Patent Application
20160155435
The present invention generally relates to avionic systems and more particularly relates to aircraft systems and methods for reducing and detecting read-back and hear-back errors.
Air traffic control currently depends primarily on voice communications between air traffic control (ATC) and a pilot or crewmember. In conventional cockpit communication practice, the transmitting station (e.g., ATC and more particularly, the air traffic controller (ATCO)) may communicate a request for pilot action. The receiving station (e.g., the aircraft and more particularly, a pilot or crewmember) may acknowledge the request by reading back the information it has received and using a procedure word (e.g., “Wilco” (meaning “Will Comply”), “Roger,” or “Affirmative”). “Procedure words” are words or phrases used to facilitate communication by conveying information in a condensed standard form. The aircraft also includes its call sign in the read-back. For example, if an ATCO requests that the pilot “turn right zero-nine-zero”, the pilot acknowledges the request with “(call sign), Turn Right zero-nine-zero, Wilco” or the like so that the ATCO knows the correct aircraft has acknowledged the request, that the request was correctly understood, and what the pilot intends to do. Stringent read-back requirements have been introduced in the interest of flight safety. Strict adherence to read-back requirements ensures that the request for pilot action has been received and understood correctly by the correct aircraft. An incomplete and/or incorrect pilot read-back is a read-back error. The read-back error may relate to the call back sign and/or the information read back being incomplete and/or incorrect.
When the request is “read-back” by the receiving station, the transmitting station is to ensure the read-back is complete and correct. Listening for a complete and correct read-back is called “hear-back.” The read-back should be very carefully monitored with the transmitting station replying to the read-back by indicating that the read-back was correct or identifying missing or incorrect information (i.e., that there is a read-back error), as respectively exemplified in the following dialogs between a transmitting station and a receiving station:
EG93: “Victor Juliet Five-Zero, Victor Juliet Five-Zero, this is Echo Golf Niner-Three. Request rendezvous at 51 degrees 37.0N, 001 degrees 49.5W. Read-back for check. Over.”
VJ50: “Echo Golf Niner-Three, Echo Golf Niner-Three, this is Victor Juliet Five-Zero. I read-back: five one degrees three seven decimal zero North, zero zero one degrees four niner decimal five West. Over.”
EG93: “Victor Juliet Five-Zero, Victor Juliet Five-Zero, this is Echo Golf Niner-Three. Correct. Out.”
ATCO: “Piper Three Five X-ray, turn right heading 040, descend and maintain 3000.”
Pilot: “Right heading 030, descending to 4000, Three Five X-ray.”
ATCO: “Negative! Piper Three Five X-ray, turn right heading 040, descend and maintain 3000.”
Unfortunately, it is not possible for a person to understood two things at once. In attempting to do so, the brain processes a single audible input at a time and switches between inputs many times per minute, filling in the “gaps” from each audible input with what is believed to be the missing data. When simultaneously listening to RTF, telephone, and direct face to face exchanges, the perception that a complete or correct read-back has been received may not be reliable. For this reason, an ATCO should not allow himself/herself to be interrupted when listening to a read-back (i.e., during hear-back). The underlying problem for air traffic controllers may be the sheer volume of traffic, the rush of departures/arrivals; the behind-the-scenes tasks of land-lines, phones and hand-offs; the congested frequencies with “stepped on” transmissions; the working of several discrete frequencies; and, at times, the time and attention-consuming repeats of call-ups or clearances to individual aircraft. These activities, together with human fallibilities of inexperience, hearing difficulties, memory lapse, language barriers, distractions, communication problems, ineffective monitoring, data use error, non-compliance with Standard Operating Procedures (SOP), fatigue, etc. set the stage for hear-back errors. The failure to hear, failure to reply, or misinterpretation of a pilot read-back results in a hear-back error. Until a consensus is reached between the transmitting station and the receiving station, the iterative read-back, hear-back, and reply (each constituting a “message”) of a dialog continue, delaying throughput of the airport air traffic. The consensus is reached when there is no material difference between the request for pilot action and the read-back.
Accordingly, it is desirable to provide aircraft systems and methods for reducing and detecting read-back and hear-back errors, thereby resulting in increased flight safety and efficiency through more effective communications. It is also desirable to reduce the number of iterations in a dialog, thereby maintaining throughput of airport air traffic. Furthermore, other desirable features and characteristics of the methods and systems will become apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and the preceding background.
