Method for characterizing aeronautical routes and associated characterization system

Abstract

Method for characterizing aeronautical routes and associated characterization system The present invention relates to a method for characterizing aeronautical routes, each aeronautical route having a sequence of flights carried out by the same operator, the method comprising the following steps: - acquisition (110) of a plurality of evaluation data relating to a population of operators, the evaluation data being determined from physiological data of the operators; - preprocessing (140) of the evaluation data; - acquisition (130) of a plurality of particular context data relating to the particular context of evaluation of the operators; - extraction (150) from the particular context data, of data on flights carried out by the operators and identification of a plurality of corresponding aeronautical routes;- for each identified aeronautical route, determination (170) of a fatigue indicator based on the evaluation data of the operators having flown this route. Figure for the abstract: Figure 2;

Description

Title of the invention: Method for characterizing aeronautical routes and associated characterization system

[0001] The present invention relates to a method for characterizing aeronautical routes.

[0002] The present invention also relates to a characterization system implementing such a method.

[0003] The invention lies in the technical field of evaluating the fatigue of operators in the aeronautical field to improve flight safety.

[0004] The general problem of the invention to be solved is to optimize the management of the risk linked to the crew members in relation to their actual state of fatigue.

[0005] In the state of the art, crew fatigue is generally analyzed during temporary campaigns on the basis of questionnaires making it possible to capture subjective fatigue, or on the basis of individual crew fatigue declarations.

[0006] It is also known to assess crew fatigue on the basis of biomathematical models which are intended to raise specific and individual alerts. However, these models do not allow the contextualization of data or the cross-referencing of different data on a population scale.

[0007] According to the methods known from the state of the art, it is therefore possible to deduce only a subjective fatigue of the crews which can be biased by cultural or corporate pressure. Indeed, crews generally tend to underestimate their fatigue.

[0008] The information provided according to the methods of the state of the art then does not make it possible to reliably determine the fatigue of the crews in order to correctly plan the flights to be carried out by these crews. This can then have consequences on the safety of these flights.

[0009] The present invention aims to solve this problem and to propose means for efficiently planning flights while taking into account the state of fatigue of the operators operating these flights.

[0010] This then makes it possible to improve the safety of these flights.

[0011] To this end, the invention relates to a method for characterizing aeronautical routes, each aeronautical route having a sequence of flights carried out by the same operator, each flight being defined by a departure airport and an arrival airport, the method comprising the following steps:

[0012] - acquisition of a plurality of evaluation data relating to a population of operators, the evaluation data being determined from physiological data of the operators;

[0013] - preprocessing of the evaluation data;

[0014] - acquisition of a plurality of particular context data relating to the context particular operator evaluation;

[0015] - extraction from particular context data, of flight data carried out by operators and identification of a plurality of corresponding aeronautical routes;

[0016] - for each identified aeronautical route, determination of a fatigue indicator based on the evaluation data of operators who have flown this route.

[0017] According to other advantageous aspects of the invention, the method comprises one or more of the following characteristics taken in isolation or in all technically possible combinations:

[0018] - the evaluation data comprises at least one type of data chosen from the group including:

[0019] - objective fatigue level of the operator;

[0020] - subjective fatigue level of the operator;

[0021] - the preprocessing of the evaluation data comprises the implementation of at least one of the elements chosen from the group comprising:

[0022] - normalization of the objective fatigue level;

[0023] - normalization of the subjective fatigue level;

[0024] - identification of an objective fatigue class according to the objective fatigue level;

[0025] - identification of a subjective fatigue class according to the subjective fatigue level;

[0026] - the determination of the fatigue indicator for each aeronautical route includes the determination of a weighted sum of the fatigue levels of operators having carried out this route;

[0027] - the weighting coefficients are determined according to predetermined rules;

[0028] - a step of correlating data acquired / determined during different phases collection carried out in relation to the same operator, each collection phase being chosen from an initial collection phase implemented before the mission, an intermediate collection phase implemented during the mission and a final collection phase implemented after the mission;

[0029] - a step of acquiring a plurality of general context data relating to the general context for evaluating operators, said preprocessing step further comprising preprocessing of this general context data;

[0030] - the general context data comprises at least one chosen data type in the group including:

[0031] - data relating to the operator's environment;

[0032] - physiological data of the operator;

[0033] - the preprocessing of general context data includes the implementation of at least less one of the elements chosen from the group comprising:

[0034] - definition of the location of the evaluation;

[0035] - definition of local time;

[0036] - identification of a morning, normal or late session;

[0037] - identification of the position occupied by the operator;

[0038] - extrapolation of information relating to the operator's sleep;

[0039] - the step of determining a fatigue indicator for each aeronautical route further includes the determination of different fatigue indicators associated with this aeronautical route based on different general context data forming one or more filtering criteria;

[0040] - a step of determining a fatigue indicator for each flight of the same aeronautical route based on objective / subjective fatigue levels determined for different operators for this flight.

