FR3160678A1 - Method and system for detecting pilot incapacity based on the trajectory phase of an aircraft. - Google Patents

Abstract

Abstract Figure: 2 The invention relates to a method and system for detecting the incapacitation of an aircraft pilot, comprising: associating a Phase X of a trajectory of the aircraft with a value T1Phase X of a Timer1, and at least one Monitored Command1Phase X. Upon entering (200) Phase X, a "suspected incapacitation" status and/or a "confirmed incapacitation" status are activated depending on whether or not the pilot actuates at least one Monitored Command1Phase X and/or at least one Monitored Command2 before two timers reach values of T1Phase X and T2 respectively.

Description

Method and system for detecting pilot incapacity based on the trajectory phase of an aircraft. Domain

The present invention relates to a method and system for detecting aircraft pilot incapacitation, and more particularly to a method and system with a continuous capability during flight to detect pilot incapacitation using a timer to establish the suspicion of incapacitation which depends on the phase of flight, associated with a wide range of monitored controls in the cockpit.

Context

In the world of transport, automatic monitoring techniques to ensure that the driver/pilot is present and conscious at all times at their position have been developed since time immemorial. In the aviation sector, developments have been stimulated in particular by work on the prospects of operating commercial aircraft with a single pilot on board, for example the work "Extended Minimum Crew Operations-Single Pilot Operations, eMCO-SiPO" by the EASA, European Union Aviation Safety Agency, for example in the document "EMCO SIPO EASA 2022.C17 D-1.2 Report on baseline risk framework for EM COS".

The limitations of these developments include:
- cause crew disruptions in flight phases/operational contexts with high workload;
- potentially interrupt certain short operational tasks in time; and/or
- having too high a false positive rate of incapacitation detections, whereas from the crew's perception point of view, certain events are acceptable if they occur when the operational context is calm.

New developments are therefore necessary, which find application even when commercial aircraft are operated with two pilots on board.

The techniques discussed in this section should not be presumed to be prior art simply because they are mentioned. Similarly, a problem mentioned in this section should not be presumed to have been previously identified in the prior art simply because it is mentioned.

Summary

Embodiments of the present invention have been developed based on the developers' understanding of the shortcomings associated with the prior art. The present invention thus comprises, in various embodiments, a method for detecting the incapacitation of an aircraft pilot, comprising the steps:
- determine at least one Phase X of an aircraft trajectory;
- associate with each determined Phase X, a value T1 _{Phase X} of a Timer1, and at least one Monitored Command1 _{Phase X} ; and, when the aircraft enters Phase X:
- start Timer1;
- monitor a pilot action on one of the associated _{Phase X} Monitored Command(s); and
- if the pilot does not activate at least one Monitored Command1 _{Phase X} before the value of Timer1 reaches T1 _{Phase X} :
- activate a “suspected incapacity” status;
- start a Timer2;
- monitor a pilot action on at least one Monitored Command2; and
- if the pilot does not activate at least one Monitored Command2 before the Timer2 value reaches a value T2: activate a “confirmed incapacity” status.

In various embodiments, the method further comprises the steps of:
- if the pilot activates a Presence Button: deactivate the activated statuses among the “suspected incapacity” and “confirmed incapacity” statuses.

In various embodiments of the method, the value T2 depends on the Phase X of the aircraft trajectory during which the “suspected incapacity” status is triggered.

In various embodiments, the method further comprises the step of:
- display the status “suspected incapacity” to warn the pilot that action is expected from him.

In various embodiments, the method further comprises the step of:
- do not display the “suspected incapacity” status if, and as long as the pilot:
- is in radio communication;
- operates a side stick; or
- operates a landing gear or flap lever.

The present invention also comprises, in various embodiments, a processor-readable medium comprising instructions for executing the preceding method.

