Separation Management (SepMan) Project

1. Participant Briefing Separation Management (SepMan) Project Study Participants Human Factors Team - Atlantic City September, 2009

2. Introductions • Human Factors • Randy Sollenberger, Engineering Research Psychologist, FAA • Ben Willems, Engineering Research Psychologist, FAA • Gary Mueller, Computer Scientist, FAA • Mark Hale, Human Factors Specialist, Hi-Tec Systems • Atul Deshmukh, Human Factors Specialist, Hi-Tec Systems Air Traffic Subject Matter Experts (SMEs) • John Dirico, Front Line Manager, ZFW • Kelly Stephenson, SME, Hi-Tec Systems • Liesl Powers, Front Line Manager, ZJX Simulation Pilots & Target Generation Facility (TGF) Personnel MITRE Personnel, Other Collaborators, Sponsors & Visitors Air Traffic Participants

3. Schedule • Wednesday • Project Briefing, 4 Practice Scenarios, Question & Answer Thursday • 2 Practice Scenarios, 3 Test Scenarios, Group Discussion Friday • 2 Practice Scenarios, 3 Test Scenarios, Group Discussion Each day we will start at 8:00 am and end at 4:30 pm All practice and test scenarios will be 45 minutes in duration Approx. 30 minutes break between scenarios

4. Anonymity & Confidentiality • The principle investigator will assign participant numbers to individuals in the experiment • We will track all data collected in the experiment by this anonymous participant number • Do not write your name on any questionnaires • We will not release any names or identities in our reports of the experiment • We will only report summary data for all participants in the experiment, such as means and standard deviations • Your participation in this experiment is voluntary and you may leave the experiment at any time without penalty

5. Purpose • To demonstrate, validate, and establish automation requirements for Separation Management in the en route environment • To identify human factors issues and automation requirements for Separation Management with new air traffic control and aircraft technologies • To provide Separation Management automation requirements for future ERAM releases

6. Background • Special Separation Requirements • 1. Single Sensor Radar Site Adaptation • 2. Automatic Dependent Surveillance (ADS-B) • 3. Required Navigation Performance (RNP) and Area Navigation (RNAV) Routes • 4. Unmanned Aerial Systems (UAS) • 5. Aircraft with Special Wake Turbulence Considerations

7. Special Separation Requirements • 1. Single Sensor Radar Site Adaptation • 3 nm Reduced Separation may be used, today • Air Traffic Control Procedures Manual (7110.65) • Within 40 nm from radar antenna • Below FL180 • Significant operational advantages can be obtained, and • Facility directives specifically define the area where the separation can be applied • A single sector may have both 3 and 5 nm separation areas Note: In our simulation, we will use 60 nm from radar antenna

8. Special Separation Requirements • 2. Automatic Dependent Surveillance (ADS-B) • 3 nm Reduced Separation may be used, in the future • Both aircraft must have ADS-B equipment to apply reduced separation • ADS-B technology uses the global satellite network to receive very accurate location data • ADS-B equipped aircraft can transmit their location to ground controllers and other ADS-B equipped aircraft to provide pilots with a traffic situation display

9. Special Separation Requirements • 3. Required Navigation Performance (RNP) and Area Navigation (RNAV) Routes • 3 nm Reduced Separation may be used, in the future • Both aircraft must have RNAV equipment and be established on an RNAV route to apply reduced separation • Aircraft with RNAV equipment are able to fly with precision navigation using their Flight Management System (FMS) and the global satellite network

10. Special Separation Requirements • 4. Unmanned Aerial Systems (UAS) • 10 nm Increased Separation may be required, in the future • UASs require increased separation from all other aircraft, regardless of single sensor radar areas or aircraft equipment that would allow reduced separation • UASs are operated by remote pilots, therefore communications and aircraft control instructions may be delayed

11. Special Separation Requirements • 5. Aircraft with Special Wake Turbulence Considerations • Some aircraft may produce strong wakes and require greater than standard separation when leading other aircraft, in the future • Airbus 380 • When VLJ trails, 10 nm required • When Small trails, 8 nm required • When Large trails, 7 nm required • When B757 trails, 6 nm required • When Heavy trails, 5 nm required • When A380 trails, 4 nm required

12. Special Separation Requirements • 5. Aircraft with Special Wake Turbulence Considerations • Some aircraft may be sensitive to wakes and require greater than standard separation when trailing other aircraft, in the future • Very Light Jets (VLJ) • When A380 leads, 10 nm required • When Heavy leads, 8 nm required • When B757 leads, 7 nm required • When Large leads, 6 nm required • When Small leads, 5 nm required • When VLJ leads, 4 nm required

