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Handbook of Human Factors in
Air Transportation Systems
 Human Factors and Ergonomics
Series Editors
Waldemar Karwowski Pamela McCauley
University of Central Florida, University of Central Florida,
Orlando, USA Orlando, USA

PUBLISHED TITLES
Around the Patient Bed: Human Factors and Safety in Health Care
Y. Donchin and D. Gopher
Cognitive Neuroscience of Human Systems: Work and Everyday Life
C. Forsythe, H. Liao, M. Trumbo, and R. E. Cardona-Rivera
Conceptual Foundations of Human Factors Measurement
D. Meister
Content Preparation Guidelines for the Web and Information Appliances:
Cross-Cultural Comparisons
H. Liao, Y. Guo, A. Savoy, and G. Salvendy
Cross-Cultural Design for IT Products and Services
P. Rau, T. Plocher and Y. Choong
Data Mining: Theories, Algorithms, and Examples
Nong Ye
Designing for Accessibility: A Business Guide to Countering Design Exclusion
S. Keates
Ergonomics in Design: Methods and Techniques
Marcelo M. Soares and Francisco Rebelo
Ergonomic Workplace Design for Health, Wellness, and Productivity
Alan Hedge
Fall Prevention and Protection: Principles, Guidelines, and Practices
Hongwei Hsiao
Handbook of Cognitive Task Design
E. Hollnagel
The Handbook of Data Mining
N. Ye
Handbook of Digital Human Modeling: Research for Applied Ergonomics
and Human Factors Engineering
V. G. Duffy
Handbook of Human Factors and Ergonomics in Health Care and Patient Safety
Second Edition
P. Carayon
Handbook of Human Factors in Air Transportation Systems
Steven James Landry
Handbook of Human Factors in Web Design, Second Edition
K. Vu and R. Proctor
Handbook of Occupational Safety and Health
D. Koradecka
Handbook of Standards and Guidelines in Ergonomics and Human Factors
W. Karwowski
Handbook of Virtual Environments: Design, Implementation,
and Applications, Second Edition,
K. S. Hale and K M. Stanney
 PUBLISHED TITLES (CONTINUED)

Handbook of Warnings
M. Wogalter
Human–Computer Interaction: Designing for Diverse Users and Domains
A. Sears and J. A. Jacko
Human–Computer Interaction: Design Issues, Solutions, and Applications
A. Sears and J. A. Jacko
Human–Computer Interaction: Development Process
A. Sears and J. A. Jacko
Human–Computer Interaction: Fundamentals
A. Sears and J. A. Jacko
The Human–Computer Interaction Handbook: Fundamentals
Evolving Technologies, and Emerging Applications, Third Edition
J. A. Jacko
Human Factors in System Design, Development, and Testing
D. Meister and T. Enderwick
Introduction to Human Factors and Ergonomics for Engineers, Second Edition
M. R. Lehto
Macroergonomics: Theory, Methods and Applications
H. Hendrick and B. Kleiner
Modeling Sociocultural Influences on Decision Making:
Understanding Conflict, Enabling Stability
Joseph V. Cohn, Sae Schatz, Hannah Freeman, and David J. Y. Combs
Practical Speech User Interface Design
James R. Lewis
The Science of Footwear
R. S. Goonetilleke
Skill Training in Multimodal Virtual Environments
M. Bergamsco, B. Bardy, and D. Gopher
Smart Clothing: Technology and Applications
Gilsoo Cho
Theories and Practice in Interaction Design
S. Bagnara and G. Crampton-Smith
The Universal Access Handbook
C. Stephanidis
Usability and Internationalization of Information Technology
N. Aykin
User Interfaces for All: Concepts, Methods, and Tools
C. Stephanidis
Variability in Human Performance
T. Smith, R. Henning, and M. Wade
Handbook of Human Factors in
Air Transportation Systems

Edited by
Steven J. Landry
CRC Press
Taylor & Francis Group
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Library of Congress Cataloging‑in‑Publication Data

Names: Landry, Steven J., editor.

Title: Handbook of human factors in air transportation systems / edited by
Steven James Landry.
Description: Boca Raton : CRC Press, Taylor & Francis, [2018] | Includes
bibliographical references and index.
Identifiers: LCCN 2017019535| ISBN 9781466572645 (hardback : alk. paper) |
ISBN 9781138747395 (pbk. : alk. paper) | ISBN 9781315116549 (ebook)
Subjects: LCSH: Aeronautics--Human factors--Handbooks, manuals, etc.
Classification: LCC TL553.6 .H355 2018 | DDC 629.13--dc23
LC record available at https://lccn.loc.gov/2017019535

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Contents
Preface...............................................................................................................................................ix
Acknowledgments .............................................................................................................................xi
About the Editor............................................................................................................................. xiii
Contributors ..................................................................................................................................... xv

Section i operations and Design

Chapter 1 Operational Details of the Air Transportation System ................................................ 3

Steven J. Landry

Chapter 2 The Design of the Flight Deck ................................................................................... 13

Lisa C. Thomas

Chapter 3 The Design of the Air Traffic Control System ........................................................... 31

Michael Nolan

Chapter 4 Maintenance ............................................................................................................... 51

William L. Rankin and Bill Johnson

Chapter 5 Distributed Work in the National Airspace System: Traffic Flow

Management and Airline Operations Control .......................................................... 107
Philip J. Smith and Ellen J. Bass

Chapter 6 Accident Investigation .............................................................................................. 115

William J. Bramble, Jr.

