Boy 2019a - Revision history

Scipediacontent at 09:23, 25 January 2021

2021-01-25T09:23:54Z

Scipediacontent at 09:23, 25 January 2021

2021-01-25T09:23:45Z

Scipediacontent at 14:49, 21 January 2021

2021-01-21T14:49:51Z

Scipediacontent: Scipediacontent moved page Draft Content 568122445 to Boy 2019a

2020-10-14T12:51:12Z

Scipediacontent moved page Draft Content 568122445 to Boy 2019a

Scipediacontent: Created page with " == Abstract == During the last three decades, aircraft cockpits have been highly automated and incrementally digitized to the point that we now talk about interactive cock..."

2020-10-14T12:51:10Z

Created page with " == Abstract == During the last three decades, aircraft cockpits have been highly automated and incrementally digitized to the point that we now talk about interactive cock..."

New page

== Abstract ==

During the last three decades, aircraft cockpits have been highly automated and incrementally digitized to the point that we now talk about interactive cockpits, not because pilots interact with the mechanical part of the aircraft directly, but because they use a pointing device to interact with computer screens. More generally, computers invaded the airspace ranging from onboard aircraft to air traffic control (ATC) ground services. In terms of workflow, the elimination of the flight-engineer onboard commercial aircraft cockpits drastically transformed the way pilots flythis was done in the beginning of the 1980s. Pilots activity shifted from manual control to cognitive management of embedded systems (performing some of the tasks the flight engineer used to do). Aircraft automation considerably improved commercial aviation safety. Today, main issues come from the exponential increase of the number of aircraft in the sky. Air traffic complexity imposes drastic reengineering of air traffic workflow. ATC is shifting towards air traffic management (ATM). Same thing: moving from control to management, expanding cockpits single agent problems and solutions to air traffic multi-agent problems and solutions. The main emphasis is therefore social cognition. During the twentieth century, we automated physical systemswe now talk about cyber-physical systems (i.e., we shifted from hardware mechanical engineering issues to software cognitive problems). During the beginning of the twenty-first century, almost all systems are first ideated and designed as pieces of software, and they are transformed into tangible things. Consequently, workflow can be modeled and simulated very early during the design process and, unlike during the twentieth century, functions and therefore activities can be tested before anything is physically built. This provides great possibilities that should be operationalized and implemented. This chapter will show that the main issue has become tangibility, instead of automation. At the same time, these new possibilities provided by our emerging digital world enable a brand-new move towards more autonomous systems that need to be coordinated. We will illustrate this shift from automation towards autonomy, by providing salient examples and generic patterns of this evolution of workflow in the aviation domain.

Document type: Part of book or chapter of book

== Full document ==
<pdf>Media:Draft_Content_568122445-beopen645-6614-document.pdf</pdf>

== Original document ==

The different versions of the original document can be found in:

* [https://hal.archives-ouvertes.fr/hal-02424942/file/CHAPTER%207%20GAB%20v1r.pdf https://hal.archives-ouvertes.fr/hal-02424942/file/CHAPTER%207%20GAB%20v1r.pdf]

← Older revision		Revision as of 09:23, 25 January 2021
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	During the last three decades, aircraft cockpits have been highly automated and incrementally digitized to the point that we now talk about âinteractive cockpitsâ, not because pilots interact with the mechanical part of the aircraft directly, but because they use a pointing device to interact with computer screens. More generally, computers invaded the airspace ranging from onboard aircraft to air traffic control (ATC) ground services. In terms of workflow, the elimination of the flight-engineer onboard commercial aircraft cockpits drastically transformed the way pilots flyâthis was done in the beginning of the 1980s. Pilotâs activity shifted from manual control to cognitive management of embedded systems (performing some of the tasks the flight engineer used to do). Aircraft automation considerably improved commercial aviation safety. Today, main issues come from the exponential increase of the number of aircraft in the sky. Air traffic complexity imposes drastic reengineering of air traffic workflow. ATC is shifting towards air traffic management (ATM). Same thing: moving from control to management, expanding cockpitâs single agent problems and solutions to air traffic multi-agent problems and solutions. The main emphasis is therefore social cognition. During the twentieth century, we automated physical systemsâwe now talk about cyber-physical systems (i.e., we shifted from hardware mechanical engineering issues to software cognitive problems). During the beginning of the twenty-first century, almost all systems are first ideated and designed as pieces of software, and they are transformed into tangible things. Consequently, workflow can be modeled and simulated very early during the design process and, unlike during the twentieth century, functions and therefore activities can be tested before anything is physically built. This provides great possibilities that should be operationalized and implemented. This chapter will show that the main issue has become tangibility, instead of automation. At the same time, these new possibilities provided by our emerging digital world enable a brand-new move towards more autonomous systems that need to be coordinated. We will illustrate this shift from automation towards autonomy, by providing salient examples and generic patterns of this evolution of workflow in the aviation domain.		During the last three decades, aircraft cockpits have been highly automated and incrementally digitized to the point that we now talk about âinteractive cockpitsâ, not because pilots interact with the mechanical part of the aircraft directly, but because they use a pointing device to interact with computer screens. More generally, computers invaded the airspace ranging from onboard aircraft to air traffic control (ATC) ground services. In terms of workflow, the elimination of the flight-engineer onboard commercial aircraft cockpits drastically transformed the way pilots flyâthis was done in the beginning of the 1980s. Pilotâs activity shifted from manual control to cognitive management of embedded systems (performing some of the tasks the flight engineer used to do). Aircraft automation considerably improved commercial aviation safety. Today, main issues come from the exponential increase of the number of aircraft in the sky. Air traffic complexity imposes drastic reengineering of air traffic workflow. ATC is shifting towards air traffic management (ATM). Same thing: moving from control to management, expanding cockpitâs single agent problems and solutions to air traffic multi-agent problems and solutions. The main emphasis is therefore social cognition. During the twentieth century, we automated physical systemsâwe now talk about cyber-physical systems (i.e., we shifted from hardware mechanical engineering issues to software cognitive problems). During the beginning of the twenty-first century, almost all systems are first ideated and designed as pieces of software, and they are transformed into tangible things. Consequently, workflow can be modeled and simulated very early during the design process and, unlike during the twentieth century, functions and therefore activities can be tested before anything is physically built. This provides great possibilities that should be operationalized and implemented. This chapter will show that the main issue has become tangibility, instead of automation. At the same time, these new possibilities provided by our emerging digital world enable a brand-new move towards more autonomous systems that need to be coordinated. We will illustrate this shift from automation towards autonomy, by providing salient examples and generic patterns of this evolution of workflow in the aviation domain.
−
−	~~== Full document ==~~
−	~~<pdf>Media:Boy_2019a-beopen946-1692-document.pdf</pdf>~~

