particular, the FMS is able to provide aircraft management instructions which result for example from the flight plan, the meteorological conditions encountered on the route. The aircraft management instructions can also be determined by the flight phase in which the aircraft is (takeoff, cruise, landing) and the different stages making up these phases (for example in the case of landing: descent, approach, before landing). Finally, these instructions can take the form of piloting or navigation instructions which can be transmitted vocally by air traffic control.

[0025] The aircraft is for example an airplane, such as a commercial airliner. Alternatively, the aircraft is a helicopter, a drone that can be piloted remotely by a pilot.

[0026] The invention relates to the implementation of an electronic device for monitoring the application (execution) of aircraft management instructions by a pilot. The electronic monitoring device DSurv is described in relation to [Fig.l]. The electronic monitoring device DSurv is intended to be carried on board the aircraft, when the aircraft is an airplane or a helicopter. Alternatively, the electronic monitoring device DSurv is intended to be installed on the ground, while being connected to the avionics systems carried on board the aircraft, in particular the management devices described below, when the aircraft is a drone that can be piloted remotely by a pilot.

[0027] Such an electronic monitoring device DSurv comprises an information processing unit formed for example of a memory Mem and a processor P associated with the memory Mem.

[0028] Furthermore, the electronic surveillance device DSurv also comprises an RCpM reception module, coming from at least one aircraft management device, such as an FMS, an EFIS (from the English for “(Electronic flight instrument System”) and / or an EICAS (Engine Indicating and Crew Alerting System) and / or an ECAM (Electronic Centralized Aircraft Monitoring) or other similar or equivalent devices, depending on the configurations, of flight data including for example data representative of procedures to be executed (“flow” in English) and / or data representative of flight planning and / or data representative of meteorological conditions.

[0029] Those skilled in the art will observe that the electronic monitoring device DSurv is preferably external to the aircraft management devices, such as the aforementioned FMS, EFIS, EICAS, ECAM, and is then distinct from the management devices. Those skilled in the art will indeed understand that the electronic monitoring device DSurv forms a supervisory agent monitoring a state, in particular physiological, of the pilot through the pilot's interactions with the management device(s), and is then preferably external to these management devices, and separate from said management devices.

[0030] The electronic monitoring device DSurv also comprises a detection module DectC of an aircraft management instruction to be executed by the pilot. This detection module uses in particular the data obtained using a data reception module RCpM.

[0031] The electronic monitoring device DSurv also comprises a MesT measurement module for measuring time flow durations. This MesT measurement module is used to monitor the time delays implemented for the implementation of the instructions by the pilot.

[0032] The electronic monitoring device DSurv also comprises a module SurvM for monitoring actions performed by the pilot; this monitoring module SurvM comprises a module (not shown) for obtaining data from modules linked to piloting, such as for example a module for obtaining all or part of the data displayed on a display device, such as for example an EWD (from the English for "Engine and Wing Display") or data from the aircraft management devices. The electronic monitoring device DSurv also comprises a module (not shown) for transmitting, to an electronic display device (for example a display of the EWD or another auxiliary display device, such as an EFB (from the English for "Electronic ElightBag"), data relating to the absence of execution of an aircraft management instruction.The DSurv electronic surveillance device also includes communication modules (not shown), such as network communication modules, for receiving and transmitting data from or to the aircraft management devices.

[0033] These modules are for example implemented in the form of hardware modules, dedicated to the aforementioned functions or in the form of a calculator. In other implementations These modules are implemented in the form of computer programs. They are controlled by a main program. The DSurv electronic monitoring device is, for example, a stand-alone device, independent of other aircraft management devices, or it can be a module (software or hardware) integrated into an aircraft management device. It can be, for example, a SOC (System On Chip) or implemented on general-purpose systems. As specific examples, the electronic monitoring device is implemented in the form of a programmable logic component, such as an FPGA (Field Programmable Gate Array), or an integrated circuit, such as an ASIC (Application Specific Integrated Circuit).