The present invention also comprises, in different embodiments, a system for detecting incapacitation of an aircraft pilot configured to:
- receive the determination of a Phase X of an aircraft trajectory;
- associate with each determined Phase X, a value T1 _{Phase X} of a Timer1, and at least one Monitored Command1 _{Phase X} ; and,
when the aircraft enters Phase X:
- start Timer1;
- monitor a pilot action on one of the associated _{Phase X} Monitored Command(s); and
- if the pilot does not activate at least one Monitored Command1 _{Phase X} before the value of Timer1 reaches T1 _{Phase X} :
- activate a “suspected incapacity” status;
- start a Timer2;
- monitor a pilot action on at least one Monitored Command2; and
- if the pilot does not activate at least one Monitored Command2 before the Timer2 value reaches a value T2: activate a “confirmed incapacity” status.

In various embodiments, the system is also configured to:
- activate an emergency aircraft diversion mode in the event of activation of the “confirmed incapacity” status.

In various embodiments, the system is also configured to:
- display, if activated, the status “suspected incapacity” on a dashboard display to warn the pilot that action is expected from him.

In various embodiments, the system is also configured to:
- display, if activated, the status “confirmed incapacity” on an instrument panel display to warn the pilot that the aircraft’s emergency diversion mode is activated.

In various embodiments, the system is also configured to display, when activated, the status “confirmed incapacitation” on a display dedicated to the cabin crew to request assistance for the incapacitated pilot.

In various embodiments, the system is also configured to alert, in the event of activation of the “confirmed incapacitated” status, at least one second pilot present in a rest room of the aircraft.

In various embodiments, the system is also configured to, upon activation of the "confirmed incapacity" status:
- carry out a transfer of authority on at least one of the calculators:
- Configuration;
- Brakes;
- Procedure; and
- Communications;
from Dashboard Commands to Automatic Emergency Diversion Navigation Management.

The present invention also comprises, in different embodiments, an aircraft comprising the preceding system.

For the purposes of this description, unless expressly provided otherwise, a "processor" may refer to, but is not limited to, any type of "computer system", "electronic device", "computerized system", "control unit", "monitoring device", "server" and/or any combinations thereof appropriate to the task concerned, in connection with the reception, storage, processing and/or transmission of data.

For the purposes of this specification, the term "FPGA" is intended to include Field Programmable Gate Array (FPGA) systems available on the market at the time of filing of this patent application, such as the Xilinx VU9P or Intel Stratix V, and all subsequent equivalent inventions that have become available, regardless of their name, consisting of computer system hardware programmable with software.

For the purposes of this disclosure, a "processor" may include a single dedicated processor, a single shared processor, or a plurality of individual processors, some of which may be shared. A "processor" may be a general-purpose processor, such as a central processing unit (CPU), a processor dedicated to a specific purpose, or a processor implemented in an FPGA. Other hardware and software, conventional and/or custom, may also be included in a "processor."

In the context of this description, a “computer” represents indifferently one or more processors capable of reading instructions in order to execute a function, and/or a function carried out by the execution of instructions by one or more processors.

For the purposes of this specification, unless expressly provided otherwise, the term "memory" includes random access storage systems, commercially available at the time of filing of this patent application, and all subsequent equivalent inventions becoming available, regardless of their designation, consisting of computer system media for storing digital information. An example of such memory may be static random access memory (SRAM).

Within the scope of this description, the functional steps shown in the figures can be provided through the use of dedicated hardware, as well as hardware capable of running appropriate software.

In the present description, unless expressly provided otherwise, the words "first", "second", "third", etc. have been used as adjectives only for the purpose of distinguishing the nouns they accompany from each other, and not for the purpose of describing any particular relationship between these nouns.

Implementations of the present invention each have at least one of the objects and/or aspects mentioned above, but do not necessarily have all of them.

Additional and/or alternative features, aspects and advantages of implementations of the present invention will become apparent from the following description, the accompanying drawings and the appended claims.