Methods are provided for reducing and detecting read-back and hear-back errors. In accordance with one exemplary embodiment, the method comprises obtaining contextual data about a current context of the aircraft. A dialog comprising an inbound voice communication and an outbound voice communication is transcribed into text using the contextual information. The text of the inbound voice communication is compared with the text of the outbound voice communication to determine if a discrepancy exists between the respective texts. A discrepancy alert is outputted if the discrepancy is determined to exist, thereby indicating a read-back error.
Methods are provided for reducing read-back and hear-back errors in accordance with yet another exemplary embodiment of the present invention. The method comprises obtaining contextual data about a current context of the aircraft. An inbound voice communication from a transmitting station is transcribed into text using the contextual data to validate the transcription. The transcribed text of the inbound voice communication is displayed to a receiving station. An outbound voice communication from the receiving station is transcribed into text. The outbound voice communication comprises a read-back of the inbound voice communication. The transcribed text of the outbound voice communication is displayed to the transmitting station. The transcribed text of the inbound voice communication is compared with the transcribed text of the outbound voice communication. It is determined if there is a difference between the transcribed text of the inbound and outbound voice communications indicating a read-back error. A discrepancy alert is outputted if there is a read-back error.
Systems are provided for reducing and detecting read-back and hear-back errors in accordance with yet another exemplary embodiment of the present invention. The system comprises a communication system, a flight management system, a speech transcription module, a data storage device, a processor, and a display device. The communication system is configured to support an inbound voice communication from a transmitting station relating to a request for pilot action, an outbound voice communication from a receiving station. The outbound voice communication comprises a read-back of the request for pilot action. The speech transcription module is configured to transcribe into text the inbound and outbound voice communications using contextual data to validate the transcriptions. The data storage device contains a database with stored contextual data. The processor is coupled to the speech transcription module and the data storage device to receive digital data corresponding to the transcribed text and configured, in response thereto, to compare the text of the inbound voice communication with the text of the outbound voice communication and determine if a discrepancy exists between the respective texts. A discrepancy alert is outputted if the discrepancy exists. The display device displays the transcribed texts.
Furthermore, other desirable features and characteristics of the system and method will become apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and the preceding background.
The present invention will hereinafter be described in conjunction with the following drawing figures, wherein like numerals denote like elements, and wherein:
The following detailed description is merely exemplary in nature and is not intended to limit the invention or the application and uses of the invention. As used herein, the word “exemplary” means “serving as an example, instance, or illustration.” Thus, any embodiment described herein as “exemplary” is not necessarily to be construed as preferred or advantageous over other embodiments. All of the embodiments described herein are exemplary embodiments provided to enable persons skilled in the art to make or use the invention and not to limit the scope of the invention which is defined by the claims. Furthermore, there is no intention to be bound by any expressed or implied theory presented in the preceding technical field, background, brief summary, or the following detailed description.
Various embodiments are directed to methods and systems for reducing and detecting read-back and hear-back errors, thereby resulting in increased flight safety and efficiency through more effective communications. In addition, the amount of airport air traffic throughput may be increased. A request for pilot action may originate from a transmitting station (e.g., air traffic control (ATC) and more particularly, the air traffic controller (ATCO)) at a ground location. While the term “request for pilot action” is used herein, it is to be understood that any inbound voice communication from the transmitting station (that must be acknowledged in some manner by the receiving station (e.g., the aircraft and more particularly, a pilot or crewmember) in an outbound voice communication from the aircraft) is included, whether it is literally a “request”, an “instruction”, a “command”, or the like. Similarly, the “request for pilot action” may include a “request” for other than “pilot” action. The term “read-back” refers to reading back the information it has received in the request for pilot action and the aircraft call sign. A “read-back” error refers to an incomplete read-back, an incorrect read-back, or both. With an incomplete read-back, the transmitting station may not appreciate that there may be a misunderstanding. An incomplete read-back is a read-back where some details are missing and it is related to these missing parts that an error can occur. When there is an incomplete read-back, the transmitting station believes that the communicated request for pilot action was unambiguous; the ATCO had a clear idea of his or her plan and believes that it had been delivered correctly. The information contained in the subsequent read-back, although incomplete, may be correct. A “hear-back error” refers to a failure to hear or misinterpretation of a pilot read-back. The hear-back may be incomplete, incorrect, or both incomplete and incorrect. The systems and methods according to exemplary embodiments may be utilized in aircraft, such as a helicopter or an airplane. Moreover, exemplary embodiments of the system and method may also be utilized in spacecraft, ships, submarines, and other types of vehicles, in addition to machine operation. For simplicity, embodiments are described below with reference to “aircraft”.
