Human Factors in Cockpit Automation
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1 Federal Aviation Administration Human Factors in Cockpit Automation Presented at: CAMI By: Melchor J. Antuñano, M.D., M.S. Director, Civil Aerospace Medical Institute Date: 2011
2 HUMAN FACTORS (ICAO Definition) Human Factors is about people; it is about people in their working and living environments, and it is about their relationship with equipment, procedures and the environment Just as important, it is about their relationship with other people. Its twin objectives can be seen as safety and efficiency
3 Why Human Factors are Important? The majority of all aviation accidents are due to human factors (not necessarily pilot error) Most aviation accidents and incidents due to human factors are preventable ICAO has recommended that all pilots receive training in human factors
4 Following their first flight on Dec/17/1903 the Wright Brothers Introduced the Automatic Stabilizer in 1908 Human Factors in Cockpit Automation Federal Aviation Administration
5 Technology has Enabled Aviation Innovations
6 Air Bus Duckglas Boing
7 Prof. DeLaurier s Ornithopter University of Toronto
8 Safety and Survivability Issues in Civil Aviation Federal Aviation Administration
9 Human Factors in Cockpit Automation Federal Aviation Administration
10 Human Factors in Cockpit Automation Federal Aviation Administration
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12 Human Factors in Cockpit Automation Federal Aviation Administration
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18 Manned Cloud (Carry 55 passengers at 105 mph from Paris to Madagascar at 9,800 feet by 2020)
19 Aeroscraft (Carry 250 passengers 6,000 miles at 174 mph)
20 Aeroscraft ML866 Speed Range: mph Max Operating Altitude: 0-12,000 ft Max Range: 3,100 miles Overall Length: 210 ft Overall Width: 118 ft Overall Height: 56 ft Cabin Area: 5,382 ft2
21 Lockheed Martin P-791 Hybrid Airship
22 Sky Hook JHL-40 Lift 40 ton sling load and carry it 200 miles
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24 Viper Javelin Eclipse 500 Adam Jet
25 Viper Homebuilt Kit
26 Eclipse 500 Very Light Jet
27 Diamond SJ30
28 Epic Cirrus
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30 Sikorsky X2 High-Speed Coaxial-Rotor Helicopter Demonstrator Reached 258 mph Target is 288 mph 20% Less lift needed from the main rotor
31 ICON A-5
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34 Martin Jet Pack
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36 MS Watersports GmbH JetLev-Flyer $128K
37 1st Annual Personal Air Vehicle (PAV) Challenge NASA Centennial Challenges August 4, 2007 Prize purse of $250, mph car that flies above gridlock without traffic delays Quiet, safe, comfortable and reliable Simplified operation akin to driving a car As affordable as travel by car or airliner Near all-weather, on-demand travel enabled by synthetic vision Highly fuel efficient and able to use alternative fuels Up to 800 mile range Short runway use
38 Prizes were awarded for: Shortest Runway Lowest Noise Highest Top Speed Best Handling Qualities Most Efficient The grand Vantage Prize of $100,000 went to the best combination of overall performance. This was the first of five annual competitions to launch NASA's vision for a new age of environmentally-friendly personal air travel.
39 Human Factors in Cockpit Automation Federal Aviation Administration
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41 Civilian uses of UAS include: aerial photography aerial surveying monitoring forest fires law enforcement protecting borders and ports
42 In the US alone there are about 50 companies, universities, and government organizations developing and producing 155 UAS designs
43 Since July 2005 the FAA has issued 71 Special Airworthiness Certificates for 17 different types of UAV/UAS
44 In the US alone there are about 50 companies, universities, and government organizations developing and producing 155 UAS designs
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46 By 2015 the FAA should regulate: How UAS will handle communications, command and control How UAS will sense and avoid other traffic
47 Human Factors in Cockpit Automation Federal Aviation Administration
48 Technology has made Aviation Safer
49 Factors That Led To Breakthroughs in Major Fatal Accident Rates Since Major Fatal Accidents Per Million Departures Pressurized Aircraft into fleet (L-049, DC-6 & B-377) Earliest ILS (Glide slope, LOC & markers) Broad implementation of VOR and DME Radar introduced at selected towers Vickers-700 Turboprop (1953 in UK, 1956 US) DC-7 (1955), Lockheed Electra Radio contact between ATC centers & en-route aircraft Long-Range radar (Centers) Jet Engine; 707 (1958) & DC-8 VOR/DME integrated into autopilot (precision approaches) FMS & Increased Automation Secondary radar CRM with 6-Axis Simulator & FDR Windshear RNAV (processing VOR/DME & Cabin Safety basic Instruments) GPWS, TCAS; Early automation FOQA/ASAP & ATC Data RJ Revolution New Large Jets, RNP Cooperative safety agenda '00 '02 '04 Major accidents include destroyed aircraft, both fatal and non-fatal, and non-destroyed aircraft with multiple fatalities. Rate for 2004 is pro-rated based on data through September.
