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Human-Machine Interfaces for Increased UAS Pilot Situational Awareness
- 1. Human-Machine Interfaces for Increased UAS Pilot Situational Awareness Prepared for UAS 2010 June 14-18 Ricardo Lopez Graduate Student Researcher
- 5. Classes of Unmanned Aircraft Systems
- 6. Hypothesis
- 8. Autonomy Levels for Unmanned Systems (ALFUS) Framework
- 10. Decomposition of Human Independent Domain
- 13. External vs. Internal Pilot
- 15. Navigation Situation Awareness User Interface Baseline
- 18. Status and Future Work
- 19. Questions2
- 21. Situation Awareness From Toward a theory of situation awareness in dynamic systems., Endsley, M.R., 1995, Aldershot, England: Human Factors, copyright © 1995 by Human Factors and Ergonomics Society.
- 23. What varies is their level of fidelity to achieve the system’s situation awareness needs based on the mission and the environment they are operating in.High Altitude Long Endurance Medium Altitude Long Endurance Mini/Micro 7
- 28. By decomposing the Human Independence domain into: Communication, Navigation, and Surveillance, it becomes easier to isolate a baseline list of interfacesThe study will begin by testing the Navigation interfaces
- 30. External = Direct Line of Sightwww.airforcetimes.com www.discoverymagazine.com
- 31. Levels of Autonomy: Low/Manual Control Low or Manual Control Air vehicle will respond to all operator commands. Continuous and direct operator engagement of flight through the use of a primary flight control input device.
- 32. Levels of Autonomy: Medium/Semi- Autonomous Medium/Semi-Autonomous Operator pre-loads flight plan (waypoints) and/or provides ad-hoc flight plan changes while in flight. Operator monitors and makes corrections based on navigation issues issues System will execute flight plan (as provided by the operator) and will annunciate any navigation (flight parameter) issues for correction by the operator
- 33. Levels of Autonomy: High/Fully Autonomous High/Fully Autonomous Operator pre-loads flight plan (waypoints) and/or provides ad-hoc flight plan changes while in flight. Operator monitors air vehicle navigation status and changes System will execute flight plan (as provided by the operator) and address any navigation (flight parameter) issues autonomously
- 35. Interface Environments Semi-Autonomous A combination of indicators and annunciators. The indicators would be for critical flight parameters (attitude, heading, airspeed) displayed at all times, while the annunciators will be for conditional status of non- critical flight parameters.
- 37. Interface Environments Fully-Autonomous (Notional) Navigation indicators are prioritized annunciators for conditional status (color annunciators following aviation practices for caution, warning, fault, etc).
- 38. Results Situation Awareness Rating Technique (SART) Values under the HMI environments are very close due to the isolation of Navigation SA without regard to communication and surveillance.
- 40. Comparing the manual and semi-autonomous environments, the participants found that the primary flight display (heads up like display) contained the necessary information to gain SA; and hence the annunciators, which were meant to light up when a threshold was exceeded, were used very little or not at all.
- 43. Conference Sponsorship:"Critical Thinking. Solutions Delivered."
Editor's Notes
- Research backgroundDefinitionsInterface EnvironmentsAdded benefit of using LOA for UAS introduction into NAS
- - Definition is from Dr. Endsley, I’m simplifying it in this pictorial representation of SA for UAS.
- 3 Levels of SA
- -It is important that we’re all talking in the same terms: Conversation with a professor from a prominent university who told me it was a mater of semantics; to which I disagreed.-We can think of it in terms of ADAPTABILITY (to changing environment and to changing mission)
- -Level of fidelity refers to the HMI based on the LOA.-This is not to say that the performance and physical parameters of the vehicle don’t play a part in the environment and the mission the systems performs in, only that it is not a driver for the HMI’s
- -The interfaces must be applicable to all phases of flight
- -How do we define a system to determine what interfaces the operator needs?-A three axis model to categorize unmanned systems
- -There are other models to determine a system’s autonomy. Dr. Sheridan’s being one of the most cited.-The problem with these efforts is that they are still not able to come to a consensus for quantifying the different levels.-You quantify by coming up with metrics to measure each capability with a scale to determine the weight of each.
- Useful vs necessary
- -There are different issues concerning situation awareness for external and internal pilots- Simple example: Imagine driving a remote control car, if it is moving away from you a controller input to the right would move that the vehicle moves to the right, but if the vehicle is moving towards you, a controller input to the right would cause the vehicle to move the the left in respect to the controller.-This study addresses internal pilots only
- -Manual: No different than a manned system only that the operator sits outside the vehicle-Semi-Autonomous: think Flight management system for waypoints. The system annunciates any indicators that require operator engagement-Fully Autonomous: Flight Plan with waypoints which are points of interest, the operator monitors the system. The vehicle performs the mission and adapts to any changes without operator input.
- -Forward Detection Device does not necessarily need to be a forward looking camera-Navigation indicator: Based studies by Dr. Drury from the Mitre Corporation which looked at situation awareness of UAV operators with and without moving maps
- -Pilot vs Operator-Manual: HMI are the same as in manned aircraft, with basic T configuration.-Semi-Autonomous: Critical vs non-critical flight parameters-Fully Autonomous: notional annunciator HMI environment
- CPDLC-Controller Pilot Data Link Communication