In the embodiment illustrated in
Still referring to
The sequence of voice communications (i.e., messages) between the transmitting station and the receiving station relating to a particular transaction include, for example, the request for pilot action, acknowledgment of the request for pilot action (the read-back), and a reply to the read-back after hear-back. The request, acknowledgment, and reply sequence is termed a “dialog”. There can be several sequences of messages in the dialog, each of which is closed by means of an appropriate message, usually of acknowledgement or reply. All exchanges of messages relating to a particular transaction between the transmitting station and the receiving station can be viewed as a dialog. Each dialog relates to the request for pilot action communicated in the (initial) inbound voice communication. For example, the air traffic controller (ATCO) at the transmitting station is provided with the capability to communicate level assignments, crossing constraints, lateral deviations, route changes and clearances, speed assignments, radio frequency assignments, various requests for information, etc. (each collectively referred to herein as an exemplary “request(s) for pilot action.”) The receiving station is provided with the capability to verbally acknowledge the request for pilot action by reading back the aircraft call sign, the information received (that may refer, for example, to a parameter, a parameter value, or both as hereinafter described) as well as using a procedure word to indicate what he or she intends to do. As noted previously, “procedure words” are words or phrases used to facilitate communication by conveying information in a condensed standard form. Exemplary procedure words include “Wilco” (meaning “Will Comply”), “Roger”, or “Affirmative.” The dialog is complete when a consensus is reached between the transmitting and receiving station as to the request for pilot action and the read-back, i.e., a consensus is reached when there is no “material” difference between the read-back and the request for pilot action. The read-back does not have to be verbatim with the language used in the request for pilot action as long as the read-back of the material information is complete and correct, resulting in no material difference between the request for pilot action and the read-back. “Material” information is that information in the request for pilot action and read-back that pertains to substantive content, for example, the call sign, the parameter (e.g., heading, altitude, a runway/taxiway identifier, hold short position identifier, etc.) and the parameter value. “Material” information is distinguishable from “filler” information and other idiosyncratic elements of speech (e.g., stutters, pauses, filler words, etc.) that have no substantive content.
Referring again to
Poor speech habits and other problems such as heavy foreign accents and mumbling complicate the process for speech transcription recognition software that must transcribe into text unintelligible word(s) using the “learned” language. Therefore, in accordance with exemplary embodiments, the speech transcription module 14 also uses the contextual data obtained from the flight management system 16 and/or from database 30 of data storage device 22 to validate the transcription. As used herein, the term “validate” or the like refers to confirming or establishing the soundness of the transcription. As noted previously, the flight management system and/or data storage device includes contextual data about the current context of the aircraft. Such contextual data may include flight plan information such as the identity of the origination and/or destination airport for the aircraft, identity of the aircraft, flight phase, the identity of the pilot and/or controller, the identity of the pilot and/or ATCO's native language, origination/destination airport information such as runway closure status and/or the spatial relationship about airport geometry (e.g., connection between runway and taxiway), etc. The contextual data may be available, for example, in a navigational database and/or airport mapping database that is included or accessed by the flight management system. The contextual data is represented by words or phrases used to facilitate communication by conveying such information or data in an easily understood concise, standard form. For example, the transmitting station may communicate a request for pilot action relating to a taxi clearance in an inbound voice communication, such as “Quickjet 123 Runway Three Six Left, taxi via taxiway Alpha, hold short of Runway Two Seven Right”. The spatial relationship between Runway 36 left and Runway 27 right may be available as contextual data in the navigational database and/or the airport mapping database (such as database 30) accessed by or included in the flight management system and/or the data storage system. The speech transcription module may use the contextual data during the speech-to-text conversion to validate the transcription, thus enabling quicker and more error free speech-to-text conversion. In the above example relating to the taxi clearance, contextual data may also include that taxiway alpha is adjacent to runway 36; therefore, no transcription error can be made while transcribing taxiway alpha as taxiway Charlie as taxiway Charlie is not connected to runway 36 at all. Thus, using the contextual data helps reduce transcription errors (i.e., validates the transcription).
