Automated Takeoff and Landing Systems in Manned and Unmanned Aircraft

Automated Takeoff and Landing Systems in Manned and Unmanned Aircraft

The automation of aircraft systems and functions has provided many improvements and advances in areas such as safety, and operational and training efficiency (Aviation Knowledge, 2011).  The advancement of automation does not mean that human pilots and operators are replaced (Olson, 2000).  Instead, their function transforms from a direct, or active, role of flying the aircraft to a more indirect, or passive, role of observing, monitoring, interacting and potentially intervening in the event of an emergency situation (Aviation Knowledge, 2011; Olson, 2000).

Automated Takeoff and Landing Systems

            Automated takeoff and landing systems allow aircraft to safely take-off and land with little, or no, pilot input.  This can be can be extremely beneficial in less than ideal situations, such as in inclement weather or reduced visibility conditions.  These systems are currently used in both military and civilian, manned and unmanned applications.

Manned Aircraft

Diamond Aircraft Industries, Inc., has successfully developed, and tested, the first fly-by-wire control system for general aviation aircraft (Marsh, 2012).  The system was initially demonstrated on the company’s DA42 twin-engine aircraft in 2012 as an “electronic parachute” designed to prevent “…unintentional flight maneuvers that could overstress the aircraft” (Marsh, 2012, para. 4), and “…as an emergency backup in situations such as pilot incapacitation or engine failure” (Horne, 2015, para. 1).  The system is capable of performing automated landings that can initiated by either the pilot or the aircraft (Horne, 2015; Marsh, 2012).  Once activated, the system software initiates an approach “…using GPS navigation and radar altimeter inputs.  The system uses auto throttles to control power changes, as well as extend flaps and landing gear to bring the airplane to a landing” (Horne, 2015, para. 2).  Not only will the system land the aircraft, it will also bring the aircraft to a stop (Marsh, 2012).  While the system is capable of performing automatic takeoffs as well, the company states that the “…feature will not be needed when pilots are aboard” (Marsh, 2012, para. 7).  This system is expected to be offered on select Diamond aircraft starting in 2016 (Marsh, 2012).

Unmanned Aircraft Systems (UAS)

            The United States Navy’s (USN) MQ-8B, the airborne component of the MQ-8 UAS, is a vertical takeoff and landing air vehicle (AV) that is capable of automatic takeoff and landing for both shipboard and land-based operations (Naval Air Systems Command [NAVAIR], 2014).  The MQ-8 UAS consists of the AV, a mission control system (MCS), command and control (C2) data links and an unmanned air vehicle common automatic recovery system (UCARS; NAVAIR, 2013).  The UCARS “…is an all-weather shipboard recovery system capable of operating day or night in nearly all types of weather conditions…” (NAVAIR, 2013, p. 2-21).  The system

…consists of two subsystems: the airborne subsystem (AS) resident in the AV and the track subsystem (TS) integrated into the ships flight deck equipment…The AS is a beacon/transponder that provides a unique point of reference on the AV enabling the TS to detect and track it.  The TS locates, tracks, and precisely measures AV position relative to the desired touchdown point (TDP). (NAVAIR, 2013, p. 21)

In addition to its automated launch and recovery capabilities, the MQ-8B allows for manual control by the air vehicle operator (AVO), and autonomous or AVO directed launch abort and wave-off in the event of an unsafe, or unexpected, condition or situation (NAVAIR, 2013).  The AV’s response to a launch abort is based on its position when the abort command is given.  Similarly, the AV’s response to a wave-off command is dependent on 1) the source of the command, and 2) where the AV is in either its launch or recovery sequence (NAVAIR, 2013).

Discussion

As previously mentioned, automation does provide a number of benefits for pilots and operators; however, it also introduces a number of human factors issues.  Such issues include complacency and reduced alertness, reduced manual flight skills, increased mental workload, and increased training requirements (Aviation Knowledge, 2010a).  As the level of automation increases, pilots/operators may begin to rely exclusively on the automated controls and displays within the cockpit (Aviation Knowledge, 2011).  This overdependence on automation systems “…could lead to the negligence of the necessity of their [pilot/operator] participation during crucial periods of flight, such as the landing and takeoff phases” (Aviation Knowledge, 2011, para. 7).  This reliance could ultimately result in the deterioration of a pilot’s/operator’s manual flight skills (Aviation Knowledge, 2010b).  In addition, as automation levels increase, the mental workload of the pilot/operator increase due to the additional systems and displays that must be monitored, adjusted, etc.  Finally, although automation may reduce the time required for training, it may actually increase overall training requirements.  This is due to the fact that “the skills and knowledge needed to take full advantage of increased automation must be added to the training curriculum” (Aviation Knowledge, 2010b, para. 6).

Recommendation

In any automated system, whether military or civilian/commercial, safety must be the primary consideration in the design, development, implementation, and training of pilots and operators.  In addition, key aspects of automated take-off and landing systems should include 1) automation to assist, not replace, the pilot; 2) available manual override of automated system(s), 3) incorporation of redundant systems and control links.  Finally, training must be incorporated for pilots/operators that includes, at a minimum, automated system function(s), methods of control, override procedures, and flight proficiency training in both automated and manual control conditions.

References

Aviation Knowledge. (2010a, September 15). Human factors and automation. Retrieved from http://aviationknowledge.wikidot.com/aviation:human-factors-and-automation

Aviation Knowledge. (2010b, September 27). Human factors and automation (pilot/computer interface). Retrieved from http://aviationknowledge.wikidot.com/aviation:human-factors-and-automation-pilot-computer-interfa

Aviation Knowledge. (2011, September 10). Automation in aviation. Retrieved from http://aviationknowledge.wikidot.com/aviation:automation

Horne, T. A. (2015, September 22). Diamond debuts autoland system. Retrieved from Aircraft Owners and Pilots Association website: http://www.aopa.org/News-and-Video/All-News/2015/September/22/Diamond-Debuts-Autoland-System

Marsh, A. K. (2012, December 19). Diamond to offer auto landing in 2016. Retrieved from Aircraft Owners and Pilots Association website: http://www.aopa.org/News-and-Video/All-News/2012/December/19/Diamond-to-offer-auto-landing-in-2016

Naval Air Systems Command. (2013, November 1). NATOPS flight manual: Navy model MQ-8B unmanned aircraft system (Publication No. A1-MQ8BA-NFM-000).

Naval Air Systems Command. (2014, August). Navy training system plan for the MQ-8 Fire Scout system (N2/N68-NTSP-A-50-0004A/D).

Olson, W. A. (2000, April). Identifying and mitigating the risks of cockpit automation. Retrieved from http://www.dtic.mil/dtic/tr/fulltext/u2/a394844.pdf