[0034] Alternatively, when the method is carried out in the form of one or more software programs, i.e. in the form of a computer program, also called a computer program product, it is furthermore capable of being recorded on a medium, not shown, that is readable by a computer. The computer-readable medium is, for example, a medium capable of storing electronic instructions and of being coupled to a bus of a computer system. For example, the readable medium is an optical disk, a magneto-optical disk, a ROM memory, a RAM memory, any type of non-volatile memory (for example FLASH or NVRAM) or a magnetic card. A computer program comprising software instructions is then stored on the readable medium.

[0035] A method for monitoring the execution of aircraft management instructions is described in relation to [Fig. 2], the method being implemented for example by the monitoring device DSurv of [Fig. 1]. Such a method comprises iterations of the following steps: - a step A01 of obtaining a data structure representative of an aircraft management instruction DrCPil, this data structure representative of the aircraft management instruction comprising at least one flight parameter ParF to be monitored; - a first monitoring step A02 of the execution of the aircraft management instruction comprising a comparison of a current value of the flight parameter with the target value of the flight parameter (this first monitoring step comprising for example obtaining data from the aircraft management device(s) EQT, such as for example the FMS); and - when at the end of a first monitoring period Tl, the aircraft management instruction is not executed (N), an execution step A03 of a preventive alert processing.

[0036] Step A01 of obtaining a data structure representative of the aircraft management instruction, which comprises at least one flight parameter to be monitored and an associated target value, is implemented continuously. The objective of this step is to determine whether an action can or must be implemented by the pilot at a given time. Obtaining the aircraft management instruction is for example based on the actions of the pilot (for example manual triggering of a procedure by the pilot). Obtaining the aircraft management instruction is for example based on the flight plan (for example temporal proximity to an event in flight, e.g. start of descent (TOD for “Top Of Descent”), different levels (e.g. 10,000 feet), etc.).Obtaining the aircraft management instruction is, for example, based on a transcription of the pilot's words during a discussion with ground control, for example with the objective, for the pilot, of obtaining altitude or heading clearance (for example when a change of heading is necessary following the occurrence of adverse weather conditions not initially anticipated or when ATC orders such a change of heading) from ground control. Thus, the data structure of the aircraft management instruction that is obtained includes at least one flight parameter to be monitored and at least one associated target value. Examples of procedures and clearances are detailed below.

[0037] The first monitoring step A02, for its part, is implemented as a function of the target value associated with the flight parameter and the evolution of the latter in relation to the environment. More particularly, as explained previously, the first monitoring step A02 aims to determine the state of the pilot, and in particular the latter's ability to continue the different phases of flight in optimal safety conditions. It must neither distract the pilot nor prevent the latter from implementing actions that he considers more justified or more urgent given the situation on board the aircraft.

[0038] Thus, the first monitoring step A02 comprises a step of obtaining a current value associated with said at least one parameter of the aircraft management instruction. For example, when the aircraft management instruction consists of reaching a given altitude (e.g. 10,000 feet, or 10,000 ft), the first monitoring step A02 consists of obtaining, from an aircraft management device, the altitude of the aircraft and comparing this altitude obtained with respect to the target altitude associated with the “altitude” parameter of the aircraft management instruction. The first monitoring step A02 also comprises a step of starting a first time delay (T1), corresponding to the aforementioned first monitoring duration: this first time delay T1 makes it possible to measure the time which elapses between the start of the monitoring and: - either the completion of the aircraft management instruction by the pilot (in this case the first time delay Tl is stopped), - or, as detailed later, the execution of the preventive alert processing, intended to inquire about the state of the pilot.

[0039] The first monitoring step A02 optionally comprises one or more steps of obtaining other parameters accessible from the aircraft management device. For example, the first monitoring step A02 comprises a step of obtaining data relating to the activation of the “push to talk” (PTT) command. Similarly, the first monitoring step A02 comprises, for example, obtaining data relating to the triggering of an alert at the aircraft management device.

[0040] Thus, when certain parameters change (due to a change in situation at the aircraft level), the first time delay T1 may be interrupted and / or paused. This interruption results, for example, in the pure and simple cancellation of the initial aircraft management instruction, or the resumption of the aircraft management instruction after the situation has returned to its previous state: for example, in the case of the use of the PTT, if no particular clearance is determined at the end of the conversation with the ATC (i.e. no change of instruction), the first time delay T1 is resumed at the end of the interruption of the PTT. Conversely, if a new instruction is obtained at the end of the activation of the PTT, the current first time delay T1 is canceled and a new time delay T1 is triggered upon entry, by the pilot, of the new instruction (on the aircraft management device).Thus, the first monitoring step A02 comprises, for example, a step of interrupting the monitoring of the execution of the current aircraft management instruction, either when the current aircraft management instruction is cancelled, or when the current aircraft management instruction is completed.

