{"id":42853,"date":"2025-01-23T10:40:03","date_gmt":"2025-01-23T10:40:03","guid":{"rendered":"https:\/\/peraltafinancing.com\/airline\/a-new-approach-thoughts-on-automation\/"},"modified":"2025-01-23T10:40:03","modified_gmt":"2025-01-23T10:40:03","slug":"a-new-approach-thoughts-on-automation","status":"publish","type":"post","link":"https:\/\/fivemor.com\/?p=42853","title":{"rendered":"A new approach -Thoughts on Automation"},"content":{"rendered":"


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\"computer<\/p>\n

There is not a new transport airplane built that does not rely heavily on computerized systems.\u00a0 Automation has been the \u201cname of the game\u201d for several decades now, with each new generation adding more to it. Pilots are now accustomed to operating aircraft that contain a great deal of automation.\u00a0 This has lead to well known phrases such as \u201cthe children of the magenta line,\u201d referring to pilots who are focused on just following the automation, and more technical terms such as \u201cautomation dependency\u201d and similar concepts.\u00a0\u00a0 We all know what these terms mean, and we see it all the time, but is it really what we think it is?\u00a0 Is the problem really lack of basic stick and rudder skills or is something else afoot?\u00a0 Certainly, nobody would argue that stick and rudder skills do not become weaker as automation is used, but is that really the problem that leads \u201cautomation dependent\u201d pilots to loss of control events?<\/p>\n

The first aspect that I will discuss is what I see really occurring.\u00a0 I do not see pilots that are unable to fly the airplane.\u00a0 What I do see is pilots that keep messing with the automation in an attempt to \u201cfix it\u201d so it does what (think) they want. \u00a0In that process they get distracted, lose focus and end up in unexpected scenarios.\u00a0 The key here is really ensuring strict discipline.\u00a0 The pilot-flying needs to focus on flying the airplane.\u00a0 The pilot-monitoring needs to ensure the pilot-flying is doing what they are supposed to do.\u00a0 My suggestion would be to teach both pilots to focus only on the aircraft path during any dynamic situation.\u00a0 Any changes to configuration, turns, initial climb and descents, altitude capture, etc., should involve both pilots focusing on flight instruments.\u00a0 Further, if something is not going as expected, immediately degrade the automation to a point where both pilots know with certainty what it will be doing next.\u00a0 That may involve turning off all the automation.<\/p>\n

That brings us to the second issue that, although not a new one, really was highlighted with the Boeing Max accidents.\u00a0 This goes into pilots needing to have a fundamental idea of what computers are really doing, and what they are not<\/em> doing.\u00a0 We tend to think of computers that are integrated into our aircraft as another hardware component.\u00a0 It does the job, or it is failed.\u00a0 Computers are different, but nobody is talking about it.<\/p>\n

It might appear to be helpful to anthropomorphize the computer slightly to get a better sense of the situation, but that quickly becomes convoluted.\u00a0 Computers are quite simple \u201ccreatures\u201d though. They are hooked up to sensors to \u201csense\u201d the factors that the people who designed them deemed important.\u00a0 If the designer was a bit short of imagination then the computer might be missing vital information in some scenario that was beyond what the designer imagined.\u00a0 Assuming that the data is all being collected as designed, that data goes into the computer which uses a \u201cprocess model\u201d to decide what actions to take.\u00a0 The programmer has attached the output of the computer to various things that the computer is, literally, controlling.\u00a0 Unlike a living organism, a computer is totally unable to deviate from its programming. It cannot come up with a new or novel solution, it just simply follows its instructions.\u00a0 \u201cI know xyz\u201d and based on values of xyz I perform abc and that is all.\u00a0 There is no nuance here.<\/p>\n

So what happens if the data coming in is flawed?\u00a0 What does the computer do? It does exactly what it was programmed to do, no more, no less.\u00a0 If the designer anticipated the data problem the computer should do something rational, for instance, it might stop all further actions and alert the pilot that it cannot do its job.\u00a0 However, if the designer did not anticipate it, then there is no way for the pilot, in real time, to be certain of what it might do.\u00a0 Sure, any person with knowledge of software could look at the code and the data and tell you what it might do in that scenario, but that is of little help when a new scenario is discovered mid-flight.<\/p>\n

