OSF (Open Systems Foundation) - A system that
implements common specifications to allow properly
developed software te run and interact with other
applications with d dest possible range of portability
to the largest number of platforms.

POSIX (Portable Operating System Interface) - A VMS-
supported environment that includes support for the
standards and draft standards for the system application
programming interface, sheli and utilities, and real-time
programming. POSIX is the operating system

recoramended fer use with OSF.

PVD (Plan View Display) - A cathode ray cube that
accepts digitized video from the display channel.
Aiphenumericand radar dataare selected, formatted, and
transmitted for display on the plan view display.

QA (Quality Assurance) - A service that provides
evaluation, advice, coordination and recommendation of
changes to assure that quality service is provided by the

RAM (Random Access Memozy) - Semiconductor-based
memory th_tcan be read and written by then Processor
or other hardware devices.

RANGE- The distance, measured in nautical miles, fom
the ceniercfthe PVD to the edge of the radar display. The
controller may select any of 14 settings, £ .. 6 to 480
zhout affecting other controlierpesitions.

of i

nautical miles,

SAR (Systern Analysis Recording) -A service
ther provides 2 means of data transie: fom memo
magnetic tape in which recordings are initiered

requests placed within the ATC sub
ogram is available at En Route facilities to collect and

is

analyze air caffic statistics and m:
and to produce detailed ATC operational information for
use in proceedings and investigations.

renence statistics,

SATORE Situation Assessment Through Re-crestion of

Incidents) -A system thet allows for the re-creation ofany

sector of En Reute airspace for ar

fh

he

eo

SECTOR MAP - Displays of airways, maps, and single
symbols, as locally adapred. Mapping information is
displayed by selecting display filter keys.

SECTOR BOUNDARY - Displays of sector and center
boundaries. Sectcr boundary information is displayed by
selecti..g display filter keys.

SOURCE CODE- Human-readable program statements
written in a high-level or asserx biy language.

1

TCD (Time Code Display) - A digital dispiay ofthe RIG

FAA modified E time code.

TCP/IP (Transport Control Protocol/Inrerface Program)
- A software protocol developed by the Deparsment of
Defense for communications beween compmrers.

TRACK FILE - A function of DART that provides a
method of reducing the track deta base of 2 NAS
operational system run and correlating it with the flight
plen data base by outputting a time-ordered listing of
track data base information sorted bv aircraft.

TRACON (Terminal Rader Approach Control) - A
terminal ATC facility that uses mdar and nonreder
capabilities co provide approach controi services te aircrakt
arriving, departing, or cransiting airspace controlled by

VECTOR VELOCITY LINE - The velocity vector line
is in proportion to the aircraft speed to the nearest 15
snows, The controller mzy very the lengzh of the vector

2 for all data blocks by 2 switch setting. Displays of C,
1, 2,4, 02 8 minutes of dying tme are shown for all dare.
blocks.

X-WINDOWS - A graphics system in which programs
with graphical interfaces running on diferent hosts can
be contcolled ftom a singie sution. X-Windows is the
grephics system recommended Sor us. with OSF.

MENT PRINTING OFFICE. 1

3 FE-BGNSOROE


SATORI: SITUATION ASSESSMENT THROUGH
RE-CREATION OF INCIDENTS

INTRODUCTION

A, system has been developed that graphically re-
creates the radar data recorded 2t En Route air traffic
control (ATC) facilities. These data are sent to the
contralletscope, called the Pian View Display (PVD),
and the Continuous Readout Update Display (CRD).
The re-creation synchronizes the graphic display of
these data with tapes containing the associated verbal
interactions between pilots and the controller, This
system is called Situation Assessment Through Re-
creation of Incidents (SATORD. SATORI is 2
Japanese word that translates to English as “insight.”
Ie Zen Buddhism, it refers to a “state of
enlightenment.” It is hoped that, through the use of
the SATORI system, it will be possible to gein a
better understanding of the interaction between che
various elements of displayed information, verbal
interactions, and the control actions taken by air
traffic control specialists (ATCSs).