For a better understanding of the present invention, reference is made to the following description which should be used in conjunction with the accompanying drawings, wherein:

Fig. 1

FIG. 1 represents an example of an aircraft trajectory divided into contiguous phases;

Fig.2

FIG. 2 details an example of steps of the pilot incapacitation detection method of the present invention, as a function of the phase in the trajectory of the aircraft;

Fig.3

FIG. 3 presents a schematic version of an example of implementation of computers and interfaces on board an aircraft in accordance with the invention;

Fig.4

FIG. 4 illustrates an aircraft instrument panel;

Fig.5

FIG. 5 illustrates a computer system that can be used in the present invention, for example to realize the computers visible on the FIG. 3 , or the process steps in accordance with the FIG. 2 ; And

Fig.6

FIG. 6 represents an aircraft equipped with the present invention.
It should be noted that, unless explicitly stated otherwise, drawings are not to scale. Finally, identical elements from one drawing to another bear the same numerical reference.

The examples and related conditions detailed herein are primarily intended to assist the reader in understanding the principles of the present invention and not to limit its scope to these specific examples and conditions. It will be understood that those skilled in the art can devise various arrangements which, although not explicitly described or shown herein, nevertheless embody the principles of the present invention and are included within its spirit and scope.

Further, for ease of understanding, the following description may describe relatively simplified implementations of the present invention. As will be understood by those skilled in the art, other implementations of the present invention may be of greater complexity.

In some cases, examples of modifications of the present invention may also be presented. This is done merely as an aid to understanding, and, again, not to define the scope or establish the limits of the present invention. These modifications are not an exhaustive list, and those skilled in the art may make other modifications while remaining within the scope of the present invention.

Furthermore, all statements hereinafter relating to the principles, aspects, and implementations of the present invention, as well as specific examples thereof, are intended to encompass both structural and functional equivalents thereof, whether presently known or developed in the future. Thus, for example, it will be understood by those skilled in the art that all block diagrams represent conceptual views of exemplary circuits incorporating the principles of the present invention. Likewise, it will be understood that all flowcharts, state transition diagrams, pseudocode, and the like, represent various processes that may be implemented on computer-readable media, and thus be executed by a computer or processor, whether such a computer or processor is shown in the figures or not.

The functions of the various elements shown in the figures, including any functional block, may be performed by the use of dedicated hardware as well as hardware capable of executing appropriate software. They may also be performed by a processor. Other hardware, conventional and/or custom, may also be used.

Software modules, or modules purported to be software, may be represented herein as a combination of flowchart elements, or other elements indicating the execution of process steps, and/or as a textual description. Such modules may or may not be executed by hardware that is expressly represented. In addition, it is to be understood that “module” may include, for example, but not limited to, computer program logic, computer program instructions, software, a software stack, firmware, hardware circuitry, or a combination thereof that provides the required capabilities.

This being stated, we will now consider some non-limiting examples to illustrate various implementations of the present invention.

In one example, a trajectory 100 of an aircraft taking off then landing is shown diagrammatically FIG. 1 This trajectory is divided into contiguous phases 101 to 108, as follows:
- 101: rolling;
- 102: takeoff;
- 103: initial ascent; the maximum altitude of this portion of the trajectory can, for example, be set at 1500 feet above the terrain;
- 104: final ascent and cruise;
- 105: descent; the minimum altitude of this portion of the trajectory can, for example, be set at 5000 feet;
- 106: approach;
- 107: landing; and
- 108: rolling.

The breakdown of the trajectory 100 may be different, both in the number of phases, in the duration of each of them, and/or in the minimum and maximum altitudes involved. Each phase is characterized in particular by the frequency of the actions required by the personnel in the cockpit, and the activation or not of the autopilot by the crew.

There FIG. 2 details an example of steps of the method for detecting pilot incapacitation of the present invention, depending on the phase in the trajectory of the aircraft, also called flight phase. The method thus offers a permanent capacity to detect pilot incapacitation by using a timer to establish the suspicion of incapacitation which depends on the trajectory phase of the aircraft, associated with a range of controls monitored in the cockpit which also depends on the trajectory phase of the aircraft. The solution of the invention notably involves monitoring of the cockpit controls, interpreted as proof that the crew is not totally incapacitated.