Now recall the data inputs on an aircraft system, say a flight control computer.\u00a0 It needs airspeed, angle of attack, flight control positions, flap positions, it might need CG, g-loading (Nz), mach numbers and more.\u00a0 It takes that information in, and then, based on what commands are given to it by the pilot, runs it through a process model and then out to the control surfaces it has control over.\u00a0 These can include elevators, ailerons, spoilers, rudders, flaps, slats, trim, etc.\u00a0 \u00a0The output is dependent on the input coupled with the programming, which becomes the process model.\u00a0 OK, hold that thought for a moment.<\/p>\n

What is your procedure if something happens on takeoff that is not in the books?\u00a0 No QRH, or at least, no immediate action items.\u00a0 Let\u2019s say a sensor failure, a loss of angle of attack, a loss of\u00a0 the g-force or even the inability of the computer to read a flight control position.\u00a0 You have some sort of fault indication (maybe) right after V1, what would you do?\u00a0 Most procedures have you do something like the following:\u00a0 Continue the takeoff, positive rate, gear up, get to a safe altitude, clean it up, then troubleshoot (maybe), or perhaps just continue to the destination.<\/p>\n

All nice, except for one little problem.\u00a0 That process model is flawed now due to bad data.\u00a0 The computer is unable to \u201cknow\u201d the correct actions.\u00a0 As soon as you change any aspect then it might result in an unexpected outcome as the computer mixes the new information of what you have changed with the bad data and all that goes into the software for a new \u201cdecision\u201d of what output to perform.\u00a0 This is, in a nutshell, what occurred on the Max accidents. Pilots retracted the flaps and BANG, MCAS was activated.\u00a0 A change coupled with a bad input in a scenario not anticipated in the design.<\/p>\n

MCAS is not the only \u201cgremlin\u201d out there like this.\u00a0 There are others lurking.\u00a0 For example, something as seemingly innocuous as the pilot giving the computer commands in a way that was not anticipated by the designer can yield some unexpected outcomes.\u00a0\u00a0So what can a pilot do?\u00a0 One thought is to consider the way computers work.\u00a0 If the airplane is flying ok, maybe it is worth considering not changing anything. No change to the configuration, no change to anything that is within the pilot control.\u00a0 Just keep it flying, and when any changes are made, be prepared for an unexpected outcome.<\/p>\n

In a legacy airplane this was no problem.\u00a0 Changing the flaps or the landing gear would be unlikely to entirely change the way the airplane handled.\u00a0 Changing the flaps would not suddenly trigger secondary systems in unexpected ways.\u00a0 \u00a0That is no longer true.\u00a0 There is simply no way to train pilots to understand all the possible ways that every system might react to every circumstance.\u00a0 Arguably even the designers might not have thought about all of them.\u00a0 \u00a0So I \u00a0would argue that our procedures are not keeping up with the changes to our aircraft architecture.\u00a0\u00a0 Until they get caught up, pilots need to have a much better understanding of how computers work and how they interact with the world around them.<\/p>\n

\u00a0<\/p>\n

\t\t\t<\/p><\/div>\n

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\n\t\t\t\t\t\t\t\"\"\t\t\t\t\t\t<\/div>\n

<\/p>\n

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\n\t\t\t\t\t\t\tAbout Shem Malmquist FRAeS\t\t\t\t\t\t\t<\/h2>\n

\t\t\t\t\t\t\tB-777 Captain. Air Safety and Accident Investigator. Previous experience includes Flight Operations management, Assistant Chief Pilot. Line Check Airman, ALPA Aircraft Technical and Engineering Chairman, Aircraft Performance and Designs Committee MEC Chair, Charting and Instrument Procedures Committee, Group Leader-Commercial Aviation Safety Team-Joint Safety Implementation Team (CAST)-Loss of Control-Human Factors and Automation, CAST-JSIT- Aircraft State Awareness. Fellow of the Royal Aeronautical Society, full Member of ISASI, AIAA, IEEE, HFES, FSF, AFA and the Resilience Engineering Association. I am available for consulting, speaking or providing training seminars to your organization. Please contact me at https:\/\/malmquistsafety.com\/for inquiries.\t\t\t\t\t\t\t\n\t\t\t\t\t\t<\/div>\n

\n\t\t\t\t\t<\/div>\n\n","protected":false},"excerpt":{"rendered":"

There is not a new transport airplane built that does not rely heavily on computerized systems.\u00a0 Automation has been the \u201cname of the game\u201d for several decades now, with each new generation adding more to it. 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