Description of ATC System

This development uses data obtained from Air Route
Traffic Control Centers (ARTCCs), aiso calied En
Route facilities. AT'CSs at those facilities primarily
handle aircraf: traveling between the terminal facilities
across the nation. Each facility records PVD and
CRD data associated with the airspace under its
control on 2 System Analysis Report (SAR) tape. The
SAR tape contains all of the recorded dynamic display
information about the National Airspace System
(NAS), including weather, and the aircraft traversing
it. Verbal interactions between pilots and controllers
are recorded on 2 multi-channel tape unit at each
facility.

ATCSsare required to maintzin certain separation
minima between aircraft under their control. Seen-
dards for separation minima are described in the Air
Traffic Control (ATC) Handbook (7110.65G, and
supplemental instructions). While there is consider-
able complexity in those standards, at Sight levels
between 29,000 and 45,000 feet, Air Traffic Conzrol

ts (ATCSs} ac En Route facilities are re-
quired to maintain either 2,006 feet vertical separa-
tion or 5 miles horizontal separation between aircraft.
Ag fight levels below 29,000 feet with aiccraft under
IFR conditions, ATCSs are required to maintain
either 1,000 feet vertical separation or 5 miles hori-
zontal separation. An operational error (CE) takes
place when an ATCS allows less than the prescribed
minimum separation distances between aircraft (or
an aircraft and an obstruction).

Analysis of Operational Errors

Currently, the FAA Office of Air Traffic Systems
Effectiveness requires an investigation into each OF...
This investigation involves determining the
circumstances in which the OE occurred and the
causal factors associated with the error. Initially, a
preliminary investigation report (FAA 7210-2) is
ied in which possible causal factors are identified
anda final report (FAA 7210-3) Sled shortly thereafter.
A project related to the development of SATORI and
sponsored by che FAA OSfice of Air Traffic Systems
Effectiveness involves studying the tasks of an En
Route ATCS associated with the commission of an
OE. Cne way to analyze OEs would be to identify
which tasks were ominted or were performed
i fy. This may facilitate identification of
g needs or systein deficiencies. In order for the
associated with the commission of zn OE to be
identified, it must become possible for one to review

vo the development of SATORI, it was not
possible for the Quelicy Assurance (QA) team. inves-
ag ertors to review how the contro! situa!
was seen by the ATCS as the OE occ . Thar is,
dynamics (the interaction between control sc-
and dispiayed data) of the siruction were un-
available for review, not only by the QA team
investigating the i y, Dut also by the control-



DYSIM Review

Ik will be possible to use SATORI io review
per nce on DYSIM problems without the use of
waining time on a PVD. Ax present there is no
capability to replay a given controller’s or trainee’s
performance ona DYSIM p.oblem. DYSIM data are
recorded on the SAR tape and would involve the
same process for data reduction as that for actual
ATC situation re-creation. It is hoped that through
the review DYSIM performance and OEs and the
determination of the tasks that were omizted or were
done incorrectly it will be possible to identify those
tasks thar should be addressed in remedial training.

asst

AQYCS Performance Measures

SATORI has the capability to provide a basis for
developing objective measures of controller
performance rather than over-the-shoulder
assessments derived from simulated scenatios. A
number of measures have been developed by
researchers at CAMI and the FAA Technical Center
for use in evaluating ATCS performance. These
measures and the system being developed for their
calculation using NAS data are described in detail in
a report by Rodgers and Manning (1993).

If che performance of several controllers is re-
corded for a DYSIM problem, it should be possible
to compare an individual’s performance with group
performance on the same problem. It would be
possible to review over-the-shouider assessment rech-
niques for accuracy. This would utilize the objective
measures of performance currendy under develop-
ment es mentioned above. These measures wo
provide 2 standard fer training ATC ins:
evaluators in over-the-shoulder rating rechniques
and 2 means to objectively evaluate their perfor-
mance.

OE Research Tool

SATORI will provide research tool for investigatin,
the tasks and controller actions involved in the
commission of En Route OEs. Previous to the

development of SATORE, there was no meaz

With the use of SATORI
(Rodgers and Drechsler, 1993), th
to tasks associated with the causal factor categories of
the current operational error reporting system

¢ reference gu:

1993), and the assistance of

which were done incorrectly to precipitate the error.