[0041] The preventive alert processing step A03 (implemented when the aircraft management instruction is not applied, i.e. executed, at the end of the first monitoring duration, materialized by the expiry of the first time delay T1) is described in relation to [Fig. 3]. This preventive alert processing step A03 comprises: - a display step A31, on an SCR screen (for example EWD, EFB), which is a dedicated screen or a shared screen of the aircraft management device, of a notification NI intended for the pilot; - a start step A32 of a second time delay T2, for a second monitoring duration; - a second monitoring step A33 of the application of the aircraft management instruction; the second monitoring step A33 involves, as for the first monitoring step A02, obtaining values ​​associated with said at least one parameter of the aircraft management instruction: as for the first time delay, the method continues to obtain, from the aircraft management device EQT (for example the FMS or other equipment), data making it possible to check the situation of the latter with regard to the delivered instruction. This obtaining makes it possible to continue to implement the first monitoring step previously triggered (according to the same methods as described previously, the examples described also apply). This second monitoring step A33 can thus be considered as a continuation of the initial first monitoring step A02.

[0042] Optionally, the display of the notification on the screen selected for this display includes the display of two possible action buttons: an “ACK” button (abbreviation from the English for “acknowledge”) and a “Dismiss” button (from the English for “reject”). One or more physical (tangible) buttons can be used by the pilot to select one or other of these actions. In the case of a selection of one or other of these actions by the pilot, the second time delay T2 is interrupted, the notification is deleted from the screen and transmitted for archiving within a consolidation device (which can use it for other objects).

[0043] When the second time delay T2 comes to an end, and the aircraft management instruction is still not respected by the pilot (N) (for example the altitude instruction is not positioned on the autopilot, or the heading is not modified and no new aircraft management instruction is applied or applicable, the method comprises a step of executing A34 an alert processing (for a suspicion of incapacity) consisting, at a minimum, of transmitting a status of suspicion of incapacity to the consolidation device (which can use it for other purposes). Optionally, the alert processing comprises a step of activating an alarm within the cockpit. Optionally, the alert processing comprises a step of activating an alarm in the cabin (if it is a commercial passenger transport aircraft), for example by telephone, intended for the cabin crew.Optionally, the alert processing includes a step of activating a particular aircraft piloting sequence, in place of the pilot.

[0044] The step A01 of obtaining the data structure representative of the aircraft management instruction DrCPil is implemented continuously by the monitoring device DSurv. It notably comprises the reception, from one of the aircraft management devices EQT (FMS, EFIS, EICAS, ECAM, Audio systems, etc.) of data representative of a flight event. This reception is for example consecutive to an interrogation (made by the monitoring device DSurv to one of these aircraft management devices). This reception is for example following a subscription of the DSurv monitoring device to a transmission service provided by one of these aircraft management devices. The data representative of a flight event is presented for example in the form of a character string representing a procedure identifier. The data representative of a flight event is presented for example in the form of a character string representing an altitude or heading clearance (for example “ALT:10000ft”). The data representative of a flight event is presented for example in the form of a character string representing a flight plan step.The monitoring device DSurv, on the basis of this data representative of a flight event, proceeds to create the data structure representative of the aircraft management instruction DrCPil, by obtaining the flight parameter ParF and the target value of this flight parameter, for example by cutting the character string according to a predetermined format and / or by searching for these elements within a database (when it is a procedure identifier for example). As indicated below, the monitoring device DSurv obtains the first monitoring duration T1 and / or the second monitoring duration T2 as a function of said flight parameter.

[0045] Thus, the values ​​of the first and second time delays which are used in conjunction with the monitoring of the execution of the aircraft management instruction are determined as a function of this aircraft management instruction itself (i.e. the flight parameter and the target value). As an indication, the values ​​of the time delays are between a few tens of seconds (for example 30 to 50 seconds) and a few minutes (for example from 1 minute to 5 minutes) depending on the situation and the urgency of the execution of the instruction.