Section ii Regulations and certification

Chapter 7 An Overview of Flight Deck Human Factors in the U.S. Aviation

Regulatory System ................................................................................................... 137
Kathy Abbott

Chapter 8 Certification of Aircraft and Aircraft Systems ........................................................ 147

Robert E. Joslin

vii
viii Contents

Chapter 9 Safety Systems and Practices ................................................................................... 195

Alan Stolzer

Chapter 10 Security ....................................................................................................................209

Douglas Harris

Section iii Research and Development

Chapter 11 Data Sources and Research Tools for Human Factors ............................................. 239
Mark Wiggins, Shayne Loft, and Johanna Westbrook

Chapter 12 Flight Deck Human Factors ..................................................................................... 259

Michelle Yeh, Thomas R. Chidester, and Thomas E. Nesthus

Chapter 13 Situation Awareness in Air Traffic Control.............................................................. 301

Kim-Phuong L. Vu and Dan L. Chiappe

Chapter 14 Error in Air Transportation ...................................................................................... 321

Cees Jan Meeuwis and Sidney W. A. Dekker

Chapter 15 The Systems Perspective in Air Transportation ....................................................... 341

Lance Sherry

Section iV the Future

Chapter 16 A Personal Journey in the Design and Management of the Growing Airspace....... 363
Guy André Boy

Chapter 17 Remotely Piloted Aircraft ........................................................................................ 379

Alan Hobbs

Author Index................................................................................................................................. 397

Subject Index ................................................................................................................................403
Preface
This book is intended to be a reference for human factors researchers, practitioners, and students on
the air transportation system, rather than be a reference on air transportation human factors. Many
people who do work or conduct research on the air transportation system start out with little knowl-
edge on how the system works, and finding that information is extremely difficult. There are few
college courses that comprehensively discuss the air transportation system, and books on the subject
usually assume operational knowledge and focus on research being conducted on the performance
of the system or its agents. It is hoped that this book can fill this gap.
A broad range of international experts were recruited to author the chapters of this book—from
industry, academia, and government agencies. This was done to ensure that a broad perspective was
obtained on how things happen within the air transportation system. The authors all have extensive
experience in air transportation, and come from organizations that deal directly with the topic of
their respective chapters.
Section I describes operational aspects of the air transportation system. In Chapter 1, the reader
is introduced to the system, including its main components and how an aircraft moves from one
place to another within the system. In Chapters 2 and 3, readers can learn about how flight decks
are designed, and how the air traffic control system works. Chapter 4 discusses the maintenance
of aircraft within the system, which is becoming a leading cause of accidents as the system itself
becomes ever more safe. Chapter 5 discusses pilot–air traffic controller and traffic manager–airline
dispatcher interactions as a distributed work system. Chapter 6 discusses the accident investigation
process, including the history of accident investigations in the air transportation system.
Section II describes the management environment of the air transportation system. Chapter 7
describes regulatory practices regarding risk management and human factors in the air transpor-
tation system. Chapter 8 discusses how systems become certified for use in the air transportation
system. Chapter 9 provides the reader with information on how safety is monitored and recorded
within the air transportation system. The topic of Chapter 10 is security, with a focus on how human
factors issues factor into security efforts and research.
Section III describes research and development on the air transportation system. Chapter 11
provides a reference on data sources and research tools that are available to human factors research-
ers and practitioners. Chapters 12 and 13 deal with research and development that have gone on in
the flight deck and air traffic control domains. Chapter 13 discusses how the concept of error in air
transportation has been considered and studied, and Chapter 15 discusses how researchers approach
problems in the air transportation system as systems problems.
Section IV briefly discusses aspects related to the present and future of air transportation. In
Chapter 16, the reader can learn about the European efforts to modernize the air transportation
system. Finally, in Chapter 17, the concept of unmanned aerial vehicles in the air transportation
system is discussed.
I hope the reader finds this book informative and interesting. As an educator in air transportation
human factors, I further hope that this handbook becomes a reference that makes future researchers
and practitioners more knowledgeable and productive.

ix
Acknowledgments
This handbook could not have been completed without the assistance, direct or indirect, of many
people other than the authors and I would remiss in not indicating my thanks to them. First and
foremost, the editorial team at CRC Press, most notably Cindy Carelli, was extraordinarily helpful
and patient. In addition, these people have been invaluable to me over the years, both personally and
professionally, thereby contributing to this book toward its completion, and they therefore deserve
my sincere gratitude: My colleagues at Purdue University (including my students, from whom I have
learned more than I learned in all my years in school), my colleagues at NASA Ames Research
Center, those with whom I worked and learned from at the Federal Aviation Administration, and,
perhaps most important, Michael Mashtare.

xi
About the Editor
Steven J. Landry, Ph.D., is an associate professor and the associate head in the School of Industrial
Engineering at Purdue University, West Lafayette, Indiana, with a courtesy appointment in the
Purdue University School of Aeronautics and Astronautics. At Purdue, Dr. Landry conducts
research in air transportation systems engineering and human factors, and teaches undergraduate
and graduate courses in human factors, statistics, and industrial engineering. Dr. Landry’s research
has been primarily focused on systems analysis and human factors for the Next Generation Air
Transportation System. Dr. Landry has published more than 80 peer-reviewed journal articles, con-
ference papers, and book chapters, including book chapters on human–computer interaction in aero-
space, flight deck automation, and aviation human factors. Prior to joining the faculty at Purdue,
Dr. Landry was an aeronautics engineer for NASA at the Ames Research Center, working on air
traffic control automation. Previously, Dr. Landry was also a C-141B aircraft commander, instruc-
tor, and flight examiner with the U.S. Air Force. He has more than 2,500 heavy jet flying hours,
including extensive international and aerial refueling experience.

