Patent Application
20090093953
The present disclosure relates to information management systems and methods, and particularly to a method and system for dynamically evaluating a quantity of context sensitive information available to be displayed to an aircraft pilot and determining a minimum subset of relevant information to be provided to the pilot to enable the pilot to more easily digest the information while operating the aircraft.
Statements in this section merely provide background information related to the present disclosure and may not constitute prior art.
Current landing approach information for aeronautical applications is typically depicted on a cockpit display or paper charts to a pilot and/or co-pilot as pre-composed and non-interactive images. Such images typically contain all approach minima related information which are applicable to a specific approach procedure, covering any applicable aircraft categories, any approach landing maneuvers, various missed approach climb gradients, and several component-out conditions of the airport facilities. One exemplary minima chart for “LFSB” (Basle/Mulhouse Airport, France) is illustrated in
The pilot and/or co-pilot are required to visually and mentally digest and filter the non-relevant information out from that information that applies specifically to the operational situation at hand. For example, if the aircraft being flown is a category “C” aircraft, then the minima information pertaining to the category “A”, “B” and “D” aircraft will not be needed by the pilot or co-pilot. As will be appreciated, this can significantly add to the cognitive workload of the pilot and/or co-pilot while the pilot and/or co-pilot are attempting to perform a flight maneuver, such as a landing approach, in the aircraft.
Even within digital Electronic Flight Bag (EFB) devices, the aeronautical approach charts do not allow real-time user interaction to filter information, to alter displayed data or to use real-time and current operational parameters to de-clutter approach charts automatically and dynamically. By “de-clutter”, it is meant the operation of removing minima information that the pilot does not need, based on real-time weather conditions, real-time airport operational conditions, the specific aircraft being piloted, and various other factors. Alternatively, the “de-clutter” terminology can be thought of as the operation of “masking” certain minima information that the pilot and co-pilot do not need, so that certain information non-pertinent is not presented to the pilot and/or co-pilot. As a result, approach charts typically contain significantly more information than a flight crew requires for executing a landing approach under a certain condition (e.g., aircraft approach category). Even though some present day airlines have custom made paper charts for them that only indicate the aircraft category that is applicable for their flight rules, such charts typically still present information pertaining to a plurality of different airport and/or visibility conditions. Thus, such custom charts still require the pilot and/or co-pilot to cognitively filter out a relatively large amount of information that will not be pertinent to the specific airport and weather conditions that are present at the time an approach is being executed. This can significantly add to the cognitive workload imposed on the pilot and/or co-pilot.
The present disclosure relates to a method and system for dynamically determining a condensed quantity of context sensitive information pertaining to a mobile platform operational procedure, in real time, from a larger quantity of available context sensitive information, and displaying the condensed quantity of context sensitive information to the mobile platform operator in real time.
In one particular implementation the method includes analyzing context sensitive data, in real time, relating to an operational procedure of an airborne mobile platform to be carried out by an individual operating the airborne mobile platform. A subset of context sensitive information is dynamically determined from a larger quantity of context sensitive information relating to the operational procedure. The subset of context sensitive information is then displayed to the individual operating the airborne mobile platform.
In one specific implementation the context sensitive information comprises minima information relating to a landing approach at a particular airport. The subset of context sensitive information relates to a subset of all the available minima information, and is tailored to only the specific operational and weather conditions present at a particular airport at a given time, as well as the specific type of aircraft and other factors pertaining to the approach. Thus, that portion of minima information that is not pertinent for enabling the pilot and/or co-pilot to execute the approach is filtered out to produce the subset of minima information. The subset of minima information is presented to the pilot and/co-pilot via a display system, in real time, which significantly reduces the cognitive workload of the pilot and/or co-pilot (i.e., particularly the individual who is actually flying the aircraft), and enables the pilot and/or co-pilot to more completely focus their attention on executing the landing approach.
In one specific implementation the subset of context sensitive information may be displayed in two or more different colors on the display to further visually signal to the pilot and/or co-pilot whether the context sensitive information (e.g., minima information) is near a minimum condition or is below a minimum condition.
Further areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure.
The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way.
The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. While the following description will reference a “mobile platform”, and more specifically an airborne mobile platform such as an aircraft, it will be appreciated that the teachings herein are applicable to the navigation/operation of any type of vessel. For example, the teachings herein could be just as readily applied to operators of marine vessels or land vehicles, where the operator may be required to view a large quantity of context sensitive information and to cognitively process such information before (or while) performing a specific operational procedure. Accordingly, the reference to an “airborne mobile platform” or “aircraft” throughout the following discussion is merely meant to illustrate one potential application of the teachings of the present disclosure.