[0046] More particularly, in a first exemplary embodiment, the first time delay and / or the second time delay are associated with a typology of aircraft management instructions. For example, aircraft management instructions which relate to certain flight phases are associated with predefined time delay values. Aircraft management instructions which relate to a clearance obtained from ATC are associated with other predefined time delay values. Similarly, aircraft management instructions which are associated with the implementation of particular procedures (check before takeoff, takeoff, post-takeoff, climb, etc.) may be associated with time delays as a function of the times theoretically planned for the implementation of these aircraft management instructions.Thus, the electronic monitoring device DSurv comprises means for storing these predefined timeout values ​​within a data structure, in which the typology of the aircraft management instruction serves as input for obtaining the timeouts. Other modes of determining the timeouts can also be defined, for example as a function of a degree of urgency presented by . the application of an aircraft management instruction.

[0047] Interface for transmitting notifications to the pilot.

[0048] As part of monitoring the pilot's situation and detecting his state, it is possible to inform the pilot of the aircraft management instructions that he must observe. Indeed, when the pilot does not take any action after receiving an aircraft management instruction, this does not necessarily mean that the aircraft is not capable of reacting. It may also mean that the pilot's attention is directed towards tasks other than those related to the implementation of the aircraft management instructions.

[0049] For this reason, the addition of a notification display mechanism is advantageous to allow the pilot to resume the course of an initiated procedure (for example a descent procedure) after his attention has been directed towards another task (whether it is a piloting task or an ancillary task). According to the present invention, the electronic monitoring device DSurv is therefore able to transmit, to a cockpit display device (for example the EWD or EFB screen), the notifications which are linked to the actions expected from the pilot, following the obtaining of instructions relating to the flight. The notifications generated by the electronic monitoring device DSurv are displayed on the selected screen.

[0050] For these notifications, two actions are offered to the user: “ACK” and “DISMISS”.

[0051] If the user selects “ACK” or “DISMISS”, this information is to be sent to the consolidation device.

[0052] When a new notification is issued, in order for it to be visible, it is immediately made available (in extended format) without the need for action on the part of the pilot: automatic opening of this new notification. A notification for which the pilot selects "ACK" or "DISMISS" becomes obsolete and goes into the history (for example for the consolidation device).

[0053] Furthermore, as detailed below, the notification (displayed at the end of the first timeout) automatically becomes obsolete and goes into a history, for example in the following cases: - if during the elapse of the second time delay T2, the electronic monitoring device DSurv detects (during the second monitoring step) for example that a data item of type "Procedure ID" changes and returns an identifier different from that of the procedure currently monitored, the second time delay T2 is stopped and monitoring ends. The previously issued notification is obsolete and goes into the history. - if during the elapse of the second time delay T2, during the second stage of A33 monitoring, an altitude clearance value is modified (corresponds to the case of the new altitude clearance), the current monitoring stops and a new monitoring is started, relating to this new altitude clearance. The notification associated with the stopped monitoring then becomes obsolete and goes into the history. - if during the elapse of the second time delay T2, during the second monitoring step A33, the electronic monitoring device DSurv detects that the “SelAltitudeTarget” value is modified and is equal to the altitude clearance, the second time delay is stopped and monitoring ends. The previous notification is deleted (it becomes obsolete and is put in the history). - if during the elapse of the second time delay T2, during the second monitoring step A33, the electronic monitoring device DSurv detects that “SelAltitudeTarget” is modified and is not equal to the altitude clearance, the second time delay is stopped and monitoring ends. A new notification is displayed (relating to the new altitude). The previous notification becomes obsolete and is put in the history. - If, during the elapse of the second time delay T2, during the second monitoring step A33, the electronic monitoring device DSurv detects that the selected altitude target becomes equal to the pending altitude clearance and that the current altitude of the aircraft decreases (for example delta = 200 ft), it decides that there is no more altitude clearance (descent start) pending. The notification is obsolete. - In the event that a monitoring operation that led to the issue of a notification is stopped because a new altitude clearance is detected, this notification is considered obsolete and goes into the history.

[0054] What is presented above is valid for the heading that the aircraft must follow, and in all other situations where these aircraft management instructions relating to altitude can be transposed.