• BS, Department of Electrical Engineering, Worcester Polytechnic Institute, Worcester,

Massachusetts, 1987.
• MS, Department of Aeronautics and Astronautics, Massachusetts Institute of Technology,
Cambridge, Massachusetts 1999.
• Ph.D., H. Milton Stewart School of Industrial and Systems Engineering, Georgia Institute
of Technology, Atlanta, Georgia, 2004.

xiii
Contributors
Kathy Abbott
Office of Aviation Safety
U.S. Federal Aviation Administration
Washington, DC
Ellen J. Bass
Department of Information Science
College of Computing and Informatics and
Health Systems and Services Research
College of Nursing and Health Professions
Drexel University
Philadelphia, Pennsylvania
Guy André Boy
School of Human-Centered Design,
Innovation and Art
Florida Institute of Technology
Melbourne, Florida
William J. Bramble, Jr.
Senior Human Performance Investigator
U.S. National Transportation Safety Board
Washington, DC
Dan L. Chiappe
Department of Psychology
California State University, Long Beach
Long Beach, California
Thomas R. Chidester
Civil Aerospace Medical Institute
U.S. Federal Aviation Administration
Oklahoma City, Oklahoma
Sidney W. A. Dekker
Safety Science Innovation Lab
Griffith University
Nathan, QLD, Australia
Douglas Harris (Retired)
Anacapa Sciences, Inc.
Port Townsend, Washington
Alan Hobbs
San Jose State University
Human Systems Integration Division
NASA Ames Research Center
Mountain View, California
Bill Johnson
Office of Aviation Safety
U.S. Federal Aviation Administration
Washington, DC
Robert E. Joslin
Office of Aviation Safety
U.S. Federal Aviation Administration
Washington, DC
Steven J. Landry
School of Industrial Engineering
Purdue University
West Lafayette, Indiana
Shayne Loft
University of Western Australia
Perth, Western Australia, Australia
Cees Jan Meeuwis
Safety and Compliance
Voqx Innovative Safety
Rotterdam, the Netherlands
Thomas E. Nesthus
Civil Aerospace Medical Institute
U.S. Federal Aviation Administration
Oklahoma City, Oklahoma
Michael Nolan
School of Aviation and Transportation
Technology
Purdue University
West Lafayette, Indiana
William L. Rankin
The Boeing Company (retired)
Kirkland, Washington
xv
xvi Contributors

Lance Sherry Kim-Phuong L. Vu

System Engineering and Operations Research Department of Psychology
George Mason University California State University, Long Beach
Fairfax, Virginia Long Beach, California

Philip J. Smith Johanna Westbrook

Department of Integrated Systems Engineering Department of Psychology
The Ohio State University Macquarie University
Columbus, Ohio North Ryde, NSW, Australia

Alan Stolzer Mark Wiggins

College of Aviation Macquarie University
Embry-Riddle Aeronautical University North Ryde, NSW, Australia
Daytona Beach, Florida
Michelle Yeh
Lisa C. Thomas U.S. Federal Aviation Administration
Boeing Commercial Airplanes Washington, DC
The Boeing Company
Kirkland, Washington
Section I
Operations and Design
 1 Operational Details of the
Air Transportation System
Steven J. Landry

CONTENTS
Introduction ........................................................................................................................................3
Ground Operations .............................................................................................................................4
The “Gate” (A, B) .........................................................................................................................5
Pushback (C) .................................................................................................................................5
Taxi Out (D) ..................................................................................................................................6
Taking the Runway (E, F) .............................................................................................................6
Takeoff (G) ....................................................................................................................................6
Arrival Ground Operations (S–V) .................................................................................................7
Airborne Operations...........................................................................................................................7
Climbout (H–K) ............................................................................................................................8
Cruise (L) ......................................................................................................................................8
Descent (M, N, O) .........................................................................................................................9
Arrival (P, Q) .................................................................................................................................9
Landing and Go-Around (R) ....................................................................................................... 10
Conclusion ....................................................................................................................................... 10
References ........................................................................................................................................ 10

INTRODUCTION
Air transportation systems worldwide consist of several common features—aircraft are parked at
airports, taxi from the parking area to a runway, use the runway to take off, then fly to some desti-
nation airport where the aircraft lands at a runway, taxis back to a parking area, and parks. There
are substantial variations in the operational details of how this works under different conditions,
including the experience of a passenger on a commercial flight, which is how most people experi-
ence the system, passengers on modern private aircraft, and passengers or pilots in older general
aviation aircraft. Although much of the current chapter is focused on the common commercial flight
experience, notations are provided as to what differences one can expect across different types of
operations.
Much more of the technical details of the air traffic control system is contained in Chapter 3.
This chapter gives an overview of what is involved operationally in moving an aircraft from one
place to another within an air transportation system, to bring readers up to speed on the various
elements of the system, and how they go together in an operational sense. This chapter, of course, is
not a replacement for the actual air traffic control regulations, which are more complete, up-to-date,
and authoritative. See especially Federal Aviation Administration (2016).
One can generally separate an aircraft’s ground operations, shown schematically in Figure 1.1,
from its airborne operations, shown schematically in Figure 1.2, which appears after the next sec-
tion. These figures are labeled; those labels correspond to the references in the following subsections.

3
4 Handbook of Human Factors in Air Transportation Systems

S G F

T
E

D
U C

V A,B

Gate Gate

FIGURE 1.1 Ground operations overview.

L
N M
K
O P J
K
J
I
Q R
H

FIGURE 1.2 Airborne operations overview.

