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Revisiting System's Pages in Engine Indication and Alerting System for Flight Crew Using the DSCU Architecture and the OQCR System Generic State Description

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Revisiting System's Pages in Engine Indication and Alerting System for Flight Crew Using the DSCU Architecture and the OQCR System Generic State Description View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by Open Archive Toulouse Archive Ouverte Open Archive Toulouse Archive Ouverte OATAO is an open access repository that collects the work of Toulouse researchers and makes it freely available over the web where possible This is an author’s version published in: http://oatao.univ-toulouse.fr/24919 To cite this version: Bouzekri, Elodie and Canny, Alexandre and Martinie De Almeida, Celia and Palanque, Philippe and Barboni, Eric and Navarre, David and Gris, Christine and Deleris, Yannick Revisiting system's pages in engine indication and alerting system for flight crew using the DSCU architecture and the OQCR system generic state description. (2019) In: INCOSE International Conference on Human System Integration (INCOSE HSI 2019), 11 September 2019 - 13 September 2019 (Biarritz, France). Any correspondence concerning this service should be sent to the repository administrator: [email protected] Revisiting Systems’ Pages in Engine Indication and Alerting System for Flight Crew Using the DSCU System Architecture and the OQCR Systems Generic State Description Elodie Bouzekri, Alexandre Canny, Christine Gris, Yannick Deleris Martinie Celia, Philippe Palanque, AIRBUS Operations Eric Barboni, David Navarre 316 Route de Bayonne ICS-IRIT, Toulouse University 31060 Toulouse, France 31062 Toulouse, France [email protected] [email protected] crew via the cockpit display system. ABSTRACT This discretization process requires abstracting information Engine Indication and Alerting System for Flight Crew away in order to present only meaningful information (in provides flying crew with information about aircraft terms of operations) to the flying crew. Indeed, aircraft systems. This information covers both nominal and systems behavior may be very complex (e.g. an engine) and abnormal systems’ states as well as recommended remedial abstracting away information that is not relevant for actions to handle abnormal situations. According to the operations is a challenge. Such concerns have been clearly complexity of systems to be managed (e.g. an aircraft stated in [2], where MCDU (Multi-function Control and engine) information and states must be abstracted away so Display Unit) has been identified as issues for pilot when that flying crew is not overwhelmed. We propose a double transitioning to glass cockpits. Abstraction can be mechanism to support such activity: a generic description performed by removing information (e.g. not presenting of states of aircraft systems called OQCR and a hierarchical vibration level of an engine to the crew) or grouping decomposition of aircraft systems architecture called information on equivalence classes of values for a given DSCU. We show how these two contributions provide parameter (e.g. presenting thresholds such as battery systematic means to represent aircraft systems and their voltage is above or below 20%). Such abstraction relationships as well as their nominal and abnormal states. mechanisms are heavily dependent on the type of the We demonstrate their application on two system pages parameters and on the context of use of these parameters from large commercial aircraft showing how they can be and thus no generic rule can be applied. Besides, when all used to support HMI designs. We also highlight how these the relevant information is presented, it is still difficult for contributions can be generalized to other domains. the flying crew to identify the current state of the system and to answer questions such as “According to the values displayed can I still perform my mission (i.e. follow the Keywords System Architecture, Aircraft Cockpits, Systems State flight plan)?”. Representation, Human-Machine Interfaces. Another problem is that the aircraft systems are connected to each other and that a given device (e.g. an engine) can provide multiple services to the aircraft (e.g. bleed, INTRODUCTION electricity or thrust) that are relevant to the crew. Aircraft cockpits are complex systems (in terms of design, Understanding (and representing) this chain of connected development and use) providing flying crew with means for systems is of prime importance when designing HMIs for interacting with multiple aircraft systems. Cockpits pilots. Indeed, connecting operations (i.e. mission) and the integrate in one single location the information about these underlying aircraft systems is the only way to reduce systems as well as the commands to exploit them. The workload as identified in [2]. For instance, bleed can be Engine Indication and Alerting System for Flight Crew is provided by the engines and/or the APU (Auxiliary Power the system that integrates parameters of aircraft systems Unit). Bleed status thus depends on the current functioning such as engines, hydraulic or fuel [1]. While aircraft of these two aircraft systems. The number of