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operations and maintenance, the actual work and training
to perform the tasks are organized separately. The organizations
that are responsible for developing, operating and
maintaining the systems, as well as training operators, are
often separate organizations or departments. The same
group of people does not often create technical manuals,
operational manuals and training materials. Consequently,
these materials may differ considerably, although most of
the topics treated are the same. Some of the consequences
are:
• inefficient ways of producing material, much re-doing
of material, leading to high development costs;
• inconsistencies between different documents, leading to
potential problems for safety and effectiveness;
• ineffective ways of training and lack of transfer of
training, because procedures at work differ from the
ones trained.
Now that much of the training, technical and operational
documentation is becoming electronic, opportunities open
up for integration of material and for re-use of material. In
this paper we describe how integration and re-use of mate-
Copyright © 2002, American Association for Artificial Intelligence
(www.aaai.org). All rights reserved.
rial can be developed in different forms. We investigated
the articulation of aircrew operational manuals and related
computer-based training material.
The work described in this paper was performed in the
ArtiFACT project (Barnard et al. 2002) that was carried
out for Airbus, for the development of documentation and
training. The next section introduces operational and
training documentation. The ArtiFACT methodology is
presented. The articulation concept is explained in the
light of the differences and commonalities between operational
and training documentation. An architecture of articulation
is proposed introducing the concept of documentary
units (Payeur 2001). Examples of documentary
units and a method to use them in courseware development
are provided.
Operational and Training Documentation
This work is based on the Flight Crew Operating Manual
(FCOM). The Airbus FCOM consists of four large volumes
in paper format that must be available in the cockpit
at all times. The FCOM is an essential part of the operational
documentation for a commercial aircraft. A manufacturer
must supply it. This documentation should be developed
according to human factors principles (Tremaud,
2000). Its uses are many and varied, and its content must
be updated continually to stay current with the deployed
fleet. As such, the FCOM is a dynamic document. The
Airbus FCOM is also available in electronic format, created
in HTML from the paper version, and as such a pagebased
document.
The training material contains courseware for pilots
who have to learn how to fly a new type of aircraft. The
current Airbus courseware has been carefully developed,
following well-established didactic principles and is currently
available in PowerPoint. The system part of the
courseware has the following structure for most parts,
such as for electric or hydraulic:
• a system description, with schemes and images of the
panels and screens in the cockpit;
• normal operations describing how a fully operational
aircraft has to be operated in normal conditions;
• abnormal operations, describing what happens if some
systems fail and the actions the pilot should take;
30 HCI-Aero 2002
From: HCI-02 Proceedings. Copyright © 2002, AAAI (www.aaai.org). All rights reserved.
• a summary;
• a quiz, for self-testing.
For a long time, different departments created both kinds
of documents. Courseware development is based on an
analysis of the pilot's tasks and related training goals. Although
courseware development strongly relies on operational
documentation, and the definition of the items in the
training curriculum refer to the documentation on a detailed
level, the actual courseware is developed independently
from the other documentation.
Training and operational material could be much closer
together, developed simultaneously, or even integrated.
We will use the term "articulation" for this coordinated
development of both kinds of material.
Methodology and First Results
The articulation concept was investigated using two
methods: the Group Elicitation Method (GEM) (Boy
1996) and individual interviews. GEM provided a first account
including consensus and differences among aviation
personnel. A group of seven people was asked the following
questions. How do you see the ArtiFACT (A rt i culation
　
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