GROUND OPERATIONS
Controlled airports, where air transportation authorities manage the operations of the airport,
typically have one or more ground controllers who perform the functions that will be discussed in
the next few sections. At very busy airports, there will be numerous ground controllers, each with
different responsibilities; at less busy airports there may be one or even none. These ground control-
lers typically sit in an air traffic control tower, where they can watch the ground operations visually.
Sometimes, there is more than one tower, with separate towers located where ground controllers can
see parking areas that would otherwise be obscured from the main tower.
At very busy airports, where one commercial airline has a majority presence, some parking
areas may be controlled by a specialized ramp controller who may be employed by the airline. That
controller’s responsibility is to manage the gate and initial taxi process in that particular ramp area.
Moreover at controlled airports there are tower controllers, who manage operations on the run-
way, including approving landings and takeoffs. These controllers are usually separate from the
ground controllers and focus their entire attention on the runway environment. These controllers are
in the tall control tower seen at all busy airports, and operate almost exclusively visually, eschewing
most computer-based decision support systems that would distract them from seeing operations at
the runway.
At airports that are not controlled, there may be no controllers at all. In such cases, pilots are
responsible for decisions regarding taxi and takeoff.
Operational Details of the Air Transportation System 5

The “GaTe” (a, B)

Most people have experienced operations at the gate. In commercial operations, the gate is where
a commercial aircraft is parked to be serviced and load or offload passengers. Servicing includes
being fueled; inspected; having perishable items, such as food and drinks, restocked; having the
latrine serviced; and having cargo and/or passenger bags offloaded and onloaded. At the gate, prior
to departure, pilots also perform preflight checks and prepare the aircraft for departure.
Private aircraft are typically not parked at a gate, but are parked in a spot on the ramp, and pas-
sengers and crewmembers onload or offload through a door and stairs, and need to walk across the
ramp to get to the terminal building. Often, at airports with both commercial and private service,
this area and terminal building is a separate area from the commercial area.
Depending on the capabilities of the aircraft, at the gate pilots may need to load or check the
flight plan into the aircraft’s flight management computer, if the aircraft is so equipped. (Most com-
mercial aircraft do have such a system installed, whereas many older small aircraft do not.) The
flight management computer, described in more detail in Chapter 2, interfaces with the autopilot
system to help navigate the aircraft to its destination.
The efficiency of the servicing and onloading/offloading of passengers is important to com-
mercial air carriers, as it determines the minimum amount of time required between an arrival of a
flight and a departure of the same aircraft. In addition, passengers on commercial flights prefer not
to sit awaiting departure any longer than they need to, so customer satisfaction with the commercial
flight experience is somewhat dependent on the efficiency of this process. For that reason, research-
ers and practitioners have studied this process and made recommendations for how it should be done
(Bazargan, 2007; Hapsari, Clemes, & Dean, 2017; Kuo, 2014; Steffen, 2008; Steffen & Hotchkiss,
2012). Consensus on how to accomplish the passenger-loading process has not been achieved, as
most passengers can attest, and is complicated by, among other things, airlines’ marketing deci-
sions regarding providing preferential treatment to frequent fliers and other commercially important
passengers. Passengers and crew on private or general aviation flights, in which the number of pas-
sengers is very low or even zero, experience a much less-regulated process, loading whenever the
aircraft is ready by walking out to the aircraft.

PushBack (c)
Pilots of aircraft flying under the control of air traffic controllers, that is, under instrument flight
rules, must obtain a clearance from air traffic controllers before they are allowed to depart. Pilots
flying under visual flight rules do not need a clearance. (See Chapter 3 for more information on the
different types of flight rules and what they mean.) This clearance identifies for the pilots the route
they must use to depart the general environs of the airport, that is, the departure to use along with
the cleared route all the way to destination. An air traffic controller, referred to as clearance deliv-
ery, typically delivers this clearance verbally over a radio frequency to the pilots, and the pilots read
back the clearance to the controller to ensure they have recorded it correctly. Usually this clearance
contains some instructions for immediately after departure and then just identifies any changes to
the preplanned and prefiled flight plan the airline (or pilots) have sent in to the relevant air traffic
control authorities.
Once pilots have obtained a clearance and all preflight operations, including passenger loading
if applicable, have been completed, pilots of aircraft parked at a gate can request a pushback. As
aircraft at a gate need to go backward, and can only go in reverse with great difficulty, a truck is
used to push the aircraft back away from the gate.
This request, and the pushback, initiates the taxi portion of the flight, where the aircraft tran-
sits from the parking area to the runway. Aircraft not parked at gate, or those who have already
received a pushback away from the gate, then request permission from a ground or ramp controller
to taxi.
6 Handbook of Human Factors in Air Transportation Systems

Taxi OuT (D)

At controlled airports, permission is required to taxi, whereas at uncontrolled airports pilots do so
on their own authority. Permission to taxi typically includes specific instructions about what taxi-
ways to use and what to do when the aircraft gets to the runway.
During taxi, pilots are responsible for ensuring that they remain on the correct taxiways and
stay clear of obstacles, vehicles, and other aircraft. At busy airports, markings visible from the
pilot’s seat are provided to indicate taxiway identification, which is usually by letters such as taxi-
way K, closed taxiways, taxiway centerline indications, and markings indicating the intersection of
taxiways with runways. Sometimes, these markings are accompanied by a lighting system provid-
ing these same indications but making them more visible at night or in poor visibility conditions.
Uncontrolled airports typically have few or even no such markings, relying on pilots to navigate the
taxiway system without assistance.

TakinG The Runway (e, F)

As indicated in the previous section, taxi instructions, when provided, usually include specifics on
what the pilot should do when reaching the runway. Typically, this is an instruction for the pilot to
hold short of the runway and contact the tower controller.
After contacting the tower controller, the pilot is given instructions to continue holding, to taxi
on to the runway and hold their position, or is cleared to takeoff. This decision is dependent on
whether an aircraft is still on, or about to land on, the runway, as only one aircraft is allowed to use
the runway for takeoff or landing at any one time.
This decision may also reflect a desire to keep the departing aircraft from encountering the
wake vortex of the aircraft that just departed. Wake vortices are not fully understood, as they
are relatively complicated fluid dynamics phenomena, and have been modeled in a number
of ways (Rossow, 2002; Shortle & Jeddi, 2007). However, as interactions with wake vortices
are extremely dangerous and have caused fatal accidents, several minutes between departures
(and arrivals) on the same runway are required when the aircraft involved are very heavy, such
as large commercial aircraft, which can also affect runway capacity (Burnham, Hallock, &
Greene, 2002).

