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Change responbililities - liabilities due to automation: the Safety Perspectiveal
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Change responbililities - liabilities due to automation: the Safety Perspectiveal


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  • Reference: M. Masson (2011). EASA Automation Policy. EASA International Safety Conference “Staying in Control - Loss of Control Prevention & Recovery”,4-5 Oct 2011, Cologne, Germany.
  • Transcript

    • 1. 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
    • 2. About EASA Operational since Based on experience Located in 2003 from the JAA Cologne, Germany Staff of more than Headed by Mr 700 Patrick Goudou
    • 3. Geo-scope of the EASA system 27 EU states 4 EFTA states
    • 4. Material scope of the EASA system
    • 5. EASA’s Core Activities Product & Organisation Certification Rulemaking Standardisation International Cooperation European Aviation Safety Programme
    • 6. Regulatory philosophy Economic regulation Performance regulation Safety regulationInteroperability regulation
    • 7. Regulatory Structure MS EU Treaty EASA Basic Regulation Parliament Hard L A W 216/2008 Council Implementing RegulationsCommission Alternative Soft LAW Certification Guidance EASA Means of Specification material Compliance (CS) (AMC) (GM)
    • 8. Regulation Structure
    • 9. ATM Regulation structure •Technical requirements ATM •Requirements forRegulations organisations •Requirements for competent authorities
    • 10. EASA Automation Policy Even more important in tomorrow’s aviation Automation hasModern aircraft areincreasingly reliant system many advantages… on automation • SESAR and NextGEN but also challenges programmes • ATM/ANS & Aircraft
    • 11. Quote 31 Aug 2011
    • 12. EASA Automation PolicyEASA has been working on an automationpolicy since 2010 Actions for EASA in the EASp 2012-2015 on a European and Internationallevel, with other regulators and industry
    • 13. EASA Automation PolicyMapping: Human-automation interaction issues design, certification & training principles Regulatory provisions to identify issues and paths for improvement
    • 14. EASA Automation Policy DesignBasic Principle System Performance Procedures Competences Experience Education Training The Performance Triangle M. Masson (EASA), 2011 In this model, all elements contribute to the Man-Machine System (MMS) performance And the cause of a MMS performance breakdown cannot be reduced to a single component
    • 15. EASA Automation PolicyThe EU aviationsystem is globally Regulatory development alreadywell under way in OPS,defended, provided FCL, ATM/ANSall regulatory domains will provide additional mitigationsprovisions and bestpractices are welland uniformly But some issues stillimplemented deserve attention…
    • 16. EASA Automation Policy Decline of basic manual andMain issues cognitive skills Incorrect interaction Loss of situational awareness of automation mode or with automation status Distraction Overreliance on Difficulty in transition to automation degraded modes Reaction to unexpected automation behaviour
    • 17. EASA Automation Policy Automation should beHigh level principles used at the most appropriate leveladdressing: Systems designed to Design & Certification be error tolerant Automation must not Training reduce overall system Operations reliability and enhance system’s safety, efficiency and economy
    • 18. EASA Automation Policy Enhance basic manual and cognitive skills Reinforce link with automation in training Improvements could and testingfollow different paths Organisations’ automation policy Review standards to re- assess assumptions made in relation to human capabilities to take appropriate action.
    • 19. RegulatoryImprovements maybe achieved through different means Safety promotion
    • 20. EASA automation policy A survey was published on 24 April 2012 and will be on-line until 30 June: Work will continue with a view to achieving the highest level of safety Regulatory material Best practices and standards
    • 21. For further information, please contact: Micaela Veríssimo Dr. Michel Masson