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The role of the controller in the accelerating industry of air traffic management

机译：管制员在加速空中交通管理行业中的作用

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This paper considers the role of the controller in future Air Traffic Management (ATM), an industry which is undergoing considerable and rapid change at this time. In particular, the paper focuses on the area of allocation of function, i.e. the determination of what the (human) controller should do, what the hardware and software (machine) should do, and what tasks they should share, and who (or what) is in control, in this increasingly complex system. The premise of the paper is that traditional criteria for allocation of function, so-called Fitts List approaches, are no longer clear-cut to apply, if they ever were. Technology is reaching the point where many traditionally human functions and roles can be supported or even completely autonomously carried out by automated systems. The question is quite simple what functions, roles, and even responsibilities should be automated? This question is becoming an imperative in currently accelerating technologies such as ATM. As an example, aviation saw a huge insurgence of automation into the cockpit, with four generations of so-called glass cockpit designs, culminating in aircraft which are completely fly-by-wire, and where some aircraft have envelope protection such that the pilot's control actions are monitored and may be overridden by the machine. However, this transition from largely manual flight to glass-cockpit control was not without problems and automation-assisted accidents, and the air traffic industry would do well to avoid such problems. ATM is an area that has been relatively non-automated for the past 30 years. But as traffic levels continue to rise rapidly, there is general agreement that ATM systems must adopt some level(s) of automation support in order to maintain safety and efficiency of air traffic operations. However, ATM development is currently also highly technology-driven, perhaps with most emphasis on what technology can do for us, rather than what we need it to do. From a human factors perspective, the question of what we need from technology and automation is the critical one. As technology continues to accelerate, it is probable that it will be able to deliver whatever functions we wish it to. It is therefore appropriate to consider what the role of the human should be. If such considerations are not made now, then accelerating technology and traffic levels, and the need for ATM systems that can cope, will deliver systems which, if they fail, will lead to the types of negative experiences and fatal accidents that the aviation world has already experienced. Quite simply, if the role of the human is not considered now, it will be too late to consider it. Furthermore, if this occurs, then future as yet unforseen automation-assisted accidents will inevitably be attributed to human error. This paper considers some of the factors and issues surrounding the difficult area of automation and allocation of function, and gives an example of one method, based on error analysis, which has been used to try to answer some of the difficult automation questions currently facing ATM and human factors.
机译：本文考虑了控制器在未来空中交通管理（ATM）中的作用，该行业目前正经历着巨大而迅速的变化。特别是，本文着重于功能分配的领域，即确定（人类）控制器应该做什么，硬件和软件（机器）应该做什么，它们应该承担什么任务以及谁（或做什么）的确定。 ）在这个日益复杂的系统中处于受控状态。本文的前提是，不再适用传统的功能分配标准，即所谓的Fitts List方法。技术正在达到可以由自动化系统支持甚至完全自主执行许多传统人类功能和角色的地步。问题很简单，应该自动执行哪些职能，角色甚至职责？在诸如ATM之类的当前加速技术中，这个问题已成为当务之急。例如，航空业在座舱中大量采用了自动化技术，采用了四代所谓的玻璃座舱设计，最终达到了完全电传操纵的飞机，并且某些飞机具有包络保护功能，使飞行员可以控制操作将受到监视，并且机器可能会覆盖它们。但是，这种从手动飞行到玻璃驾驶舱控制的过渡并非没有问题和自动化事故的发生，航空运输业将很好地避免此类问题。在过去的30年中，自动柜员机是一个相对非自动化的领域。但是，随着交通量持续快速增长，人们普遍同意ATM系统必须采用一定水平的自动化支持，以维持空中交通运营的安全性和效率。但是，ATM的开发目前也是高度技术驱动的，也许最着重于技术可以为我们做的事情，而不是我们需要做的事情。从人为因素的角度来看，关键是我们需要技术和自动化的问题。随着技术的不断发展，很可能将能够实现我们希望的功能。因此，考虑人的角色是适当的。如果现在不考虑这些问题，那么技术和流量水平的不断提高，以及对可以应对的ATM系统的需求，将交付的系统，如果它们失败，将导致航空世界所遭受的负面体验和致命事故已经经验丰富。简而言之，如果现在不考虑人的角色，那么考虑它将为时已晚。此外，如果发生这种情况，那么将来仍未预见的自动化辅助事故将不可避免地归因于人为错误。本文考虑了围绕自动化和功能分配的困难领域的一些因素和问题，并给出了一种基于错误分析的方法的示例，该方法已被用来回答ATM当前面临的一些困难的自动化问题。和人为因素。

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