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Excellent post. As a former CFI and developer of testing/instructional media I know your post took time and thought. I think Model S probably ought to have a type rating itself, with modules for controls, navigation, powertrain, and so on. Maybe many would not pay too much attention to the details (I recall fewer than half the people I trained for Lears, for example, wanted to learn the material) but the more people who do learn as much as they can the better off the Tesla community will be.
I remember a five minute instruction manual to learn how to start a first generation idrive BMW 750. We are definitely in a world that demand careful instruction, if not 'type ratings', to deal with many new cars, not only the Model S.
Younhave done us a service sir.
Papafox,
One topic that you didn't mention, but I'm most interested in hearing a experienced pilots view of is; How to deal with near instantaneous manual takeovers from autopilot from a quasi passenger roll.
From my perspective, and some of those I've talked with, there is a very abnormal feeling once you have let the autopilot system take over. This leaves the driver (PIC) physically a passenger, while still retaining the full responsibility for the actions of the car. In addition, the now driver-passenger may at any time be required to take immediate control of the vehicle for an emergency situation. This type of operation, and takeover are not something that auto drivers are taught to deal with. I imagine that these same types of driver-passenger rolls and immediate takeover requirements are standard for pilots. Are there training exercises, philosophies, and/or techniques that pilots are taught to handle these issues that you feel could/should carry over to driving the S with autopilot?
Thanks,
Peter
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Bluetinc, this is indeed an important concept. Let me ponder the idea for a day or so and then give it my best shot.
Not having a Tesla, I have several questions/comments. First, forward and back are unclear. Is forward, when referring to moving a stalk, towards the driver or towards the front of the car? Pull/push or towards driver/away form driver seems clearer. Congratulations on avoiding this issue. Next, I am not sure I fully understand how the button on the end of the stalk is used. How is set vs. resume handled? Finally, does the pointer on the cruise control icon move to show when actual speeds are different forms he set speed or does the white arrow always point to the needle? Just nit picking.
I was surprised when test driving a car to find that AP worked fine with lane markings on only one side detected. The only time the car tried to exit was when following a car that took the exit combined with the lack of a right side stripe. Nice job Tesla.
Papafox,
One topic that you didn't mention, but I'm most interested in hearing a experienced pilots view of is; How to deal with near instantaneous manual takeovers from autopilot from a quasi passenger roll.
From my perspective, and some of those I've talked with, there is a very abnormal feeling once you have let the autopilot system take over. This leaves the driver (PIC) physically a passenger, while still retaining the full responsibility for the actions of the car. In addition, the now driver-passenger may at any time be required to take immediate control of the vehicle for an emergency situation. This type of operation, and takeover are not something that auto drivers are taught to deal with. I imagine that these same types of driver-passenger rolls and immediate takeover requirements are standard for pilots. Are there training exercises, philosophies, and/or techniques that pilots are taught to handle these issues that you feel could/should carry over to driving the S with autopilot?
Thanks,
Peter
I got the appropriate moderator to Stickify this - thanks, dsm.
Great story! There is a cautionary parallel between the LR23 and the Tesla AP. When the Lear 23 was introduced it had far higher performance than any other civil aircraft (it was derived from a fighter design-no surprise). Type ratings did not exist then so pilots with Airpane Multi-engine ratings could and did jump in, fire it up and promptly kill themselves. A couple years later the modern type rating system was devised, in recognition that there were aircraft so different that they demanded special qualifications.Papafox;1237763... When I was 13 years old said:Flying[/I] magazine as Bill Lear himself. My curiosity overcame my fear and I said, "Mr. Lear, this is a beautiful jet you have here, but Raymond and I have a few questions for you." He answered our questions and then spent the next 20 minutes showing us all sorts of cool stuff about the jet "Boys, this jet has backup systems on top of backup systems." The three men in suits who came with him spent that time baking out in the sun while Mr. Lear shared this moment of joy with two aviation-enthralled boys...
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Papafox, thanks for the latest "installment" on your autopilot posting. I really think this article will help to convey the proper (safe) mindset to people taking advantage of this feature.
One thing that has long impressed me about aviators (good ones anyway!) is their mindfulness, particularly about their vehicle. I remember reading more than a couple of books about learning to fly that went into quite a bit of detail about the workings of a typical GA aircraft before ever talking about controls, procedures, and so forth. This emphasis on systems knowledge puzzled me at first, but it makes sense that if you know your vehicle better, you know its limitations (and capabilities), and how to be safe within those situations. (Contrast this with the "just hop in and hit the gas" mentality that many drivers have today.)
The safety benefits of knowing your vehicle well hold true for both cars and airplanes, but two Tesla examples that I've been thinking about lately (one is even relevant to the topic of this thread):
1. Knowing how the autopilot system uses sensor inputs makes you cognizant of situations where it'll work well and where it won't. One of my drives includes a freeway segment with a climbing turn into the sun, and this combination makes the lane markings hard to see (for SF Bay Area residents, this is eastbound Hwy 24, the right-hand bend approaching the Hwy 13 interchange, about 0830-0900). I know the autopilot system uses a visual light camera to determine where the lane boundaries are, and so if I have trouble seeing the lane markings, the Tesla probably will have problems with it too. (It did indeed, the one time I tried it, but I was expecting this to not work, so I was safe and in control the whole time even when the car tried to steer into another lane on its own. Curiosity satisfied, won't try that again.)
2. Regen limited by cold weather and resultant change in deceleration behavior. There's (almost?) no parallel for this in the ICE cars that most of us have experience with. But by being familiar with the Model S power/drive systems and how they work, you know to expect weaker regen, and prepare to use your friction brakes more.
In many ways those of us who are not aviators would do well to take cues from those who are. Thanks to you and other contributors for helping to educate us!
Bruce
(Not a pilot, but wishing I was.)
The most important thing about automation, whether in an airplane or a car, is knowing when to use it and when not to use it. The airlines are moving more and more to automation policies which involve moving up or down a level of automation, and when it's appropriate to do so. Many times, even though autopilot can work, it's not wise or best to use it.
Incidentally, I loved the story about Bill Lear (I have many hours in Learjets). My understanding was that he always viewed all Learjets as belonging to him, no matter whose name was on the registration! And, of course, before Learjet he was a pioneer in the field of autopilots.
However, the TACC in 2.7.56 still has a weakness: it could unexpectedly speed up or slow down
during merging, accidentally blocking the vehicle that is merging. Since this can be a very
dangerous situation, I strongly recommend adjusting speed manually during the merge,
even if that requires turning off the TACC, in anticipation of the merge situation.