2.
The proliferation of system-specific Master Arm software routines will greatly complicate stores certification on various types of UA.
5.4.3 Weaponization Goals
1.
SEEK EAGLE testing criteria should be examined from the perspective of employing stores from unmanned aircraft and revised as necessary.
2.
A standard for Master Arm software should be developed and weaponized UA required to comply with it.
5.5 OPERATING AND SUPPORT COSTS
Seventy percent of non-combat aircraft losses are attributed to human error, and a large percentage of the remaining losses have this as a contributing factor. Although aircraft are modified, training emphasized, and procedures changed as a result of these accidents, the percentage attributed to the operator remains fairly unchanged. Five factors should combine in unmanned operations to significantly reduce the human error percentage.
First, UA today have demonstrated the ability to operate completely autonomously from takeoff through roll out after landing; Global Hawk is one example. Software-based performance, unlike its human counterpart, is guaranteed to be repeatable when circumstances are repeated. With each UA accident, the
SECTION 5 - OPERATIONS
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aircraft’s software can be modified to remedy the situation causing the latest mishap, “learning” the corrective action indelibly. Although software maturity induces its own errors over time, in the long-term this process could asymptotically reduce human-error induced losses to near zero. Losses due to mechanical failures will still occur because no design or manufacturing process produces perfect parts.
Second, the need to conduct training and proficiency sorties with unmanned aircraft actually flying could be reduced in the near term with high fidelity simulators. Such simulations could become indistinguishable from actual sorties to the UA operator with the use of virtual reality-based simulators, explored by AFRL, and physiologically-based technology, like the Tactile Situation Awareness System (TSAS). The Navy Aerospace Medical Research Laboratory (NAMRL) developed TSAS to reduce operator saturation by visual information. It has been tested in various manned aircraft and has potential applicability for UA operators. The system uses a vest with air-actuated tactors to tap the user in the direction of drift, gravity, roll; the tempo of the tapping indicates the rate of drift. Results have shown that use of the TSAS increases operator situational awareness and reduces workload.
Third, UA control stations could double as simulators to perform mission rehearsal thus eliminating the expense of developing and maintaining separate simulators, as is the case for manned aircraft. However, when numbers of ground stations are determined to meet operational requirements, adding training requirements will increase that number since simultaneous use in operations and for simulation may not be consistent with flight certification and airworthiness criteria.
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