← Older revision		Revision as of 09:23, 25 January 2021
Line 3:		Line 3:

	During the last three decades, aircraft cockpits have been highly automated and incrementally digitized to the point that we now talk about âinteractive cockpitsâ, not because pilots interact with the mechanical part of the aircraft directly, but because they use a pointing device to interact with computer screens. More generally, computers invaded the airspace ranging from onboard aircraft to air traffic control (ATC) ground services. In terms of workflow, the elimination of the flight-engineer onboard commercial aircraft cockpits drastically transformed the way pilots flyâthis was done in the beginning of the 1980s. Pilotâs activity shifted from manual control to cognitive management of embedded systems (performing some of the tasks the flight engineer used to do). Aircraft automation considerably improved commercial aviation safety. Today, main issues come from the exponential increase of the number of aircraft in the sky. Air traffic complexity imposes drastic reengineering of air traffic workflow. ATC is shifting towards air traffic management (ATM). Same thing: moving from control to management, expanding cockpitâs single agent problems and solutions to air traffic multi-agent problems and solutions. The main emphasis is therefore social cognition. During the twentieth century, we automated physical systemsâwe now talk about cyber-physical systems (i.e., we shifted from hardware mechanical engineering issues to software cognitive problems). During the beginning of the twenty-first century, almost all systems are first ideated and designed as pieces of software, and they are transformed into tangible things. Consequently, workflow can be modeled and simulated very early during the design process and, unlike during the twentieth century, functions and therefore activities can be tested before anything is physically built. This provides great possibilities that should be operationalized and implemented. This chapter will show that the main issue has become tangibility, instead of automation. At the same time, these new possibilities provided by our emerging digital world enable a brand-new move towards more autonomous systems that need to be coordinated. We will illustrate this shift from automation towards autonomy, by providing salient examples and generic patterns of this evolution of workflow in the aviation domain.		During the last three decades, aircraft cockpits have been highly automated and incrementally digitized to the point that we now talk about âinteractive cockpitsâ, not because pilots interact with the mechanical part of the aircraft directly, but because they use a pointing device to interact with computer screens. More generally, computers invaded the airspace ranging from onboard aircraft to air traffic control (ATC) ground services. In terms of workflow, the elimination of the flight-engineer onboard commercial aircraft cockpits drastically transformed the way pilots flyâthis was done in the beginning of the 1980s. Pilotâs activity shifted from manual control to cognitive management of embedded systems (performing some of the tasks the flight engineer used to do). Aircraft automation considerably improved commercial aviation safety. Today, main issues come from the exponential increase of the number of aircraft in the sky. Air traffic complexity imposes drastic reengineering of air traffic workflow. ATC is shifting towards air traffic management (ATM). Same thing: moving from control to management, expanding cockpitâs single agent problems and solutions to air traffic multi-agent problems and solutions. The main emphasis is therefore social cognition. During the twentieth century, we automated physical systemsâwe now talk about cyber-physical systems (i.e., we shifted from hardware mechanical engineering issues to software cognitive problems). During the beginning of the twenty-first century, almost all systems are first ideated and designed as pieces of software, and they are transformed into tangible things. Consequently, workflow can be modeled and simulated very early during the design process and, unlike during the twentieth century, functions and therefore activities can be tested before anything is physically built. This provides great possibilities that should be operationalized and implemented. This chapter will show that the main issue has become tangibility, instead of automation. At the same time, these new possibilities provided by our emerging digital world enable a brand-new move towards more autonomous systems that need to be coordinated. We will illustrate this shift from automation towards autonomy, by providing salient examples and generic patterns of this evolution of workflow in the aviation domain.
		+
		+	== Full document ==
		+	<pdf>Media:Boy_2019a-beopen946-1692-document.pdf</pdf>