Design Appraisal
The FAA has a requirement to evaluate its current
systems against prc poser fitureATC systems designs.
ithout a means to objectively assess the current
ATC system ATCS taskioad and its effecx on ATCS
performance, it is not possible to make a mear Hy
evaluation of the porential impacts of amy
changes proposed to be made. With the likely
in automation of furice ATC systems, it becomes
izaperative that the Agency have the capabilicy to
make comparisons between proposed system designs
and the current system. Without such 2 toel the
design process will be speculativeand nozcastefective.

design

mereese

Traffic Management
SATORI will allow for the review of the impact of
airspace design on the flow of craffic ch:
facility’s cirspace. Currently, SATO.

routine to evaluate redefined ai
is currently under development.
t the modification of uizspace, airways,

allow

t On trac

racteristics

ion of measures of sect
is also under ceveloument.

etection system was impiermented
Ser chis system, an

y

randard:


Figure !. SATORI Data Process Flow Chart

—— EH | ee]
f \ CD writ
| Smee Lee |, |
i compu 3480 Ty 3480 |
j System pe { LI NTAP Tape i lie |
3480 carbieene
[3880 Tepe | H Drive = Graphics \ t VDT
| ACES laces | H ‘Work Station {
3480 Tepe | [| vaxao0ose i !
(Map Data) | i + ! |
i food i
H ;
i Audio IRIG - TCD | i 7
H i text i Error Analysis
| High Cassette ‘Time Code Display i ! Design Modification |
\ Cepacity \ Tioning, Righty —_—————— \ | | tthe Memgemem
| Voice “Audio Voice System i { | Training Kea. ident. |
jee | Recorder |__.! Cassette Analog - Digital [ ! | Procedures Design
[vice Be | }
Veice System |
Digital - Analog

H {
H Speakers

w

eR errr


fer who committed the error. This limited not only
the extent to which a determination could be made of
the tasks involved in an error, but also che effects of
the dynamic situation on ATCS situation awareness.

in addition, the only means by which a graphical
representation of an En Route OF could be achieved
was to obiain a printout of the National Track
Analysis Program (NTAP) or io have a simulation
built at che ARTCC or FAA Technical Center using
dynamic simulation (DYSIM) equipment. NTAP
processes NAS data zecorded on the SAR tape and
provides a plot of aircraft tracks and altitude informa-
tion as output using a line printer. NTAP is limited
to the display of about four aircraft, however some of
the data are lost when all four aircraft are displayed
since it was designed not to overwrite information
ady printed. When only two aircraft are dis-
played, the information loss due to printing is mini-
mal. The DYSIM simulation built at the FAA
Technical Center or ARTCC is not as timely or
accurate as NTAP. Each piece of data and its associ-
ated track must be hand entered to buildasimuiation
using DYSIM equipment. The simulation would
only be as accurate as the data used to create it, and
since this is an extremely labor intensive nrocess,
typically not all of the data points are used.

Without: the ability ro review an error with the
volved controller, che dynamics between the situa-
tion and control actions taken, as well as the task
elements involved in the OE, remain relatively ob-
scure. The purpose of SAT ORI is to display the ATC
situation dynamics sc thata more definitive derermi-
nation of the factors invelved in OEs becomes pes-
sibie. SATORI utilizes a multi-media graphics
workstation, which has the capability of developing
a library of OEsand an OE performance and taskload
database. A diagram of the SATORI data processing
flow is provided in Figure 1.

SATORI DEVELOPMENT

the SATORI
em capabilities
those unde: development. A

The following is a discussion
development process. First, current sy

are described along w

bo

brief note is included for issues yet to be resolved
concerning capabilities under development. A detailed
discussion of the National Aisspace System Program
P) data Biles required for che development is
led when relevant, Aiso included in this section
sicn of the required hardware developments
and graphics software zequirements for SATORI.
“The second section discusses the potential applications
of SATORLE Aconcluding section discusses the future
developments and potential directions ofthe SATORI
project.

