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Integrated Structured Human Factors Support
During discussions of the technical issues and challenges, implicit and explicit references to management related obstacles periodically surfaced.  Considerable concern was expressed about the need for a systematic and structured approach to integrating human performance considerations in the extra-agency developments related to free flight as well as the internal technical implementation of free flight operational concepts.  While the visibility of human factors in the recent developments of free flight is an encouraging sign, there was some agreement that the discipline is inadequately represented in the organizations supporting free flight developments and in the processes by which the implementation is being conducted.  There was general agreement that expert human factors involvement at every stage of free flight development was needed in order to identify and resolve the human interface requirements that will enable a smooth transition.  The very core of this requirement are human-centered, performance-based analyses (especially in establishing system baselines and trade-off decision criteria) and human-in-the-loop engineering and simulation.  To strengthen the current approaches in addressing this issue will involve priority, policy and organizational changes that will affect near, mid, and long term developments.  It was recommended in the session that internal and external resources be devoted to monitor and manage human factors efforts as the free flight program evolves, and that increased human factors and subject matter expertise be employed in the related FAA Integrated Product Team (IPT) and system architecture development activities supporting the definition and development of free flight.
 
 
Oceanic and International
 
The Oceanic group began their session by discussing several typical oceanic scenarios under the current environment, highlighting the human component.  They then defined the problems and issues with current oceanic operations that might be improved by free flight.  Finally they described a free flight oceanic environment.  The group considered the oceanic environment to be the most likely place to begin free flight operations because, given the area and traffic volume, separation problems are simpler and less frequent.  Also the implementation of satellite communication and navigation for oceanic operations will yield large payoffs. The group agreed that the transition phase (between en route and terminal operations or across international boundaries) poses the greatest number of issues for implementing free flight in the oceanic environment.   The Oceanic group identified 14 issue areas for human factors in free flight in the oceanic environment organized around either ground or airborne considerations.  These have been collapsed into 11 issue areas.
 
Degradation/Failure of Automation
The Oceanic group discussed the need and the process for the automation to degrade in a manner that allows the controller and pilot to safely transition back to a system similar to today. Individual automation components should be able to fail independently of the complete system, and if this is available, loss of service can be limited.  There is also a concern over skill degradation (for current manual skills) once the oceanic controllers begin depending on the automated system.  Reverting to a manual system may not be a feasible backup if the controllers no longer are proficient in these skills.
　
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