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51 1. Improve Safety of Emergency Medical Services Flights 2. Improve Runway Safety 3. Reduce Dangers to Aircraft Flying in Icing Conditions 4. Improve Crew Resource Management for Part 135 Ops 5. Require Crash-Worthy Image Recorders in Cockpits 6. Reduce Accidents and Incidents Cause by Human Fatigue 7. Improve Oversight of Pilot Proficiency
52 Automation Automation refers to the techniques, methods, or systems used to operate or control a productive process by means of autonomous mechanical and/or electronic devices Human Factors in Cockpit Automation Federal Aviation Administration
53 Basic Considerations: The human being is flexible/adaptable to varying conditions, but has limitations performing repetitive tasks were consistent and reliable results are required The machine is very consistent and reliable performing repetitive tasks, but is not very flexible/adaptable to new and unexpected conditions
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55 New digital technology is highly reliable and requires minimum maintenance New types of multi-function electronic displays that offer great flexibility to present information in various formats Less physical space is required in the cockpit to install digital instruments Human Factors in Cockpit Automation Federal Aviation Administration
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57 Computers allow a more efficient control of power plants More precise navigation and control of the aircraft Release flight crews from performing monotonous repetitive tasks Human Factors in Cockpit Automation Federal Aviation Administration
58 Decrease workload in the cockpit Goal to eliminate pilot error as a cause of incidents and accidents Improve the human-machine interface Enable certification of commercial aircraft with pilot and co-pilot only (no flight engineer/navigator) Human Factors in Cockpit Automation Federal Aviation Administration
59 Old IFR Flying = High Pilot Workload
60 OLD AUTOMATED SYSTEMS (Analog Technology) Gyroscopes Auto Pilot Alarm Systems (advisory & emergency) Human Factors in Cockpit Automation Federal Aviation Administration
61 Sperry Autopilot 1922
62 Wiley Post: 7 Days around World July 15-22, 1933 Sperry Autopilot
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64 Human Factors in Cockpit Automation Federal Aviation Administration
65 NEW AUTOMATED SYSTEMS (Digital Technology) Fly-By-Wire Auto-throttle Flight Director Flight and Navigation Control Systems TCAS Automatic Landing Advisory and Emergency Information Anti-lock Braking Systems
66 First fly-by-wire System
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71 Glass Cockpit This term is used to describe highly automated cockpits using several computer-driven multi-function electronic displays that allow the presentation of different types of information, in different formats, but on the same screen Human Factors in Cockpit Automation Federal Aviation Administration
72 Cockpit Automation in Commercial Aviation
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76 Human Factors in Cockpit Automation Federal Aviation Administration
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78 Cockpit Automation in General Aviation
79 Advanced General Aviation Transport Experiments (AGATE) Joint Sponsored Research Agreement NASA/FAA/Industry/Universities AGATE Work Packages Flight Systems Propulsion Sensors & Controls Integrated Design & Manufacturing Ice Protection Systems Training Systems Airspace Systems Infrastructure Ground Systems Infrastructure
80 NASA AGATE Vision From Early 1990 s
81 How Could GA Safety Be Improved? Eliminate the Cause and Mitigate the Effects of an Accident Reduce Pilot Workload / Human Error Improve Terrain Avoidance Capability Improve Low Speed (Stall) Handling Improve Weather Information to Pilot Improve Crashworthiness Human Factors in Cockpit Automation Federal Aviation Administration
82 Enhanced single pilot performance Integrated aircraft automation Autopilot with auto-throttle Autoland Open architecture Intelligent auto-flight systems Envelope protection and automation
83 What Automation Technology is Available in Today s GA Cockpits?
84 Technically-Advanced Aircraft (TAA) The pilot interfaces with one or more computers in order to fly, navigate, or communicate. Aircraft with a minimum of an IFR-certified GPS navigation system with a moving map display, and an integrated autopilot. Some TAAs have a multi-function display that shows weather, traffic and terrain graphics.