Graphical Recreation of Airspace

For the SATORI development, che SAR tape is
edited using the Data Analysis and Reduction Tool
System (DART) and NTAP to cbtain oaly those files
required to provide the information displayed on the
PVD end CRD. Several data files are recu!
obtain the necessary information for re-creating the
informetion presented on the PVD. Aiscraft positioz
information is recorded in three separate files, one for
f the three symbols that could potentially be
presented on the PVD for any given aizcraft. These
three symbolsare the aircraft position symboi, beacon
terget, and primary target.

a te

‘The tracks of the aircratt position symbols as they
move through the facility airspace are recorded on the
SAR tape for aircraft under positive control and are
available using DART; the fle is called TRACK.
Position symbois are updated every 6 seconds and
represent predicted aircraft pos
curtent aircramt track. This file also specifies the
infermation contained in the data block and the
direction of its leader Hine. DART does not allow for
the extraction of aircraft primazy radar cr beacon
targets, which are -iso recorded on the SAR tape.
‘These cata files are ex.racted using NTAP. Primary
targets represent the position cf aircraft based on
radar data. Primary targets are required for che dis-
pley of t under positive contro! (Le.
uncorieleted tergets) in the sectar being re-created.
imary targets are updated on the PVD every
'§ on the circra% Socation

ions based on the

p

faccuracy associat



ACES database. Range is selectable from 6 to 460
miles; however, data are edited from the SAR
accurding to the PVD device number and, therefore,
might not be available for display at all ranges.
Brightness is adjustable only as a function of the
workstation’s monitor controls. SATORI aiso allows
for the display of the J-rings a controiler selected for
display.

Digital settings on the PVD, such as altitude filter
selections, cisplay of weather, alpha-numeric keypad
{ANK) entries, use of quick action keys (QAK), and
any changes made to the digital settings are recorded
on the SAR tape. Using DART to obtain the LOG
file fora the SAR tape, it is possible to identify
speatically what those settings arid changes were and
when they occurred. The SATORI system allows for
display of the LOG file data, which are the digitally
recorded Host Computer System (HCSATCS in-
teractions. Most of these data are displayed on the
CRD display located next to the PVD display. The
CRD displays all data entered using che alphe-nu-
meric keypad and quick action keys (QAK). Both the
radar and data positions can make QAK and ANK
entries, which are displayed on separate CRDs.
SATORI displays the CRD data from beth po
simultaneously on separate CRD displays. HCS re-
sponse to requests for route readouts, and arrival/
departure lists is not currently part of this develop-
ment.

In addition to the above, SATORI has the capabil-
ity to display the high and low weather intensity that
was displayed on 2 given PVD. This should be
particularly helpful in reviewing situations requiring
pilot deviations from typical routes when navigating
around weather. Both heavy and ight weather sy:
bois are available for review with data ot iained using
NTAP. Conflict alerts for a given sector will be
available for display with data obtained using DART.
Electronic versions of fight progress stzips (FPSs} can
be created. if the original FPSs are unavailable, it
be possible to view the original FPSs before any stri>
markings occurred.

4

REECE

wa

Hardware and Software Systems

All software routines written for SATORI use Open
Systems Foundation (OSF) technology. The OSF
standard recommends the use of an operating system
with Posix compliance, ANSI C programming
language, the X-Windows graphics system, an OSF/
Motif graphical user interface, and network TCP/IP
compliance. This permits tre system the widest range
of portability to the largest number of platforms. The
platform for this development is a VAXstation 4000-
9G, conversion to the DEC Alpha workstation is in
progress. The 4006-90 «vorkstation has 40MB of
RAM and a 1.35 gigabyze hard drive. A rewritable
magneto-optical CD drive is available for stozage of
data, as is the 3486 tape drive used to read SAR,
DART, and ACES tapes sent from fleld facilities.

SATORI APPLICATIONS

Previous to the development of SATORI, it was not
possible to replay graphically the movement of aircraft
targets and their associated data blocks across a given
sector of En Route aitspace synchronized to the
assuciated voice data. This capability has the potential
of improving che safety of the NAS. A discussion

follows of the potential benefits from using SATORI.

