easa automation policy_michel masson
TRANSCRIPT
Staying in Control - Loss of Control Prevention & Recovery
EASA Conference, 4-5 Oct 2011, Cologne
EASA Automation Policy
Dr Michel A. MassonSafety Action Coordinator, HF ExpertOctober 4th, 2011
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Plan
Introduction
The approach
Most critical issues
Paths for improvement
Way forward
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Quote
31 Aug 2011
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EASA Automation Policy
The EASA Automation Policy adopts an innovative approach consisting of mapping crew-automation interaction issues, design and certification and training principles, and respective regulatory provisions to identify critical issues and paths for improvement
Being developed by the Internal Group on Personnel Training (IGPT)
Action mentioned in the EASp
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The EASA Internal Group on Personnel Training (IGPT)
Set-up in 2010 to follow-up the EASA International Conference on Pilot Training of Nov 2009
Scope expanded to all types of personnel
Composed of experts from all operational Directorates of EASA
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Plan
Introduction
The approach
Most critical issues
Paths for improvement
Way forward
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From a review of literature, 100+ entries were aggregated and grouped into 17 themes (not in ranked order):
Transformation of pilots’ role
Authority and control
Monitoring and intent recognition
Managing the automation versus flying the aircraft
Simplicity of operation
Aircraft types, variants, and (lack of) standardisation related issues
Special equipment
Flight crew co-ordination and communication
Situation Awareness, mode awareness, failure detection and management
1. Identify and group Crew-Automation Interaction issues
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Complacency, over-reliance on automation, decision making
Workload management
Error Management
Information processing, integration and formatting
Diagnostic and troubleshooting
Alarm management
Programming and related issues (for example of FMS)
Database related issues
1. Identify and group Crew-Automation Interaction issues
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2. Bridge Design and Training Perspectives
For each automation issue:
How can it be mitigated by Design?
How can it be mitigated by Training?
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2. Bridging Design and Training Perspectives
Example:
Issue: The Flight Crew don’t select the level of automation appropriate for the task
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2. Bridge Design and Training Perspectives
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Based on expert judgment
Simple Risk Matrix:
3. Prioritisation of issues
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Design & Certification:
CS and AMC 25.1302, Rulemaking Task CS Flight Crew
FCL
JAR-FCL 1.235, FCL 725.A et al., JAR-FCL 1.261 et al, Learning Objectives, Rulemaking task FCL.002, etc.
OPS
OPS 1.210, OPS 1.945, OPS 1.965, Appendix 1 to OPS 1.1045 B 2& B 3, OPS 1.978 (SOP), Appendix 1 to OPS 1.965, etc.
4. Identify and assess coverage in regulations (mitigations)
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Plan
Introduction
The approach
Most critical issues
Paths for improvement
Way forward
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Basic manual and cognitive flying skills tend to decline because of lack of practice and feel for the aircraft can deteriorate.Difficulties to understand the situation and to gain/regain control when automation reaches the limit of its operation domain and disconnects or in case of automation failure.When automation fails or disconnects, the tasks allocated to the pilots may fall beyond their capabilities.Unexpected automation behaviour leading to adverse consequences due to engagement/disengagement of automatisms in inappropriate context.Diagnostic systems are limited with regard to dealing with multiple failures, with situations requiring deviations from SOPs, or with the unexpected (no SOPs)
Most critical issues (1/2)
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AAE Conference 2011
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Unanticipated situations requiring to manually override automation are difficult to understand and manage, create a surprise effect, and induce a workload peak.Pilots interacting with automation can be distracted from flying the aircraft. Selection of modes, annunciation of modes, FD commands may be given more importance than value of pitch, power, roll and yaw and so distract the flight/crew pilots from flying the aircraft.Flightcrews may spend too much time trying to understand the origin / conditions / causes of an alarm whereas it is not necessary for the situation at handData entry errors (either mistakes or typing errors) made when using Electronic Flight Bags (EFBs) may have critical consequences. Errors may be more difficult to prevent and to detect (no system check of the consistency of the computed or entered values) as EFBs are out of the scope of Type Certification and there is no guarantee that they are designed in accordance with Human Factors standards.
Most critical issues (2/2)
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Plan
Introduction
The approach
Most critical issues
Paths for improvement
Way forward
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Paths for improvement
The European aviation system is globally well defended, providing all regulatory provisions and best practicesare well and uniformly implemented.Furthermore, regulatory developments already planned in the Ops, FCL and CS domains will provide additional mitigations.
Critical issues however deserve attention
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Paths for improvement (1/3)
(Not an exhaustive list)
Revise requirements impacting basic airmanship and manual flying skills
Revise MPL/CBT requirements wrt Automation Management
Revise the Multi Crew Cooperation (MCC) concept and Instruction requirements wrt Automation Management
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Paths for improvement (2/3)
Revise recurrent training and testing requirements wrt Automation Mgt
Improve operator Automation Policies and develop Automation Policies specific to AC types and variants
Encourage manufacturers to publish Automation Policies and develop Automation Policies specific to AC types and variants
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Wrt Operator Automation Policy
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Wrt Operator Automation Policy
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Manufacturer Automation Policy Examples
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Manufacturer Automation Policy Examples
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Paths for improvement (3/3)
Transfer of Certification assumptions with regard to flight crew competences to training (as used presently in the OEB).
Consider getting the approval of safety critical functions of Electronic Flight Bags (EFBs) into the frame of Type Certification.
Close the loop by ensuring a consistent and complete validation process between Certification and Standardisation.
Continue involvement with Working Groups such as ICATEE, ICAO NGAP, etc.
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European WP presented in ICAO A37
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Plan
Quote
EASA Automation Policy
The IGPT and the EASp
Conceptual model and scope
The method step by step
Paths for improvement
Way forward
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Way forward
Work in development:
Consolidation with stakeholders (manufacturers, operators, …)
Coordination with Authorities: FAA, TCCA, etc., and ICAO
Coordination with expert teams,such as ECAST, CAST, RASG, and EHFAG
Thank you for your attention
EASA Internal Group on Personnel Training (IGPT)
Coordinator:
Safety Analysis and Research Department
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Annex - The European Aviation Safety Plan (EASp)
The European Aviation Safety Programme (EASP) complements the State Safety Programmes (SSPs)
Strategy (developed by the EC)
Policies and objectives
Programme: (developed by the EC)
Means for States to implement SSP (by the EC)
Plan: the EASp (developed by EASA)
European-wide priority actions (by EASA)
1st edition 2011-2114, now being revised
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Published on the EASA SMS webpage
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SAFETY PLAN FRAMEWORK
SYSTEMIC ISSUES OPERATIONAL ISSUES EMERGING ISSUES
Working with States to address SSPs
COMMERCIAL AIR TRANSPORT BY AEROPLANES
New products, systems, technologies and
operations
Working with States to foster the
implementation of SMS in the industry
Runway Excursions Environmental factors
Safety Management enablers
Mid-air collisionsRegulatory considerations
Complexity of the systemControlled Flight Into
TerrainNext Generation of Aviation Professionals
Loss of Control In Flight
Ground Collisions
OTHER TYPES OF OPERATION
Helicopters
General Aviation
HUMAN FACTORS AND PERFORMANCE
Training related Actions on the EASp
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Action Develop an Automation Policy