85 Technically Advanced Aircraft? Moving map No Yes Human Factors in Cockpit Automation Federal Aviation Administration
86 Examples of Technically Advanced Cirrus Aircraft New Cessna
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88 Avidyne Cockpit
89 Chelton Cockpit
90 Garmin Cockpit
91 Terrain and towers Terrain, weather, roads, cities
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94 Technology Integration Issue Updating the Small Airplane Fleet for Safety > 210,000 Airplanes in US - 89% Piston Average age >35yrs Few New Airplane Designs Retrofit issues to make them safer Human Factors in Cockpit Automation Federal Aviation Administration
95 Cirrus Sr20 Blue Button Recovery
96 Cirrus GFC 700 Level Button Introduced in May 2008
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98 However, Cockpit Automation in GA has not Achieved the Desired Safety Goals
99 2010 NTSB REPORT Glass cockpit technology has not significantly improved safety of small light aircraft. During the period conventionally equipped aircraft suffered 141 accidents (16% fatal), while glass-equipped aircraft suffered 125 accidents (28% fatal). The NTSB made 5 recommendations related to equipment specific training and one related to testing requirements.
100 Other Advanced Technologies
101 Visual Augmentation Systems (Synthetic Vision) Universal Chelton
102 Visual Augmentation Systems (Synthetic Vision)
103 Honeywell
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105 Visual Augmentation Systems (Night Flying) Human Factors in Cockpit Automation Federal Aviation Administration
106 Human Factors in Cockpit Automation Federal Aviation Administration
107 Rockwell Collins
108 Digital Personal Assistants
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110 I Pads are being used in the cockpit (except for navigation purposes, during takeoff and landing)
111 Pathway In The Sky Displays Human Factors in Cockpit Automation Federal Aviation Administration
112 Enhanced Ground Proximity Warning System EGPWS
113 Head-Up Displays
114 Head-Up Displays
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116 Human Factors in Cockpit Automation Federal Aviation Administration
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118 Helmet-Mounted Displays
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121 Head-Mounted Displays for Civil Aviation
122 Human Factors in Cockpit Automation Federal Aviation Administration
123 Retinal Displays
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126 AUTOMATED SYSTEMS OF THE FUTURE 3D Holographic Displays Artificial Intelligence Virtual Reality Systems Vision-Controlled Systems Voice-Controlled Systems Mind-Controlled Systems Human Factors in Cockpit Automation Federal Aviation Administration
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128 News Release April 5, 2010 Qantas flight QF31 from Sydney to Singapore a disruptive passenger who was under the influence of drugs or alcohol was restrained and later detained by the police that questioned him after he attempted to control the flight with mind power. Human Factors in Cockpit Automation Federal Aviation Administration
129 Undesirable Undesirable Undesirable Undesirable Undesirable Undesirable Undesirable Undesirable Undesirable Undesirable Undesirable Undesirable Undesirable Undesirable Consequences of of of of Cockpit Automation Cockpit Automation Cockpit Automation Cockpit Automation Cockpit Automation Cockpit Automation Cockpit Automation Cockpit Automation Cockpit Automation Cockpit Automation Cockpit Automation Cockpit Automation Cockpit Automation Cockpit Automation
