Abstract

During the last three decades, aircraft cockpits have been highly automated and incrementally digitized to the point that we now talk about “interactive cockpits”, not because pilots interact with the mechanical part of the aircraft directly, but because they use a pointing device to interact with computer screens. More generally, computers invaded the airspace ranging from onboard aircraft to air traffic control (ATC) ground services. In terms of workflow, the elimination of the flight-engineer onboard commercial aircraft cockpits drastically transformed the way pilots fly—this was done in the beginning of the 1980s. Pilot’s activity shifted from manual control to cognitive management of embedded systems (performing some of the tasks the flight engineer used to do). Aircraft automation considerably improved commercial aviation safety. Today, main issues come from the exponential increase of the number of aircraft in the sky. Air traffic complexity imposes drastic reengineering of air traffic workflow. ATC is shifting towards air traffic management (ATM). Same thing: moving from control to management, expanding cockpit’s single agent problems and solutions to air traffic multi-agent problems and solutions. The main emphasis is therefore social cognition. During the twentieth century, we automated physical systems—we now talk about cyber-physical systems (i.e., we shifted from hardware mechanical engineering issues to software cognitive problems). During the beginning of the twenty-first century, almost all systems are first ideated and designed as pieces of software, and they are transformed into tangible things. Consequently, workflow can be modeled and simulated very early during the design process and, unlike during the twentieth century, functions and therefore activities can be tested before anything is physically built. This provides great possibilities that should be operationalized and implemented. This chapter will show that the main issue has become tangibility, instead of automation. At the same time, these new possibilities provided by our emerging digital world enable a brand-new move towards more autonomous systems that need to be coordinated. We will illustrate this shift from automation towards autonomy, by providing salient examples and generic patterns of this evolution of workflow in the aviation domain. Document type: Part of book or chapter of book

Abstract

This study compared situation awareness across three flight deck decision aiding modes. Pilots resolved air traffic conflicts using a click and drag software tool. In the automated aiding condition, pilots executed all resolutions generated by the automation. In the interactive condition, automation suggested a maneuver, but pilots had the choice of accepting or modifying the provided resolution. In the manual condition pilots generated resolutions independently. A technique that combines both Situation Global Assessment Technique and Situation Present Awareness Method was used to assess situation awareness. Results showed that situation awareness was better in the Manual and Interactive conditions when compared to the Automated condition. The finding suggests that pilots are able to maintain greater situation awareness when they are actively engaged in the conflict resolution process. Document type: Part of book or chapter of book

Abstract

Abstract : The report covers the development of improved surveillance and communication subsystems to meet the demands of the automated NAS/ARTS Air Traffic Control system. Field measurements of the beacon interference environment were completed and studies to upgrade sensor efficiency were intensified. Effort toward the development of a discrete address interrogator with a data link was concentrated upon the core problem of designing the signaling waveforms for both up and down links of the system. Particular attention is being given to system performance in the interference and multipath environment, as well as to system and equipment compatibility with ATCRBS. The project to develop an airborne situation display of NAS/ARTS data has reached the stage for definition of an experimental system. The computer simulated cockpit display has evoked enthusiastic response from experienced pilots and traffic controllers. Preliminary work on the laser beam warning system for Logan Airport was completed with successful demonstration of the prototype hardware in the Laboratory. Document type: Report