[0055] Three examples of implementation of the method of the invention are presented below: monitoring associated with the implementation of a procedure, monitoring associated with the reception of voice information and monitoring of the descent of an aircraft (for example in the context of a commercial flight).

[0056] Monitoring associated with the implementation of procedure (including one or more checklists)

[0057] This monitoring is associated with the execution of checklists and deals, for example, with the following case: the pilot is the initiator of a procedure normal FWS (“Flight Monitoring System”) but does not complete this procedure.

[0058] In this case, the step of obtaining the data representative of the aircraft management instruction consists of retrieving, for example from a system of the avionics suite (of the FWS, of the EWD or other suitable equipment), the status of the procedure being executed. Then, it is monitored that the procedure is complete (after a certain time). This verification is carried out by implementing the method previously described by the DSurv monitoring device. Thus, when the pilot begins a normal procedure at the FWS, the DSurv monitoring device triggers monitoring which is based on: - the first time delay Tl (first time delay); - and elements relating to the situation in the cockpit, in order not to intervene and modify or cancel the time delay: - when a communication is in progress (see following example on voice information); - optionally, when certain actions are in progress on aircraft equipment, for example: change of heading value, altitude, speed or barometric setting: these modifications indicate that the pilot is not incapacitated because he is making changes to the flight parameters; - if an alert is raised at the FWS.

[0059] If the procedure is executed before the expiry of the first timer, no notification is displayed. Otherwise, monitoring is continued by the DSurv device, according to the method previously described, by executing the preventive alert processing, which displays a Notification NI and starts the second timer T2. Conditions for terminating this preventive alert processing are described, for illustrative purposes, in the following example.

[0060] Monitoring associated with the reception of voice information

[0061] This monitoring is associated with the reception of voice information and deals, for example, with the following two cases of ATC instructions: - The determination of an altitude clearance; - Transmission of a QNH for calibration.

[0062] Monitoring begins for example in the climb phase (“Flight Phase” = Climb = 2, among the different Flight Phase values: 0 = “Preflight / ground”; 1 = “Takeoff”; 2= “Climb”; 3= “Cruise”; 4= “Descent”; 5= “Approach”; 6= “Clear”).

[0063] For a given clearance detected and made available by the voice assistant, if the value of this altitude clearance is different from the selected altitude target (“SelAltitudeTarget”), the monitoring device DSurv launches a monitoring (triggering of the first time delay T1 and potentially of the second time delay T2 thereafter) according to the method of the invention. This monitoring is carried out once. Once the monitoring is completed or stopped for this clearance, it is only reactivated if the target value is modified (to a value different from that of the clearance).

[0064] If a new clearance is detected and made available by the voice assistant, the monitoring associated with the previous clearance ends. If the value of this new altitude clearance is different from the selected altitude target (“SelAltitudeTarget”), the DSurv monitoring device initiates monitoring associated with this new clearance.

[0065] For example, the following conditions are implemented in carrying out the method of the invention: - when the voice assistant detects an altitude clearance, it is made available to the DSurv electronic monitoring device (by a subscription mechanism, for example); - when the value of this altitude clearance is different from the selected altitude target (“SelAltitudeTarget”), the electronic monitoring device DSurv starts the first time delay Tl and monitors the value of this “SelAltitudeTarget”; - if monitoring associated with a previous altitude clearance was in progress, it is permanently stopped; - when, during the elapse of the first time delay Tl, the electronic monitoring device DSurv detects that “SelAltitudeTarget” is modified and is equal to the altitude clearance, the first time delay Tl is stopped and monitoring ends, without displaying any notification; - when during the elapse of the first time delay T1, the electronic monitoring device DSurv detects that “SelAltitudeTarget” is modified and is different from the altitude clearance, the first time delay T1 is stopped and an NI notification with the following message is displayed of the type: “check target altitude according to clearance”. The monitoring is not stopped, the electronic monitoring device DSurv triggers the second time delay T2;

[0066] During the elapse of the first time delay T1, the electronic monitoring device DSurv monitors the pilot's activity. It suspends the first time delay T1 if one of the following events occurs: if a communication task is in progress (for example, push to talk (PTT) is activated), the first time delay T1 is interrupted until this communication task is completed. The first time delay T1 restarts from zero as soon as this communication task is completed; if, a Once the first time delay T1 has elapsed, "SelAltitudeTarget" is still not set to the altitude clearance value, the electronic monitoring device DSurv executes the preventive alert processing which displays a Notification NI and starts the second time delay T2.

