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Oud 20 mei 2017, 16:30   #50
Micele
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Oorspronkelijk geplaatst door Jantje Bekijk bericht
Een simpele 30386? Zo simpel is die niet hoor. Als je al die sturingen zou maken met relais, dan heb je een kleine kamer nodig.
En ja, in vliegtuigen zit AI. Zij hebben processors aanboord die berekenen of handelingen van piloten wel veilig en toegelaten zijn op de vlieghoogte. Zo kan de boordcomputer verhinderen dat een piloot de snelheid doet dalen onder een bepaalde grens tijdens de vlucht. Sommige boordcomputers zijn zover, dat ze zonder piloot een volledige vlucht kunnen uitvoeren. Enkel op de startknop duwen en ze zijn vertrokken. Ze berekenen zelf hoeveel vermogen en welke handeling nodig is om welk maneuver uit te voeren. Vaak zitten de piloten er enkel nog bij om de bestemming in te geven en in te grijpen als er een panne is.
Dat is geen AI zoals ik de huidige mogelijkheden van (sterke) AI begrepen heb. Hoogstens zwakke of primitieve AI.

Echte AI bij passagiersvliegtuigen is voorlopig toekomstmuziek.

ff ggl:
Citaat:
http://airfactsjournal.com/2016/10/a...eans-aviation/

If some of this sounds familiar, that’s because aviation was an early adopter of AI. In fact, many pilots have been flying with very primitive forms of AI for years, even if they didn’t realize it: autopilots, FADEC, and load-shedding electrical systems all use computer power to make intelligent decisions. If you’ve read any of the academic discussions about autonomous cars, you’ll have noticed that many refer to early airplane autopilot studies as key sources.

Somewhat quietly, though, the boring autopilot is starting to grow up. It began with Garmin’s Electronic Stability and Protection system, a major advance in autopilot technology that has received surprisingly little attention. This passive safety system continuously monitors the airplane’s attitude and uses the autopilot servos (even when the autopilot is off) to nudge the airplane back to safety if the bank gets too steep.

Researchers at University College London are taking it a step further by applying real AI to an autopilot. Instead of just programming it to fly certain pre-planned profiles, the team is using machine learning to make a more resilient autopilot that can adapt to changing conditions. By watching a human fly and storing hundreds of hours of detailed data from real flights, it builds a library of scenarios. Whereas a traditional autopilot might give up when an engine fails or the turbulence gets really rough, this new design leans on its experience to keep flying. There’s a long way to go, but initial testing (on a Cirrus SR-22 no less) is very promising.
...

Aviation will get a big boost from the drone market when it comes to developing practical, airborne AI. After all, on a quadcopter that’s inspecting a pipeline there is no pilot to make decisions, so the AI is essential. Billions of dollars are being spent to develop drone technology that avoids terrain, obstacles, traffic, and weather, or self-diagnoses a mechanical problem and returns to base. Expect to see lots of interesting ideas taken for a test drive on drones before coming to your Cessna.

Can anything stop this thrilling race to the future? Certainly. If history is any guide, regulation will move far slower than technology. What’s possible and what’s certified are not the same, and we can expect the FAA to be cautious in approving bold new capabilities. Not all of that caution is unjustified, and the good news is that aviation is actually ahead of cars in many ways – we’ve been regulating and training on automation for decades.

Hopefully the FAA avoids a common trap here. As is so often the case when debating technology, the discussion quickly becomes binary: human intelligence vs artificial intelligence. Good vs. evil. This makes great headlines, but it’s a false choice.

Researchers at MIT use the phrase “extended intelligence” to signify how AI is used to augment human decision-making rather than replace it. That may sound like spin, but it’s actually a crucial distinction. Extended intelligence, just like a glass panel or a deice system, is simply a tool. When used appropriately by pilots, it can improve the safety, utility and fun of flying. That’s a realistic – and exciting – future.
Voorlopig enkel in drones (daar is het essentieel), want niet gehomologeerd voor burgerluchtvaart...

Citaat:
http://www.economist.com/news/scienc...light-response

UCL is not the only institution interested in better autopilots. Andrew Anderson of Airbus, a big European maker of jets, says his firm is investigating neural networks, too. But such systems are unlikely to be flying passenger jets just yet. One of the downsides of having a computer train itself is that the result is a black box. Neural networks learn by modifying the strength of the connections between their simulated neurons. The exact strengths they end up with are not programmed by engineers, and it may not be clear to outside observers what function a specific neuron is serving. That means that ANNs cannot yet be validated by aviation authorities, says Peter Ladkin, a safety expert at Bielefeld University in Germany.

Instead, the new autopilot will probably find its first uses in drones. The system’s versatility has already impressed delegates at the 2016 International Conference on Unmanned Aircraft Systems in Virginia, where Mr Baomar presented a paper. The system’s ability to keep control in challenging weather might see it used in scientific investigations of things like hurricanes and tornadoes, says Dr Ladkin—some of the most challenging flying there is.
__________________
De vuile waarheid over ICE (vanaf 1 min 35")
https://www.youtube.com/watch?v=mk-LnUYEXuM
Nederlandse versie: https://www.youtube.com/watch?v=kekJgcSdN38

Laatst gewijzigd door Micele : 20 mei 2017 om 17:00.
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