Thus: in step 200, a trajectory phase called “Phase X” is determined, for example as one of the phases 101 to 108 illustrated in FIG. 1 . The determination of the trajectory phase can for example, as explained below in relation to the FIG. 3 , be communicated by certain computers on board the aircraft. At step 201, a Timer1 is set to 0, and a “suspected incapacity” status is also set to 0, and at step 202, Timer1 is incremented and counts the time that passes.

At step 203, a test is performed to determine whether the value of Timer1 has reached a value T1 _{Phase X} which depends on Phase X:
- if this value is reached, then in step 205, the “suspected incapacity” status is set to 1 or activated, in step 206 a Timer2 is set to 0, and a “confirmed incapacity” status also set to 0, and in step 207, Timer2 is incremented and counts the time that passes;
- if this value is not reached, then in step 204, a test is carried out to determine whether an action by the pilot has taken place on at least one of one or more Monitored Commands1 which depend on Phase X (called Monitored Commands1 _{Phase X} ):
- if an action has occurred, then a connection is made to step 201 (Timer1 reset to 0);
- if no action has taken place, then a connection is made to step 202 (Timer1 incremented).

At step 208, a test is performed to determine whether the value of Timer2 has reached a value T2:
- if this value is reached, then in step 210, the “confirmed incapacity” status is set to 1 or activated;
- if this value is not reached, then at step 209, a test is carried out to determine whether an action by the pilot has occurred on at least one of one or more Monitored Commands2:
- if an action has occurred, then a connection is made to step 201 (Timer1 reset to 0);
- if no action has taken place, then a connection is made to step 207 (Timer2 incremented).

The “suspected incapacity” status set to 1 or activated in step 205 allows, as explained below in relation to the FIG. 3 , to alert the pilot that the pilot incapacitation detection system has detected a suspicious lack of pilot activity. The status "suspected incapacitation", or other equivalent alert message, may be displayed on an Instrument Panel Display 307 ( FIG. 3 ) to warn the pilot that action is expected from him. The pilot can cancel the suspicion of incapacity by acting on a Monitored Command2 or on a Presence Button 306 ( FIG. 3 ) according to an implementation option of the invention described below.

The “confirmed incapacity” status set to 1 or activated in step 210 allows, as explained below in relation to the FIG. 3 , to alert certain computers on board the aircraft, and to take certain safety actions in accordance with the invention. The status “confirmed incapacity”, or any other equivalent alert message, may be displayed on the Instrument Panel Display 307 ( FIG. 3 ) to warn the pilot that an emergency diversion mode (for example, a mode known as "AUTO EMER OPS") is activated.

FIG. 3 presents a schematic version of an example of implementation 300 of computers and interfaces on board an aircraft in accordance with the invention.

A Central Computer 301 comprises at least two computers:
- a 302 Incapacity Detector calculator (“Human Monitoring Application, HMA, Incapacity Detector, ID” in English) in which, for example, the steps indicated FIG. 2 , of the method according to the invention, can be carried out; and
- an automatic emergency diversion navigation management calculator 304 (“Flight Management System Contingency Trajectory”, “FMS CT” in English).

The central computer 301 receives at least the following information as input:
- activation of the dashboard commands 308;
- activation of a Sidestick 314;
- a Flight Warning System (FWS) calculator; and
- optionally, in one embodiment of the invention: activation of the Presence Button 306.

The central computer 301 controls in particular the dashboard display 307.

The Flight Warning computer 305 consists of several components that work together to ensure effective monitoring and warning capabilities, relating in particular to the operational parameters of the aircraft, and to possible system failures. These capabilities are guaranteed on the basis in particular of large quantities of data received from the various sensors and systems of the aircraft (not shown). The warnings are visual on the instrument panel of the aircraft, and/or audio. The Flight Warning computer 305 thus controls in particular the Instrument Panel Display 307. The instrument panel of the aircraft advantageously includes displays that are dedicated to the warning information provided by the Flight Warning computer 305.

