Levels of automation and how they are applied to UAS
Operations.
Levels of autonomy in UAS operations are variable and transformable. The amount of automation is based on the
system architecture. The most sophisticated
UAS are highly autonomous but may need manual control when necessary. Handing off manual operation of an aircraft
can allow pilots and sensor operators to focus on mission objectives.
The range in automation can go from 0 to 100 percent. Although I said 0%, even at full manual
control, an aircraft takes manual inputs and converts them into tilting the quadcopter
by changing rotor speeds, or moves flight control surfaces. This part is still automated.
Full autonomy can be achieved when a UAS can take off, perform
its mission, return to home and auto-land.
In this objective control flight plan and waypoints are set and the pilot
intervenes only to update flight objectives.
I like this description below for the in-betweens for manual and
objective control; throughout a mission there could be many changes in the
amount of control the human has. The level of autonomy should adjust without
confusion.



Different considerations for manned versus UAS operations.
Regarding automation, both manned an unmanned make use of
automation for similar and different reasons.
A UAS may turn to automation in an emergency such as lost data link
while in manual mode. A manned aircraft
will revert to manual operation when autopilot fails.
Can a pilot Autoland an aircraft? Yes, but for many pilots, it is much easier
to land the aircraft manually, as monitoring the auto pilot in the autoland
stage of flight is itself very demanding with a high level of vigilance
required at all stages. For takeoff,
autopilot usually engages around 1000 feet. Airbus and Boeing aircraft do not
currently have an auto-takeoff. In-flight
automation for UAS and manned aircraft is similar as waypoints are inputted, the
autonomy flies to that location with pilot monitoring.
Current aviation industry using appropriate amount, too
little, or too much automation?
The cockpit can still be a very busy place. Pilots are
consistently having to command, manipulate and manage various parts of the
flight computer system which requires their full attention. Will too much automation cause trouble for
pilots when automation fails?
In the 737 Max crashes, incorrect data caused the automation
to fail by trusting that data as good. Switching
from automation to manual control is not straightforward. Flight-control
systems may not disengage entirely. Instead, they might continue to assist the
pilot to prevent a dangerous maneuver.
Studies have linked incidents or near misses to breakdowns
of automated systems or automation induced errors. Automation can place added and unexpected
demands on pilots during moments of crisis.
Researchers describe automation paradox when the pilot needs to
interpret computerized alarms, input data, and scan information displays as
they’re struggling to take manual control of the aircraft and orient themselves
to the situation. Those tasks increase
the odds of mistakes. Is there too much automation
in aviation? In some unusual circumstances
this may the case
References
Pankok, C., & Bass, E. J. (2017). A Decadal
Revisiting of the Assessment of Pilot Control Interfaces for Unmanned Aircraft
Systems. Proceedings of the Human Factors and Ergonomics Society Annual
Meeting, 61(1), 63–67. https://doi.org/10.1177/1541931213601482
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