[0041] The invention also relates to a system for characterizing aeronautical routes, comprising technical means configured to implement the method as defined previously.

[0042] The invention will be better understood on reading the description which follows, given solely by way of non-limiting example and made with reference to the appended drawings in which: - [Fig.l] [Fig.l] is a schematic view of a characterization system according to the invention; - [Fig.2] [Fig.2] is a flowchart of a characterization process according to the invention, the method being implemented by the characterization system of [Fig.l]; and - [Fig.3] [Fig.4] Figures 3 and 4 are different views illustrating the implementation implementation of the characterization process of [Fig.2].

[0043] In fact, [Fig.l] illustrates a system 10 for characterizing aeronautical routes.

[0044] In all that follows, by aeronautical route is meant a series of flights carried out by the same operator.

[0045] By flight, we mean hereinafter a movement of an aircraft with the help of the operator from a departure airport to an arrival airport.

[0046] By mission, we mean one or more flights carried out or to be carried out by the operator.

[0047] By aircraft is meant any flying machine which can be piloted by the operator from a cockpit thereof (this is the case in particular of an airplane, for example a jet plane). line or from a helicopter) or remotely (this is particularly the case with a drone).

[0048] By operator, we therefore mean a pilot or co-pilot piloting the aircraft from its cockpit or remotely or even a commercial flight crew officiating in the cabin of the aircraft.

[0049] The characterization system 10 makes it possible to characterize the aeronautical routes carried out by a population of operators.

[0050] The operator population includes more than two operators, for example a few dozen operators. In some examples, the operator population includes a few hundred operators or more. The operator population may vary based on filtering criteria that will be explained in more detail later.

[0051] With reference to [Fig.l], the determination system 10 comprises an input module 21, a processing module 22 and an output module 23.

[0052] Each of these modules 21 to 23 is presented for example at least partially in the form of software and / or a programmable logic circuit such as an FPGA circuit (“Field Programmable Gate Array”).

[0053] When these modules are at least partially in the form of software, the determination system 10 further comprises a processor for implementing this software and a RAM for storing at least temporarily the data to be processed or the data processed by these different modules. The determination system 10 may also comprise a non-volatile memory for storing at least certain input data or output data, at least temporarily.

[0054] The input module 21 is configured to receive data from external systems.

[0055] In the example of [Fig.l], the external systems notably comprise a plurality of transportable fatigue assessment systems 28 as well as one or more databases 30.

[0056] Each transportable fatigue assessment system 28 makes it possible to generate pluralities of assessment data relating to the fatigue of the different operators.

[0057] In particular, each of the transportable evaluation systems 28 makes it possible to generate the evaluation data of the operators from the physiological data of these operators.

[0058] The physiological data of the operator presents any type of data making it possible to characterize the physical state of the operator. These physiological data are advantageously acquired just before the mission (i.e. flight) during an initial collection phase, or during the mission (i.e. flight) during an intermediate collection phase, or just after the mission (i.e. flight) during a final collection phase.

[0059] Advantageously, the physiological data of the operator comprise at least one type of data chosen from the group comprising:

[0060] - images or videos of the operator;

[0061] - a heart rate;

[0062] - blood pressure;

[0063] - an inspiration of oxygen;

[0064] - a breathing frequency;

[0065] - an amplitude of breathing;

[0066] - sweating;

[0067] - oxygen saturation;

[0068] - a dehydration rate.

[0069] To acquire the physiological data, each transportable evaluation system 28 comprises a plurality of sensors. Alternatively or advantageously, each transportable evaluation system 28 is connected directly or indirectly to a plurality of sensors arranged for example in the operator's workstation. For example, these sensors are arranged in a fixed and / or removable manner in the cockpit of the aircraft piloted by the operator.

[0070] In particular, the plurality of sensors comprises any sensor making it possible to acquire the physiological data of the operator.

[0071] For example, the plurality of sensors includes a camera configured to acquire images of the operator and a heart rate sensor for measuring the operator's heart rate.

[0072] The camera is for example oriented towards the operator or has means allowing it to be oriented according to the position of the operator.

