6.3.2 Additional human factors elements/aspects related to multiple mode of operation

In reference to the introductory paragraph of Section 6.2.1, when considering the implementation of the multiple mode of operation, the elements listed in this section should be assessed with particular care. Technology elements availability of the visual presentations for all aerodromes under the responsibility of the AFISO/ATCO; screen layouts; field of view (vertical and horizontal degree angle, speed and smoothness of panning) of each aerodrome; image quality factors (contrast, brightness, sharpness, focus, dynamic range, resolution, etc.) for the areas of interest in relation to the different aerodromes; supervisory and maintenance tools for ATSEP for handling multiple mode of operation; and input commands for each aerodrome (binocular functionalities, signalling lamps, equipment control, etc.). Human factors elements ATCO/AFISO ability to ‘maintain a continuous watch on all flight operations on and in the vicinity of an aerodrome as well as vehicles and personnel on the manoeuvring area’ for all aerodromes under their responsibility; distributed attention; potential confusion and spatial disorientation from the different views of the different aerodromes; potential confusion of voice communication (for pilots, vehicle drivers, ATCOs/AFISOs, e.g. origination of call, frequency of voice communication transmission and retransmissions, simultaneous calls, voice station denominator (remote or conventional), interface design); differentiation between the different aerodromes (meteorological conditions); arrangement of screens for the visual presentation and screens for other ATS systems/functions (e.g. number of screens and their functions, angles of screens); and if applicable, aerodrome sound origin. Procedural and other aspects increase in complexity of procedures due to multiple mode of operation, particularly with simultaneous aircraft movements and events (abnormal situations, emergencies, degradations, spacing between aircraft movements at different aerodromes, different interface arrangements with aerodromes); operational procedures related to the multiple mode of operation such as splitting, merging and prioritising; specific training elements related to multiple operations (unit endorsement requirements, individual human factors limitations); potential impact on simultaneous operations on the ground or in the air; specific requirements needed for safety reasons, such as extended spacing (if used e.g. during a transition/start-up phase following implementation) and other operational and contingency procedures; ATS supervisory function; coordination processes with ATSEP in charge of the ATCOs’/AFISOs’ tools; procedures in case of image integrity failure; maintenance procedures; and fall-back and system degradation procedures and operational contingency procedures in case of significant degradation or interruption of its operations.