5.6 Flight Deck Functional Architecture
As a final step in this effort, we used the reallocation of functions and information along with the resulting information flow to develop a conceptual view of the functional architecture required to support the proposed flight deck role. Because this program was intended to concentrate on the flight deck, we did not elaborate on the ground system views; nonetheless, the information contained in the supporting analysis can be directly applied to the development of such views. Also, because the replanning functionality, constraints, and information needed on the flight deck differ for aircraft supported by sophisticated AOCs and those without such support, we developed a view of the architecture for each type. These conceptual architectures constitute a primary technical deliverable of the program. These are shown in Figures 33 and 34. The major differences are that for operators without an AOC, airline or fleet constraints are removed, more information must be available on the flight deck or from third parties because the AOC is not available as a source of information, and the flight deck will have more flight planning/replanning involvement and responsibility and will collaborate only with ATC on replanning solutions.

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The general structure of the replanning functionality is based on the earlier decomposition of replanning into the information processing tasks of monitoring, assessing, [re]planning, determining actions, and modifying. This IP model of replanning can be reduced to two major sub-functions: (1) situation assessment, that is, monitoring and assessing the need for replanning and identifying the new goals and constraints; and (2) route replanning, that is, determining the ability to meet the new goals/constraints, determining the most effective route solution, selecting alternates, setting priorities (e.g., least time, least fuel, or least cost), optimizing the route based on winds, and executing the plan. These two sub-functions are the core of flight replanning on the flight deck. In the figures, the situation assessment sub-function is referred to as “conflict probe,” since the use of this label refers to similar functionality in other efforts.
In Figure 31 (operators without an AOC), various constraint data are input to the conflict probe to determine if there are any impediments to the flight path. Data comes from several sources, including onboard sensors and databases, and information datalinked from ground sources. Since there can be duplicate, conflicting, and ambiguous data, the conflict probe must perform a data integration function. Raw or processed constraint data can be fed through to pilot displays to provide graphical flight planning constraint depiction. The conflict probe compares the constraints to the current flight plan (or to the aircraft trajectory based on guidance information if the aircraft is not being automatically flown to the flight plan) to determine if there are conflicts. These conflicts are brought to the pilots’ attention. If the path includes a departure from or arrival to an airport, the conflict probe checks for potential obstacles, such as towers or construction equipment, from the airports data base. It also determines whether the flight path will encounter an area of traffic delays, based on data on current and projected conditions sent over data link by air traffic management services, and that any required times of arrival are satisfied. It also makes sure that no restricted areas will be encountered. In a free flight environment, where intent information is broadcast by other aircraft, it also checks for potential traffic conflicts based on these intent statements. Then, it checks for possible penetration of adverse weather conditions. All of these data are provided through data link from airport information services, air traffic management, other aircraft, and weather services. In addition, weather radar returns can be incorporated into the weather check for near term decision support.
　
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