[0073] The operator's heart rate sensor is configured, for example, to be positioned around a wrist of the operator.

[0074] For this purpose, the heart rate sensor has, for example, a connected watch or a bracelet capable of being fixed on the wrist of the operator and a sensitive part which is intended to measure the heart rate of the operator when the bracelet is fixed on his wrist.

[0075] The measurement of the heart rate is carried out for example by the sensitive part, by the technique called photoplethysmography, called PPG. Alternatively, the sensitive part is configured to carry out the measurement of the heart rate from an analysis of electrical response by the operator's wrist or by analysis of radar signals propagating in the operator's wrist.

[0076] In some examples, the heart rate sensor is configured to measure other physiological parameters of the operator such as (non-exhaustive list) blood pressure, oxygen inspiration, respiration rate, amplitude breathing, sweating, dehydration rate.

[0077] For oxygen saturation, the heart rate sensor is for example configured to emit towards the operator's skin and receive a light signal comprising at least two wavelengths. A first wavelength corresponding to a wavelength absorbed by saturated red blood cells, a second wavelength corresponding to a wavelength absorbed by unsaturated red blood cells. To determine oxygen saturation, the heart rate sensor is then configured to compare the light intensity received in response to each of the two wavelengths.

[0078] Generally speaking, the heart rate sensor can be in the form of a connected watch to, for example, measure your heart rate.

[0079] Of course, the aforementioned functionalities of the heart rate sensor can form separate sensors.

[0080] The evaluation data transmitted by the transportable evaluation systems 28 advantageously include objective fatigue levels of the operators having used these systems 28.

[0081] Preferably, this evaluation data further includes subjective fatigue levels of these operators.

[0082] In particular, each objective fatigue level is determined at least partially by the transportable evaluation system 28 from the physiological data of the operator and possibly contextual data. In certain examples, the objective fatigue levels are determined by one or more remote systems of the transportable evaluation systems 28 from, for example, the physiological data of the operators transmitted by these systems 28. This or these remote systems can form servers.

[0083] Each subjective fatigue level of the operator is entered by the operator himself via, for example, an interface of the corresponding transportable evaluation system 28.

[0084] Advantageously, the transportable systems 28 are further capable of providing general context data relating to the general context of evaluation of the operators.

[0085] This general context data includes at least one type of data chosen from the group comprising: - data relating to the operator's environment; - the operator's physiological data.

[0086] The data relating to the operator's environment are, for example, data describing the environment in which the operator's evaluation was made.

[0087] The physiological data of the operator relates to the operator himself and includes, for example, data determined by the various sensors such as as explained previously.

[0088] In some cases, this physiological data also includes physiological data entered by the operator via the communication interface of the corresponding transportable evaluation system 28. This data is entered, for example, by the operator following various questions relating to his general physiological state such as, for example, the duration of his sleep, the amount of naps taken, the hours of rest period(s), etc.

[0089] The general context data is for example linked to the evaluation data transmitted by the corresponding transportable evaluation system 28 by a unique session identifier.

[0090] In other words, this unique session identifier makes it possible to associate the evaluation data determined by this system 28 with the general context data which correspond to this evaluation data.

[0091] This unique session identifier may, for example, be associated with an identifier of the operator whose evaluation data is used. To do this, the general context data may include the identifier of this operator. The operator identifier may optionally be anonymized.

[0092] The database(s) 30 make it possible to provide particular context data. This particular context data comprises at least one type of data chosen from the group comprising: - data relating to the mission to be carried out by the operator; - data relating to the mission(s) carried out by the operator; - operational data relating to activities carried out by the operator other than a mission.

[0093] This particular context data corresponds for example to the flight planning carried out or to be carried out by different operators.

[0094] Data on activities other than a mission carried out by the operators includes, for example, data on their physical activities. This data comes, for example, from a sports tracking application of the operator or any other organization dealing with the operators' activities.

[0095] The activities carried out by the operator may further include, for example, in-flight or ground activities such as training, on-call duty, illness, etc.

[0096] The database(s) 30 may then belong to the airline or to any other third-party organization which stores the particular context data as defined above.

[0097] The processing module 22 makes it possible to process the data acquired by the input module 21 as will be explained in more detail later.

[0098] The processing module 22 further makes it possible to generate output data which are transmitted to output module 23.

[0099] The output module 23 makes it possible to send the data generated by the processing module 22 to any interested external system. This external system is for example connected to this output module 23 via a global or local computer network 35.

