The Cognitive Function Analysis is a methodology supported by a mediating tool for the human-centered automation of safety-critical systems [4]. It is based on a socio-cognitive model linking the artifact being designed, the user's activity, the task to be performed, and the organizational environment. Cognitive functions can be allocated to humans or machines. They are characterized by their role, context definition and associated resources. The methodology is supported by active design documents as mediating representations of the amfact, the interaction description and cognitive function descriptors being designed, redesigned and used as usability criteria to evahrate the distribution of cognitive functions among humans and machines. This methodolo,y enhances usercentered and participatory design, and traceability of design decisions. It was successfully tested on three main applications in the aeronautics domain. One of them is presented.
Abstract. Despite the holistic approach of systems engineering (SE), systems still fail, and sometimes spectacularly. Requirements, solutions and the world constantly evolve and are very difficult to keep current. SE requires more flexibility and new approaches to SE have to be developed to include creativity as an integral part and where the functions of people and technology are appropriately allocated within our highly interconnected complex organizations. Instead of disregarding complexity because it is too difficult to handle, we should take advantage of it, discovering behavioral attractors and the emerging properties that it generates. Human-centered design (HCD) provides the creativity factor that SE lacks. It promotes modeling and simulation from the early stages of design and throughout the life cycle of a product. Unifying HCD and SE will shape appropriate human-systems integration (HSI) and produce successful systems.
This position paper presents a new approach based on my experience in the evolution of human-centered design (HCD) during four decades, and how it has struggled to become a discipline in its own right in complex socio-technical systems' creation, development and operations. The 20th century saw tremendous industrial developments based on tangible materials that were transformed and assembled to make washing machines, cars, aircraft and power plants; during its last three decades, electronics and software were incrementally added to hardware machines. Operationalization issues moved from hardware to software, making automation and user interfaces central issues. From the beginning of the 21st century, we began to do the exact opposite! Currently, we typically start a project by designing and developing technology on computers, using software only, which is later transformed into hardware (and software). I denote this shift, the 'socio-technical inversion' . Operationalization issues are moving from software to hardware, making tangibility a central issue. Three useful conceptual models are presented: the SFAC (Structure/Function versus Abstract/Concrete) model; the NAIR (Natural/Artificial versus Cognitive/Physical) model; and the AUTOS (Artifact, User, Task, Organization and Situation) pyramid. Concepts developed in this article are based on the rationalization of a long experience in the aerospace domain.
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