z focus on human factors Regarding input tools, the use of the mouse has to be questioned. Both speed and precision of input are more difficult to achieve for older controllers when they have to make these using a mouse (e.g., avoid double-clicking functions). Human-Machine Interface (HMI) issues should be carefully considered: font size, the use of colour screens and contrasts on the screen are crucial features in the context of aging. Other HMI issues like usability are also important.
positive side of aging (i.e., gains due to experience). A smart approach to system design would build this experience into the system.
Summary
Ageing offers a challenge for ATM. This challenge cannot be ignored. Older employees are the most valuable resource of a company. It would be extremely short-sighted to force these employees out of the ops room.
In general, it would be an advantage to involve a representative sample of older controllers in the design phase of new equipment. This should be done not only to achieve the commitment of this group for the final product but also, and mainly; for the sake of improving the product.
If older controllers stopped passing their experience onto their younger colleagues, the overall level of performance in an ops room would suffer. On the other hand, each controller has to be aware of his or her own limits. The objective is to create a cooperative climate in the ops rooms, in which it is possible to admit one’s own limits.
The input of experienced controllers can be of great value. It may also help to capture the
The younger controllers of today will be the older controllers of tomorrow. In a few years’
time, the service providers will have to face the same aging-linked problems. Acting and optimising the situation of older controllers now is the best investment in the future. The human factors problems associated with the introduction of new equipment can be expected to be even more pronounced for older users. Interface issues and workload impacts should be carefully considered. Technological change bears the danger of outdating expertise. The design of new systems should facilitate the transfer of expertise from the old to the new system. y This article is extracted from two articles: 1.) "Age, Experience and Automation in European Air Traffic Control, EUROCONTROL" and 2.) "Age, Experience and Automation in European Air Traffic Control - Survey in the ECAC Area, EUROCONTROL."
anthony.ang@ifatca.org
COMMUNICATION THREATS FOR AIR TRAFFIC CONTROLLERS z By Umi Muthiah Syahirah, A.Md., S.I.Kom, ACC from Makassar Air Traffic Service Centre, Airnav Indonesia Air Traffic Controller Association (IATCA)
Did you ever experience an error response after transmitting an instruction or information? Not only does an error response to ATC transmissions increase the workload on the controller, but it may lead them to directly and indirectly make a threat.
WHAT IS A THREAT?
Threats are known as incidents or mistakes that occur outside the reach of the air traffic controller's influence, increase operational complexity, and must be controlled to maintain safety margins. To handle traffic, air traffic controllers have to take into account different contextual nuances during typical ATC operations.
WHAT ARE THE COMMON SOURCES OF COMMUNICATION THREATS?
Because of time pressure and airspace constraints, the effect of increased traffic is likely to be most noticeable in the airspace surrounding major metropolitan areas (Zingale, Truitt & McAnulty, 2008). The phases of flight that take place near airports (i.e., departures and arrivals) will be those with the most time pressure and the highest workload for pilots and con-
THE CONTROLLER
trollers. These phases can also have the highest potential for multiple viewpoints and contradictory priorities. For instance, ATC will need to concentrate on efficiency and operating speed for all aircraft, while pilots may be focused on navigating their own aircraft safely through congested traffic. These different viewpoints may, in turn, lead to operational disputes and various ideas for the physical positioning of a given aircraft. DIFFERENT INFORMATION: In current operations, flight crews collect information mainly from on-board radar, automated data messages such as the Automatic Terminal Information Service (ATIS), and ground communications. ATC highly depends on ground-based information sources, radar displays, and communications with flight crews. Each of these sources has a view of its own viewpoint and a rate of update.
COGNITIVE FACTORS AND RISK ASSESSMENT: Although when pilots and ATC share this very same knowledge, cognitive conflict can occur if it is not translated in the same way. For example, different interpretations of instructions or information on winds, storms, wake vortex behaviour, and so on can recommend a variety of courses of action. Flight crews may also differ from ATC in their assessment of the value or danger of clearance or action; As if they were asked to expedite the takeoff or to reduce the space behind another aircraft. “NATIVE ENGLISH SOUNDING” AND “ACCENTED ENGLISH”: The fact that both parties make errors in their transmissions illustrates the continuing difficulty of good communication in the aviation field. In the case of native English speakers, provided that they have committed omissions rather than errors, the difficulties tend to be to 33