[0067] Once the second timer T2 has started and the NI notification has been sent, if the pilot selects “ACK” or “DISMISS” of the NI notification, the second timer T2 stops and the monitoring ends (we then see that the state of the pilot allows it to take the notification into account, therefore it is not in a state of incapacity).

[0068] If during the elapse of the second time delay T2, the electronic monitoring device DSurv detects that “SelAltitudeTarget” is modified and is equal to the altitude clearance, the second time delay T2 is stopped and the monitoring ends. The previous notification NI becomes obsolete and is placed in the history. If during the elapse of the second time delay T2, the electronic monitoring device DSurv detects that “SelAltitudeTarget” is modified and is not equal to the altitude clearance, the second time delay T2 is stopped and the monitoring ends: it is again noted that the pilot is not incapacitated since he is making modifications.

[0069] During the elapse of the second time delay T2, the electronic monitoring device DSurv monitors the pilot's activity. It suspends this activity when a communication is in progress (for example, push to talk is activated (variable: VHFl_PushToTalk_RMAl or VHF2_PushToTalk_RMAl activated)), i.e. the second time delay T2 is momentarily interrupted.

[0070] If, once the second time delay T2 has elapsed, "SelAltitudeTarget" is still not set to the altitude clearance value and the pilot has not responded to NI (no selection of one of the associated actions, e.g., ACK or DISMISS), the electronic monitoring device DSurv transmits a status of possible pilot incapacitation (secondary processing) to the consolidation device. In this example, monitoring is then stopped.

[0071] Top of Descent Monitoring (TOP)

[0072] The descent monitoring takes place during the cruise phase. It stops as soon as the aircraft enters the descent phase, i.e. when the aircraft is started to descend. The DSurv monitoring device, in this example, is based on monitoring ATC communications associated with the voice information reception functionality, in order to detect descent instructions, i.e. altitude instructions lower than the cruising altitude (CRZ ALT). The example focuses on descent clearances not carried out at the “Top Of Descent” (TOD) passage. The monitoring is carried out as follows: - the DSurv monitoring device monitors the progress of the aircraft in relation to the TOD (before sequencing it). For example, 5 minutes before the TOD (configurable value - parameter TN0), the DSurv monitoring device reminds in all cases (whether a descent clearance has been issued or not) that the aircraft is approaching the TOD, for example by displaying a notification on the screen dedicated to notifications: Display of an information notification (NO) to the pilot reminding the pilot of the approach to the TOD (at tn0); - when a clearance is received before the TOD: the DSurv monitoring device monitors (with the time delay Tl) the expected descent action following the obtaining of the descent clearance and alerts (preventive alert processing) the pilot before the descent action becomes too late in relation to the positioning of the TOD. If, following this alert, the pilot does not react after a certain time, a suspicion of incapacity is issued (secondary processing). - when no clearance is received before the TOD: at a given time (positioning relative to the TOD) (configurable value - see parameter T no), the DSurv monitoring device executes the preventive alert processing to alert the pilot of the situation by displaying a notification on the screen dedicated to notifications. If, following this alert, the pilot does not react after a certain time (determined by the second time delay T2), the secondary processing is executed (a suspicion of incapacity is issued). - in addition, the DSurv monitoring device monitors any descent without prior clearance: when no instructions are available, but the flight parameters change (for example, a descent is detected), a notification is issued.

[0073] Conditions for terminating the preventive alert processing (for reasons other than the aircraft descending) are described, by way of illustration, in the previous example (pilot communication task: monitoring associated with the reception of voice information).

[0074] The preceding examples have been described for illustrative purposes. They make it possible to contextualize the implementation of the monitoring method described and in particular the conditions for maintaining or stopping the monitoring of the pilot's actions, with the aim of obtaining, indirectly, information relating to the pilot's ability to carry out his missions (to implement the instructions). This information is obtained indirectly, without it being necessary to have additional sensors at the cockpit level.