TakeOFF (G)
Once cleared for takeoff, pilots advance power and accelerate to achieve a speed at which the air-
craft can become airborne and fly safely. This process is actually one of the more dangerous parts
of the flight, because, should a malfunction occur during the takeoff roll, pilots must make deter-
minations as to whether it is safer to try to stop the aircraft on the runway or take the aircraft into
the air with the malfunction. This is not a trivial decision, as either choice could lead to a serious,
even fatal, accident.
This decision is referred to as the go–no go decision. At least for commercial aircraft, a speed
is identified during preflight at which the aircraft must go regardless of the malfunction, short of
the aircraft becoming nonairworthy. (All commercial aircraft are engineered such that they can fly
with one engine not operating.) For large commercial aircraft, this speed is typically referred to
as “V1,” which is short for “velocity #1.” This decision has been the subject of several academic
papers, mostly on whether any automation assistance is possible in this case (Balachandran, Ozay, &
Atkins, 2016; Bove & Andersen, 2002).
Another speed is identified at which the aircraft’s nose should be lifted so that the aircraft will
lift off and fly off of the runway. This speed is referred to as “V2.”
Operational Details of the Air Transportation System 7

aRRival GROunD OPeRaTiOns (s–v)

At controlled airports, the departure ground operations (gate, taxi, and takeoff) are reversed on
arrival. Approaching aircraft contact the tower for approval to land; such approval includes specifi-
cally for which runway the approval is given. Pilots are approved only for landing on that runway
unless other instructions are given. After landing and before departing the runway, the aircraft is
instructed to contact the ground controller on a separate radio frequency. At uncontrolled airports,
pilots land and taxi on their own authority, visually clearing the area of any other aircraft or vehicles
that would pose an obstruction or collision risk.
From there, again at controlled airports, the aircraft is given specific instructions to taxi to the
parking area. At busy commercial airports, this includes a gate at which the aircraft is cleared to
park. The gate assignment is typically given by the airline that controls that gate, although airlines
can lend gates, although this is done rarely, if ever.

AIRBORNE OPERATIONS
After departure, aircraft talk to a series of air traffic controllers who manage volumes of airspace and
control all aircraft within those volumes that are following instrument flight rules. See Chapters 3
and 15 for more information on airspace segmentation.
Initially, pilots talk to departure controllers, who are part of the terminal radio detection and
ranging (RADAR) approach control facility, or TRACON. Close to controlled airports, within
about 50 miles and up to about 10,000 feet, pilots talk to these departure controllers. The dashed
box in Figure 1.3 is intended to depict the TRACON area of control, although the figure is not to
scale. Pilots again talk to arrival controllers, also part of the TRACON, when approaching their
destination.
The largest airport regions, about 27 of them, have TRACONS that are entirely separate from
the control tower, although some, or even many, of these facilities are located in the basement

Arrivals

Departures

FIGURE 1.3 Atlanta arrival and departure routes (From Air Traffic Atlanta, http://www.airtrafficatlanta.com/
channels.php? encid=8).
8 Handbook of Human Factors in Air Transportation Systems

of the air traffic control tower building. The largest few regions, such as near Washington, D.C. and
Los Angeles, have consolidated multiple TRACONs that control the arrival and departure traffic
going into more than one airport. Such consolidated TRACONs are located in a separate building
away from any of the airports they control.
For smaller airports, the tower controllers perform the arrival and departure control responsibili-
ties. It is possible, in regions of the country where TRACON airspaces are contiguous, for aircraft
to fly between airports only talking to tower controllers. Such operations are referred to as tower
enroute operations.
No TRACON services are provided for uncontrolled airports. In such cases, pilots typically
announce their position and intentions on a common frequency so that any other aircraft in the
vicinity will know where other aircraft are by means other than visually acquiring them.

climBOuT (h–k)
Climbout is the portion of flight that transitions the aircraft from the immediate vicinity of the
airport to high-altitude cruise flight. For small general aviation aircraft, high-altitude may be
a few thousand feet; for commercial aircraft, cruise flight typically occurs between 29,000 and
41,000 feet. (Some small business jets can fly at slightly higher altitude, and the now-defunct super-
sonic Concorde would cruise at up to 60,000 feet.)
Pilots are expected to follow the instructions given to them as part of their clearance, unless
departure controllers give them different instructions, which they typically do. These instructions
are designed to expedite the aircraft’s climb while keeping aircraft in the departure/arrival area
safely separated from one another.
At busy airports, this departure process is very challenging for both pilots and controllers, as
it involves separating climbing/accelerating and descending/decelerating aircraft, who are trying
to go in roughly opposite directions. The problem is somewhat simplified procedurally by hav-
ing arrival and departure aircraft fly along different corridors, which limits where these aircraft
routes intersect. An example, for the Atlanta TRACON, is shown in Figure 1.3. As can be seen in
Figure 1.3, however, these arrival and departure routes are very complex; aircraft are often given
numerous climb, level-off, and heading instructions.
Further complicating matters, controllers who are providing approval for aircraft to climb can
only estimate their climb performance. Although experience provides them with some guidance,
unknown weights and idiosyncrasies among pilots make this estimate error-prone. Controllers must
be conservative in allowing departures to climb, as it is difficult to be sure that a climbing aircraft
will reach a certain altitude prior to the intersection of that departing aircraft’s flight path with that
of an arriving aircraft. Departing aircraft are, therefore, often given intermediate level-off altitudes,
as shown in Figure 1.2 with letter J, which makes the climbout less efficient, and which results in
less cruise time, where the aircraft is the most fuel efficient.
Climbout is considered one of the higher workload periods for pilots of large commercial
aircraft. Pilots experience a large number of communications during this period, must make many
changes to the flight path of the aircraft either manually or to the automation that is controlling the
aircraft, and must remain vigilant due to the high density of aircraft in the area.

