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AEROSPACE: PILOTS, AUTOPILOT SYSTEMS, & AI AS A CORE AID #softwarerobust #softwarefailure #weatherconditions #autopilot #hmi #airdatainertialunits #adiru #incorrectdata #improperexecution #flightcomputer #electroniccentralisedaircraftmonitor #ecam #glitch Artificial Intelligence (AI) has long dominated, but Augmented Intelligence (AugInt) emerges as a valuable asset, especially in aviation. AugInt, as peripheral systems, aids pilots in flight manoeuvres, leveraging enhanced training to refine skills. Seamless integration with training enables AugInt to offer tailored support, fostering precise piloting. #ai #augint #brand #economy #navigation "Airbus experiments with more control for the autopilot" [McCallum & Swan, 2023]. "Automation cannot replace the decision making of two well-trained and rested pilots on the flight deck." #solearbitercomputer #welltrainedpilots #advancetraining #trainingupdate "An Intelligent Autopilot System that Learns Piloting Skills from Human Pilots by Imitation" [Baomar & Bentley, 2016] #flightcontrollers #controltheory #pidcontroller Boarding my favoured aircraft (brand, model and flight path), I embark upon a voyage driven by certain reasons. The prospect of a pleasant flight is one universally shared by (most of all) air passengers. However, recent events involving the Boeing 787 Dreamliner in 2024, as well as the harrowing incident aboard Qantas Flight 72 in 2008 during its journey from Singapore to Australia, underscore the imperative of ensuring safety and reliability in air travel. Such occurrences serve as potent reminders of the criticality of stringent measures to safeguard the well-being of apparatus, passengers and crew alike. "Technical event" [Suri & Magramo, 2024] "When automation fails: remembering Qantas flight 72" [BERESNEVICIUS, 2020] In forensic discourse, AI emerges as a proactive contender revolutionising human-machine interfacing, fortifying operational resilience. AI augments human pilots, directly and indirectly, within autopilot systems, enhancing safety, efficiency, and reliability, underscoring its pivotal role in forensic methodologies. #deepneuralnetworks #ml #ai #computerscience #humanpilottraining Reference: - Baomar, H. & Bentley, P., (2016).An Intelligent Autopilot System that Learns Piloting Skills from Human Pilots by Imitation. [Online]. Available at: https://lnkd.in/g8bafNz4 [Accessed 15 March 2024]. - Suri, M., & Magramo, K., (2024). Dozens injured after ‘technical’ problem on LATAM flight to Auckland, passengers ‘flew through cabin’. [online] CNN. Available at: https://lnkd.in/g5-5SPS9 [Accessed 15 Mar. 2024]. - BERESNEVICIUS, RYTIS, (2020). When automation fails: remembering Qantas flight 72 - AeroTime. [online] Available at: https://lnkd.in/gQptQ-9X [Accessed 15 Mar. 2024]. - McCallum, S., & Swan, A., (2023). Airbus experiments with more control for the autopilot. (2023). BBC News. [online] 19 Jun. Available at: https://lnkd.in/grgxg2jQ [Accessed 15 Mar. 2024].

WHAT DO PILOTS DO ONCE THEY PUT THE PLANE IN AUTOPILOT? AUTOPILOT NEVER FLIES THE PLANE. Well, sort of. Even in the most advanced aircraft known to mankind, the autopilot is rendered useless without at least one pilot constantly watching it. Here’s why: Those four displays are telling you what the autopilot is doing. In this example, it’s flying South-East at 10,000 feet at 483 km p/h. See those four black knobs under the displays? They’re the inputs. They let the pilot say “hey computer, take us to FL100 [10,000 feet]!” instead of the computer just freestyling the whole time, which can be dangerous on a 300 seat aircraft. Also if you were to maintain a heading of say, 185 degrees from Brisbane to Sydney, you would need to tell the computer that. But what if you hit a wind gust? What if you have to go around an airspace? What if you have to turn back to Brisbane? So the pilots are constantly adjusting these settings to make sure they don’t break any laws/crash the plane. They can also talk, read books, and basically do whatever they want. To prevent arguments/distractions however, the FAA says that all non-professional conversation must be above 10,000 feet.

