Aerospace and Electronic Systems Magazine July 2017 - 12
Commercial Airline Single-Pilot Operations: System Design and Pathways to Certification
ware-level testing and validation, to system-level, to flight simulators and flight tests. RTCA provides various documents relating
to the T&E of airborne software and equipment (DO-178C), airborne electronic hardware (DO-254), CNS/ATM software integrity
(DO-278), Integrated Modular Avionics (IMA) (DO-297), Automatic Flight Guidance and Control Systems (AFGCS) for FAR 23
aircraft (DO-335) and data security (DO-356). ASTM F3153-15
provides specifications on the process of the system-level safety
verification of various functions in avionics systems. The FAA has
recently provided a Type Certificate for the Verification of Adaptive Systems (TC-16/4), which provides valuable information for
verifying SPO's adaptive interfaces. Additional information can
be found in FAA and CASA Advisory Circulars; these provide
guidelines for developing a reliability assessment plan (FAA AC
20-157), flight test evaluation (FAA AC-25-7C; CASA AC 21-47),
and on the use of flight simulators for validation of new aircraft
systems, avionics and handling qualities (CASA AC 60-3(0)).
There is limited information regarding the T&E of SPO and RPAS
but included in the references are the Flight Standardization Board
Reports of SPO business jets from Embraer [20], [21], [23] and
Cessna [22], containing the compliance checklists (applicable to
Part 91 and Part 135 aircraft). For RPAS, a report from the IDA
provides information on the development, design, execution, and
evaluation of the T&E of RPAS.
VIRTUAL PILOT ASSISTANT SYSTEM
As discussed in the previous section, the minimum crew requirements and criteria (specified in FAR 23.1523, FAR 25.1523 and
FAR 25 Appendix D) are performance based and assessed through
a combination of the aircraft's operating rule, the crew function,
their workload/task complexity, as well as the crew's ability to recover from emergencies. Additionally, a single-pilot aircraft shall
be able to operate autonomously as an RPAS during pilot incapacitation. To support these operational requirements, the design of a
VPA system is proposed with the following objectives:
C
C
C
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Decrease pilot workload by taking control of certain flight
tasks, including computing and sharing optimized flight
plans (fuel, time, and comfort) through a Next Generation
Flight Management System (NG-FMS); performing CAT II
(< 200 ft) and CAT III (< 100 ft) landing; system monitoring through Integrated Vehicle Health Management (IVHM)
and Avionics Based Integrity Augmentation (ABIA) systems,
with the capability to issue cautions and warnings to the pilot
when required; and the ability to temporarily assume control
authority in the event of pilot incapacitation [16].
Decrease flight deck complexity through biometric monitoring sensors which assess the pilot's workload; adaptive interfaces which suggest appropriate automation modes based
on task complexity and pilot load; aural, visual, and haptic
alerts, and triggered by priority to avoid pilot confusion.
Increase aircraft surveillance capacity through advanced
avionics systems including a surveillance system which ensures autonomous SA&CA in non-controlled and controlled
airspace [15]; a weather surveillance system, augmented by
ground forecasts from an air-ground data link; and autonomous strategic/tactical rererouting and conflict resolution.
C
Facilitate collaborative work and information sharing
with the ground station through a combination of direct
radio-line-of-sight (RLOS) and beyond radio-line-of-sight
(BRLOS) air-to-ground communication channels between
ground crew and ATCo, supplemented by ground-to-ground
channels for redundancy and load balancing; secure, reliable
data links with variable bandwidth and latency performances depending on available timeframe and task requirements;
transferral of control authority to GO in the event of pilot
incapacitation.
The VPA system architecture is illustrated in Figure 5 and comprises four major systems: the communications, surveillance, flight
management/control, and HMI systems. The communications
system enables data-sharing between the single-pilot, GO, AOCO,
and ATCo via a network comprising various RLOS and BRLOS
data links. In case of emergency, a reliable, secure high-speed C2
link enables the GO to assume direct control of the aircraft's flight
management and control systems. The surveillance system utilises
an Airborne Surveillance and Separation Assurance Processing
(ASSAP) subsystem, which is integrated into the FMS, to provide
automated SA&CA capabilities. The NG-FMS is interlinked to the
flight control unit (FCU), autopilot, and flight control system (FCS)
to provide guidance, navigation, and control, as well as trajectory
optimisation, planning, negotiation, and validation functions. An
IVHM subsystem automates the management and monitoring of
aircraft systems, providing appropriate updates, warnings, or alerts
to the pilot (via a cognitive HMI) and the ground crew.
Communications
Depending on the criticality of information being transferred, different links (with different required communication performance
(RCP) levels) are used to support transfer of data and information between the aircraft and various ground agents. The European
Organization for Civil Aviation Equipment (EUROCAE) Working
Group 73 (WG-73) has developed a methodology for determining the RCP for RPAS [24], based on ICAO's Manual on RCP
(Doc 9869) and RPAS (Doc 10019). A similar framework is used
to define the command, control, and communications (C3) links
for SPO for this section. These comprise safety critical, non-safety
critical, and real-time C2 links, as well as links for ATC and ground
crew voice/data communications (Figure 6).
The communication links may be within RLOS or BRLOS as
depicted in Figure 7. Ground-to-ground links between the ground
crew and the ATC provide lower latency and higher reliability than
air-to-ground radio links, supporting some information exchange
in instances when specific air-to-ground C3 links suffer from degradation such due to weather, terrain, or signal obstruction.
Evaluating SPO RCP requires consideration of the operational
risk in the event of a loss-link. The following factors will affect operational risk: increase in single-pilot workload, information carried
by the link, level of autonomous operation, population density in area
of operations, and SPO operating airspace class. The RCP values for
RPAS operations as proposed by WG-73, which are more stringent
IEEE A&E SYSTEMS MAGAZINE
JULY 2017
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