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established, there may be concerns about safety, job stress, and the
ability to provide the trainee with the full range of experiences in a
real world setting involving new operational concepts and
technologies. The stress of live performance and difficulty in
providing accurate, timely feedback in such an environment may make
on-the-job training less than ideal, suggesting the value of increased
use of simulation techniques.]
j. Corporate culture
[The question that needs to be addressed when considering reductions
in separation minima is whether there are means available to prevent
the potential for increased risk. The conventional view within the
FAA is that all risks are manageable and that major
accidents/incidents are anomalies because people have not properly
done their jobs. The response, typically, is to preclude or mitigate
human error with more technology (e.g., automation). These
technological fixes are often cited as permitting increases in
efficiency or safety. TCAS, for example, is presently treated by ICAO
as a collision avoidance backup device, and not as a system enabling
reduced separation minima. However, there is a segment of the
aviation industry calling for just such a use of TCAS. In short, as
technologies improve, reduction in risk may not be fully realized
because the demand for greater flexibility and increased efficiency will
also increase. Also, since modern technical systems are made up of
thousands of parts, which interrelate in ways that are not always
possible to anticipate, it may be inevitable that some combinations of
minor failures will eventually result in a major accident or incident.]
G. Environment
1. Visibility
a. Day/night/dusk/dawn
b. Ceiling
c. Sun position
d. Clouds
e. “Background” (i.e., against which pilot is to locate other aircraft)
2. Adverse weather, storms
3. Turbulence, wind shear
4. Special problems (e.g., volcanic ash)
APPENDIX A
FACTORS POTENTIALLY AFFECTING SEPARATION SAFETY
A-25
5. Wake vortex (may cause turbulence or engine problems for following
aircraft at same or lower flight levels)
SEPARATION SAFETY MODELING
A-26
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APPENDIX B
BIBLIOGRAPHY
(annotated)
SEPARATION SAFETY MODELING
B-2
[This page intentionally blank.]
APPENDIX B
BIBLIOGRAPHY
B-3
A. Air Navigation Commission, "Review of the General Concept of
Separation Panel, Sixth Meeting--Montreal, 28 November to 15 December
1988--Report Volume 2, Montreal: ICAO, Doc 9536, December 1998.
1. Topic: Mathematical models for collision risk
B. Air Navigation Commission, "Review of the General Concept of
Separation Panel, Sixth Meeting--Montreal, 28 November to 15 December
1988--Report, Volume 1," Montreal: ICAO, Doc 9536, RGCSP/6, Volume 1,
1988
C. Anderson, D. and X. G. Lin, "A Collision Risk Model for a Crossing
Track Separation Methodology
1. Topic: Mathematical models for collision risk
D. Applied Techno-Management Systems, Inc. (ATMS), "Potential
Operational Impacts of GPS with Advanced CNS and ATC Automation
Technologies," Falls Church, VA: FAA Contract #DTA01-94-Y-00039,
February 9, 1996
1. The following sections of this report are readable,
not-very-mathematical descriptions of the ways in which the
geometry of direct routing will change collision risk. They
should be read together, along with the Corrigenda.
Section 4.3, "Free Flight and En-Route Air Safety," by Dr.
Arnold Barnett, MIT (pp 109-138)
Section 4.4, "Changes in the Geometry of Traffic Flow and their
Consequences," by Dr. Anton Nagl, ATMS (pp 139-161) +
Corrigenda
Sections 4.1 and 4.2 (also by Dr. Anton Nagl) of the report are
highly mathematical treatments of risk for parallel tracks and the
impact of conflict detection and resolution algorithms on
separation and risk.
E. Australian Airspace Classification System Australian aviation
http://www.aopa.com.au/aviation/airspac2.html
F. Aviation Daily, vol. 202, no. 6, p.44, 1972, "Decision Making in
Free Flight," University of Minnesota Human Factors Research
Laboratory, Flight Simulation Research Programs. new gif from jim of
SEPARATION SAFETY MODELING
B-4
FAAsim. Free Flight. The Federal Aviation Administration (FAA) has
awarded a series...," http://hawk.psych.umn.edu/flight.html
1. Among other information, this site identified projects that the
Human Factors Research Lab at the University of Minnesota was
involved in. The one of interest to our efforts is a project
　
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