cRuise (l)
After leaving the TRACON, aircraft flying under instrument flight rules are handed off to the
first of a sequence of enroute controllers. These controllers sit in a facility that is separate
physically from TRACONs and/or towers. These Air Route Traffic Control Centers control
large volumes of airspace, in which the Center volume is broken up into irregular volumes
of airspace called sectors. Groups of sectors on which individual controllers are trained are
called areas.
Operational Details of the Air Transportation System 9

Sectors are shaped to conform to the typical flows of aircraft that transit the sectors. Some sectors
primarily handle arrival and/or departure traffic to/from TRACONS and are oriented accordingly –
typically long and slender in the predominant direction of flight for the arriving/departing aircraft.
Sectors that handle cruise aircraft in which traffic density is low are typically large and shaped more
regularly, such as a large box shape.
Above 20,000 feet where most large commercial aircraft fly, aircraft at cruise are separated into
flight levels (FL) corresponding to the altitude in hundreds of feet, such that aircraft flying gener-
ally eastbound (0°–179°) are required to fly at odd FL(FL210 or 21,000 feet, FL230, FL250, FL270,
FL290, FL330, FL370, etc.), and aircraft flying westbound are required to fly at even FL (FL220,
FL240, FL260, FL280, FL310, FL350, etc.). These rules vary internationally, including FL being
defined by meters instead of feet in some Asian and Eastern European countries.
The 2,000 versus 1,000-feet change in the difference between eastbound and westbound alti-
tudes the reader might note above FL290 is reduced to a 1,000-feet difference in areas in which
reduced vertical separation minima airspace has been introduced. Only certain properly equipped
aircraft are allowed to use these altitudes in that airspace.
Cruise flight can comprise the majority of the time a flight is airborne. It is generally considered
a low-risk flight regime, due to little climbing and descending and long periods in low-density
airspace. It is also considered low-workload, as for properly equipped aircraft the autopilot is
typically engaged, often coupled to the flight management system, leaving pilots the task of com-
municating infrequently with air traffic controllers and monitoring the autopilot and other systems.

DescenT (m, n, O)
When getting within a few hundred miles of their destination, depending on cruise altitude, aircraft
may begin to descend. This descent may be initiated by controllers or be initiated by the pilots.
A typical descent profile consists of a set of descents to lower altitudes, a level-off for a period of
time, followed by another descent. This is referred to as a staircase type descent because of its
resemblance to a staircase.
The level-off portions of such descents are inefficient, as pilots must increase power to keep
the aircraft level. Air traffic authorities and researchers have been investigating, and in some
cases even implementing, continuous descent procedures for commercial operations that elimi-
nates these inefficiencies (Clarke et al., 2004; Coppenbarger, Mead, & Sweet, 2007; Dinges, 2007;
Green & Vivona, 2001; Landry, 2009; Robinson & Kamgarpour, 2010; Staigle & Nagle, 2006;
Tong, Boyle, & Warren, 2006; White & Clarke, 2006). Such procedures have the aircraft cruise to
a point in which they can continuously descent, at near idle power, to very close to runway touch-
down, thereby eliminating the inefficient level-off periods. Of course, such aircraft still have to be
separated from other arriving and departing aircraft, making the operation challenging to execute.
As of this writing, such operations are limited to low-demand periods or to airports in which the
operations can be carefully controlled.
Descent again begins a higher workload period, in which there is typically a higher communica-
tion workload and more maneuvering. This period is also more risky than cruise flight, due to more
complex interactions with other climbing, descending, and cruising aircraft.

aRRival (P, Q)
Workload and risk increases further as the aircraft gets closer to the airport. Center controllers
descend the aircraft and deliver it to a point of entrance (a fix) to the TRACON at a particular
altitude based on agreements made between the relevant Center and TRACON. Center control-
lers hand off the aircraft to the arriving TRACON, in which aircraft talk to an arrival controller.
Different TRACONS handle incoming aircraft differently, either by having a set of arrival sectors
10 Handbook of Human Factors in Air Transportation Systems

much similar to those found in Center airspace, or by having one or more arrival controllers that
handle aircraft from TRACON entry to Tower handoff.
Arrival controllers can refuse to accept handoffs from Center controllers if the TRACON is too
busy. In such cases, aircraft must then enter a holding pattern, which is a racetrack pattern consist-
ing of straightaway legs of 10 or 20 nautical miles.
If the TRACON controller continues to refuse aircraft entry, subsequent aircraft are stacked in
holding patterns at altitudes above the first. When the Center controller runs out of vertical space,
aircraft are held further out from the TRACON, and so on. In particularly egregious situations, such
holding aircraft can even block departure routes from the (arriving) runway, resulting in gridlock
in which departing aircraft cannot leave their gates due to blocked airspace and arriving aircraft
cannot arrive due to blocked gates. This is fortunately rare.
Aircraft under instrument flight rules are most commonly given headings (vectors) and altitudes
to fly to get aligned for landing. However, aircraft could also be cleared for a particular arrival pro-
cedure, which requires them to fly a particular set of route legs, speeds, and altitudes. Aircraft are
expected to eventually take over navigating to the runway, either by visually acquiring the runway
and positioning themselves to land, or by following ground-based navigation systems such as an
instrument landing system that provides both lateral and vertical (glidepath) guidance.
Smaller, general aviation aircraft must find and align themselves to land based on whatever
equipment the aircraft possesses, which may be very little. Most commonly, such aircraft use visual
references to find and land at the airport.

lanDinG anD GO-aROunD (R)

Using such guidance, aircraft can position themselves to land, obtaining permission to do so from
the tower, if the airport is controlled. However, if the aircraft for some reason cannot land safely,
such as not having sufficient visual references to identify the runway environment, they must execute
a go-around in which the aircraft climbs away from the runway and back into the approach environ-
ment. Other reasons for go-arounds include vehicles/aircraft on the runway and aircraft malfunc-
tions. There is commonly a designated procedure for go-arounds that aircraft are expected to follow,
not only to ensure predictability but also to ensure safe separation from ground obstructions.
Go-arounds are very risky and high workload periods. Go-arounds are not executed very often,
so pilots are initiating a procedure with which they are not entirely familiar. There is also high
demand on them, with configuration changes (landing gear, flaps) occurring, communication
requirements, and navigation requirements. Moreover, most go-arounds are flown manually, exac-
erbating the workload issue.

