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The legacy of years of often non-harmonised European
ATM development is that the specification and planning of
facilities and equipment and the design of work places have
W often been completed without the active involvement of air
traffic controllers (ATCOs) and without sufficient
consideration for human factors. If the resulting systems then
failed to perform adequately, ATCO workload often became
higher instead of lower. In addition, the resolution of strong
traffic growth is bringing changes to working practices
alongside the new technological developments, not least as a
result of the Single European Sky (SES) programme.
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Involving the controller
Today the aim is, therefore, to involve the ATCO community in
all aspects of ATM development and in particular to ensure
that the human factor is taken into account at every stage.
EUROCONTROL is working hard to understand and manage
safety-critical human factors and has a number of
programmes under way. The need to recruit and train quality
ATM safety staff is recognised as a major issue in many
European Civil Aviation Conference (ECAC) states. Addressing
the differences in safety-related ATM staff training carried out
across the ECAC area is also considered to be an important
contributor to safety.
Air Navigation Service Providers (ANSPs) are, however, making
‘considerable efforts’ to provide sufficient human resources for
the safety role. For example, 65 per cent of ECAC States have
begun implementing the EUROCONTROL guidelines for staffing
and 41 per cent of ANSPs were implementing the Critical
Incident Stress Management techniques.
The main human factor issues in ATM are to do with human
error, the relationship between humans and machines – the
man-machine interface – and the role of humans in future
ATM systems. EUROCONTROL Human Factors expert,
Dominique Van Damme says: “We must support human
performance in ATM and mitigate human limitations. Any new
ATM system must fit into the human cognitive process. We
have to ensure that these systems are acceptable and userfriendly
for air traffic controllers (ATCOs).”
Internet advice
EUROCONTROL has therefore developed an internet-based
tool for systems developers to find out how ATCOs will adapt
to any new equipment being developed. “It is essential that
the ATCOs are supplied with the right data at the right time to
enable critical decisions to be taken,” says Van Damme.
“There has to be a real harmony between man and machine.
This has a big impact on safety, because if the equipment is
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easy to use safety is improved.”
New equipment is not always introduced in a structured
way, however. It is up to programme managers to decide
whether the human factors element will be taken seriously
from the beginning. “Often, the human element comes in too
late in the programme,” says Van Damme. “And that can have
a negative effect on the way ATCOs relate to new equipment.
There are many examples of this.”
Tools for the job
The constant move towards more systems automation must
be handled within the context of the human controller's
ability to effectively monitor the process, intervene as
failures in the software or environmental disturbances
require, or assume manual control if the automation
becomes untrustworthy.
Under EUROCONTROL’s Solutions for Human Automation
Partnership in European ATM (SHAPE) project the questions
“There has to be a real
harmony between man
and machine. This has a
big impact on safety – if
the equipment is easy to
use safety is improved”
associated with new automation are looked at from the
perspective of the operator. Within the project, a number of
tools for assessing the impact of new automation have been
developed. They fall into different categories: guidelines,
predictive tools and measurement tools. Guidelines providing
a set of principles facilitating the successful introduction of
new automation systems have been carefully formulated so as
to encourage operator’s trust in ATM systems.
SHAPE predictive tools are aimed more at manufacturers
and provide a means of analysing the impact of new
automation systems on the human operator and on human
performance. Two predictive tools have been developed, one
for looking at likely future controller skill requirements,
including knowledge and attitudes, the other for recovering
　
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