130 Always be prepared to deal with risks in disguise!
131 Increase in pilot's mental workload when flying below 10,000 and in the terminal area Increase in "head down time" associated with the re-programming of computers in response to ATC directives Higher risk of human errors associated with the initial and subsequent programming of computers
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133 Complacency, monotony, boredom, and lack of vigilance during the low workload portions of a flight that can lead to inadequate response to unexpected emergencies Difficulty to identify problems in the operation of automated systems (hardware & software), including false alarms (positive & negative)
134 Decrease of pilot motivation and satisfaction to fly Concern about decreased performance in manual piloting skills Loss of situational awareness Tendency to use automated systems in response to sudden operational changes during flight, even when there is not enough time to re-program computers
135 Pilot reluctance to take manual control over a malfunctioning automated system due to overconfidence on computerized systems Sudden and unexpected malfunctions. Automated systems usually do not provide information about progressive changes that lead to a malfunction until the malfunction occurs
136 Problems involving pilot transition between equipment with different types of automated systems Transition problems between aircraft with glass cockpits and aircraft with minimum automation Digital displays eliminate small errors but lead to severe errors (am. vs pm.)
137 Current ATC systems are not compatible with the advanced capabilities (climb and descent profiles) of automated aircraft It is difficult for one crewmember to see what the other is doing because the multifunction displays can show different information at the same time A transference of authority from the pilot to the first officer can happen as a function of skills with automated systems
138 "If you can't convince them, confuse them" PresidentHarry Truman
139 Clear Communications are Essential Federal Aviation Administration
140 PILOT CONFUSION Pilots operating highly automated systems frequently ask themselves the following questions about such systems: What is it doing? Why did it do that? What is it going to do next?
141 The most frequent cause of confusion among pilots flying aircraft with highly automated systems is commonly known as "mode confusion" EXAMPLE In an automated flight control system the transition between vertical climb mode, altitude capture, and altitude hold (level-off) occur rapidly and the system responds differently under each mode of operation
142 MASSACHUSETTS INSTITUTE OF TECHNOLOGY (MIT) - ASRS - (Feb 90-Ene 94) Analyzed 184 incidents related to mode confusion 74% involved confusion/errors in vertical navigation 26% involved confusion/errors in horizontal navigation
143 14% 12% 10% 10% 5% 15% 35% Computer Database Error Automation System Failure Crew Coordination Unknown Failure Problems Understanding Automation Mode Transition Problems Programming Error
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145 What is the primary function of a pilot in an automated cockpit? FLY THE AIRCRAFT or CONTROL AND MONITOR AUTOMATED SYSTEMS
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147 The pilot is the most complex, capable, and flexible component of any air transport system, and, as such, is the most adequate to determine the optional use of all available resources in any given situation Delta Air Lines
148 Human Factors in Cockpit Automation Federal Aviation Administration
149 Principles of Human-Centered Automation Pilots must have an active role in controlling or managing the systems to which they delegate control of the aircraft Pilots must be informed on real-time regarding the status and progress of tasks, operations, or systems
150 Pilots must be able to monitor the automated systems because automation can fail Automated systems must be able to monitor pilot performance because humans can fail Automated systems must be predictable to allow pilots evaluate system performance and quickly detect and recognize malfunctions
151 Through cross-monitoring, pilots and automated systems need to understand what each is trying to do Automated systems must allow the pilot to take total manual control over a malfunctioning system Automated systems must maintain the number of false alarms (positive and negative) within acceptable limits
152 Automated systems must allow the pilot to select the desired level of automation Automated systems must prevent excessive levels of pilot workload Automated systems must allow the corroboration/confirmation of the information programmed by the pilot
153 How to Certify New Technologies? ISSUES Very hard to develop specific standards - too many variables Develop performance standards because they are less restrictive for innovation Performance standards allow for subjectivity and can be vague Applicants would like assurances that what their designs will be certifiable Human Factors in Cockpit Automation Federal Aviation Administration
154 How to Certify New Technologies? Early FAA involvement SOLUTIONS Multi-pilot evaluations bench tests, simulators, and flight test Evaluations conducted by flight test human factors specialist one person Try to use the same core group of test pilots for all evaluations Human Factors in Cockpit Automation Federal Aviation Administration
155 How to Certify New Technologies? SOLUTIONS Getting more involved in system development Also more involved in post-certification pilot training FITS voluntary training programs Emphasizing specific areas based on accident studies and historically weak pilot performance Human Factors in Cockpit Automation Federal Aviation Administration
156 How to Train Pilots to Fly Technologically-Advanced Aircraft (TAA)??? Human Factors in Cockpit Automation Federal Aviation Administration
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158 FITS was developed by the Embry- Riddle Aeronautical University and the Aerospace Department at the University of North Dakota through the FAA Air Transportation Center of Excellence for General Aviation Research (CGAR) Human Factors in Cockpit Automation Federal Aviation Administration
159 FITS demonstrated that Scenario-Based Training (SBT) was as effective or better than traditional or Maneuvers-Based Training (MBT) FITS trained pilots are more conservative with IFR decision making Human Factors in Cockpit Automation Federal Aviation Administration
160 Research Topics Research Topics Research Topics Research Topics Research Topics Research Topics Research Topics Research Topics Research Topics Research Topics Research Topics Research Topics Research Topics Research Topics Research Topics Research Topics Research Topics Research Topics Research Topics Research Topics Research Topics Research Topics Research Topics Research Topics Research Topics Research Topics Research Topics Research Topics Research Topics Research Topics
161 What is the best approach to share final authority between the pilot and the automated systems? What is the level of job satisfaction and motivation of a pilot who flies a highly automated aircraft? What is the perceived level of responsibility of a pilot who flies a highly automated aircraft where the automated systems have final authority?