CONCLUSION
Aircraft operations are fairly complex, with a great deal of information that can be difficult to
find if one does not have actual operational experience. Hopefully, the current chapter has pro-
vided an overview of how aircraft move through the air transportation system. With reference to the
more detailed and comprehensive information in the subsequent chapters, readers should be able to
become sufficiently knowledgeable about the system to be productive and effective researchers and
practitioners.

REFERENCES
Balachandran, S., Ozay, N., & Atkins, E. M. (2016). Verification guided refinement of flight safety assessment
and management system for takeoff. Journal of Aerospace Computing, Information and Communication,
13, 357–369.
Bazargan, M. (2007). A linear programming approach for aircraft boarding strategy. European Journal of
Operational Research, 183, 394–411.
Operational Details of the Air Transportation System 11

Bove, T., & Andersen, H. B. (2002). The effect of an advisory system on pilots’ go/no-go decision during
take-off. Reliability Engineering and System Safety, 75, 179–191.
Burnham, D. C., Hallock, J. N., & Greene, G. C. (2002). Wake turbulence limits on paired approaches to
parallel runways. Journal of Aircraft, 39, 630–637.
Clarke, J.-P., Ho, N. T., Ren, L., Brown, J. A., Elmer, K. R., Zou, K., … Warren, A. W. (2004). Continuous
descent approach: Design and flight test for Louisville International Airport. Journal of Aircraft, 41,
1054–1066.
Coppenbarger, R., Mead, R., & Sweet, D. (2007, September). Field evaluation of the tailored arrivals concept
for datalink-enabled continuous descent approach. Paper presented at the 7th AIAA aviation technol-
ogy, integration, and operations conference, Belfast, Northern Ireland.
Dinges, E. (2007, July). Determining the environmental benefits of implementing continuous descent arrival
operations at Atlanta and Miami (paper no. 594). Paper presented at the 7th USA/Europe seminar on
air traffic management research and development, Barcelona, Spain.
Federal Aviation Administration. (2016). Aeronautical information manual: Official guide to basic flight
information and ATC procedures, Washington, DC: U.S. Department of Transportation, Federal
Aviation Administration.
Green, S. M., & Vivona, R. A. (2001, August). En route descent advisor concept for arrival metering. Paper
presented at the AIAA guidance, navigation, and control conference, Montreal, Canada.
Hapsari, R., Clemes, M. D., & Dean, D. (2017). The impact of service quality and customer engagement
and marketing constructs on airline passenger loyalty. International Journal of Quality and Service
Sciences, 9, 2–29.
Kuo, C.-C. (2014). A review of heuristic and optimal aircraft boarding strategies in the U.S. airline industry. In
M. A. Warkentin (Ed.), Trends and research in the decision sciences, pp. 313–330. Upper Saddle River,
NJ: Decision Sciences Institute.
Landry, S. J. (2009). Mid-term CDA operations to ATL: Delay requirements under nominal and off-nominal
conditions. Paper presented at the NASA airspace technical interchange Meeting, San Antonio, TX.
Robinson III, J. E., & Kamgarpour, M. (2010, September ). Benefits of continuous descent operations in high-
density terminal airspace under scheduling constraints. Paper presented at the 10th AIAA aviation
technology, integration, and operations conference, Fort Worth, TX.
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39, 587–596.
Shortle, J., & Jeddi, B. (2007). Using multilateration data in probabilistic analysis of wake vortex hazards
for landing aircraft. Transportation Research Record: Journal of the Transportation Research Board,
2007, 90–96.
Staigle, T., & Nagle, G. (2006, September). Details and status of CDA procedures for early morning arrivals
at Hartsfield-Jackson Atlanta International Airport (ATL). Paper presented at the CDA Workshop No. 3,
Atlanta, GA.
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14, 146–150.
Steffen, J. H., & Hotchkiss, J. (2012). Experimental test of airplane boarding methods. Journal of Air Transport
Management, 18, 64–67.
Tong, K.-O., Boyle, D. A., & Warren, A. W. (2006, September). Development of continuous descent arrival
(CDA) procedures for dual-runway operations at Houston Intercontinental. Paper presented at the 6th
AIAA aviation technology, integration, and operations conference, Wichita, KS.
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international airport (LAX). Paper presented at the CDA workshop No. 3, Atlanta, GA.
Another random document with
no related content on Scribd:
KUKKAISEN TAIVAS.