[0100] In the example of [Fig.l], such an external system comprises for example a communication interface 38 with a user such as a manager (i.e. for example Safety Manager in English) or any other superior of the operators.

[0101] This communication interface 38 comprises for example a display means such as a screen and an input means.

[0102] This input means allows, for example, the user to enter a display criterion which can also be transmitted to the input module 21 to be taken into account in the output data transmitted by the output module 23.

[0103] The characterization system 10 is configured to implement a characterization method which will now be explained in more detail with reference to [Fig.2] showing a flowchart of its steps.

[0104] It is initially considered that the transportable evaluation systems 28 have generated physiological data relating to a population of operators. This physiological data is used by the transportable systems 28 and / or other remote systems to generate evaluation data.

[0105] The evaluation data includes in particular the objective / subjective fatigue levels of these operators.

[0106] Advantageously, the evaluation data has been generated following one or more collection phases.

[0107] As indicated previously, each collection phase is chosen from an initial collection phase implemented before the mission, an intermediate collection phase implemented during the mission and a final collection phase implemented after the mission.

[0108] The initial collection phase, also called check-in, includes the acquisition of physiological data and mission data relating to the corresponding operator and generates an objective fatigue level from this data.

[0109] The intermediate collection phase, also called on-duty, includes a collection of different types of data such as the physiological data of the operator and data relating to the current mission. This collection, for example, is carried out by a device remote from the transportable evaluation device. Such a remote device may include a connected watch or any other mobile device worn by the operator during the mission.

[0110] The final collection phase, also called check-out, includes the collection of data generated during the mission as well as physiological data from the operator acquired by the transportable evaluation system 28 following the mission.

[0111] In some embodiments, the intermediate collection phase is optional. In such a case, only the initial and final collection phases are implemented.

[0112] It is also considered that initially the transportable evaluation systems 28 generate the general context data associated with the evaluation data of the operators. This general context data is for example linked to the evaluation data of the corresponding operator by a unique session identifier as defined previously.

[0113] Finally, it is also considered that the database(s) 30 contain the particular context data relating to the particular context of evaluation of the operators.

[0114] During steps 110, 120, 130, the input module 21 respectively acquires the evaluation data, the general context data and the particular context data.

[0115] These steps 110 to 130 are for example implemented in parallel. Alternatively, at least some of these steps are implemented consecutively.

[0116] In some embodiments, the general context data is not necessary. In such a case, the step 120 of acquiring this data is then not implemented.

[0117] At the end of each of steps 110 to 130, the corresponding data are transmitted by the input module 21 to the processing module 22.

[0118] During a following step 140, the processing module 22 implements a preprocessing of the evaluation data and the general context data.

[0119] The preprocessing is for example chosen according to the nature of the data acquired.

[0120] Thus, for example, the preprocessing of the general context data comprises the implementation of at least one of the elements chosen from the group comprising: - the definition of the location of the evaluation (for example from the configuration or from the geographical coordinates of the evaluation); - the definition of local time (calculated for example based on the location of the assessment); - identification of a morning, normal or late session; - identification of the position occupied by the operator during his mission (for example pilot or co-pilot); - extrapolation of information relating to the operator's sleep (e.g. sleep duration, bedtimes, wake-up times, nap duration, chronotype, etc.).

[0121] In particular, with regard to the identification of the morning session, normal or Late, early morning or late flights are defined by regulations (e.g. ORO.FTL.105, (i) and ARO.OPS.230). For sessions, a margin of two hours before the flight departure is added (since the pilot arrives well before the flight) and one hour after the flight arrival. Therefore, the early morning slot is, for example, between 03:00 and 05:59, and the late slot is between 23:00 and 02:59 in local time at the operator's location.

[0122] The preprocessing of the evaluation data comprises, for example, the implementation of at least one of the elements chosen from the group comprising: - normalization of the fatigue level (for example on the KSS scale (“Karolinska Sleepiness Scale”) ranging from 1 to 9); - normalization of the subjective fatigue level (for example according to the same KSS scale); - the identification of an objective fatigue class according to the objective fatigue level; - the identification of a subjective fatigue class according to the subjective fatigue level (for example, according to the same classes as those relating to the objective fatigue level).

[0123] The classification of the fatigue level into different classes can be carried out, for example, according to the value of the objective or subjective fatigue level. The number of classes has, for example, a predetermined value which can, for example, be chosen between 2 and 10. Thus, for example, it is possible to choose only two fatigue classes (satisfactory and unsatisfactory) or three fatigue classes (intermediate, high, very high).

