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This paper aims to show the current situation and additional requirements for the aircraft automation systems based on the lessons learned from the two 737 MAX crashes.

In this study, the Swiss cheese model was used to find the real root causes of the 737 MAX accidents. Then, the results have been compared with the actions taken by the manufacturers and authorities. Based on the comparison, the necessary improvements to prevent such accidents are defined. Regarding the faulty sensor that forms the accidents, a synthetic sensor was developed using an aerodynamic model.

It has been proven that the safety-critical automation systems should not be designed by relying on a single set of sensor data. Automation levels should be defined in a standard way. Depending on the defined automation level, the system must be designed as either fail-safe or fail-operational system. When designing backup systems, it should be decided by looking at not only whether it has power but also the accuracy of the incoming signals.

Aviation certification requirements related to automation systems need to be revised and improved. With this context, it was revealed that the certification processes for automation systems should be re-evaluated and updated by aviation authorities, especially Federal Aviation Administration and European Union Aviation Safety Agency.

Task sharing between automation system and pilot based on the classification of automation levels and determining certification requirements accordingly has been brought to the agenda. A synthetic Angle of Attack sensor was developed by using an aerodynamic model for fault detection and diagnosis.

This study aims to identify variability in aviation operators in order to gain greater understanding of the changes in aviation professional groups. Research has commonly addressed human factors and automation in broad categories according to a group’s function (e.g., pilots, air traffic controllers [ATCOs], engineers). Accordingly, pilots and Air Traffic Controls (ATCOs) have been treated as homogeneous groups with a set of characteristics. Currently, critical themes of human performance in light of systems’ developments place the emphasis on quality training for improved situational awareness (SA), decision-making and cognitive load.

As key solutions centre on the increased understanding and preparedness of operators through quality training, the authors deploy an iterative mixed methodology to reveal generational changes of pilots and ATCOs. In total, 46 participants were included in the qualitative instrument and 70 in the quantitative one. Preceding their triangulation, the qualitative data were analysed using NVivo and the quantitative analysis was aided through descriptive statistics.

The results show that there is a generational gap between old and new generations of operators. Although positive views on advanced systems are being expressed, concerns about cognitive capabilities in the new systems, training and skills gaps, workload and role implications are presented.

The practical implications of this study extend to different profiles of operators that collaborate either directly or indirectly and that are critical to aviation safety. Specific implications are targeted on automation complacency, bias and managing information load, and training aspects where quality training can be aided by better understanding the occupational transitions under advanced systems.

In this paper, the authors aimed to understand the changing nature of the operators’ profession within the advanced technological context, and the perceptions and performance-shaping factors of pilots and ATCOs to define the generational changes.

This paper aims to make a case that with the appropriate use of human factors methods it is possible to design and develop a single crew commercial aircraft using largely existing technology.

From a review of the literature it is suggested that some of the functions of the non‐flying pilot would be better assumed by either onboard automation or ground‐based systems.

It is argued that the design of the flight deck and the role of the pilot require re‐conceptualising to accommodate the requirements for flying a highly automated aircraft single‐handed. With such re‐design, considerable efficiency gains will be achieved, but to fully realise these gains a system‐wide approach is required which extends beyond the design of the aircraft per se.

This is only a high‐level thought piece to stimulate debate. Much greater consideration of all the issues raised is required, as is a change in regulatory requirements.

If implemented, the single crew aircraft could result in a revolution in air transport, offering considerable cost savings, especially on shorter routes with relatively small passenger loads.

A first attempt to use human factors as a design driver to produce operational and economic efficiency by the novel use of existing technologies spun‐out from other areas of aircraft development.

This paper provides a general review of automated processing methods currently being used to fabricate aircraft composite structure.

Presents a description of the Automated Tape Layer (ATL) process and the Fiber Placement (FP) process. These processes are the most “automated” of all processes being used to fabricate composite aircraft structure. Fiber Placement machines and Automated Tape Layers are composites machine tools and they are the closest comparison the composites industry has to metals machining equipment.

There is a need for more variety of composites automation and more affordable machines in the aerospace composites industry. The limited variety of automation and the cost of equipment tend to limit the spread of automation throughout the aerospace composites industry. ATL and FP are composites laminating technologies that could be adapted to a wide range of machine sizes, configurations, and price ranges.

