Posts Tagged ‘drones’

Rules of killing need to be modified to cover drones and robots

May 27, 2014

Should a civilian operator of a killing drone be considered an armed or an unarmed combatant? Can such an operator be targeted in accordance with the Rules of War? Is the US targeting and killing of a US citizen by a drone attack lawful? Can a robot drone ethically be programmed to defend itself, automatically and without any human control, if such defence would require harm to other humans. Asimov’s 3 laws of robotics come to mind.

First Law: A robot may not injure a human being, or, through inaction, allow a human being to come to harm, unless this would violate a higher order law.
Second Law: A robot must obey orders given it by human beings, except where such orders would conflict with a higher order law.
Third Law: A robot must protect its own existence as long as such protection does not conflict with a higher order law.

The ethics of killing now need to be revisited.

According to the New America Foundation:

  • The CIA drone campaign began in Yemen in 2002 and in Pakistan in 2004.
  • Drone strikes in Pakistan rose steadily under President Barack Obama in 2009, to their peak of 122 in 2010.
  • Starting in 2011, strikes in Pakistan began to decline, while they spiked in Yemen, particularly as the Obama administration began using drones to support the Yemeni government’s battles against al-Qaeda-linked militants in 2012.
  • The civilian and “unknown” casualty rate from drone strikes has fallen steadily over the life of the program.
  • The casualty rate in Pakistan for civilians and “unknowns” — those who are not identified in news reports definitively as either militants or civilians — was around 40% under President George W. Bush. It has come down to about 7% under President Obama.
  • Only 58 known militant leaders have been killed in drone strikes in Pakistan, representing just 2% of the total deaths.
  • In 2012, 2% of the drones’ victims were characterized as civilians in news reports and 9% were described in a manner that made it ambiguous whether they were militants or civilians.
  • In 2013, civilian casualties are at their lowest ever. That is partly the result of a sharply reduced number of drone strikes in Pakistan — 26 so far in 2013, compared with a record 122 in 2010 — and also more precise targeting.
US Drone killings in Pakistan (New America Foundation)

US Drone killings in Pakistan (New America Foundation)

According to a UN survey, civilians have been killed in 33 separate drone attacks around the world. In Pakistan, an estimated 2,200 to 3,300 people have been killed by drone attacks since 2004, 400 of whom were civilians. According to the latest figures from the Pakistani Ministry of Defense, 67 civilians have been killed in drone attacks in the country since 2008.

Of course the Rules of War are notoriously flexible and tend to follow the actions of the strong. They are not much in evidence in Syria. They were largely ignored in the invasion of Iraq. We have heard today about air attacks by the Ukrainian government on armed “rebels” who wish to secede in Donetsk.

KTH Press ReleaseIn her recent thesis on the ethics of automation in war, Linda Johansson, a researcher in robot ethics at Sweden’s KTH Royal Institute of Technology, suggests that it is necessary to reconsider the international laws of war, and to begin examining whether advanced robots should be held accountable for their actions. ….

She also questions the ethics of assigning drone operators the task of tracking a targeted person from a safe distance for days, perhaps even a week, before striking. “This is different from ordinary combat soldiers who face their opponents directly,” she says. “The post-traumatic stress syndrome that affects an operator may be just as severe as for a regular soldier.”

Currently drones are still operated remotely by a human being, but technological advancement is so rapid that full automation is more than just a grim science fiction fantasy.

Johansson sketches out a scenario to show how reaching that point presents other ethical questions:

“Soon we may be facing a situation where an operator controls two drones instead of one, on account of cost reasons,” Johansson says. “Add to that the human tendency to rely on technology. Now imagine a situation where very quick decisions must be made. It becomes easy to step out of the decision loop and hand over control to the robot or computer.

“Man becomes the weakest link.”

It could also be argued that robots are not entitled to defend themselves, since under the rules of war they are not in danger of losing their lives. “Does it mean that they have lost the right to kill human soldiers?” she asks.

Robots, especially drones, can also facilitate the conduct of “secret war”, with low transparency and minimal involvement of troops.

Linda Johansson’s research has resulted in a compilation of seven articles. In addition to autonomous systems in the war, she studied other aspects of robots. One of the articles is about care-giver robots and the ethics around them. Two of her articles focus on the so-called “agent landscape” – or if and when advanced robots can be held responsible for their actions.

Having no pilot will soon be less risky than having a pilot

March 28, 2014

The cockpit of the future will have one pilot and a dog. The pilot is there to watch the systems and make sure everything is operating correctly. The dog is there to bite the pilot if he tries to touch anything.

Much of the speculation about the MH370 disappearance is about the role of the pilots in whatever transpired. But whether they were heroes or villains or under duress or on a suicide trip, they achieved the changes in the flight path by reprogramming the on-board, flight computer.

For a commercial flight all the pre-flight instrument checks and the programming and the reprogramming where necessary, can be accomplished in advance or remotely. The role of the pilot nowadays seems most intense during taxiing on the ground and at take-off. Thereafter he does not need to play much part. He is still – it is thought – indispensable if an emergency situation were to arise. But even that perception is only true for unforeseen emergencies. For all situations which can be foreseen and then are pre-defined emergencies, the automatic controls would react faster and with more certainty than any human intervention. I am not sure if control systems are already sufficiently sophisticated to cope with all situations on the ground. But even here it is human error which is the main cause of incidents. Collisions on the ground are usually due to some incompetence on the part of pilots or of the ground traffic control.

But it is just a matter of time and we are getting close to the point where the risks of having a pilot will outweigh the risks of not having a pilot!

For military attacks and even for surveillance we are already at the point where pilotless craft pose less risk – for the attacker – than manned aircraft. Drones for military and civil applications are proliferating. In modern fighter jets, the pilot’s survival now limits some of the design and performance parameters of the aircraft. Altitude, speed, maneuverability, rate of climb, g-forces are all constrained by what the pilot can survive. Of course some new risks would be introduced with pilotless, commercial aircraft. With aircraft under remote control, hijacking would become a matter of hacking into the flight computer. On the other hand, the possibility of in-flight hijacking by a passenger would be eliminated. Drunken or suicidal pilots would pose no risk – but computers “drunk” on contaminated code might constitute a new risk. The risk with unmanned cargo aircraft would then be just the possibility of crashing into inhabited areas. Unforeseen emergencies remain an unknown unknown. But even here, the solution will lie with how “smart” the control computers can be made. My car can already correct for a skid faster than I can. It can park in a tight spot neater than I can. Some more “smartness” and automation will also be required in the air traffic control systems. The security and integrity of communications to on-board computers and how and when over-rides will be permitted will pose their challenges.

Driverless cars are coming. I would guess that in 20 years the road infrastructure will allow the majority of cars being sold to be driverless. There are developments in the infrastructure of airports and air traffic control systems which will be necessary and there will be a psychological barrier to overcome, but pilotless commercial aircraft will also – I think – start flying within 20 years. Cargo planes probably first  – before passengers are ready to take the plunge.

Airbus future

Airbus future

Related: Future by Airbus