An aircraft trajectory phase calculation function may also be included in the Flight Warning calculator 305, in an exemplary implementation, which informs the Central Computer 301 of the trajectory phase “Phase X” in which the aircraft is located (step 200 on the FIG. 2 ): this information is used to deduce in particular the value of Timer1, and the range of Controls monitored1. This trajectory phase information can also be calculated in a computer other than the Flight Warning 305 computer, if it is not available on the aircraft or if the trajectory phase calculation is not done in the Flight Warning 305 computer, but for example in a central alert computer.

In the example presented, five other computers equip the aircraft:
- an Autopilot 309, which in particular allows the automation of the guidance of the aircraft on a trajectory and the thrust of the engines;
- at least one Configuration 310 computer, which in particular allows control of the aircraft's high-lift engines, slats, flaps, landing gear and air brakes;
- a 311 Brakes calculator, which in particular allows control of the aircraft brakes;
- at least one Procedure 312 calculator, which in particular allows procedures to be automatically executed in place of the pilot; and
- a Communications 313 computer which allows communications between the aircraft and the outside world (other aircraft, control towers, etc.).

The last four computers mentioned 310-313 are controlled by the pilot through the Instrument Panel Controls 308 (by the signal 308a), the Side Stick 314, or by the Automatic Emergency Diversion Navigation Management 304 (by the signal 304a) in the event of a transfer of authority carried out by the Incapacitation Detector 302 (communicated by the signal 302a). This transfer of authority depends on the detection of the pilot's incapacitation, and the "confirmed incapacitation" status when it is set to 1 or activated in accordance with step 210 on the FIG. 2 .

The Autopilot 309 automatically guides the aircraft on a trajectory calculated by a Primary Navigation Management computer 303 (and communicated by a signal 303a) (“Flight Management System Primary”, “FMS-primary” in English) under the responsibility of the pilot, or by the Emergency Diversion Automatic Navigation Management computer 304 (and communicated by a signal 304a) in the event of a transfer of authority carried out by the Incapacitation Detector 302 (transfer of authority communicated by a signal 302a). This transfer of authority depends on the detection of pilot incapacitation.

There FIG. 4 illustrates an aircraft instrument panel. An Instrument Panel 400 includes the Instrument Panel Controls 308, the Side Stick 314, the Instrument Panel Display 307, and optionally the Presence Button 306, when implemented in an embodiment of the invention, positioned at a visually privileged location in the pilot's field of vision, and easily accessible for rapid activation by the pilot.

The method and system of the invention must both ensure the responsiveness required to guarantee the safety of the aircraft in the event of pilot incapacitation, and minimize the intrusive nature of monitoring incapacitation, and the risk of excessive disruption to the crew. To do this, the solution provided involves in particular monitoring enough instrument panel controls (Monitored Controls1, Monitored Controls2, chosen from the Instrument Panel Controls 308, the Side Stick 314, and the Presence Button 306 when it is present in an embodiment of the invention) so that the crew can always act normally on at least one of them in the accomplishment of its tasks before the expiration of a time allocated by the timer per trajectory phase.

Thus, to define the different trajectory phases, and the timer duration, as associated monitored cockpit commands, data analysis can be performed based on a large number of flights. This ensures a pilot incapacitation detection method and system that is both effective and acceptable from the pilot's point of view, considering the operational disruptions potentially introduced.