Incident Reviews

Qualiry Assurance (QA} teams will have 2 tool for
reviewing the situational dynamics that occurred
during an incident under review. Currently, QA
review of an OE involves looking at che NTAP
printout, a process that is limited to the dispiay of wo
to five aircraft targets and associated limited data
blocks presenced on paper. SATORI will provide the
capability for the simultaneous display of all aircraft
targets and daza blocks for a given sector of airspace
in a video f i with the associated voice
ain the legai too! used for
however, this
ng
mics that tock place priat to and
twerld e'sc provide an opportunity



DOTIFAAIAM-G2i2

Office of Aviation Medicine
Washington, D.C, 20591

SATORI: Situation
Assessment through the
Re-creation of Incidents

Mark D. Rodgers

Civil Aeromedi
Federal Av Administration
Oldahome Cicy, Oklahoma 73125

Duane A. Duke

Office of Information Services

lation Administration
a City, Okighoma 73125



APPED

ACES (Adaptation Contro! Environmental System) - A
database used to geverate the various map configurations
displayed on the PVD.

AIRWAY - A control area or portion thereof established
ir. the form of a corridor, the centerline of which is
defined by radio r.vigational aids.

ALGORITHM - A ser of instructions that solve
mathematical problem.

ALTITUDE FILTER KEYS - Eight display filter keys,
which cause a target symvol to be displayed for alt Made
C aircraft within the selected area.

ANSI C - A version of the C programming language that
wes standardized by en American Nationa! Stand: ds
Institute (ANSD committee to eliminate variation: wat
could cause problems in transporting a program from one
type of computer system of environment to another.

ARTCC (Air Route Traffic Control Center) - A facility
established to provide air traffic control service te aircraft
operating on IFR flight plans within controlled airspace
and principally during the en route phase

ATC (Air Traffic Control) - A service operated by
appropriate authority to promote the sefe, orderly and
expeditious ow ef air traffic.

ATCS (Air Traffic Centroi Sp: t) - A person
authorized by the FAA co provide air traffic control
service.

BEACON TARGET - A computer-generated indication
shown on a radar display resulting from a redar beacon
reply.

CAME ‘Civil Aeromedical instinute} - The aeromedical
research, education, certification, and occupational health
wing of FAA’s Office of Aviation Medicine located arthe

Mike Monroney Aeronautical Cent

NIDEX A, SATORI GLOSSARY

CDR (Continuous Data Recerding) - A service within
NAS that provides a meats of date transfer from memory
to magnetic tape in which recordings are inici
specific requests placed within the ATC subprograms.
This program isavailableat TRACON facilities ze collect
and analyze air crafRc statistics and maintenance svatistics,
and to produce detailed ATC operational information for
use in proceedings and investigarions,

CRD (Continuous Readout Update Display} -Acathede
ray tube (CRT) measuring approximate'v five inches
wide by eight inches high used by air traffic controllers.
The functionsof the CRD are to communicate computer-
updated data te the sector to output error:
acceptance messages; and to display data in response to
controller requese.

rejection, and

DART (Data Azelysis and Reduction Tool) - A tool thar
reduces SAR tapes, generates reports, analyzes dara
reduced, and compares date with che dara previously
reduced. UART contains a general print program witha
number of outpet operations available chat are exercised
by a progranmer coded table. This table controls the use
of the operations and the conversion of the compressed
data on the tape te the norma! printed & nat.

DATA BLOCKS - Lerters and numerals used to show
identification, altitude, bezcon code, and other

ink fon i < disp!
information concerning 2 tatget ox 2 rader display.

DYSIM (Dynamic Simulation) - A piece of equipment
developed by the FAA Technical Center in which a
siaulation of an En Route operational eror can be buile
ieoe of data and iss associated

working in the
3 and aviation-related


violations occurred. Ik is planned chat SATORI will

providea means for determining the particular syoem
component that failed. The i fi £ casics
that consistently cause problems for controllers would
becan idates deserving consideration & reutomation
or the development of automated aids, Instead of
attempting to auromate all tasks, it would be bester zo
automate only those that have the potential to give

controllers problems. Research has demonstrated
that humensare not well suited for passive monitoring
of system performan sce. Performence typi really
improves when they are actively involved in the
control of the situation. The optimal level of
automation in air traffic conrrol isyet to be determined,
and the poreniial for over-automation shor ld net
discounzed (Endsley, 1992). The effect ofauromation
on ATCS situational awareness deserves greater
anention.