Claims

Claims

1. Method for monitoring the execution of aircraft management instructions by a pilot of an aircraft, method implemented by an electronic monitoring device (DSurv) of said aircraft, said electronic monitoring device (DSurv) being distinct from an aircraft management device (EQT), the method comprising at least one iteration of the following steps: - a step of obtaining (A01) a data structure representative of an aircraft management instruction (DrCPil), the data structure representative of the aircraft management instruction comprising a target value for a flight parameter (ParF); - a first step of monitoring (A02) the execution of the aircraft management instruction comprising a comparison of a current value of the flight parameter with the target value of the flight parameter;and - when at the end of a first monitoring period (Tl), the aircraft management instruction is not executed (N), a step of execution (A03) of a preventive alert processing intended for the pilot.;

2. Method according to claim 1, characterized in that the preventive alert processing comprises: - a step of displaying (A31), on a screen (SCR), a notification (NI) intended for the pilot; - a step of starting (A32) a second time delay (T2), for a second monitoring duration; - a second step of monitoring (A33) the application of the aircraft management instruction, comprising a comparison of a current value of the flight parameter with the target value of the flight parameter; and - when at the end of the first monitoring duration, the aircraft management instruction is not executed (N), a step of executing (A34) an alert processing.

3. Method according to one of claims 1 and 2, characterized in that it further comprises, prior to the first step of monitoring (A02) the execution of the aircraft management instruction, a step of transmitting, to a restitution device (SCR), a message comprising an information notification.

4. Method according to one of claims 1 to 3, characterized in that the step of obtaining (A01) the data structure representative of the aircraft management instruction (DrCPil) comprises: - a step of receiving, from an aircraft management device (EQT) data representative of a flight event; - a step of creating, as a function of the data representative of the flight event, the data structure representative of the aircraft management instruction (DrCPil), comprising said flight parameter (ParF) and the target value of said flight parameter; - a step of obtaining the first monitoring duration (Tl) as a function of said flight parameter.

5. Method according to claim 4, characterized in that the step of creating the data structure representative of the aircraft management instruction (DrCPil) comprises a step of searching, within a database, the flight parameter (ParF) and the target value of said flight parameter using the data representative of a flight event.

6. Method according to claim 5, characterized in that the data representative of the flight event comprises an altitude clearance and / or a heading clearance.

7. Method according to one of claims 1 to 6, characterized in that the step of monitoring the execution of the aircraft management instruction (A02, A33) comprises at least one step of obtaining, from at least one aircraft management device (EQT), the current value of the flight parameter.

8. Method according to one of claims 1 to 7, characterized in that the step of monitoring the execution of the aircraft management instruction (A02, A33) is interrupted when a flight parameter, different from said at least one flight parameter of the aircraft management instruction, changes.

9. Method according to claim 1 according to one of claims 1 to 8, characterized in that the step of monitoring the execution of the aircraft management instruction (A02, A33) is interrupted when the pilot interacts with at least one aircraft management device (EQT) present within the cockpit.

10. Electronic monitoring device (DSurv) for the execution of aircraft management instructions by a pilot of an aircraft, intended to be installed within said aircraft, said electronic monitoring device (DSurv) being distinct from an aircraft management device (EQT), said electronic monitoring device (DSurv) comprising: - means for obtaining (AO 1) a data structure representative of an aircraft management instruction (DrCPil), the data structure representative of the aircraft management instruction comprising a target value for a flight parameter (ParF); - means for monitoring (A02) the application of the aircraft management instruction comprising a comparison of a current value of the flight parameter with the target value of the flight parameter;and - when at the end of a first monitoring period (Tl), the aircraft management instruction is not applied (N), means of executing (A03) a preventive alert processing intended for the pilot.;

11. Avionics system comprising at least one aircraft management device (EQT) capable of delivering at least one aircraft management instruction to a pilot, characterized in that it further comprises an electronic monitoring device (DSurv) for the execution of said at least one aircraft management instruction, the electronic monitoring device (DSurv) being in accordance with claim 9 and distinct from said at least one aircraft management device (EQT).

12. A computer program comprising software instructions which, when executed by a programmable electronic device, implement a monitoring method according to claims 1 to 9.

Images