Life has become easy nowadays; one hardly has to do anything to succeed or accomplish tasks. One such idea is that the autopilot feature controls everything in an aircraft, and there is no need for a pilot to be present. But is this actually true? Read more : https://lnkd.in/gfUBbEfF

The ROOK autopilot is a NON-TSO autopilot device set in 5cm diameter cockpit standard mount designed and manufactured by Toucan Avionics to install on experimental aero vehicles such as ultra light gyro planes and airplanes. The ROOK autopilot has two abilities first, the auto waypoint guidance system as pre-defined waypoints under different profiles while each profile stores 10 waypoints second, the auto landing localizer guidance system. Both abilities are selectable by pilot during flight means pilot can surf between waypoints and landing sites. Mean while ROOK autopilot has two channel servo PWM signal out to control roll and pith for both features as auto waypoint guidance system and auto landing localizer guidance system, pilot can use the information available on display to pass the waypoints manually just like radio navigation systems in commercial flight such as VOR/NDB/ADF by direction correction indicator also precision landing by using localizer correction indicator while landing profile is activated, just like ILS in commercial flight. more information: https://lnkd.in/gkkdJvAB #autopilot #ultralightaircraft #autolanding

AIRBUS CASE STUDY An A319 aircraft was on descent with autopilot and autothrust ON. The flight crew was preparing to perform an ILS interception from above. The aircraft experienced moderate turbulence conditions during the approach phase. 1. The aircraft captured the localizer 10 NM from the runway threshold. The aircraft was descending in V/S mode at 2 000 ft/min in CLEAN flaps configuration, with a selected altitude of 2 500 ft QNH. 2. The aircraft intercepted the ILS 3° glidepath from above at approximately 2 500 ft QNH, which was 7 NM from the runway threshold, at a speed of 225 kt. 3. Crossing 2 300 ft QNH, the aircraft speed was 236 kt increasing. The flight crew decided to extend the landing gear to reduce the speed. 4. Crossing 1 300 ft QNH, the aircraft was still in CLEAN flaps configuration and its speed was 240 kt. The flight crew pushed the thrust levers to TOGA to initiate a go-around. The LOC and G/S guidance modes remained engaged and the aircraft started to accelerate toward the ground, along the 3° glideslope. 5. Crossing 1 130 ft QNH, the aircraft speed was 243 kt increasing. The flight crew selected gear up, but the VLO for retraction of 220 kt was already exceeded. 6. At approximately 800 ft, the flight crew selected a 3 000 ft target altitude and pulled on the altitude knob-selector. The OP CLB guidance mode engaged and sent a nose-up command to the autopilot. Aerodynamic forces meant that retraction of the landing gear was difficult. The nose landing gear retracted, but the left and right Main Landing Gear (MLG) remained extended. 7. The overspeed warning triggered due to the VLE (280 kt) exceedance. The PF disconnected the autopilot and applied nose-up inputs. The aircraft reached 312 kt at 600 ft before climbing back up to 3 000 ft where the PF reengaged the autopilot in ALT mode. The MLG fully retracted 2 min 30 s later while in level flight, with a speed of 205 kt at 3 000 ft. The flight crew eventually performed a second approach and safely landed the aircraft. High-energy approach The aircraft started its glideslope interception from above in CLEAN configuration at high speed. As a result, the flight crew was not able to sufficiently slow down the aircraft to stabilize its speed and they decided to perform a go-around. Non-engagement of the go-around guidance modes On A320 family, the SRS go-around mode and GA TRK mode engages if: • The flight crew sets a thrust lever at the TOGA detent, and • The aircraft is airborne, or on ground for less than 30 s, and • The slats or the flaps are extended. Therefore, when the PF pushed the thrust levers to TOGA, the SRS and GA TRK modes did not engage and the autopilot remained in G/S and LOC final approach modes. Crew reaction time It took 30 s for the crew to react and disconnect the autopilot, leading to an overspeed condition (312 kt with main gear extended) near the ground (600 ft) (Airbus Safety Magazine #36)

