EASA Automation Policy

Staying in Control - Loss of Control Prevention & Recovery EASA Conference, 4-5 Oct 2011, Cologne

EASA Automation Policy

Dr Michel A. Masson Safety Action Coordinator, HF Expert October 4th, 2011
Plan
Introduction The approach Most critical issues Paths for improvement Way forward

EASA Conference Staying in Control, 4-5 Oct 2011, Cologne
Quote
31 Aug 2011
EASA Conference Staying in Control, 4-5 Oct 2011, Cologne 3
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
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
Plan
1. Identify and group CrewAutomation Interaction issues

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 CrewAutomation Interaction issues

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
2. Bridge Design and Training Perspectives For each automation issue: How can it be mitigated by Design? How can it be mitigated by Training?
2. Bridging Design and Training Perspectives

Example: Issue: The Flight Crew dont select the level of automation appropriate for the task
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2. Bridge Design and Training Perspectives
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3. Prioritisation of issues
Based on expert judgment Simple Risk Matrix:
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4. Identify and assess coverage in regulations (mitigations)

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.
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Plan
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Most critical issues (1/2)

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)
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AAE Conference 2011
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Most critical issues (2/2)

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 hand Data 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.
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Plan
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Paths for improvement

The European aviation system is globally well defended, providing all regulatory provisions and best practices are 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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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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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.
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
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Thank you for your attention

EASA Internal Group on Personnel Training (IGPT) Coordinator:
[email protected]
Safety Analysis and Research Department
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
Published on the EASA SMS webpage
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Training related Actions on the EASp

SAFETY PLAN FRAMEWORK SYSTEMIC ISSUES Working with States to address SSPs Working with States to foster the implementation of SMS in the industry Safety Management enablers Complexity of the system OPERATIONAL ISSUES COMMERCIAL AIR TRANSPORT BY AEROPLANES EMERGING ISSUES New products, systems, technologies and operations
Runway Excursions
Environmental factors
Mid-air collisions Controlled Flight Into Terrain Loss of Control In Flight Ground Collisions OTHER TYPES OF OPERATION Helicopters General Aviation
Regulatory considerations Next Generation of Aviation Professionals
HUMAN FACTORS AND PERFORMANCE EASA Conference Staying in Control, 4-5 Oct 2011, Cologne 33
Action Develop an Automation Policy
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Staying in Control - Loss of Control Prevention & Recovery EASA Conference, 4-5 Oct 2011, Cologne

EASA Conference Staying in Control, 4-5 Oct 2011, Cologne