13. Wake TurbulenceSeparation Requirements

14. Simulation Environment • Research, Development, and Human Factors Laboratory (RDHFL) • Our laboratory consists of experiment rooms, ATC workstations, and human performance measurement equipment to support aviation research Distributed Environment for Simulation, Rapid Engineering, and Experimentation (DESIREE) • A simulation platform that emulates both the en route and terminal environments • This system also supports rapid prototyping of user interfaces Target Generation Facility (TGF) • A simulation capability designed to generate realistic aircraft targets • This system models aircraft performance characteristics and maneuvers aircraft using flight plan data and simulation pilot workstations JEDI/User Request and Evaluation Tool (URET) • Developed by the MITRE Corporation • A conflict probe and trial planning ATC support tool

15. Controller Workstations • Workstations configured for R-Side / D-Side team operations • We will have 2 teams working separately without handoffs to each other • Each position will consist of a high-resolution 29" display, keyboard, trackball, and keypad selection device • D-Side positions will deploy the JEDI/URET system DESIREE will emulate the ERAM system RDHFL communications system will emulate VSCS Human Performance Measurement Equipment • Each position will use the Workload Assessment Keypad (WAK) • R-Side positions will use the eye tracking system

16. Experimental Design • The study will consist of 3 experimental conditions defined by airspace, procedures, and support tools • 1. Baseline • No Reduced Separation Area, 5 nm Separation Procedures, and No Support Tools • 2. Reduced • Reduced Separation Area, 3 nm Separation Procedures, and No Support Tools • 3. Support Tools • Reduced Separation Area, 3 nm Separation Procedures, and Support Tools

17. Experimental Conditions • 1. Baseline • No Reduced Separation Area • Standard 5 nm Separation Procedures apply to all aircraft regardless of aircraft type and equipment • Exception: Aircraft Wake Turbulence Considerations apply to A380, VLJs, and other aircraft • Standard ERAM Features • No Support Tools • D-Side JEDI/URET • Aircraft List (ACL), Graphics Plan Display (GPD), Trial Plans

18. Experimental Conditions • 2. Reduced • 3 nm Separation Area, Single Sensor Radar Adaptation • 3 nm Separation Procedures apply to ADS-B and RNAV aircraft • 10 nm Separation Procedures apply to UASs • Aircraft Wake Turbulence Considerations apply to A380, VLJs, and other aircraft • Standard ERAM Features • 3 nm Halo, 3 nm Conflict Alert • No Support Tools • D-Side JEDI/URET • Aircraft List (ACL), Graphics Plan Display (GPD), Trial Plans

19. Experimental Conditions • 3. Support Tools • 3 nm Separation Area, Single Sensor Radar Adaptation • 3 nm Separation Procedures apply to ADS-B and RNAV aircraft • 10 nm Separation Procedures apply to UASs • Aircraft Wake Turbulence Considerations apply to A380, VLJs, and other aircraft • Support Tools, ERAM Future Release • D-Side Radar Display • D-Side Radar Display synchronized with R-Side Radar Display

20. Data Collection • Oculometer, Head & Eye Tracking System • Air Traffic Workload Input Technique (ATWIT) with Workload Assessment Keypad (WAK), Workload Ratings • Controller & Pilot Communications • System Safety, Capacity, & Efficiency Measures • System Usage Data (User Interface) • Audio-Visual Recording • Participant Questionnaires • SME Observer Ratings

21. Air Traffic Workload Input Technique (ATWIT) • Procedure • Use 10-point workload rating scale on side keypad • Workload rating signal occurs every 2 minutes • Rate your instantaneous workload at the time of signal • Consider both mental and physical workload • 20 seconds until time-out occurs; default rating of 10 Tips • Please make an honest self-rating of your workload • Workload is not the same as performance • You can have high workload and still perform very well or you can have low workload and perform poorly

22. Air Traffic Workload Input Technique Rating Scale 1 2 3 4 5 6 7 8 9 10 • 1 or 2 : Very Low Workload • All tasks were accomplished easily and quickly 3, 4, or 5 : Moderate Workload • The chances for error or omission were low 6, 7, or 8 : Relatively High Workload • The chances for some error or omission were relatively high 9 or 10 : Very High Workload • It was not possible to accomplish all tasks properly

23. Generic AirspaceZGN

24. ZGN – High Altitude Sectors

25. ZGN – Low Altitude Sectors

26. CIN – 01 120.01 Sfc – FL230 IND – 08 120.08 FL240 – FL600 J13 CHIGO KAN – 33 120.33 Sfc – FL600 DARIO J15 WHEEL J1 J12 KAN LANCE J30 J22 SGF – 22 120.22 FL240 – FL600 TOPKA TOLDO J13 GEND2 J15 WVA – 36 120.36 Sfc – FL230 J26 J30 GAARY J1 SLC – 06 120.06 Sfc – FL600 OZARK J12 PEORA EST – 05 120.05 FL240 – FL600 ILL – 18 120.18 Sfc – FL230 NTH J13 J1 NORDD ILL J20 J20 J20 J20 WVA DODGE NWESA J1 NESTA GEN TRACON 123.40 Sfc – 150 APPLE J13 FRO – 37 120.37 Sfc – FL230 J12 J60 MID J75 DANCY J30 J1 J26 GEN J70 J70 J70 J70 J60-70 EASTD WESTD GEN EST WST J13-50 J26