The speech transcription module is configured to send a digital signal representing the text to the processor 20 as hereinafter described. The alphabet used in the transcribed text from the inbound voice communication and in the transcribed text from the outbound voice communication should be the same (hereinafter, “a target alphabet”), enabling ready comparison in a comparing step 130 of the method 100 for reducing and detecting read-back and hear-back errors, as hereinafter described. The transcription may be structured into line-by-line dialog.
Still referring to
Flight plan information of aircraft identification (i.e., the call sign) (e.g., KLM522) can be considered contextual information. As each tower clearance (an exemplary request for pilot action) starts with the call sign for the aircraft to which the request is directed, the speech transcription module does not need to consider other call signs while performing the speech-to- text conversion. Such contextual data is critical to avoid call sign confusion when more than one aircraft is flying close to each other and share similar call signs (e.g., KLM522 and KLM622). By using the contextual data (in this case, the call sign) from the flight management system, the pilot can substantially ensure (i.e., validate) that the transcribed text of the request for pilot action he/she is reading back pertains to the aircraft he/she is flying. Similarly, by using the contextual data in the speech-to-text conversion, the pilot can substantially ensure (i.e., validate) that the text displayed to him or her is an accurate transcription of the request for pilot action.
In general, the user interface (
Processor 20 may be any type of computer, computer system, microprocessor, collection of logic devices, or any other analog or digital circuitry that is configured to calculate, and/or to perform algorithms, and/or to execute software applications, and/or to execute sub-routines, and/or to be loaded with and to execute any type of computer program. Processor 20 may comprise a single processor or a plurality of processors acting in concert. In some embodiments, processor 20 may be dedicated for use exclusively with system 10 while in other embodiments processor 20 may be shared with other systems on board the aircraft. In still other embodiments, processor 20 may be integrated into any of the other components of system 10. For example, in some embodiments, processor 20 may be a component of the speech transcription module.
Processor 20 is communicatively coupled to the speech transcription module 14 and the data storage device 22 and is operatively coupled to display device 24. Such communicative and operative connections may be effected through the use of any suitable means of transmission including both wired and wireless connections. For example, each component may be physically connected to processor 20 via a coaxial cable or via any other type of wire connection effective to convey electronic signals. In other embodiments, each component may be communicatively connected to processor 20 across a bus or other similar communication corridor. Examples of suitable wireless connections include, but are not limited to, a Bluetooth connection, a Wi-Fi connection, an infrared connection or the like.
Being communicatively and/or operatively coupled with the speech transcription module 14, data storage device 22, and display device 24 provides processor 20 with a pathway for the receipt and transmission of signals, commands, request for pilot actions, and interrogations to and from and each of the other components. Processor is configured (i.e., being loaded with and being capable of executing suitable computer code, software and/or applications) to interact with and to coordinate with each of the other components of system 10 for the purpose of reducing and detecting read-back and hear-back errors as hereinafter described.
The processor accesses or includes the data storage device 22 containing a database 30 with data relating to the dialog between the transmitting station and the receiving station (i.e., the inbound and outbound voice communications). The data storage device 22 may be a memory device (e.g., non-volatile memory, disk, drive, tape, optical storage device, mass storage device, etc.) that stores the data in the form of digital signals relating to the inbound and outbound voice communications. The digital signals represent such information as the call sign of the aircraft, the source of the inbound voice communication (e.g., ATC, pilot), the parameter that is the subject of the request for pilot action (e.g., altitude, heading, etc.), the parameter value (e.g., 180°, 10000 feet), etc. The data storage device may also include stored information on standard instrument departures (SIDs), standard terminal arrival routes (STARs), airport surface layout (aerodrome mapping database), Notices to Airmen (NOTAM), ETC. This stored information is known and helps build the concise transcription vocabulary for use by the speech transcription module 14. The stored information also aids in a reliable transcription, reducing the number of iterative messages in a dialog and increasing the effectiveness of the communications between the transmitting and receiving stations.