instances also systems are mainly analogous in terms of information they depends on the aircraft types (e.g. 2 or 4 engines). produce (e.g. temperature, rotation speed, etc.), this information is discretized when presented to the flying In this paper, we propose a twin approach to tackle these problems: · A generic system architecture describing the complexity of aircraft systems and the relationship between those systems. This generic architecture is Synoptic Pages/System Display Pages made up of four types of components: System Devices, The Synoptic Pages (EICAS) or System Display Pages System services, Compound services and User services (ECAM) are pages designed to provide, on demand, an (and is called DSCU); overview of the status of an aircraft device or system. The · A classification of states for each of the elements of B777 proposes seven Synoptic pages while the A350 the DSCU architecture. This classification is made up proposes 13 SD pages. On both aircraft, we can distinguish of two state descriptors (Operational and Qualitative) i) pages/sections focusing on a specific device (e.g. and of two attributes for the state descriptors Auxiliary Power Unit (APU)) and ii) system-specific pages (Restrictions and Context). This classification is called that depicts how a set of devices produces or uses a given OQCR. system (e.g. the Bleed Air System (BAS)). The paper is structured as follows. Next section presents Device-specific Pages the global organization of modern aircraft cockpits On the A350 and the B777, the Auxiliary Power Unit is a focusing on the Engine Indication and Alerting System for fuel-powered turbine capable of producing bleed air and Flight Crew. It presents such systems for both A350 electricity. On the A350, the monitoring of the APU is (ECAM) and B777 (EICAS) highlighting commonalities possible through the “APU” SD Page (Figure 2). This page and differences. We then present the generic architecture presents, during normal operations: (DSCU) in section 3 and the state classification (OQCR) in · Gauges presenting the speed of the APU Turbine (N, section 4. Section 5 (entitled “Case Study: OQCR and in %) and the temperature of its exhausts gas (EGT, in DSCU Applied to AIR COND System”) presents the °C); application of both contributions on the AIR COND · A text label for the quantity of fuel used by the APU systems and demonstrates how the results can be used to since last reset (APU FU, in KG); design abstract Human Machine Interfaces. Last section · A text label indicating if the APU is AVAILable highlights lessons learned, concludes the paper and identify (whenever N>70%); future directions for this work. · An APU GEN box with a triangle on top (left-hand ORGANIZATION AND PRESENTATION OF SYSTEMS’ side); INFORMATION IN AIRCRAFT COCKPITS · A BLEED box with a representation of valve on top Aircraft equipped with glass cockpit present information to (right-hand side). the flying crew using multiple Display Units (DU). The Main Instrument Panel of both A350 (Figure 1) and B777 contain six Display Units organized in a similar way. The DUs present information either permanently (e.g. altitude, airspeed, etc.), dynamically (e.g. recommended recovery action after a failure) or on demand (e.g. flight plan). Figure 1. Display Units layout on the Airbus A350 Main Instrument Panel. The Engine Indication and Alerting System for Flight Crew Figure 2. The A350 APU SD Page is responsible for displaying: On the B777, there is no full Synoptic page dedicated to the · Information related to the aircraft systems (engines, APU. However, the STATUS page contains an “APU” box bleed air system, etc.) using system-oriented pages; (Figure 3) that presents, during normal operation, labels for · Alerts; the turbine rotation (in percent Rotation Per Minute) and · Recommended recovery actions corresponding to these turbine EGT as well as the APU oil in terms of pressure, alerts (displayed respectively on the Warning Display temperature and quantity. of the A350 and the Electronic Check List of the B777); · Memo and advisory messages associated to the current aircraft status. Figure 3. The B777 APU information on the STATUS page This section presents how these three kinds of information One can observe that Figure 2 presents (in addition to are presented on both the B777 and the A350 and details operational parameters related to the APU turbine), what can be learnt from existing HMIs to propose a generic information about bleed air (BLEED box, top-left of Figure state-based description of the aircraft systems status. 2) and electricity produced by APU (GEN box, top-right of Figure 2). No information regarding what the APU adding to the value itself that information about the produces is given on the “APU” box of the B777 STATUS operational status of the device. page (Figure 3). Such differences makes the impact of System-specific Pages turning on/off or losing the APU not directly perceivable After the APU specific information page, we present how a on the B777 APU box. similar abstraction mechanism is applied on a broader Whenever the APU is running as expected, the “AVAIL” system (the air bleed), receiving input from multiple message is displayed at the top of the “APU” SD page.
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