Aerospace and Electronic Systems Magazine July 2017 - 18

Commercial Airline Single-Pilot Operations: System Design and Pathways to Certification
Table 4.

Technical Requirements, Challenges and Opportunities for Implementation of CHMI
Requirements
Data Capturing

Challenges

Non-invasive sensors are required

Identification of data
requirements

Sensors shall not hinder pilot
operations

Specification of sensor
performance levels

Sensor performance (accuracy,
precision, efficiency) shall be
operationally adequate

Design/integration of data
capturing devices into the
flight deck

Novel multi-modal sensor
data fusion techniques
for robust assessment of
cognitive states

Accurate models (predictive
and real-time) of the external
environment, aircraft state and
pilot's cognitive state

Identification of
suitable mathematical/
computational models

Innovative machine
learning algorithms and
inference engines

Implementation of models
in an operationally
efficient system

Model-predictive
algorithms for increased
safety and efficiency

System performance shall be
deterministic

Identification of suitable
decision logics

Innovative knowledgebased systems

Pilot shall have the final authority

Identification of specific
areas for application
(i.e., FMS flight planning,
collision avoidance, 4D
trajectory negotiation and
validation)

Adaptive decision logic
driven by sensor/system
performance

The reduction in the pilot's
cognitive load (due to system
support) shall be greater than
the additional load induced from
monitoring the system

Development of suitable
interfaces

More natural/intuitive
decision support tools

Evaluation of effect
of interfaces on pilot
performance

Augmented reality for
pilot/ATCo training

Task allocation shall not be overly
disruptive or too inconspicuous

Evaluation of effect of
interfaces on system
performance

New monitoring and
augmentation strategies
for increased integrity

Task allocation shall provide a
range of options to the pilot

Development of suitable
training programs

Loss/degradation of sensors shall
not compromise system integrity
Modelling

Decision Logics

Decision logics and intent of
system shall be transparent to the
pilot
Interface and
interactions

the aircraft flies in a congested airspace (e.g., a terminal area), the
pilot selects the guidance sensor command mode 3, allowing him
to focus more on the approach procedure while the VPA system
assists in monitoring the traffic situation.

PILOT INCAPACITATION: ENABLING THE TRANSITION OF
SPO TO RPAS OPERATIONS
In the event of a pilot incapacitation, the SPO aircraft becomes
a remotely piloted aircraft (RPA). Incapacitation of a pilot is defined as "any reduction in medical fitness to a degree or of a nature
that is likely to jeopardize flight safety" [32]. According to historic data, pilot incapacitation is a rare event. A single pilot has an
incapacitation risk of one in 106 hours. For two-pilot operations,
18

Opportunities
Advanced data analytics
using data captured using
non-invasive sensors

this risk is reduced to one in 109 hours with the addition of the
second pilot [33]. The inherently higher risk associated with SPO
requires emergency systems and procedures in place to ensure absolute safety in case of an incapacitation event. The emergency
procedure is illustrated in Figure 13. An on-board pilot biometric
monitoring system first verifies the status of the pilot, and upon
confirmation of incapacitation, the VPA system triggers the emergency incapacitation mode in the intelligent 4D NG-FMS, which
temporarily assumes control of the aircraft while simultaneously
alerting the ground flight crew. The GO, upon receiving notice of
pilot incapacitation, locates the closest and safest airport for the
aircraft to land and sends a clearance message to the relevant ATCo
and guidance commands to the VPA system. The GO monitors the
VPA, which manoeuvres the aircraft to the top of the descent point
and prepares for autoland. The GO can also override the automa-

IEEE A&E SYSTEMS MAGAZINE

JULY 2017



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