Generally, the processor 20 receives and/or retrieves avionics, navigation, and flight management information (e.g., from the flight management system or communications system), and information relating to the inbound and outbound communications (e.g., from the speech transcription module and from the data storage device). The processor is configured to display the transcribed text of the inbound voice communication to the receiving station to aid in the read-back by the receiving station. The processor is also configured to display the transcribed text of the outbound voice communication to the transmitting station to aid in the hear-back by the transmitting station and to display the transcribed text of the inbound voice reply. The processor 20 is also configured to compare the text of the inbound voice communication (i.e., the request for pilot action) and the text of the outbound voice communication (i.e., the read-back) of the dialog and determine if there is a material discrepancy between them. Processor is also configured to compare the text of the inbound voice reply and the text of the outbound voice communication and determine if they are consistent, as hereinafter described. The discrepancy may also be detected by the transmitting station during hear-back. Processor is also configured to output a discrepancy alert if, as a result of the comparison, a determination is made that there is a material difference between the text of the inbound voice communication (the request for pilot action) and the text of the outbound voice communication (the read-back). For example, if the ATCO communicates a request for pilot action for the pilot to head 1000° and the pilot reads back a heading of 1020°, the processor outputs a discrepancy alert because there is a material difference between the texts of the inbound and outbound voice communications. As used herein, the term “material difference” and “material discrepancy” refers to a difference in the material words in the transcribed text. The material words may relate to the call sign, the parameter, and/or the parameter value between the request for pilot action and the read-back. The parameter and the parameter value collectively define the “requested information.” The term “parameter” refers to a heading, altitude, etc. A material difference or discrepancy between the inbound and outbound voice communications is a read-back error.
The discrepancy alert outputted because of a material difference between the read-back and the request for pilot action may be, for example, a visual discrepancy alert, an aural discrepancy alert, a tactile discrepancy alert, and combinations thereof It should be understood that the exemplary techniques for outputting the discrepancy alert described above are exemplary and do not comprise an exhaustive list of techniques that may be employed by processor to output the discrepancy alert(s). The visual discrepancy alert comprises displaying the text of the inbound voice communications and the text of the outbound voice communication on a display screen of the display device with the material discrepancy in the text of the inbound voice reply visually highlighted (e.g.,
Processor is also configured to output a discrepancy alert if, as a result of the comparison between the text of the inbound voice reply and the text of the outbound voice communication, a determination is made that there is an inconsistency between the text of the inbound voice reply and the text of the outbound voice communication (the read-back), as hereinafter described.
The processor may function as a graphics display generator to generate display commands based on algorithms or other machine request for pilot actions stored in the processor or in separate memory components. The system also includes the display device 24 coupled to the processor. The display device may include any device or apparatus suitable for displaying flight information or other data associated with operation of the aircraft. In accordance with exemplary embodiments, the display commands may also represent visual discrepancy and timeout alerts. The processor generates the display commands representing this data, and sends the display commands to the display device if visual alerts are to be outputted.
In accordance with an exemplary embodiment, the display device 24 at the receiving station is an aircraft flight display located within a cockpit of the aircraft (identified in
For example, in the illustrated embodiment depicted in
While an aircraft flight display located within a cockpit of the aircraft is described as the exemplary display device, it is to be understood that the display device may be a personal electronic device such as an iPad® tablet, or the like that is accessible to the receiving station. Alternatively or additionally, the speech transcription and/or comparing steps may be performed in the cloud.
Method 100 for reducing and detecting read-back and hear-back errors continues by receiving an inbound voice communication from a transmitting station (i.e., a request for pilot action) relating to a particular transaction (step 110). For example, in an inbound voice communication over the radio, an ATCO may state “(call sign), Heading 1000°”.
Method 100 for reducing and detecting read-back and hear-back errors continues by transcribing into text the inbound voice communication (step 110). The inbound voice communication may be transcribed into text using the speech transcription module 14. The speech transcription module is used to generate or produce digital data derived from the voice communications. The transcribing step 110 further comprises using the contextual data to validate the transcription.