More widespread use of automated processes in composites would tend to lower the cost of composite aircraft structure on a global basis.

To describe how airline operational efficiency may be improved by adopting a socio‐technical systems approach which emphasises and integrates the role of human factors within a wider context.

After describing what is meant by a socio‐technical system, the paper uses four short case studies to illustrate the benefits and dis‐benefits of using (or failing to use) a socio‐technical systems approach.

Readers are encouraged to acknowledge the role of the human being in a wider system context. It is also suggested that improving individual aspects of airline operations in isolation may not actually improve overall efficiency.

The case studies discussed are meant to be illustrative of the socio‐technical systems approach rather than an authoritative review of the area.

The practical implications of adopting a socio‐technical systems view of improvements aimed at improving efficiency are emphasised in that with early consideration of system changes bottlenecks may be identified which will reduce the efficacy of these changes.

Possibly the first attempt at providing a wider socio‐technical systems framework for the assessment of operational efficiency explicitly incorporating the role of the human in the system.

IN the two years since the last Farnborough Air Show was held by the Society of British Aerospace Companies the aircraft industry has achieved an almost complete metamorphosis from the body blows in the form of major programme cancellations that almost felled it in 1965 to the very healthy position that it holds today.

This paper aims to present a state-of-the-art review in various fields of interest, leading to a new concept of bio-inspired control of small aircraft. The main goal is to improve controllability and safety in flying at low speeds.

The review part of the paper gives an overview of artificial and natural flow sensors and haptic feedback actuators and applications. This background leads to a discussion part where the topics are synthesized and the trend in control of small aircraft is estimated.

The gap in recent aircraft control is identified in the pilot–aircraft interaction. A pilot’s sensory load is discussed and several recommendations for improved control system architecture are laid out in the paper.

The paper points out an opportunity for a following research of suggested bio-inspired aircraft control. The control is based on the artificial feeling of aerodynamic forces acting on a wing by means of haptic feedback.

The paper merges two research fields – aircraft control and human–machine interaction. This combination reveals new possibilities of aircraft control.

This paper aims to present a knowledge-based fuel system, implementation and application, oriented towards its use in aircraft conceptual design.

Methodology and software tools oriented to knowledge-based engineering applications (MOKA) is used as a foundation for the implementation and integration of fuel systems.

Including fuel systems earlier in the design process creates an opportunity to optimize it and obtain better solutions by allocating suitable locations in an aircraft, thereby reflecting on the centre of gravity of the aircraft.

All geometries are symbolic, representing a space allocation inside the aircraft for the fuel system. A realistic representation of the real components could be realized in detail design.

Fuel weight is a significant part of take-off weight and decisive in aircraft sizing and range estimations. The three-dimensional geometry provides a better estimation of the volume that is available to allocate the necessary entities. It also provides fast measures for weight and balance, fuel capacity, relative tank positions and a first estimation of piping length.

Fuel systems appear early in the design process, as they are involved in several first estimations. By using a knowledge-based engineering approach, several alternatives can be visualized and estimated in the conceptual design process. Furthermore, using the weights and centre of gravity at different angles of pitch and roll of each fuel tank, the aircraft could be optimized for handling qualities by using automatically generated system simulation models.

The purpose of this paper is to propose an innovative method to extend the operating range of the laser tracking system and improve the accuracy and automation of boresighting by designing a measurement instrument. Boresighting is a process that aligns the direction of special equipment with the aircraft reference axis. Sometimes the accurate measurement and adjustment of the equipment and the aircraft are hard to achieve.

The aircraft is moved by an automatic adjustment system which consists of three numerical control positioners. For obtaining the position of the bore axis, an instrument with two measurement points is designed. Based on the multivariate normal distribution hypothesis, an uncertainty evaluation method for the aiming points is introduced. The accuracy of the measurement point is described by an uncertainty ellipsoid. A compensation and calibration method is proposed to decrease the effect of manufacturing error and deflection error by the finite element analysis.

The experimental results of the boresighting measurement prove that the proposed method is effective and reliable in digital assembly. The measurement accuracy of the angle between the bore axis and the reference axis is about ±0.004°. In addition, the measurement result is mainly influenced by the position error of the instrument.

The results of this study will provide a new way to obtain and control the installation deviation of part in aircraft digital assembly and will help to improve the precision and efficiency. This measurement method can be applied to obtain the axis of a deep blind hole.