Additionally. a development is underway to at-
tempt to utilize Continuous Dara Recording (CDR)
datz from the TRACON environment to provide a

SATORI tool for those facilities. Similar data to

those available from Ea Route & facilities are recorded
at TRACON facilities and should allow for the
dev pment ofa re-creation tool much like the one
discussed in this report.

The development of software to allow for the
assessment of performance and taszloading is cur-
rently underway. Most of the recuired algovichms f

the various measures have bean deriv:
currently being converied to source code,

opment will be discussed in dezail in < . repost in
preparation (Rodgers and Manning, 1993).

system decors verte shower appreisels, trein-
ingoutcomes, and measuring controder pesforma

Notonly will hecepabilitiesend SaturesofS4 FORE
provide th those interested in air traffic with
tooi for essessing the dynamics of che
tion, but eddisicnally, and more impor an
the Agency will de ine etter t position to bring about
emective char; ATC Svsters,

eit eS

a
int
i.

a

REFERENCES

Endskey, M. B., (}.992). Simation Awarencs: A Sindemental
Sector underly neccessiul implementation cf Al in
she air traffic contre! system. NASAIFAA Workshop on
Actificial intelligence and Human Factors in Air Traf
Sic Controlend Aviation Maintenance. Daytona Beach,

FL, June.

(FAA Order 7110.6:
stment of Transp:

ad measurement of En Route air traffic control
specialist (ix preperation). Washington, DC: Federai
Aviation Acministration, Office of Aviatio:

cine,

Rodgers, M. D. (1993). Relationship benveen En Route cir
traffic control specialis: job tasks and causal factor careze-
vies of the current eperational error reporting gyscem: A
Reference Guide (in preperation}. Washington, DC:
Federal Aviation Administration, Gfice of Aviation
Medicine.

M.D. & Drechsler, G. K., (1993). Conversion of

CTA Incerponased job tasks dazcoase into 2 forma!

senzence gutine, DOTIFAAIAM 93/1. Weshingron,
Bc: Fecere! 1 Aviation Administration, Office of Avia~



system. However, since the data associated with
primary targets include only < symbol type and
location without any identifier, representing chem
with SATORI may be inaccurate because it is not
possible to tell how long a primary target symbo!
should be displayed (ie.,. 10, 11, or 12 seconds).
Several solutions to this problem are currently being
considered, however further work is required.

Beacon targets represent aircraft locations gener-
ated by transponder-equipped aircraft and are used
by controllers to provide separation between aircraft,
Beacon targets for all transmitting transponder-
equipped aircraft are displayed with SATORI. Car-
rently, the SATORI system allows for review of all
controlled aircraft, within any sector of airspace for
any given period of time that was recorded on 2 SAR
tape.

SATORi software overlays the NAS SAR data on
the appropriate sector map using map data from the
Adaptation Control Environmental System (ACES)
database. This database is used to generate the various
map configurations displayed on the PVD. The
ACES map filles contain map data for each sector
within a given facility forall ARTCC facilities. These
maps contain airway, navaid, and airport informa-
tion, and other zypes of data used in the graphical
representation of the airspace of the NAS. The fle of
particular interest in this database is the GMLMAP
file. This file contains the logical map records for the
center of intezest.

Software has been developed that allows for any
tor map to be edited from the ACES database for
ARTCC. This software allows fer the selection of
four maps that can be disglayed together or sepa-
zately, as follows: (1) sector boundary; (2) airways; (3)
low sector boundaries below a high altirade sector or
the high sector boundaries above 2 low altitude
sector; and (4) any other evaiiable map data such as
military operations areas (MOAs) and restricted az-
es.

Set

an

see

Audio Data Syachronizatio:

SATORI provides for the synchronization of the
audio end video portions of the replay. The audio and
video displays have the capability zo start at any dime,
pause, stop, and reset to the earliest recorded time.
Synchronization routines have been written that
keep the audio and video displays synchronized to
within I sec, (the audio time signals ate orly accurate
to the second).

Audio data are officially recorded on pwo channels,
with all of the voice communications between piless
and the controller for a given sector on the le&
channel and the Inter-Range Instrument Group
{IRIG) timing signals on the right channel. These
signals or reference pulses are amplitude-modulated
time codes involving a G00 Hz. carrier signal (FAA
modified IRIG-E). The signals are read by a Time
Code Display (TCD) unit. Datum mode! 9706
TCD is equipped with RS-232 binary output. The
Datum 9700 output provides the data to synchronize
the voice channel to the video presentation. SATORI
can also incorporate interphone communications
inte the re-creation.