🛩️ Did you know that autopilot systems have been around since 1914? Early versions could control a plane’s altitude and direction, allowing pilots to focus on other tasks. Today, autopilot systems can handle much more, including takeoffs and landings in certain conditions! But remember, no system replaces the skill of a pilot! #AutopilotTech #PilotSkills #AviationHistory #FlyingSmart

Weather, temporary flight restrictions, mechanical failure, and runway closures are just a few events that can affect a flight in real-time. To react to such events, our Autonomous Navigation (AutoNav) skill for the Merlin Pilot continuously evaluates the environment through various sensors and data sources to determine if a change to the environment conflicts with the current route. Read our blog post, written by Merlin's Autonomous Navigation Team Lead William Koch, to learn more about this feature: https://lnkd.in/g9zi8iD7

During flight there are a number of events that require real-time decisions from the pilot. Our Autonomous Navigation (AutoNav) feature for the Merlin Pilot is constantly monitoring for changes that can affect the current mission and will replan the route accordingly, supporting safe and effective autonomous flight. Merlin's Autonomous Navigation Team Lead William Koch talks more about this skill in our blog post: https://lnkd.in/eiK58HR5

Our Autonomous Navigation (AutoNav) feature for the Merlin Pilot is constantly monitoring for changes that can affect the current mission and will replan the route accordingly, supporting safe and effective autonomous flight. Merlin's Autonomous Navigation Team Lead William Koch talks more about this skill in our blog post: https://lnkd.in/eiK58HR5

Turbulence is a familiar, though unsettling, part of air travel that almost every passenger experiences 🌬️. But what happens when turbulence strikes while cruising at 38,000 feet with autopilot engaged? Understanding how autopilot manages turbulence at such altitudes reveals the sophisticated technology behind modern aviation 🛫. At 38,000 feet (FL380), planes fly above most weather systems, yet turbulence still occurs. It’s often caused by jet streams, thunderstorms, or mountain waves. When a plane encounters turbulence in these conditions, autopilot systems work to maintain the aircraft's stability. The autopilot continuously adjusts the control surfaces, like ailerons, elevators, and rudders, to keep the plane on course and altitude. Here’s where it gets interesting. When flying at cruising altitude, the autopilot doesn't fight the turbulence head-on. Instead, it allows the plane to “ride the wave” of turbulence, making small adjustments that prevent excessive strain on the aircraft's structure ✈️. These subtle movements ensure that the plane stays stable without putting too much stress on its airframe. By reacting in a measured, calm way, autopilot systems can effectively manage even severe turbulence without needing major input from the pilot. Although autopilot is highly advanced, pilots remain in control. If the turbulence worsens, pilots can manually intervene, reduce speed, or change altitude to avoid rough air. But in most cases, the autopilot handles turbulence so smoothly that passengers might only feel a few bumps 💺. At high altitudes like 38,000 feet, where the air is thinner, planes are designed to handle these conditions, relying on the autopilot to make minute corrections that improve safety and comfort. It’s important to note that while autopilot helps mitigate the effects of turbulence, it can’t eliminate it. Passengers may still experience mild shaking, but thanks to modern technology, these movements are far less severe than they would be otherwise. At 38,000 feet, with autopilot managing the aircraft, turbulence becomes just another part of the journey—annoying but rarely dangerous. The key takeaway is that autopilot allows planes to fly more efficiently and safely through turbulent air, ensuring passengers stay comfortable even at high altitudes. It's a blend of engineering, technology, and pilot oversight that ensures smooth flights, even when nature tries to intervene 🌍. #AviationTechnology #Turbulence #Autopilot #FlightSafety #AviationInnovation #SmoothFlying #Travel Follow me 👉🏻Pratham Pathak for more amazing content ✈️💯!!