In one embodiment of the invention, the values retained from Timer1 and the Monitored Command(s)1_{Phase X}associated, are the following, relative to the trajectory phases given inFIG. 1: Phase X Timer1 Monitored Orders 1 _{Phase X} 101 3 min Keyboard for interaction with the automatic flight management system (FMS), radio controls, rudder pedals, throttles, nose wheel orientation lever 102 1 min Landing gear retraction controls, high-lift retraction controls, throttle levers, side stick lever, autopilot controls (FCU, or “Flight Control Unit” in English) 103 1 min Autopilot controls, display controls, alarm system management controls, radio controls, side stick lever, throttle levers, keyboard for interaction with the automatic flight management system (FMS) 104 9 min Autopilot controls, display controls, alarm system management controls, radio controls, side stick lever, throttle levers, keyboard for interaction with the automatic flight management system (FMS) 105 5 min Autopilot controls, display controls, alarm system management controls, radio controls, side stick lever, throttle levers, keyboard for interaction with the automatic flight management system (FMS) 106 1 min Autopilot controls, display controls, alarm system management controls, radio controls, side stick lever, throttle levers, keyboard for interaction with the automatic flight management system (FMS) 107 2 min Keyboard for interaction with the automatic flight management system (FMS), radio controls, rudder pedals, throttles, nose wheel orientation lever 108 3 min Keyboard for interaction with the automatic flight management system (FMS), radio controls, rudder pedals, throttles, nose wheel orientation lever

The value of Timer2 can for example be 30s. The Monitored Commands2 can for example be one or more of the set of Monitored Commands1 indicated in Table 1 above.

In an implementation mode not shown, the duration of Timer2, or of at least one Monitored Command2, may also depend on Phase X of the aircraft trajectory.

The method and system of the invention may also advantageously introduce conditions under which the detection of the suspected incapacitation will not be notified to the cockpit. For example, these may be operational tasks that must never be interrupted, for example:
- radio communication in progress from the aircraft;
- pilot actions on the Side Stick (314); and/or
- pilot actions on the landing gear or flap lever, etc.

There FIG. 5 illustrates a computer system that can be used in the present invention, for example to implement the indicated calculators that the FIG. 3 , or the process steps in accordance with the FIG. 2 . As will be understood by those skilled in the art, such a computer system may be implemented in any other suitable hardware, software and/or firmware, or a combination thereof, and may be a single physical entity, or several separate physical entities with distributed functionality.

The computer system 500 may include various hardware components, including one or more single or multi-core processors collectively represented by a processor 501, a memory 503, and an input/output interface 504. In this context, the processor 501 may or may not be included in an FPGA. The computer system 500 may be a generic "off-the-shelf" computer system. The computer system 500 may also be distributed among multiple systems. The computer system 500 may also be specifically dedicated to implementing the present invention. As one skilled in the art of the present invention may understand, multiple variations as to how the computer system 500 is implemented may be envisioned.

Communication between the various components of the computer system 500 may be enabled by one or more internal and/or external buses 505 (e.g., a PCI bus, a universal serial bus, an IEEE 1394 "Firewire" bus, a SCSI bus, a Serial-ATA bus, an ARINC bus, etc.), to which the various hardware components are electronically coupled.

The input/output interface 504 may enable networking capabilities such as wired or wireless access. By way of example, the input/output interface 504 may include a network interface such as, but not limited to, a network port, a network jack, a network interface controller, and the like. Multiple examples of how the networking interface may be implemented will become apparent to those skilled in the art of the present invention.

The memory 503 may store code instructions 508, such as those forming part of, for example, a library, an application, etc. that can be loaded into the memory 503 and executed by the processor 501 to, for example, implement the steps of the method according to the present invention. The memory 503 may also store a database 509. Those skilled in the art will understand that the database 509, the code instructions 508 and generally the memory 503 may also physically reside outside the computer system 500, still within the scope of the present invention.

The input/output interface 504 may allow the computer system 500 to be put into communication with other processors via a connection 510. This may be the case, for example, if the above calibration step is implemented in the computer system 500, while the above correlation step is implemented in a processor outside the computer system 500, for example on the aircraft.

The 600 aircraft depicted on the FIG. 6 includes an example of implementation 300 of calculators and interfaces, allowing in particular the implementation of the steps of the method of the FIG. 2 in accordance with the invention.

Although the implementations described above have been described and shown with reference to particular steps performed in a particular order, it will be understood that these steps may be combined, subdivided, or reordered without departing from the teachings of the present disclosure. At least some of the steps may be performed in parallel or in series. Therefore, the order and grouping of the steps does not constitute a limitation of the present invention.

