THE EVOLUTION OF AIR NAVIGATION

MY NAME IS………

IWAN ARDIANSYAH
10010155
MANAGER PERENCANAAN DAN EVALUASI
PROSEDUR PENERBANGAN
 MY EDUCATION

PASSED /NOT
LEVEL PASSED NOT PASSED

ELEMENTARY SCHOOL √
JUNIOR HIGH SCHOOL √
SENIOR HIGH SCHOOL √
D2 √
D3 √
BACHELOR DEGREE (S1) √
 OUTLINES

❖HUMAN FACTORS WITHIN SYSTEM

❖MATCHING HUMAN AND MACHINE
❖THE SHELL MODEL
❖THE EVOLUTION OF AIR NAVIGATION
❖THE FURTHER OF AIR NAVIGATION
❖TRANSFER OF INFORMATION
 HFsWITHIN SYSTEM

WHAT IS SYSTEM?

The term system comes from the Latin word systēma, in turn
from Greek σύστημα systēma: "whole concept made of several parts or
members

A system is an organized collection of parts (or subsystems) that are highly

integrated to accomplish an overall goal

A system is defined as a set of elements that are related by means of their

interaction with each other and that collectively act together in order to
achieve an objective or purpose
 HFs WITHIN SYSTEM

HFs WITHIN SYSTEM 1

 HFs WITHIN SYSTEM

HFs WITHIN SYSTEM 2

 HFs WITHIN SYSTEM

Objectives of the air traffic services

The objectives of the air traffic services shall be to:
a) prevent collisions between aircraft;
b) prevent collisions between aircraft on the manoeuvring area and obstructions on that area;
c) expedite and maintain an orderly flow of air traffic;
d) provide advice and information useful for the safe and efficient conduct of flights;
e) notify appropriate organizations regarding aircraft in need of search and rescue aid, and assist
such organizations as required
 HFs WITHIN SYSTEM

➢ The ATC System aims to ease the process to achieve the objectives
➢ There is an interaction between Human and System
➢ The system must include appropriate tecnology
➢ Users must be trained so they can understand the system and can use all
facillities to provide satisfactory service
 HFs WITHIN SYSTEM

What are inputted into the system?

ALTITUDE & SSR CODE

FPL RADAR ACAS/ TCAS

 MATCHING HUMAN AND MACHINE

➢ One of The aims of Human Factors in Air Navigation Service is to match

human capabilities and limitations with the specifications and design of the ATC
system
➢ This matching of human and system is an active process, the achievement of
which may imply changes to either or both.
➢ Successful matching requires the correct application of the extensive Human
Factors data available
 MATCHING HUMAN AND MACHINE

➢ “One of the main goals of Human Factors engineers is to ensure that the users’
interests are considered in all stages of system acquisition and development
➢ However, the role of selecting the optimal human-system interface should not
be the sole proprietorship of the user for three reasons

First,
system design decisions always involve complex trade-offs among optimal performance,
cost, and competing technological alternatives. These decisions require program
management and engineering expertise from a multitude of disciplines
 MATCHING HUMAN AND MACHINE

First,
system design decisions always involve complex trade-offs among optimal performance,
cost, and competing technological alternatives.
These decisions require program management and engineering expertise from a multitude of
disciplines
Second,
decisions and alternatives related to human performance may be counter-intuitive unless
scrutinised and analysed by those skilled in quantifying the relationships.
For example, the decision to assign some system diagnostic tasks to an operator or a maintainer
may require detailed analyses of life cycle cost, alternative training strategies, and personnel
selection criteria
Third,
users are not always the best judges of what will provide the best operational performance.
For example, users may want many more system features than they will frequently use (such as
excess display information) which can lead to distracting clutter, confusion during emergencies, and
non-standard interfaces that complicate training and supervision
 REVIEW

Q1 : Explain one definition of a SYSTEM !

A system is defined as a set of elements that are related by

means of their interaction with each other and that collectively
act together in order to achieve an objective or purpose
 REVIEW

Q2 : What is One of The aims of Human Factors

in Air Navigation Service ?
One of The aims of Human Factors in Air Navigation Service is
to match human capabilities and limitations with the
specifications and design of the ATC system
 THE SHEL MODEL
For the first time, the SHELL model was developed and described by
Edwards in 1972, and then it was completed with the second element L
by Hawkins in 1975 and since then is referred to as SHELL
 THE SHEL MODEL
➢ has four main kinds of interaction:
▪ LIVEWARE-HARDWARE: humans and machines including
equipment.
▪ LIVEWARE-SOFTWARE: humans and materials, such as
documents, procedures, symbols, etc.
▪ LIVEWARE-ENVIRONMENT: humans and the environment,
including factors internal and external to the workplace.
▪ LIVEWARE-LIVEWARE: humans and other humans, including
colleagues
➢ The objective is to optimize these relationships. The SHEL model
can be used to identify problem areas, to trace the origins of
specific problems and to define appropriate data collection tasks
 THE SHEL MODEL
The SHEL model includes the main interactions between the human and other
aspects of the system, but there can be second and third order interactions also.
For example, what a controller (liveware) actually sees on a display can depend on
which information is displayed (hardware), how appropriate it is for the task
(software), whether it is obscured by glare (environment) and what the controller is
expecting to see after conversing with the pilot (liveware)
THE SHEL MODEL
Man - operator (L1) is not an equally
predictable and reliable element in
operation as certified devices occurring in
the aviation work environment due to the
fact that as a natural person it has certain
possibilities and limitations. Therefore,
this model refers to the interaction
between its central element L1 and its
other components, ie S, H, E and L2.