Referring to
Referring further to
The system 10 generally includes a dynamic flight information evaluation system 20 (hereinafter after the “DES” 20) and a display system 22. The display system 22 may form a pre-existing display component carried by the aircraft 12 that is used for displaying aeronautical navigation charts stored in a database 24, and particularly landing approach charts. The display system 22 may be directly interfaceable with the DES 20, but in some applications a suitable interface (not shown) may be required. The display system 22 preferably has a color display screen (e.g., either CRT or LCD) that is able to selectively display specific types of information in different colors to even further aid the flight crew in quickly visually assimilating and cognitively processing the information being presented.
In general operation, the DES 20 is loaded with information from the database 24 containing aeronautical information, for example, landing approach charts. Verbal information broadcast from the airport weather/condition information may be converted using any suitable voice recognition software to text information and also input to the DES 20. The DES 20 analyzes this information, together with information from the avionics subsystem 14 to dynamically evaluate what minimum sub-quantity of approach information is required by the flight crew piloting the aircraft 12. In effect, the DES 20 takes a large quantity of approach information (also termed “minima” information) and eliminates portions of the information that are not pertinent, and not required, for the flight crew to consider while executing a landing operation. For example, the approach chart for a given airport may provide several RVR distances for four different types of aircraft, as illustrated in
Importantly, the DES 20 determines dynamically, in real time, that specific sub-quantity of pertinent context sensitive information (i.e., pertinent minima) and displays the sub-quantity of information to the flight crew via the display system 22. This significantly reduces the cognitive workload of the flight crew by significantly reducing the amount of available context sensitive information (i.e., minima) that needs to be visually and cognitively processed by the flight crew while executing a landing approach operation. This frees the flight crew to concentrate their attention more fully on executing the landing approach.
Referring to
At operation 104, procedure minima data is obtained from the database 24 (
At operation 112, the appropriate minima is determined based on which one of the GS “OK” or “out” conditions is present. At this point, the DES 20 may encode the minima data so that it is presented in a particular color on the DES 20. For example, the RVR distance information may be displayed in yellow, red or another color if the GS “out” condition is present. This further visually alerts the flight crew to an important condition existing while the approach is being performed.
At operation 114, airport facility conditions are determined either via a data subchannel of the airport weather/condition transmitting station 18 (typically termed the Automatic Terminal Information Service (ATIS), or via a digital ATIS). Alternatively, information may be entered into the DES 20 by a pilot or co-pilot after listening to an audio transmission received from the airport weather/condition transmitting station 18.
At operation 116, the minima values based on lighting values present at the time the approach is being executed are either calculated or looked up from a suitable table carried in the database 24 (
At operation 120, the minima is displayed (i.e., RVR and Ceiling or MDA/DH (Minimum Descent Altitude/Decision Height)) based on the determinations made in the foregoing operations. Optionally, the minima may be displayed on the display system 22 in black if actual conditions (i.e., RVR, Ceiling) are greater than the minima, in yellow if the actual conditions are near the minima, or in red if actual conditions are below the minima. Other colors or coloring schemes are also possible.
From the foregoing example of a landing approach, it will also be appreciated that certain other factors such as airport weather (WX), Instrument or GS function must be monitored and factored into values during the entire approach procedure. It is preferable that a warning or notification should be shown on the display system 22 if the determined minima should change after the inbound approach procedure has started. Also, it will be appreciated that some changes that occur after the IAF (initial approach fix) has been crossed will cause a display change while other conditions would not change once the approach has started. Also, it will be appreciated that the pilot and/or co-pilot may need to revert to the prior display or be able to fix the display to not change after a certain point in flying the approach.
From the foregoing it will be appreciated that the system 10 and method of the present disclosure significantly reduces the cognitive workload required by flight crew members while executing an approach. The system 10 dynamically determines only that sub-quantity of available minima data that needs to be displayed to the flight crew under a given set of operational and weather conditions existing at the time an approach is being executed, and displays the condensed minima, in real time, on the display system 22. Since the system 10 operates dynamically and in real time, various context sensitive conditions and/or data existing at the time an approach is being executed can be evaluated, in real time, and the subset of minima that is generated by the system 10 will be tailored to the precise airport, weather and various other conditions and/or data existing at the time. It will also be appreciated that the teachings of the present disclosure could be readily adapted to other scenarios where it would be helpful to dynamically evaluate and reduce the amount of visual information provided to an individual (or individuals), in real time, who is/are attempting to perform an operation requiring significant concentration and attention.
While various embodiments have been described, those skilled in the art will recognize modifications or variations which might be made without departing from the present disclosure. The examples illustrate the various embodiments and are not intended to limit the present disclosure. Therefore, the description and claims should be interpreted liberally with only such limitation as is necessary in view of the pertinent prior art.
