Friday, March 9, 2018


Research Assignment: Human Factors, Ethics and Morality

Gabriel P. Riccio

ASCI 638 Human Factors in Unmanned Systems

Embry-Riddle Aeronautical University-Worldwide

8 March 2018

Human Factors, Ethics and Morality

UAS Warfare

            The ideal of Unmanned Aerial Systems (UAS) operating in a combat environment has been realized by militaries throughout the world; the United States (U.S.) has been weaponizing UAS since 2001 (O'Connell, 2010).  Initially the military primarily used UAS for reconnaissance operations; however, since the 9/11 attacks on U. S. soil, the Department of Defense has used UAS as attack platforms in several countries, including Iraq, Afghanistan, Yemen, Ethiopia, and Pakistan (O'Connell, 2010).  The use of UAS as attack platforms is viewed as an “unqualified success” by U. S. leadership (O'Connell, 2010, p. 10).

Human Factors

            Even though UAS pilots operate armed air vehicles from remote Ground Control Stations (GCS) they can suffer from the effects of depression and Post Traumatic Stress Syndrome (PTSD); similar to that of any other soldier on the battlefield (Pilkington, 2015).  To cope with the human factors stresses associated with killing, one UAS pilot remarked that he had to not think of the enemy targets as humans but just images on a screen or ants (Pilkington, 2015).  A study completed by the Armed Forces Health Surveillance Center concluded along with other experts that UAS pilots may suffer from higher mental health issues due to the human factors associated with the job (Dao, 2013).  Some specific reasons for the mental issues are a result of the extreme stresses of combat, viewing the violence and carnage for days at the same location, isolated working environment, along with demanding work schedules and shift hours (Dao, 2013).  Other human factors UAS pilots deal with are problems with automation, situational awareness, trust, mode confusion, system observability, and complacency (Kiernan, 2015). 

Ethical and Moral Issues

            The U.S government legally justifies the use of armed UAS as attack platforms if the mission meets the following criteria; there is an imminent threat, capturing the targets are not a reasonable option, and the mission is a military objective consistent with the law of war (Freilberger, 2013).  Arguments against the utilization of armed UAS reference the “Just War Tradition” or in other words, fighting a war ethically (Johansson, 2011).  The tenants of ethical and moral warfare are summed up as being a just cause, for the right intentions, it must be of legitimate authority, all other options have been exhausted, there is a reasonable chance of winning, the methods used are proportionate, only military targets are attacked, attacks are carried out as a necessity, and the use of weapons is in accordance with international laws (Johansson, 2011).  The ethical and moral argument is made that attack UAS can be a catalyst to start a war since they are unmanned, their use is unfair to the enemy, promotes secret wars, they do not follow the “Just War Tradition”, and the technological errors associated with their use is too risky (Johansson, 2011).  Manned aircraft may mitigate some but certainly not all of the ethical and moral arguments against attack UAS.  Since they are manned, there may be debate among leaders if the risks to human pilots warrant an aerial attack and there may be more restraint in attacking targets; other than that, the ethics and morals are essentially the same.

Continued Use of Attack UAS

            Attack UAS should continue to be used by the military.  The decisions to attack should be carefully analyzed and legal.  At no time should the rules of engagement be contrary to society’s standard for norms nor violate the rules of warfare.  Collateral damage is of great concern and every effort should be made to reasonably mitigate it to the lowest possible level and every mission should be weighed in terms of importance, risk, and damage.  Concerted efforts must continue to improve UAS technologies to ensure there are minimal mistakes in UAS attacks.  Eventually, UAS will be fully autonomous and should be embedded with algorithms that enable the system to effectively communicate with the human-in-the-loop so as to make informed decisions and select the best course of action before attacking an enemy target.


References
Dao, J. (2013, February 22). Drone pilots found to get stress disorders much as those in combat do. Retrieved from http://www.nytimes.com/2013/02/23/us/drone-pilots-found-to-get-stress-disorders-much-as-those-in-combat-do.html?_r=0References
Freilberger, E. (2013, July 18). Just war theory and the ethics of drone warfare. Retrieved from http://www.e-ir.info/2013/07/18/just-war-theory-and-the-ethics-of-drone-warfare/
Johansson, L. (2011). Is it morally right to use unmanned aerial vehicles (UAVs) in war? Philosophy & Technology, 24(3), 279-291. 10.1007/s13347-011-0033-8
Kiernan, K. M. (2015, January). Huma factors considerations in autonomous lethal unmanned aerial systems. Paper presented at Aviation/Aeronautics/Aerospace International Research Conference, Phoenix, AZ.. Retrieved from https://commons.erau.edu/aircon/2015/Friday/22/
O’Connell, M. E. (2010). Unlawful killing with combat drones. A case study of Pakistan, 2004-2009 (09-43). University of Notre Dame Law School. Retrieved from https://www.law.upenn.edu/institutes/cerl/conferences/targetedkilling/papers/OConnellDrones.pdf
Pilkington, E. (2015, November 19). Life as a drone operator: 'Ever step on ants and never give it another thought?'. Retrieved from https://www.theguardian.com/world/2015/nov/18/life-as-a-drone-pilot-creech-air-force-base-nevada


 






Friday, March 2, 2018


Research Assignment: UAS Crew Member Selection

Gabriel P. Riccio

ASCI 638 Human Factors in Unmanned Systems

Embry-Riddle Aeronautical University-Worldwide

2 March 2018

UAS Crew Member Selection

Basic Qualifications

            The purpose of this paper is to identify and establish hiring, qualification, training, and certification requirements for Unmanned Aerial Systems (UAS) crew positions that will be piloting/operating the Insitu Scan Eagle and the General Atomics Ikhana.  Any candidate that applies for either position must meet at a minimum the following three requirements:

·         Must possess at the time of employment, a Federal Aviation Administration (FAA) Medical Certificate (any Class) for the purpose of determining medical fitness for flight operations.