The voice channel is first digitized, synchronized
through timing routines to the video presentation,
and then converted back to an analog signal for
replay. The analog-to-digital, digital-ro-analog data
acquisition system is made by Gradient Techaclogy.
The voice data acquisition system can be used on
© VMS or UNIX placforms.

PYD Emulation Subroutines

The analog switch display sectings of the PVD are not
recorded; however, subroutines have been written for
SATORI that allow the display to be set up with the
settings reported to have been used by a given
controller, These include the vector velocity line,
leader lire, ory, display center, range, and
brightness. The vector velocity line can be set for one
through five minutes, and the leader line length has
five settings. The center of the dispiay can be set
anywhere in the sector map area selected from the



ACKNOWLEDGMENTS

The authors gratefully acknowledge Stanley D. Endsley, Jz. (Air Traffic Manager}, Alton F. Guice (Quality
Assurance Air Traffic Control Specialist}, and the Quality Assurance and Automation staff at the Adlanta Air
Route Traffic Controi Center for patiently assisting the euthors throughout the SATORI development
process, Special thanks to John D, Canoles (Director of the Office of Air Traffic Systems Effectiveness), James
K. Buckles (Manager of the Quality Assurance Division}, Samuel F. Woods (Manager of the Investigations
Branch), and the staff of the Investigations Branch for their assistance in. providing coordination throughout
the project. Thanks also to Gregory L. Hill (Manager of the Host/En Route Operations Section), Weldon R.
Reichel (Systems Software Specialist) and Cynthia M. Fox (Psychology Technician) for their assistance in data
editing and the development of user documentation. We 2lso wish to acknowledge Dennis R. Rester

(Computer Specialist) for his development of the audio portion of SATORI.
P' pec i p

DIC QUALITY INSPECTED 3

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Technica:

Report Documentation Page

used by a given controller. in addicior, SAT! ORI E kas the capabi

and low weather intensi

7 t i
i 4. Report No. 2. Government Agcession Na. i = Recipient's Cateiog No. i
i
{ DOT/FAAIAM-93/12 \ i {
14 ‘Title ane Subtte ; >. Report Date |
H H
: Pe Paes H
SATORI: Sitmation Assessment throug the Re-creation {July 1993 }
| of Encidents | Pertorminy Oegarizaton Code '
az
ty Acsthrorts) 2 6. Pertorming Organization Mezort No. i
i i reanizati
i
i ~
‘ D. Redgers, Ph A, Duke
H
1 e. Pertonming Organization Narr fo 10. Work Unit No. TRANS) '
3 7 : }
i FAA Civil Aeromedical i i
\ P.G. Box 25682 i
j Ckiehoma City, OK 73125 44. Contract or Grant No.
k q
i 42. Sponsoring Agency name 2nd Address: i 13. Type of Report ang Period Covered
| Office of Aviation Medicine :
is ; toe te? . t
iF Federal Aviation Administration i
{ 800 Independence Avenue, S.W. j
| Washington, DC 20591 TE SRST RGSreD Coe H
4
i
f
| 45. Supplementa’ Notes
i i
| 48. Abstract
{ A system has been developed that graphically re-creaces the radar data recorded at En Route air traffic cont: i
46 facili Each facility cecords data sent to the di ciated with the aisspece under its contrat on @
: System Analysis Report (SAR) ape. SATORI (Situation Assessment Through Re-cteation of Incidents) overiays |
; the SAR daza on the appropriate sector maps using map date from the Adaptation Cont vironmental System
| (ACES) database, The analog switch displey settings of the plen few display (PVD) are not recorded; however,
subroutines have been written for SATORI that allow the display co be set up with the sertings reporied to have be
ie

technology. Similar data to eh ose ‘ake fom En “Route fac
Control (TRACON) facilities and should ellow for the development ©