Modifications and improvements to the above-described implementations of the present invention may occur to those skilled in the art. The above description is illustrative by way of examples rather than limiting. The scope of the present invention is therefore limited only by the scope of the claims below.

Claims (14)

Method for detecting the incapacity of an aircraft pilot, comprising the steps:
- determine (200) at least one Phase X of a trajectory of the aircraft;
- associate with each determined Phase X, a value T1 _{Phase X} of a Timer1, and at least one Monitored Command1 _{Phase X} ; and,
when the aircraft enters Phase X:
- start (201, 202) Timer1;
- monitor (204) a pilot action on one of the associated _{Phase X} Monitored Command(s); and
- if the pilot does not activate at least one Monitored Command1 _{Phase X} before the value of Timer1 reaches T1 _{Phase X} :
- activate (205) a “suspected incapacity” status;
- start (206, 207) a Timer2;
- monitor (209) a pilot action on at least one Monitored Command2; and
- if the pilot does not activate at least one Monitored Command2 before the value of Timer2 reaches a value T2: activate (210) a “confirmed incapacity” status. The method of claim 1, further comprising the step:
- if the pilot activates a Presence Button (306): deactivate the activated statuses among the “suspected incapacity” and “confirmed incapacity” statuses. Method according to claim 1 or 2, in which the value T2 depends on the Phase X of the trajectory of the aircraft during which the “suspected incapacity” status is activated. Method according to one of claims 1 to 3, further comprising the step:
- display the status “suspected incapacity” to warn the pilot that action is expected from him. Method according to one of claims 1 to 3, further comprising the step:
- not notify the status “suspected incapacity” if, and as long as the pilot:
- is in radio communication;
- operates a Side Handle (314); or
- operates a landing gear or flap lever. Processor-readable medium comprising instructions for executing the method according to one of claims 1 to 5. An aircraft pilot incapacitation detection system (302) configured to:
- receive the determination (200) of a Phase X of a trajectory of the aircraft;
- associate with each determined Phase X, a value T1 _{Phase X} of a Timer1, and at least one Monitored Command1 _{Phase X} ; and,
when the aircraft enters Phase X:
- start (201, 202) Timer1;
- monitor (204) a pilot action on one of the _{Phase X} Monitored Command(s); and
- if the pilot does not activate at least one Monitored Command1 _{Phase X} before the value of Timer1 reaches T1 _{Phase X} :
- activate (205) a “suspected incapacity” status;
- start (206, 207) a Timer2;
- monitor (209) a pilot action on at least one Monitored Command2; and
- if the pilot does not activate at least one Monitored Command2 before the value of Timer2 reaches a value T2: activate (210) a “confirmed incapacity” status. System according to claim 7, configured to:
- activate an emergency aircraft diversion mode in the event of activation of the “confirmed incapacity” status. System according to claim 7 or 8, configured to:
- display, if activated, the status “suspected incapacity” on a Dashboard Display (307) to warn the pilot that action is expected from him. System according to one of claims 8 to 9, configured to:
- display, if activated, the status “confirmed incapacity” on an Instrument Panel Display (307) to warn the pilot that the aircraft’s emergency diversion mode is activated. System according to one of claims 7 to 8, configured to: display, in the event of activation, the status “confirmed incapacity” on a display dedicated to cabin crew to request assistance for the incapacitated pilot. System according to one of claims 7 to 8, configured to: alert, in the event of activation of the “confirmed incapacity” status, at least one second pilot present in a rest room of the aircraft. System according to one of claims 7 to 12, configured to, in the event of activation of the “confirmed incapacity” status:
- carry out a transfer of authority on at least one of the calculators:
- Configuration (310);
- Brakes (311);
- Procedure (312); and
- Communications (313);
from Dashboard Commands (308), to Automatic Emergency Diversion Navigation Management (304). Aircraft (600) comprising the system of one of claims 7 to 13.