@@ Line 2: / Line 2: @@
 == Abstract ==
-During the last three decades, aircraft cockpits have been highly automated and incrementally digitized to the point that we now talk about interactive cockpits, not because pilots interact with the mechanical part of the aircraft directly, but because they use a pointing device to interact with computer screens. More generally, computers invaded the airspace ranging from onboard aircraft to air traffic control (ATC) ground services. In terms of workflow, the elimination of the flight-engineer onboard commercial aircraft cockpits drastically transformed the way pilots flythis was done in the beginning of the 1980s. Pilots activity shifted from manual control to cognitive management of embedded systems (performing some of the tasks the flight engineer used to do). Aircraft automation considerably improved commercial aviation safety. Today, main issues come from the exponential increase of the number of aircraft in the sky. Air traffic complexity imposes drastic reengineering of air traffic workflow. ATC is shifting towards air traffic management (ATM). Same thing: moving from control to management, expanding cockpits single agent problems and solutions to air traffic multi-agent problems and solutions. The main emphasis is therefore social cognition. During the twentieth century, we automated physical systemswe now talk about cyber-physical systems (i.e., we shifted from hardware mechanical engineering issues to software cognitive problems). During the beginning of the twenty-first century, almost all systems are first ideated and designed as pieces of software, and they are transformed into tangible things. Consequently, workflow can be modeled and simulated very early during the design process and, unlike during the twentieth century, functions and therefore activities can be tested before anything is physically built. This provides great possibilities that should be operationalized and implemented. This chapter will show that the main issue has become tangibility, instead of automation. At the same time, these new possibilities provided by our emerging digital world enable a brand-new move towards more autonomous systems that need to be coordinated. We will illustrate this shift from automation towards autonomy, by providing salient examples and generic patterns of this evolution of workflow in the aviation domain.
+During the last three decades, aircraft cockpits have been highly automated and incrementally digitized to the point that we now talk about âinteractive cockpitsâ, not because pilots interact with the mechanical part of the aircraft directly, but because they use a pointing device to interact with computer screens. More generally, computers invaded the airspace ranging from onboard aircraft to air traffic control (ATC) ground services. In terms of workflow, the elimination of the flight-engineer onboard commercial aircraft cockpits drastically transformed the way pilots flyâthis was done in the beginning of the 1980s. Pilotâs activity shifted from manual control to cognitive management of embedded systems (performing some of the tasks the flight engineer used to do). Aircraft automation considerably improved commercial aviation safety. Today, main issues come from the exponential increase of the number of aircraft in the sky. Air traffic complexity imposes drastic reengineering of air traffic workflow. ATC is shifting towards air traffic management (ATM). Same thing: moving from control to management, expanding cockpitâs single agent problems and solutions to air traffic multi-agent problems and solutions. The main emphasis is therefore social cognition. During the twentieth century, we automated physical systemsâwe now talk about cyber-physical systems (i.e., we shifted from hardware mechanical engineering issues to software cognitive problems). During the beginning of the twenty-first century, almost all systems are first ideated and designed as pieces of software, and they are transformed into tangible things. Consequently, workflow can be modeled and simulated very early during the design process and, unlike during the twentieth century, functions and therefore activities can be tested before anything is physically built. This provides great possibilities that should be operationalized and implemented. This chapter will show that the main issue has become tangibility, instead of automation. At the same time, these new possibilities provided by our emerging digital world enable a brand-new move towards more autonomous systems that need to be coordinated. We will illustrate this shift from automation towards autonomy, by providing salient examples and generic patterns of this evolution of workflow in the aviation domain.
-−
-Document type: Part of book or chapter of book
-−
-== Full document ==
-<pdf>Media:Draft_Content_568122445-beopen645-6614-document.pdf</pdf>
@@ Line 15: / Line 10: @@
 * [https://hal.archives-ouvertes.fr/hal-02424942/file/CHAPTER%207%20GAB%20v1r.pdf https://hal.archives-ouvertes.fr/hal-02424942/file/CHAPTER%207%20GAB%20v1r.pdf]

← Older revision	Revision as of 12:51, 14 October 2020
(No difference)

Boy 2019a - Revision history

Scipediacontent at 09:23, 25 January 2021

Scipediacontent at 09:23, 25 January 2021

Scipediacontent at 14:49, 21 January 2021

Scipediacontent: Scipediacontent moved page Draft Content 568122445 to Boy 2019a

Scipediacontent: Created page with " == Abstract == During the last three decades, aircraft cockpits have been highly automated and incrementally digitized to the point that we now talk about interactive cock..."

Scipediacontent: Created page with " == Abstract == During the last three decades, aircraft cockpits have been highly automated and incrementally digitized to the point that we now talk about interactive cock..."