Method 100 for reducing and detecting read-back and hear-back errors continues by optionally displaying the transcribed text of the inbound voice communication (i.e., the request for pilot action) to the receiving station to assist the receiving station with the read-back (step 120).
Method 100 for reducing and detecting read-back and hear-back errors continues by receiving an outbound voice communication from a receiving station (the read-back of the request for pilot action) relating to the particular transaction (step 125). Using the above example, the pilot may acknowledge the request for pilot action by pushing the push-to-talk (PTT) switch and reading back, in the outbound voice communication over the radio, “call sign. Heading 1000°. Wilco.” Pressing the PTT, or any other button or triggering device, triggers the communication system to begin receiving the inbound and outbound voice communications. The PTT is released when the voice communication ends.
Method 100 for reducing and detecting read-back and hear-back errors continues by transcribing into text the outbound voice communication (step 130) (i.e., the read-back). The outbound voice communication may be transcribed into text using the speech transcription module 14. The transcribing step 130 may further comprise using the contextual data to validate the transcription as previously described.
Method 100 for reducing and detecting read-back and hear-back errors continues by optionally displaying the transcribed text of the outbound voice communication (i.e., the read-back) to the transmitting station to assist the transmitting station with the “hear-back” (step 135).
Method 100 for reducing and detecting read-back and hear-back errors continues by receiving from the transmitting station an inbound voice reply to the read-back (step 136). The inbound voice reply may either indicate that the read-back was correct (e.g., Dialog (1) in the Background section) or that there is a read-back error (e.g., Dialog (2) in the Background section).
Method 100 for reducing and detecting read-back and hear-back errors continues by transcribing into text the inbound voice reply to the read-back (step 138). The inbound voice reply is transcribed into text by the speech transcription module. The transcribing step 138 may further comprise using the contextual data to validate the transcription.
Method 100 for reducing and detecting read-back and hear-back errors continues by displaying to at least the receiving station the transcribed text of the inbound voice reply (step 139).
Referring again to
Method 100 for reducing and detecting read-back and hear-back errors continues by outputting a discrepancy alert if the comparing and determining steps 140 and 145 determine there is a read-back error (i.e., a material discrepancy between the text of the inbound voice communication (i.e., the request for pilot action) and the text of the outbound communication (i.e., the read-back) (step 150). The discrepancy alert may be a visual alert, a visual and audible alert, or both. The visual discrepancy alert may be provided on the display provided in step 139. For example, the transcribed text of the inbound voice communication (the request for pilot action), the outbound voice communication (the read-back), and an inbound voice reply is displayed on display device 24b. In step 150, the discrepancy between the text of the inbound voice communication and the outbound voice communication is visually highlighted in the text of the inbound voice reply by making the erroneous text bold as further depicted in
When a read-back error is detected as described above, steps 125, 130, 140, and 145 may be repeated until the read-back is complete and correct such that no read-back error is detected, i.e., the receiving station can read back the request for pilot action again. The processor compares the corrective read-back with the request for pilot action in the inbound voice communication to determine if there is still a material difference between the corrective read-back and the request for pilot action. If there is still a material difference in the request for pilot action and the corrective read-back, the processor outputs another discrepancy alert, indicating that the read-back is still incorrect or incomplete.
The system also automatically detects hear-back errors (i.e., an incomplete or incorrect inbound voice reply). As noted above, the failure to hear and/or misinterpretation of a pilot read-back results in a hear-back error. In this regard, the transcribed text of the inbound voice reply is compared with the text of the outbound voice communication (i.e., the read-back) (step 152). For example, referring again to
While a system and method for reducing and detecting read-back and hear-back errors have been described for use when a transmitting station communicates a request for pilot action, the receiving station acknowledges the request by read-back, and the transmitting station listens to the read-back (i.e., hear-back), it is to be understood that the system and method may be adopted for use when the receiving station initiates the dialog by an outbound voice communication that must be acknowledged in some manner by the transmitting station (i.e., by a “transmitting station read-back”) followed by a “receiving station hear-back.” For example, a pilot at the receiving station has the ability to request clearances and information, to report information, and to declare/rescind an emergency among other things. In these examples, the transmitting station read-back includes reading back the requested clearance and information, the reported information, the declaration/recission of the emergency, or combinations thereof The receiving station hear-back follows. The comparing and outputting steps remain the same as described above.