162 What is the best criteria for the selection of pilots who operate highly automated cockpits? What is the most effective combination of monitoring and control tasks for pilots flying highly automated aircraft? What are the minimum requirements to maintain pilot proficiency to manually operate a highly automated aircraft?
163 Incidents and Accidents Incidents and Accidents Incidents and Accidents Incidents and Accidents Involving Cockpit Incidents and Accidents Involving Cockpit Automation Involving Cockpit Automation Involving Cockpit Automation Involving Cockpit Automation Incidents and Accidents Involving Cockpit Automation Incidents and Accidents Involving Cockpit Automation Incidents and Accidents Involving Cockpit Automation Incidents and Accidents Involving Cockpit Automation Incidents and Accidents Involving Cockpit Automation Incidents and Accidents Involving Cockpit Automation Incidents and Accidents Involving Cockpit Automation Incidents and Accidents Involving Cockpit Automation Incidents and Accidents Involving Cockpit Automation Incidents and Accidents Incidents and Accidents Involving Cockpit Automation Incidents and Accidents Involving Cockpit Automation Incidents and Accidents Involving Cockpit Automation Incidents and Accidents Involving Cockpit Automation Incidents and Accidents Involving Cockpit Automation Incidents and Accidents Involving Cockpit Automation Incidents and Accidents Involving Cockpit Automation Incidents and Accidents Involving Cockpit Automation Incidents and Accidents Involving Cockpit Automation Involving Cockpit Automation Incidents and Accidents Involving Cockpit Automation Incidents and Accidents Involving Cockpit Automation Incidents and Accidents Involving Cockpit Automation Incidents and Accidents Involving Cockpit Automation Incidents and Accidents Involving Cockpit Automation Incidents and Accidents Involving Cockpit Automation Automation
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165 A Boeing 707 flying at 35,000 ft over Terranova Autopilot was disconnected accidentally and nobody noticed Aircraft entered a spin The crew was able to regain control of the aircraft at 6,000 ft above the Atlantic Ocean
166 Lockheed L-1011
167 The crew of a Lockheed L-1011 was trying to determine the cause of a landing gear alarm The autopilot was disconnected accidentally and nobody noticed The aircraft initiated a slow descent from 2,000 ft and crashed in a swamp
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169 The crew of an Airbus 320 was demonstrating a take off with a simulated engine failure When the autopilot was activated the system selected an altitude capture mode where there is no AOA limit The aircraft exceeded an angle of attack of 31 degrees The aircraft lost speed suddenly, became uncontrollable, and crashed
170 Airbus 320 during touch down Air/ground logic did not properly activate and caused a delayed use of ground spoilers and reverser Aircraft overran the runway and two people were killed
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172 Pilot versus autopilot dispute in an Airbus 310 caused aircraft to go out of trim Followed by 5 pitch cycles peaking at deg. nose up and 30 deg. nose down Airspeed varied from 300 kt to below 30 kt in 4,000 ft cycles Roll angles exceeded 100 deg. Aircraft was recovered
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