[0124] For this purpose, the processing module 22 can, for example, compare the determined and possibly standardized subjective objective fatigue level with predetermined thresholds.

[0125] During the following step 150, the processing module 22 implements an extraction from the particular context data, of data on flights carried out by the operators.

[0126] In particular, the processing module 22 can associate with each operator identifier for which the evaluation data are available data on flights carried out by the operator corresponding to this identifier.

[0127] Then, from this flight data, the processing module 22 identifies a plurality of aeronautical routes carried out by the corresponding operators.

[0128] According to a particular example of the invention, for this, the processing module 22 uses the data stored in the table of operated flights from the database(s) 30.

[0129] If this data on operated flights contains a departure airport for a session and an arrival airport, the processing module 22 constructs the corresponding aeronautical route by browsing the ordered list of the different flights of this session and concatenating the departure and arrival airports.

[0130] In particular, the ordered list of the different flights can be presented in the following form:

[0131] Leg 0: departure_airport = DEPi arrival_airport = ARRi

[0132] Leg 1: departure_airport = ARRi arrival_airport = ARR2

[0133]

[0134] Leg n-1: departure_airport = ARRn2 arrival_airport = ARR„ ।

[0135] Leg n: departure_airport = ARR„ । arrival_airport = ARRn

[0136] where

[0137] - Leg i designates a theft associated with index i;

[0138] - DEP; designates the departure airport associated with the index i; and

[0139] - ARRi designates the arrival airport associated with the index i.

[0140] The processing module 22 ensures that the departure airport of the flight having the index i is equal to the arrival airport of the flight having the index i-1.

[0141] In the absence of discontinuity, the following route can then be constructed: DEPr ARRi - ARR2-......- ARRn 2- ARRn i- ARRn.

[0142] When a discontinuity is detected on the road, the processing module 22 then rejects the corresponding data from future consideration.

[0143] If the flights operated for a session do not contain a departure or arrival airport, the processing module 22 constructs the route by browsing the flight planning (called the “Rostering sheet”) of the operator in question. Then, from this planning, the processing module 22 reconstructs the departure airports and the arrival airports and then concatenates the departure and arrival airports in the same way as explained previously.

[0144] During the following step 160, the processing module 22 correlates the data acquired during different collection phases.

[0145] For example, in some cases, there is data that is acquired or determined only during the initial collection phase and some other data that is acquired / determined only during the final collection phase.

[0146] In such a case, the processing module 22 will associate these data using the unique session identifier associated with each type of data and the operator identifier. For example, when the processing module 22 identifies the same operator identifier for two unique session identifiers corresponding respectively to an initial collection phase and a final collection phase, it can make a correlation between the data collected during these different phases.

[0147] The same applies to the intermediate collection phase.

[0148] In addition, it is possible to correlate data from several initial collection phases and several final collection phases relating to the same operator.

[0149] During the following step 170, the processing module 22 determines a fatigue indicator for each identified aeronautical route.

[0150] This fatigue indicator is for example determined based on the evaluation data of the operators who have completed this route.

[0151] To do this, the processing module 22 first determines a level of subjective or objective fatigue of an operator having carried out this route and then makes a weighted summation of the fatigue levels of the different operators having carried out this route.

[0152] The weighting is carried out using weighting coefficients which are determined for example according to predetermined rules. These predetermined rules are for example determined by the airline in charge of the operators.

[0153] According to certain embodiments, the fatigue indicator associated with a given route is further determined by taking into account general context data which forms a filtering criterion. Thus, several fatigue indicators can be determined for different general context data.

[0154] For example, a fatigue indicator for a given aeronautical route can be determined for a predetermined operator age group or for example for morning flights or for late flights.

[0155] In other words, different filtering criteria can be used to determine the fatigue indicator on a particular road. These filtering criteria are notably based on different general context data.

[0156] In certain embodiments, the method may further comprise a step 180, during which the processing module 22 determines a fatigue indicator for each flight of the same aeronautical route as a function of the objective / subjective fatigue level determined for different operators for this flight.

[0157] For this, the processing module 22 can select a route and extract the fatigue levels measured in flight to associate them with each of the flights operated. The fatigue levels relating to the different operators can then be statistically analyzed to determine an objective / subjective fatigue level for each flight.

[0158] During the following step 190, the processing module 22 transfers the determined data to the output module 23 which then transmits them to the interface 38 to be represented to the user, for example.

[0159] These data are for example represented in the form of diagrams associated with different aeronautical routes.

[0160] [Fig.3] illustrates an example of visualization of such diagrams.