The present invention is further described in detail through the following example. However, the scope of the present invention is by no means restricted or limited by the example, which only has an illustrative purpose.
The pilot or crewmember receives an inbound voice communication from, for example, an air traffic controller. For example, the pilot or crewmember may receive a request for pilot action such as: “Descend Altitude 7000 feet.” The pilot or crewmember may press the PTT button and read-back to ATC “Descend altitude 7000 feet” (the acknowledgment). The read-back is the outbound voice communication. In this example, the speech transcription module transcribes the words “descend”, “altitude”, and “feet”. The ATCO then listens to the read-back (the “hear-back). The processor compares the text of the inbound voice communication (the request for pilot action) (i.e., “Descend Altitude 7000 feet”) with the text of the outbound voice communication (the read-back) (“Descend altitude 7000 feet”) and determines if there is a discrepancy between the request for pilot action and the read-back. As there is no difference (discrepancy) in this example, no discrepancy alert is outputted. If there is a material difference in the request for pilot action and the read-back (e.g., “Ascend” instead of “Descend”, “Heading” instead of “Altitude”, and/or the incorrect value), the processor outputs a discrepancy alert, indicating a read-back error. The pilot can then try to correct the read-back (a “corrective read-back”). The processor compares the corrective read-back with the request for pilot action in the inbound voice communication to determine if there is still a material difference between the corrective read-back and the request for pilot action. If there is still a material difference in the request for pilot action and the corrective read-back, the processor outputs another discrepancy alert, indicating that the read-back is still incorrect or incomplete. The comparing and outputting steps may then be repeated until there is no detected read-back error.
Those of skill in the art will appreciate that the various illustrative logical blocks, modules, circuits, and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both. Some of the embodiments and implementations are described above in terms of functional and/or logical block components (or modules) and various processing steps. However, it should be appreciated that such block components (or modules) may be realized by any number of hardware, software, and/or firmware components configured to perform the specified functions. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits, and steps have been described above generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the overall system. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention. For example, an embodiment of a system or a component may employ various integrated circuit components, e.g., memory elements, digital signal processing elements, logic elements, look-up tables, or the like, which may carry out a variety of functions under the control of one or more microprocessors or other control devices. In addition, those skilled in the art will appreciate that embodiments described herein are merely exemplary implementations.
The various illustrative logical blocks, modules, and circuits described in connection with the embodiments disclosed herein may be implemented or performed with a general purpose processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general-purpose processor may be a microprocessor, but in the alternative, the processor may be any conventional processor, controller, microcontroller, or state machine. A processor may also be implemented as a combination of computing devices, e.g., a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration.
The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. A software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to the processor such that the processor can read information from, and write information to, the storage medium. In the alternative, the storage medium may be integral to the processor. The processor and the storage medium may reside in an ASIC. The ASIC may reside in a user terminal In the alternative, the processor and the storage medium may reside as discrete components in a user terminal
In this document, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Numerical ordinals such as “first,” “second,” “third,” etc. simply denote different singles of a plurality and do not imply any order or sequence unless specifically defined by the claim language. The sequence of the text in any of the claims does not imply that process steps must be performed in a temporal or logical order according to such sequence unless it is specifically defined by the language of the claim. The process steps may be interchanged in any order without departing from the scope of the invention as long as such an interchange does not contradict the claim language and is not logically nonsensical.
Furthermore, depending on the context, words such as “connect” or “coupled to” used in describing a relationship between different elements do not imply that a direct physical connection must be made between these elements. For example, two elements may be connected to each other physically, electronically, logically, or in any other manner, through one or more additional elements.
From the foregoing, it is to be appreciated that the methods and systems according to exemplary embodiments as herein described reduce and detect read-back and hear-back errors, thereby resulting in increased flight safety and efficiency through more effective communications. In addition, the number of messages in a dialog may be reduced, thereby increasing throughput of airport air traffic.
While at least one exemplary embodiment has been presented in the foregoing detailed description of the invention, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the invention in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient road map for implementing an exemplary embodiment of the invention. It being understood that various changes may be made in the function and arrangement of elements described in an exemplary embodiment without departing from the scope of the invention as set forth in the appended claims.