27. CIN – 01 120.01 Sfc – FL230 IND – 08 120.08 FL240 – FL600 J13 CHIGO KAN – 33 120.33 Sfc – FL600 DARIO J15 WHEEL J1 J12 KAN LANCE J30 J22 SGF – 22 120.22 FL240 – FL600 TOPKA TOLDO J13 GEND2 J15 WVA – 36 120.36 Sfc – FL230 J26 J30 GAARY J1 SLC – 06 120.06 Sfc – FL600 OZARK J12 PEORA EST – 05 120.05 FL240 – FL600 ILL – 18 120.18 Sfc – FL230 NTH J13 J1 NORDD ILL J20 J20 J20 J20 WVA DODGE NWESA J1 NESTA GEN TRACON 123.40 Sfc – 150 APPLE J13 FRO – 37 120.37 Sfc – FL230 J12 J60 MID J75 DANCY J30 J1 J26 GEN J70 J70 J70 J70 J60-70 EASTD WESTD GEN EST WST J13-50 J26

28. Standard Operating Procedures • Arrivals, Genera RNAV • Enter Sector 18 via CHIGO transition • Aircraft established on RNAV have clearance to the ground for arrival at GEN airport • Arrivals, Genera STAR • Enter Sector 18 via CHIGO or TOPKA transition • Aircraft established on STAR arrive descending to, or at FL240 • Your control for turns and lower • Departures, GEN Airport • Aircraft will be climbing to 15,000 feet • Your control for turns and higher

29. Separation Management Support Tools • 1. Shading for 3-mile Reduced Separation Area • 2. Wake Turbulence Distance Indicator (Wake Tails) • 3. Wake Turbulence Alert • 4. RNAV Route Conformance Monitor • 5. Aircraft Halos • 6. Route Amendment Graphics Tool • 7. Conflict Probed Flyout Menus • 8. Conflict Identification Data on the R-Side Display

30. Separation Management Support Tools • 1. Shading for 3-mile Reduced Separation Area • Radar Failure Indicated by Blinking Red Area • Shading Brightness is a Preference Setting

31. Separation Management Support Tools • 2. Wake Turbulence Distance Indicator (Wake Tails) • QW ACID (Leader)/ACID (Trailer) • QW ACID (Leader)to remove • Automation determines appropriate separation distance for aircraft pair, bold blue line • Aircraft pair and text distance indicator, dotted blue line

32. Separation Management Support Tools • 3. Wake Turbulence Alert • W Indicator on Datablock Line 0 • Uses JEDI/URET Trajectory modeling to predict wake tail location • Wake Alerts Appear on Conflict List, Sorted to Bottom • May be Suppressed, like Conflict Alerts

33. Separation Management Support Tools • 4. RNAV Route Conformance Monitor • R Indicator on Datablock Line 0 • Indicates Aircraft is Out of Conformance with RNAV Route • Box around Interim Altitude indicates aircraft has Filed RNAV Route • Double Down Arrow indicates aircraft is established on RNAV Route • Automation updates Interim Altitude for RNAV Route

34. Separation Management Support Tools • 5. Aircraft Halos • Dual Halo indicates aircraft has both 3 and 5 mile separation requirements with ADS-B or RNAV equipment • 10 mile Halo for UASs requiring greater than standard separation from all other aircraft

35. Separation Management Support Tools • 6. Route Amendment Graphics Tool • Shows Graphic of Flight Plan Fixes • Any node can be dragged to show desired new heading • Allows for easy Flight Plan Amendment • Heading Data Entry on Datablock Line 4 also makes Flight Plan Amendment

36. Separation Management Support Tools • 7. Conflict Probed Flyout Menus • JEDI/URET Probes Altitude, Heading, and Direct Fix Flyout Menus for Conflicts • Red Menu Selections indicate conflicts • Green Menu Selections indicate no conflicts

37. Separation Management Support Tools • 8. Conflict Identification Data on the R-Side Display • JEDI/URET Conflict Probe Data Integrated on the R-Side Display • Datablock Line 0 shows Number of Aircraft and Airspace Conflicts • Red & Yellow Alerts as in the JEDI/URET ACL • Also, Conflict Trajectory can be shown as in the JEDI/URET GPD