[0161] In particular, [Fig.3] illustrates two diagrams, namely the DI diagram and the diagram D2, showing respectively the fatigue indicators determined according to the objective and subjective fatigue levels in relation to three routes.

[0162] These three routes are marked on this [Fig.3] by the annotation AAA-BBB-AAA, AAA-CCC-AAA and BBB-CCC-DDD.

[0163] Furthermore, in each case, the determined fatigue indicator can be compared with, for example, a threshold determined by the airline.

[0164] Thus, as shown in diagram D1, the fatigue indicator of only the first route exceeds the predetermined threshold while the indicators of the other two routes are below this threshold.

[0165] On the other hand, according to diagram D2, the fatigue indicators of the three roads exceed the predetermined threshold.

[0166] [Fig.4] illustrates an example of visualization of fatigue indicators of different flights on the same route.

[0167] This same route is then formed of four flights, namely flights AAA-BBB, BBB-CCC, CCC-DDD and DDD-EEE.

[0168] The fatigue levels on each of these flights can be classified into three classes, as determined previously. According to this [Fig.4], it is therefore clear that the most tiring flight is the CCC-DDD flight.

[0169] Of course, many other diagram visualizations based on different general context data are also possible.

[0170] It is then understood that the present invention has a certain number of advantages. First of all, the invention makes it possible to simplify flight planning, for example by the safety manager, by using the fatigue indicators relating to each route.

[0171] Thus, managers can compare these different indicators to determine the sequence of flights that is less tiring for operators.

[0172] Flight safety can thus be improved.

Claims

Claims

1. Method for characterizing aeronautical routes, each aeronautical route having a sequence of flights carried out by the same operator, each flight being defined by a departure airport and an arrival airport, the method comprising the following steps: - acquisition (110) of a plurality of evaluation data relating to a population of operators, the evaluation data being determined from physiological data of the operators; - preprocessing (140) of the evaluation data; - acquisition (130) of a plurality of particular context data relating to the particular context of evaluation of the operators; - extraction (150) from the particular context data, of data on flights carried out by the operators and identification of a plurality of corresponding aeronautical routes;- for each identified aeronautical route, determination (170) of a fatigue indicator based on the evaluation data of the operators having flown this route.;

2. Method according to claim 1, wherein the evaluation data comprises at least one type of data selected from the group comprising: - objective fatigue level of the operator; - subjective fatigue level of the operator.

3. Method according to claim 2, wherein the preprocessing of the evaluation data comprises the implementation of at least one of the elements chosen from the group comprising: - normalization of the objective fatigue level; - normalization of the subjective fatigue level; - identification of an objective fatigue class according to the objective fatigue level; - identification of a subjective fatigue class according to the subjective fatigue level

4. A method according to claim 2 or 3, wherein determining the fatigue indicator for each aeronautical route comprises determining a weighted sum of the fatigue levels of the operators having flown that route.

5. A method according to claim 4, wherein the weighting coefficients are determined according to predetermined rules.

6. Method according to any one of the preceding claims, further comprising a step of correlating (160) data acquired / determined during different collection phases carried out in relation to the same operator, each collection phase being chosen from an initial collection phase implemented before the mission, an intermediate collection phase implemented during the mission and a final collection phase implemented after the mission.

7. Method according to any one of the preceding claims, further comprising a step of acquiring (120) a plurality of general context data relating to the general context of evaluation of the operators, said preprocessing step (140) further comprising a preprocessing of these general context data.

8. Method according to any one of the preceding claims, in which the general context data comprises at least one type of data chosen from the group comprising: - data relating to the operator's environment; - physiological data of the operator.

9. Method according to claim 8, in which the preprocessing of the general context data comprises the implementation of at least one of the elements chosen from the group comprising: - definition of the location of the evaluation; - definition of the local time; - identification of a morning, normal or late session; - identification of the position occupied by the operator; - extrapolation of the information relating to the sleep of the operator.

10. Method according to any one of claims 7 to 9, in which the step of determining (170) a fatigue indicator for each aeronautical route further comprises determining different fatigue indicators associated with this aeronautical route as a function of different general context data forming one or more filtering criteria.

11. Method according to any one of the preceding claims, further comprising a step (180) of determining a fatigue indicator for each flight of the same aeronautical route as a function of objective / subjective fatigue levels determined for different operators for this flight.

12. System (10) for characterizing aeronautical routes, comprising technical means (21, 22, 23) configured to implement the method according to any one of the preceding claims.

Images