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Human role and automation: impacts on the aircraft design
The aircraft manufacturer perspective
Florence,15/06/2012
Fabio Ruta
ALIAS Conference
• Conference keywords– … the conference will address liability and automation in air transport, focusing on air traffic
management
• Some definitions– liability, legal [Black’s Law Dictionary]
The quality or state of being legally obligated or accountable; legal responsibility to another or to society, enforceable by civil remedy or criminal punishment (liability for injuries caused by negligence)
– automation [source www.definitions.net]
the technique, method, or system of operating or controlling a process by highly automatic means, as by electronic devices, reducing human intervention to a minimum
– Autonomy [EUROP SRA – July 2009]
… is the system’s ability to independently perform a task, a process or system adjustment– Air traffic management [source EC]
The aggregation of the airborne and ground-based functions (air traffic services, airspace management and air traffic flow management) required to ensure the safe and efficient movement of aircraft during all phases of operations.
Keywords and definitions
2
Background
3
• Today the human role is central in the air transport operations and control
• Tomorrow, more– Services to the users– Automation through availability of mature and reliable technologies
• But– The human role will continue to be central: the system is not and will not be liable!– The level of safety must not decrease– Current roles and responsibilities will be impacted: allocation and sharing need to be
clearly established – What is behind the realisation and operations of a complex automated distributed
system: • what increased automation means ? • who is responsible for what in a distributed system?• how to handle new distributed services (e.g., satellite, information net, etc.)?
• Focus of this presentation is on aircraft manufacturer side
Today• The aircraft is designed around the human and the level of automation (human vs
system) can be variable: e.g.:– use of the aircraft (e.g. civil vs military, piloted vs remote piloted); – level of aircraft capabilities (e.g. sensors, systems, performances, etc); – level of workload acceptable/manageable by the human, etc
• Information to be provided to the human can significantly change according to the level of automation (more automation, less information to be managed by the human)
• The current tendency is to have: – an active human control based on the situational awareness presented by the system– some automation systems and/or functions as support to the human
• But, the use of remote piloted aircraft (RPA) is also to be considered (e.g. today mainly for military applications)
More automation vs human integration
4
Tomorrow• In distributed systems, more information and services will be available,
– the manageable human workload remains the same – the system must do more (what’s the appropriate situational awareness level?) – Collaborative system and standardisation are needed
“Standardisation means also HMI”
• the level of separation among aircraft shall be reduced as well as more flexibility in the tactical flight management
– the reaction time of human is limited– more systems are needed to support the human (on ground and in flight)
(e.g. information fusion, flight data consistency, etc.)
• for the near future, extensive use of RPA – also for civil applications and– its technological footprint on manned aviation (e.g. hijacking conditions)
More automation vs human integration
5
• The requirements and the means of compliance are clear and recognised– What’s can be accepted by the authorities and what’s the industry need to demonstrate
• The legal basis need to be established– Total System Approach should be adopted – service providers needs to be correctly taking into account
quality of service approach should be used (e.g. satellite signal) – when the human (pilot) is liable and when are the other parties
manufacturer, service providers, air traffic controllers, etc
• The operational part need to well defined– who does what’s for the entire gate-to-gate flight profile (normal/emergency condition)– taking into account the human dimension, the system capability
• The security aspects in a distributed systems need to be addressed (who does what’s) as well as the privacy protection
The challenges
6
• In an automated distributed system who is responsible and for what’s. E.g.:– the aircraft will use information and data provided by an other party (air and/or ground)– what’s happens in case of corrupted data?
• The aircraft will work on corrupted data• The corrupted results will be presented to the pilot and• Which are the consequences if the relevant functions are safety critical?
– standardisation and techniques to check the data quality need to be established
• from an “auxiliary system” to a “flight system” need a shift on responsibility e.g.– Today
• GPS is an auxiliary to the navigation system • pilot knows that the only reliable and certified navigation source is the inertial
system• A low figure of merit (FOM) of GPS can be acceptable
– Tomorrow• Satellite navigation will become the primary navigations source• Degradation of the received Signal (availability, reliability, integrity, etc) is not
acceptable and then has to be managed
The challenges
7
• Automation is a great opportunity for the users, but different areas have to be investigated
• Level of automation need to correctly address:– level of human capabilities– central human role in the system (from a direct control to supervisory control)– override on the system must be maintained– Different system capabilities have to be considered
• As far as liabilities is concerned:– a legal basis is to established– the total system approach should be adopted– the operational part need to be defined in a solid way in normal & emergency conditions
• Areas to be explored:– quality of service and standardisation aspects (interoperability & data dissemination quality)– security aspect (jamming, etc) is a key-point in a more automated distributed system
Remarks
8
Thank you very much for your attention
Regional Military Airlift
Aerostructures
Trainer Defence
Special mission