In this research activity, you will select a UAS GCS of your choice and provide an in depth analysis of its functional operation. Next, identify at least two negative human factors issues associated with its design, and identify solutions to mitigate the risks posed by their existence. Are there any common human factors in your UAS that are also present in manned aircraft?
UAS GCS Human Factors Issue
The
RQ-1 Predator unmanned aerial vehicle (UAV) is a long endurance, medium
altitude UAV designed for surveillance and reconnaissance missions (Predator
RQ-1, n.d.). The predator is equipped with video cameras that utilize synthetic
aperture radar to create surveillance imagery that can be distributed in real
time to soldiers on the ground, the operational commander, and via satellite
communication links (Predator RQ-1, n.d.). All the system controls and UAV
abilities are controlled through the use of a ground control station (GCS)
which houses the pilot and payload operator and the all computer systems and
other critical data gathering systems that allow soldiers to gather detailed
surveillance information during flight.
The
ground control station for the Predator UAV is housed within a single 30 foot
trailer that contains seating for the pilot and payload operator, the consoles
for the pilot and payload operator, three Boeing Data Exploitation and Mission
Planning Consoles, and two synthetic aperture radar workstations (RQ-1A/MQ-1
Predator, n.d.). The trailer also contains communications equipment such as
satellite and line of sight ground data terminals that relay information back
to the operators and soldiers (RQ-1A/MQ-1 Predator UAV, n.d.). The ground control
station for the Predator UAV can send surveillance imagery to the operators or
to a system called the Trojan Spirit data distribution system. The Predator
uses C- and Ku Band datalinks. These datalinks are used for line of sight (LOS)
and non-LOS communications with the UAV. Using these datalink systems, the UAV
can operate at ranges of about 400 nautical miles (General Atomics RQ-MQ-1,
n.d.). The Trojan Spirit System used these datalink systems for data
dissemination (RQ-1A/MQ-1 Predator, n.d.).
The
GCS within the 30x8x8 trailer is equipped with an integral uninterrupted power
supply and environmental control system. The ground control stations allows the
pilot and payload operator to conduct data exploitation, create and conduct
mission plans, communicate through DEMPC terminals, and contains synthetic
aperture radar workstations (Pike, n.d.). Synthetic aperture radar is a
critical component of the predator UAV. This radar system allows the operator
to map the Earth around the UAV, monitor the environment, and capture complex
information that is used to create high resolution imagery (What is SAR, n.d.).
The synthetic aperture radar system within the GCS allows the operator to
collect imagery at any time of the day or during any kind of sight blocking
atmospheric conditions (What is SAR, n.d.). All images collected during the
flight of the Predator are sent to the GCS because the Predator does not have
an onboard recording system capability (Pike, n.d.). All power supplied to the
ground control station is supplied through dual external generators (Pike,
n.d.).
There
are several issues that have been identified with the Predator UAV GCS. First,
“Rainman,” a major in the USAF who was the first pilot to fly the Predator in
1995 and spent many hours flying the UAV, discovered one major human factor
issue with the GCS. According to Rainman, the RQ-1 Predator UAV GCS operator
keyboard had keys that turned the lights on and off and the keys to the engine
adjacent to each other. During high
workload situations, an operator could easily mistake the keys to the engine
for the keys to the light controls. This could easily lead to the destruction
of the aircraft during flight (Conner, Cooke, Pedersen, & Pringle, 2006). Another
human factors issue Rainman brought to light was the lack of haptic cues and
feedback found in manned aircraft. Where a manned aircraft pilot can feel
engine failure or on coming stalls, a Predator operator cannot feel these.
Rainman highly suggested that the operator be able to see oncoming failures by
accessing menus on the interface within the GCS (Conner et al., 2006).
The
simple solution to both of these problems is to redesign the GCS operator
control center. Human factors issues dealing with ergonomics can be solved by
simply moving the problem area or redesigning the keys into a different shape.
For example, in a Cessna 172, the throttle control and the mixture control are
different shapes and feel different when a hand is placed on them. This simple
design can prevent a pilot from unintentionally pulling the mixture all the way
out when the true intention was to pull the power out. The keys for the lights
and the engine should be moved away from each other. If the engine keys are
placed on the opposite side of the keyboard or even away from the keyboard
completely, the operator should not have to worry about accidently killing the
power to the UAV. As for the issue with the operator not being able to feel the
sensations that a manned aircraft pilot feels, haptic feedback should be
installed so the operator can feel when a stall is beginning to occur. It may
also be beneficial for the seats within the GCS to vibrate or rotate and bank
based on the flight control inputs made by the operator (Conner et al., 2006).
Human
factors exist in both manned and unmanned aircraft operations. Between both
unmanned and manned operations, there are common human factors that exist in
relation to each other. Technical flight training exists not only to teach
pilots and operators about how to fly an aircraft; it is also about training
pilots and operators how to react during emergencies. Training also teaches
pilots and operators how to prevent human factors issues from causing an
accident. The underlying issue is that during flight operations where workloads
are high, it is easy to forget crucial steps that should be taken to ensure the
safety of the flight operations. For
example, like manned aircraft pilots, error management in UAV GCS is necessary.
Error can be managed through the following ways: avoidance, trapping, and
mitigating. The process of avoidance allows the operators to recognize traits
that lead to weakness which could lead to potential errors during flight
operations. Trapping is the process of identifying an error and minimizing the activity
affect by an error (Campbell & Bagshaw, 2002). Finally mitigation is the
process of determining the consequences of an error and how they can be reduced
by taking specific actions that prevent the development of an error (Campbell
& Bagshaw, 2002).
Similarly
to manned aircraft operations, flight crews must utilize several critical steps
to ensure human factors errors are reduced. Briefing the flight crew (or
operators) before the flight allows each member to identify potential errors.
Breaking the error in the chain of events can potentially save an aircraft or
lives. Preparation allows the flight crew to prepare for the unexpected.
Cambell & Bagshaw (2002) describe this step as staying ahead of the
aircraft. By staying one step ahead of the aircraft, fast reactions to hazards
can be prevented and more time can be taken to properly analyze a situation.
The last step is to perform workload management. By establishing
responsibilities, each member of the flight crew can avoid overload (Campbell
& Bagshaw, 2002). If the following steps are followed and the operators
take time to review the objectives and responsibilities of each crew member,
human factors can be reduced and safety levels can be increased.
References
Campbell, R. D., & Bagshaw, M.
(2002). Human performance and limitations in aviation (3rd ed.). Oxford: Blackwell Science.
Connor, O., Cooke, N.J., Pedersen,
H., & Pringle, H. (2006). Human factors of remotely operated vehicles. Philadelphia, PA: Elsevier Publications.
General Atomics RQ/MQ-1 Predator.
(n.d.). Retrieved from http://www.designation- systems.net/dusrm/app2/q-1.html
Pike, J. (n.d.). UAV Ground Control
Station (GCS). Retrieved from http://www.globalsecurity.org/intell/systems/uav_gcs.htm
Predator RQ-1 / MQ-1 / MQ-9 Reaper
UAV. (n.d.). Retrieved from http://www.airforce-technology.com/projects/predator-uav/
RQ-1A/MQ-1 Predator UAV. (n.d.).
Retrieved from https://defense- update.com/products/p/predator.htm
What is Synthetic Aperture Radar
(SAR)? (n.d.). Retrieved from http://www.sandia.gov/radar/what_is_sar/
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