The National Transportation Safety Board’s chairman, Robert L. Sumwalt, put Tesla on notice in his opening statement during an open session meeting on the Mountain Valley, California crash of a Tesla Model X that resulted in the death of the driver, Walter Huang. The top NTSB official made clear he believes Tesla isn’t doing enough to inform customers of its Autopilot driver assistance feature’s limitations, and that customers need to be vigilant in their use of such driver aids.
“You can’t buy a self-driving car today; we’re not there yet,” Sumwalt said, before noting how Tesla’s Autopilot—which was being used when Huang’s Model X crashed—is merely a Level 2 autonomous driving system that requires driver supervision at all times. The National Highway Traffic Safety Administration (NHTSA) outlines six “levels” of automated driving, with Level 4 vehicles being capable of full automation in certain driving instances and those capable of full automation in all instances taking on the top Level 5 designation. As Sumwalt pointed out in his opening statement, no car currently on sale in the United States—Teslas included—is available with Level 4 or 5 tech onboard. “But,” Sumwalt added pointedly, “the driver in this crash, like too many others before him, was using Level 2 automation as if it were full automation.”
What Went Wrong in the Model X Crash in Question?
The March 2018 incident occurred after the Autopilot driver-assistance system of Huang’s 2017 Model X P100D veered the electric crossover SUV into a traffic barrier, the impact of which—along with subsequent impacts with other vehicles—caused the vehicle’s front end to separate from the passenger compartment and resulted in the vehicle catching fire. While Huang was removed from his Tesla before the fire spread, his injuries ultimately proved fatal.
Although data collected after the incident points to Huang’s own distractions likely leading to the crash itself (a game was active on his iPhone throughout his drive, and, upon engaging Autopilot, he spent more than 30 percent of the time that system was active with his hands off the steering wheel), this information didn’t stop Sumwalt from condemning Tesla for failing to respond to the NTSB’s recommendations on how to prevent drivers from inappropriately using driver-assistance systems such as Autopilot.
“In 2017 we issued two recommendations to six automobile manufacturers,” Sumwalt stated. “Five manufacturers responded favorably that they were working to implement these recommendations. Tesla ignored us.” Sumwalt’s ire wasn’t targeted solely at Tesla, though, and the chairman also called out government regulators for providing “scant oversight” of automated driver-assist systems from automakers in general.
The NTSB’s Recommendations on Self-Driving Cars
Despite this, many drivers of vehicles equipped with Level 2 autonomous driving systems continue to push the limits of such setups’ capabilities. A simple search of “Tesla Autopilot” on YouTube brings up a number of videos that show drivers repeatedly abusing or misusing the electric automaker’s driver-assistance system. Additionally, Sumwalt placed blame on Huang’s employer, Apple, for failing to draft a Personal Electronic Device (PED) policy that bans its employees from using PEDs while driving or operating vehicles in general.
The chairman’s sharp criticisms weren’t aired only at this meeting, either, and the NTSB ultimately made nine new safety recommendations to the likes of the NHTSA, the Occupational Safety and Health Administration, SAE International, Apple, and “other manufacturers of portable electronic devices.” The NTSB also determined Huang’s “overreliance” on his Tesla’s Autopilot system and his like distraction “from a cell phone game application” were to blame in the accident that took his life. The NTSB didn’t ignore Tesla’s role in the accident, either, and it reiterated its two previously issued recommendations to the automaker.
We reached out to Tesla for comment on what, if any actions it has taken since, but have yet to hear back. In the meantime, allow us to repeat the NTSB’s warnings: Radar-based adaptive cruise control and self-steering lane-keeping systems, the two key components of Tesla’s Autopilot and offered on an ever-widening array of new vehicles, are driver-assist systems and not robotic chauffeurs. They may seem capable of accelerating, braking, and steering on their own, but none of these can replace a human driver’s awareness or, in essence, drive for you. Pay attention at all times behind the wheel, no matter what sort of driver aids your vehicle has.
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Source: WORLD NEWS