·         Hold an FAA Part 107 sUAS remote pilot airman certificate.

·         Meet the aeronautical knowledge 24 calendar month recency requirements of FAA Flight Aviation Regulation (FAR) Part 107 Small Unmanned Aircraft Systems as described in Part 107.65 (U.S. FAA, 2018).

The three basic qualifications for these positions establish a common baseline of health and aeronautical knowledge for the purpose of operating UAS within the National Airspace System (NAS).

ScanEagle

            The ScanEagle is considered a sUAS based on its max gross weight of 44 pounds (Wilke, 2007).  The system consists of the Ground Control Station (GCS), air vehicle, payload subsystem, command, control, communications (C3) subsystem, pneumatic launcher, and skyhook recovery system (Wilke, 2007).  Since this is a sUAS it can be operated under Part 107 of the FARs (U.S. FAA, 2018).  In accordance with Part 107, a remote pilot in command must be designated for the flight (U.S., 2018).  Additionally, due to the complexity of operations, an additional remote pilot of equal qualifications will be physically present during all operations to serve as a visual observer and backup pilot if required.  The ideal candidate will have previous experience as a military ScanEagle remote pilot with a minimum of 250 hours, an FAA private pilot or commercial certificate along with a Class II medical.

Ikhana

            The Ikhana is a complex UAS that is part of the MQ-9 UAS Reaper family with a maximum gross takeoff weight of 10,000 pounds (Merlin, 2009).  Aside from maintenance and support personnel; operation of the Ikhana in this oceanic environmental study will require two qualified pilots at all times; one person will be piloting the air vehicle while the other performs duties as payload/sensor operator, and pilot support for communications, checklist, contingency operations, and backup pilot (Merlin, 2009).  Minimum qualifications for the pilot positions other than the three basic requirements are as follows:

·         Previous flight experience as an Ikhana, Reaper, Predator, Global Hawk pilot or remote pilot flight experience performing UAS beyond line-of-sight Operations (BLOS).

·         Hold a private pilot certificate with an instrument rating.

The ideal candidate will possess an FAA commercial or an Airline Transport certificate along with a FAA Class 1 Medical.  They will also have a minimum of 500 hours as an Ikhana, Reaper, Predator, or Global Hawk Pilot.

Training and Certification

            Once hired all crew members will be trained and tested in the following general knowledge areas applicable to their UAS; see Table 1 below.

Table 1

Crew academic training and testing topics.

System Overview
Landing/Recovery Procedures
Flight Information Publications and Maps
Engines and Related systems
Crew Risk Management
Propellers
Company Standard Operating Procedures
Fuel System
Map Reading and Interpretation
Navigation Equipment
Visual Flight Rules Operations and Planning
Electrical System
Weight and Balance
Performance Data and Charts
Forms and Records
Payloads and Sensors
Required Publications
Weather Analysis, Brief, and Planning
Instrument Flight Rules and Planning
Human/Aeromedical Factors
Operating limitations and Restrictions
Aerodynamics
Emergency Procedure and Contingency Training
Ground Control Station

Note: Adapted from MQ–1C Unmanned aircraft system commander’s aircrew training program and aircrew training Manual (TC 3-04.63).



Upon completion of academic training and testing, each newly hired remote pilot will receive a minimum of 5 hours of actual flight training not to exceed 15 hours based on proficiency.  If after 15 hours of flight training the remote pilot cannot complete assigned tasks, their employment will be terminated. The remote pilots must show proficiency in the following tasks, see table 2.

Table 2

Remote pilot tasks.



Task No.
Task
001
Conduct Crew Mission Brief
002
Plan the Flight
003
Evaluate Performance Data
004
Correctly Analyze Weather Data
005
Perform Pre-flight Inspection
006
Perform Start, Run-Up Checks
007
Perform Takeoff/Launch Operations
008
Perform Fuel Management Procedures
009
Manually Maintain Assigned Airspeed, Altitude, and Heading
010
Operate autopilot and automatic functions
011
Perform Sensor/Payload Operations
012
Perform Assigned Mission Tasks
013
Correctly React to Emergency Procedures
014
Perform Landing/Capture Operations

Note: Adapted from MQ–1C Unmanned aircraft system commander’s aircrew training program and aircrew training Manual (TC 3-04.63).



Once a pilot completes their initial training and evaluation they will be marked as fully certified for UAS flight operations.  All pilots will be required to maintain proficiency in all flight tasks and are considered current if they fly at least one mission every 60 days, meet the FAA knowledge recency requirements per FAR Part 107.65, and pass an annual company knowledge and flight evaluation.

References
Department of the Army. (2014). MQ–1C Unmanned aircraft system commander’s aircrew training program and aircrew training Manual (TC 3-04.63). Retrieved from http://armypubs.army.mil/epubs/DR_pubs/DR_a/pdf/web/tc3_04x63.pdf
Merlin, P. W. (2009). Ikhana unmanned aircraft system western states fire missions. Retrieved from National Aeronautics and Space Administration website: https://www.nasa.gov/pdf/601239main_Ikhana-ebook.pdf
United States. Federal Aviation Administration. (2018). eCFR — Code of Federal Regulations. Retrieved from https://www.ecfr.gov/cgi-bin/text-idx?SID=1d38e662c3c5f3d62e4f20fa1504a954&mc=true&node=pt14.2.107&rgn=div5
Wilke, C. (2007, March). ScanEagle overview. Paper presented at SAE Aerospace Control and Guidance Systems Committee, Boulder, CO.. Retrieved from http://www.csdy.umn.edu/acgsc/Meeting_99/SubcommitteeE/SEpubrlsSAE.PDF