change responbililities - liabilities due to automation: the safety perspectiveal
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Automation in Aviation: the safety perspective
ALIAS Conference
14-15 June, Florence
Presenter: Micaela Veríssimo
Manager Technical Section Legal Department
Co-author: Michel Masson
Safety Action Coordinator
About EASA
• Operational since 2003
• Based on experience from
the JAA
• Located in Cologne, Germany
• Staff of more than 700
• Headed by Mr Patrick Goudou
Geo-scope of the EASA system
27 EU states
4 EFTA states
Material scope of the EASA system
EASA’s Core Activities
Product & Organisation Certification
Rulemaking
Standardisation
European Aviation Safety Programme
International Cooperation
Regulatory philosophy
Economic regulation
Performance regulation
ATM
/AN
S
Aer
odro
mes
3rd
Cou
ntry
Ope
ratio
ns
Ope
ratio
ns &
FCL
Air
wor
thin
ess
Interoperability regulation
Safety regulation TOTAL SYSTEM APPROACH
Regulatory Structure
EU Treaty
Har
d L
A W
Soft
LAWEASA
MS
Parliament
Council
Commission
EASA Basic Regulation216/2008
Implementing Regulations
• Guidance material
(GM)
• Alternative Means of
Compliance (AMC)
• Certification Specificatio
n (CS)
Regulation Structure
ATM Regulation structure
• Technical requirements• Requirements for organisations
• Requirements for competent authorities
•ATM•Regulation
s
EASA Automation Policy
• Modern aircraft are increasingly reliant on
automation
• Even more important in tomorrow’s aviation system
• SESAR and NextGEN programmes
• ATM/ANS & Aircraft
Automation has many
advantages…but also
challenges
Quote
31 Aug 2011
?
EASA Automation Policy
EASA has been working on an automation policy since 2010
Actions for EASA in the EASp 2012-2015www.easa.europa.eu/sms/
Cooperating on a European and International level, with other regulators and industry
EASA Automation Policy
Mapping:Human-automation interaction issues design, certification & training principlesRegulatory provisions
to identify issues and paths for improvement
EASA Automation Policy
Design
Procedures
SystemPerformance
CompetencesExperienceEducationTraining
The Performance TriangleM. Masson (EASA), 2011
In this model, all elements contribute to the Man-Machine System (MMS) performanceAnd the cause of a MMS performance breakdown cannot be reduced to a single component
Basic Principle
EASA Automation Policy
The EU aviation system is globally well defended, provided all regulatory provisions and best practices are well and uniformly implemented
Regulatory development already under way in OPS, FCL, ATM/ANS domains will provide additional mitigations
But some issues still deserve attention…
EASA Automation Policy
Decline of basic manual and cognitive skillsLoss of situational awareness of automation mode or statusDistractionDifficulty in transition to degraded modesReaction to unexpected automation behaviour
Main issuesIncorrect interaction with automation
Overreliance on automation
EASA Automation Policy
Automation should be used at the most appropriate levelSystems designed to be error tolerantAutomation must not reduce overall system reliability and enhance system’s safety, efficiency and economy
High level principles addressing:
Design & CertificationTrainingOperations
EASA Automation Policy
Enhance basic manual and cognitive skillsReinforce link with automation in training and testingOrganisations’ automation policyReview standards to re-assess assumptions made in relation to human capabilities to take appropriate action.
Improvements could follow different paths
Improvements may be achieved through
different means
Regulatory
Safety promotion
EASA automation policy
A survey was published on 24 April 2012 and will be on-line until 30 June:
http://ec.europa.eu/yourvoice/ipm/forms/dispatch?form=easaCAS2012&lang=en
Work will continue with a view to achieving the highest level of safety
Regulatory material and standards
Best practices