However, it does not refer to interactions

occurring outside areas directly related to
the human factor, i.e. S-H, S-E and H-E
 REVIEW

Q3 : Explain the 4 (four) main kinds of interaction

in SHEL Model !
Four main kinds of interaction in SHEL Model:
▪ LIVEWARE-HARDWARE: humans and machines including equipment.
▪ LIVEWARE-SOFTWARE: humans and materials, such as documents,
procedures, symbols, etc.
▪ LIVEWARE-ENVIRONMENT: humans and the environment, including factors
internal and external to the workplace.
▪ LIVEWARE-LIVEWARE: humans and other humans, including colleagues
 REVIEW

Q4 : Why the SHEL Model does not refer to

interactions occurring outside areas directly related to
the human factor, i.e. S-H, S-E and H-E ?

Because the SHEL Model refers to the interaction between its central
element i.e Human (LIVEWARE/ L1) and its other components, ie S, H,
E and L2
 THE EVOLUTION OF AIR NAVIGATION

AIRCRAFT AND AIR TRAFFIC

 THE EVOLUTION OF AIR NAVIGATION

Abbas Ibn Firnas, is considered by John Harding to be the first attempt of the flight
heavier than air in the history of aviation

“This flight lasted only twelve seconds, but it was nevertheless the first in the history
of the world in which a machine carrying a man had raised itself by its own power
into the air in full flight, had sailed forward without reduction of speed and had finally
landed at a point as high as that from which it started”.

Orville Wright (1903)

 THE EVOLUTION OF AIR NAVIGATION

The history of aviation can be divided into six periods :

The epoch of the precursors (1):
Until the beginning of the seventeenth century men imagined-more or less
realistically-what a flying machine could be. Then from the end of the eighteenth
century, this period saw the beginning of the conquest of the air with the
development of aerostation and numerous attempts of gliding

The pioneers of the heaviest air (2):

It is the period of the first flights of motor vehicles capable of taking off on their own.
Almost every flight is a first or record attempt: A little faster, a little farther, a little
higher. Aviators are most often designers or adventurers
 THE EVOLUTION OF AIR NAVIGATION

The history of aviation can be divided into six periods :

The First World War (3):
Only a few years after the first flight, this period saw the emergence of a new
weapon on the battlefield. There is an abrupt shift to mass production, with some
aircraft models even being built to more than a thousand; the pilots become
"professionals", even if the perfume of adventure has not completely disappeared

The end of the First World War (4):

Put on the market a surplus of pilots and aircraft which enabled the launch of
commercial air transport and, in the first place, that of mail. Aviation develops and
there is the creation of an air force in many countries. Military aviation drives
builders to break new records
 THE EVOLUTION OF AIR NAVIGATION

The history of aviation can be divided into six periods :

The Second World War (5):
Aviation is widely used on the battlefield. This period can be considered the climax
of planes using a piston engine and a propeller as a propulsion means. The end of
the war saw the birth of the jet engine and the radar

The second half of the twentieth century (6):

Once again, the end of the war put on the market a surplus of aircraft and pilots.
This is the beginning of the regular commercial air transport "all-weather" able to
free itself from weather conditions and to practice the flight without visibility. Military
aeronautics drives the development of the reactor, this is called the era of the
jet and then sets out to conquer the supersonic flight
THE EVOLUTION OF AIR NAVIGATION

AIR NAVIGATION
 THE EVOLUTION OF AIR NAVIGATION

DEFINITION OF AIR NAVIGATION

Set of technique used to determine the

position of an aircraft, allowing it to move
along a predetermined trajectory (route)
 THE EVOLUTION OF AIR NAVIGATION

OBJECTIVES

To determine :
- Where you are
- Where you want to go
- Which is the most suitable & convenient route
-How much time and fuel it will take to get there
 THE EVOLUTION OF AIR NAVIGATION

FLIGHT RULES
 THE EVOLUTION OF AIR NAVIGATION

METHODS
1. PILOTAGE:
Based on the observation of visual references to navigate
 THE EVOLUTION OF AIR NAVIGATION

METHODS
2. DEAD RECKONING:
Based on the calculating of heading, distance and time between visual reference
points
 THE EVOLUTION OF AIR NAVIGATION

METHODS
2. DEAD RECKONING:
Based on the calculating of heading, distance and time between visual reference
points
 THE EVOLUTION OF AIR NAVIGATION