H
i
i

discussed in this report, Once SATORI is developed and eveiuated,

is will be “pos to

Systems Foundation (8

accomplish a goals oft

evalu: nating system desi igns, over-the-shoulder a m8 | outcomes, | (Broxt cedures, airspace design, and!
i measuring controller performance. Not only will i]
| in als traffic with a valval ble « ocl for assessing the dyn: amics 0 the ai r traffic situation, but add tionally, and more}
i importantly, the Agency will be in a Detter position to bring ebout efective change in Suture ATC systems. \
\ i
11%, KeyWords | 18, Disthuton Statement j
| Air Traffic Control sman Factors } Document is available to the i
: Human Performance ae ing } Nesional Technical inforr :
| Uperational/Systems Errozs | Springfield, Virginia 22151. i
i S. Seoutity Claseil, (ef this repo} i : 21. No. of Sages i i
i i } : !
L L i i i

aut

Reproduction of compisied sace

eee Ra ETc

Sr ae ea ec eel



NOTICE

This document is disseminated under the sponsorship of
the U.S. Department of Transportation in the interest of
information exchange. The United States Government
assumes no lability fer the contents or use thereof.



FAA ‘TECHNICAL CENTER - An aviation laboratory
iocated in Atlantic City, New Jersey, where test. and
evaluation activities are: sconducted in support of FAA
esearch and development programs. = :

FLIGHT PROGRESS STRIPS - used to post current
data on air trafficand clearances regaited for controfand .
other air traffic control services. _

GIGABYTE - One billion bytes, or units of information
. consiating of single character.

GMLMAP - "ACES file that contains the Kogical tap
records of data required to build sector maps.

‘HOST-COMPUTER SYSTEM - A compister system

+ thar utilizes IBM computer equipment at all ARTCCs in
the continental United States for flight data posting. :

JER (laseramient Flight Rules) ~ Rules governing ‘the
“procedures for conducting instrument flight. ~

: RIG (Inter-Range Instrument Group) - “Timing signals
recorded onan adjacent channel to audio dataas reference
pulses’ consisting of 2mplitude-modulated time ‘codes.
The FAA-modified IRIG-E uuses 2 600 Hz. carrier signal.*

LEADER LINE - ‘An-clement of 2 data block ‘that
connects thecipfaimesiodarato the associated position
symbol:

LOG FILE - A listing of all-input and output messages

recorded on the SAR tapes that provide an evaluation of _

tests performed:.against the NAS program during
development and provide an historical record of events

MAGNETO-OPTICAL CD - An erasable or semi-
erasable storage disc of very high capacity, in which a laser
~ beam is-used to hear the recording surface to a point at
"which tiny regions on the surface can be magnetically
aligned ts score bits of dara.

MOA (Military Operations Area) - An airspace assignment
of defined vertical and lateral dimensions established
outsidepositive control areas to separate/segregate certain
‘mnilitary activities from IFR wafficand to identify for VER’ :
" traffic where these activities are conducted, :

: _ MOTIE <A graphical user’ interface that was designed to.
work identically on a wide variety of; platforms. MOTIF |
| ithe commended graphic user interfice for: OSF:. 2

“NAS (National Ainpace yen) "The csnmon neswor
of USS, airspace; air navigation facilities, equipment and."

services, airports of landing areas; aeronatitical charts, fe
information and: services; rules,. regulations,“and |. *

ptocedures, technical information, and manower and .
material. Included are system components shared inily
with the military. :

NASP (National Airspace System Program) - Sofoware ;
__ that processes and allows forthe review of NAS data. :

NAVAID (Navigaional Aid) - ‘Any’ visual or electronic:

device airborne or on the surface that provides point-td- -

point guidance information or position data to airceaftin

NTAP (National Tack Analysis Program) -’A program
that providesa reduction to the system analysis recording
tape, which aliows for a more detailed software program -
‘analysis of the NAS En Roitte automation program for :
track and radar target data. fof

QE (Operational Error) - A situation in which an air.’ ”
~ traffic controller allows Jess than applicable minimum

separation cesiabermeen sre or beoween sic."

and an obstruction.

OpenVMS - ‘The new name for the VMS software chat a
runs on. Digieal’s VAX processors. VMS is a general-

purpose multiuser operating system that supports VAX
series computers in both development and production
environments. :

A2