METHODS
3. RADIO NAVIGATION ( CONVETIONAL NAVIGATION):
Based on the use of ground-based radio navaids
:
 THE EVOLUTION OF AIR NAVIGATION

METHODS
4. LOREN-C (LONG RANGE NAVIGATION):
Based on the use of radio signals emitted from antennas on the ground
 THE EVOLUTION OF AIR NAVIGATION

METHODS
5. INS (Inertial Navigation System):
Based on the use of gyroscope and accelerometers
A Self Contained Navigation System, Does not Required any information or signal
from external systems or ground based navaids

Consisting of an Inertial Measurement

Unit (IMU) and Computational Unit
 THE EVOLUTION OF AIR NAVIGATION

METHODS
5. INS (Inertial Navigation System):
Based on the use of gyroscope and accelerometers
A Self Contained Navigation System, Does not Required any information or signal
from external systems or ground based navaids
 THE EVOLUTION OF AIR NAVIGATION

METHODS
6. GNSS (SATELLITE NAVIGATION):
Based on the use of SATELLITE SIGNALS
 THE EVOLUTION OF AIR NAVIGATION

METHODS
6. GNSS (SATELLITE NAVIGATION):
Based on the use of SATELLITE SIGNALS
 THE EVOLUTION OF AIR NAVIGATION

METHODS
6. GNSS (SATELLITE NAVIGATION):
Based on the use of SATELLITE SIGNALS
 REVIEW

Q5 : Mention the 6 (six) periods in the history of

aviation !
1. The epoch of the precursors
2. The pioneers of the heaviest air
3. The First World War
4. The end of the First World War
5. The Second World War
6. The second half of the twentieth century
 REVIEW

Q6 : Mention methods in air navigation !

1. Pilotage
2. Dead Reckoning
3. Radio Navigation
4. Loran – C
5. INS (Inertial Navigation System)
6. GNSS
 FURTHER AIR NAVIGATION
BACKGROUND
Air traffic congestion problems in many areas of the world are well known and
have been highly publicised in recent years.

This airspace dilemma, which results in delays and other undesirable knock-on
effects, is escalating at a phenomenal rate and requires immediate attention.

Correspondingly, there is concern about safety standards in some worldwide

airspace regions
 FURTHER AIR NAVIGATION
STRATEGIC OBJECTIVES OF ICAO’ GLOBAL
PLAN AIR NAVIGATION PLAN
Safety
Enhance global civil aviation safety.
Air Navigation Capacity and Effciency
Increase capacity and improve effciency of the global civil aviation system.
Security and Facilitation
Enhance global civil aviation security and facilitation.
Economic Development of Air Transport
Foster the development of a sound and economically-viable civil aviation
system.
Environmental Protection
Minimize the adverse environmental effects of civil aviation activities.
 FURTHER AIR NAVIGATION
FUTURE AIR NAVIGATION SYSTEMS (CNS/ATM SYSTEM)
Future air navigation systems use Communications, Navigation & Surveillance
(CNS) technologies to provide enhanced Air Traffic Management (ATM) through
continuous information on aircraft positions and intentions so that reductions in
separation are possible without compromising safety.

The systems include technologies and procedures that merge to optimise the
potential of airport and airspace resources so that the capacity, flexibility and
safety of these resources are maximised, while delays and their operating costs
are minimised
 FURTHER AIR NAVIGATION
FUTURE AIR NAVIGATION SYSTEMS (CNS/ATM SYSTEM)
 TRANSFER OF INFORMATION

Information transfer is crucial in problem-solving situations

because the resolution of the problem relies on gathering and
communicating pertinent information.

Information is often safety critical and therefore required to be

discussed and implemented in a predefined standardized manner
(e.g., briefings and checklists).

SOPs not only specify when information must be obtained and

acted upon, but often include a verification component as well
(e.g., cross-check, or readback)
 TRANSFER OF INFORMATION
2 kinds of Information about aircraft :
1. Quantitative information
It can generally be expressed and communicated digitally, and presented
on displays (e.g. on position, flight level, speed, heading and manœuvres)

2. Qualitative information
It is not usually displayed but depends on how the information is sensed
and processed, particularly in terms of its frequency of updating,
accuracy, precision, and the kinds of error, failure or degradation to which
it may be susceptible (e.g. on the reliability, validity and trustworthiness of
data)
 TRANSFER OF INFORMATION
the communication concept is one that describes a dynamic
process in which communication is a primary means by which
individuals develop and coordinate activities in order to achieve
goals
 REVIEW

Q7 : What are the Strategic Objectives of ICAO’

GLOBAL AIR NAVIGATION PLAN ?

1. Safety
2. Air Navigation Capacity and Effciency
3. Security and Facilitation
4. Economic Development of Air Transport
5. Environmental Protection
 REVIEW

Q8 : What does quantitative information mean?

Kind of information that can generally be expressed and

communicated digitally, and presented on displays (e.g. on position,
flight level, speed, heading and manœuvres)