Olis se kaipo kukkaisella,

Kaunoisella,
Vaippa-korvalla valitus,
Ettei häntä lentäväksi
Luoja luonut,
Eikä suonut soittajaksi;
Ett'ei kieltä kimalaisen
Kukka saanut
Jolla maistasi mesiä;
Ett'ei saanut sieramia
Semmoisia,
Kuin on neitosen nenällä:
Että itse iloitsisi
Imeksissä,
Hyvän henkensä himoja.
Vaan ei viihi vähempiä
Valitella,
Kuin on suotu suuremmaksi:
Hänen onnellen osasi
Oikiallen
Luonto laupias luvata.
Näin on Luoja lausununna
Luotuansa,
Kukan korvahan korean:
»Kuin sun neitonen näköövi,
Nuorukainen,
Sulhaisehen suostuvainen;
Niin sen silloin sirkkusena,
Siivillänsä,
Luulet lentävän lähellen.
Eipä kärppä kalliolla
Keviämpi,
Eikä oksalla orava;
Eipä lintu lennossansa.
Liukkahampi,
Kuin se neito nurmen päällä;
Eipä perhonen pikemmin
Pakeneva,
Kuin se tyttö on tuleva;
Eikä lumi varvikossa
Valkoisempi,
Kuin sen käs' on kaunokainen;
Tuolta tulet tyvessäsi
Taitetuksi,
Nouset neitosen nisille.
Eipä taivas tähtinensä.
Täytelämpi,
Nuoren rintoja Rikiinan.
Eikä mesi mehiläisen
Makiampi,
Kuin on huulet Hilturilla.»
 [Painettu »Oskyldigt Ingenting» -lehteen v. 1821, ja Koittareen I, s.
148 muutamilla muutoksilla.]
ASKO JA WALPURI.

Återklang af Oehlenschlägers Siwald och Thora.

Neion nukkuvan sylistä,

Vuotehelta Walpurinsa,
Irvennöllä ilkiällä,
Nurialla nauro-suulla,
Varastikse viekkahaste,
Sukkelaste sulhainen.
Neito huolellen havaissut
Kaipajaapi kaonnutta,
Vajootansa valitellen.
Vaan ei kuule Askon korva.
Kurjan Warvon valitusta,
Köyhän itkua isoa.
Mäni maille vierahaille,
Outopaikoille pakeni.
Siellä osti synnin orja
Olonsa osallisuuen,
Herras-köllin kunniahan,
Ansiohon Aatelmiehen
Jopa juohtu joutokoiran
Mieli-tietty mielen eistä,
Armas neito aatoksesta.
Vaan kuin kymmenen kohite
Vuotta viljaista vajosi,
Ehti kauneus kaota
Tahlauntua terveyskin
Rajan ruumiissa rikoisan;
Ehti kultakin kulua.
Herras-miehen hyppöisistä.
Alko aika ahistella
Miehen mieltä muattumahaan.
Kaipo Walpurin vakavan,
Suru neitosen suloisen
Mättihikse mieloisehen,
Sysäsikse syämmeheen.
Päivät päätteli nälässä,
Illat itkulla lopetti,
Öitä vietteli vilussa
Nähen unta onnetointa,
Surkeata suuatellen.
Vaan kuin viittasi väliste
Warpo käellä kaunosella.
Tulemaahan turvaksensa;
Ano Asko anteheksi
Toinen leppyä lupasi,
Taipua tilin teota,
Ilman itkuta ihana.
Tuosta ilkiö ihastu;
Läksi tiellä tunnetulla,
Miilustellen mierolaissa
Isänmaalle muinoselle.
Tuli vanhan veikon luokse.
Veikko pieksi piiskan kanssa,
Ropsi ruoskan varrellansa.
Tuli vanhan siskon luokse.
Sisko siimalla sivalsi,
Kotahalolla kuritti.
Tuli ystävänsä luokse.
Ystävä se ylpeästi,
Valehtellen vastaeli:
»Empä tunne tuota miestä.
Mäne matkasi minusta,
Kule kutkale kotiisi!»
Kulki kait kirkonmaata.
Mäni sulusta sisälle,
Kävi kirkon kynnykselle,
Tuohon lepsahti levolle,
Tuohon vaipu vaipumaahan.
Hauan kaivaja kolisti
Luita kirstusta kokohoon,
Kirkko-seinän selkäpuolla,
Pohjus-puolla porstuata,
Virttä veisaten suloista
Hyräellen hengellistä:
»Päivän tieän kullon synnyn,
Kanssa kaiken kullon kasvon;
Vaan en tieä sen tuloa,
Kullon kuoleman pitänen.» —
Asko armoton kysyypi:
»Kellen vuoetta virität?» —
»Sillen miehen-surmajalle,
Joka tappo ihtehinsä
Pelätessä pyöveliä.» —
»Kennen hautoja hajotat?
Kennen kirstuja kolistat?» —
»Siit on kymmenen kohite
Vuotta vaikeeta vajonnut,
Kuin mä vuotehen viritin,
Kaivon hauan kammoittavan
Sillen piika parkaisellen,
Joka jouutti hänensä.
Koska ylkä ylinkahto,
Hylky! Hylkäsi mokoman,
Sikiönsä saattavaisin,
Kuorman kantavan omansa.
Mäni maille vierahaille,
Outopaikoille pakeni.» —
Asko armoton kysyypi
»Mik' ol' nimi neitosella?
Kuka suku surmajalla?»
»Se ol' Walpuri vakava,
Jongan kalloja kolistan,
Jongan luita luskuttelen.» —
Syän säikähti sikiön,
Henki häpsähti häväistyn.
Surma syrkkäsi samassa,
Paha paiskasi perästä.
Asko paran armottomast,
Kirkon kulmahaan kivisen.
Veri purskahti punanen,
Päästä poloisen pihalle.
Tilkka muurille tipahti,
Toinen seinälle sorahti,
Kolme kallohoon katosi.
Kirkon kulma kammottaapi.
Veri valkean valaisi.
Siin on merkki murhajalle,
Puna pilkku pettäjälle,
Jok' ei vuolu vuolimella
Eikä kalkilla katoa.

[Painettu »Oskyldigt Ingenting» -lehteen v. 1821.]

KANTELE JA HUILU.

Kantele.

Minun veisti Wainämöinen

Kuussa, vahvasta visasta:
Nousi notkosta mäellen
Kelpo nauloja katellen:
Kasvo tammi tanteresta
Otavaahan oksinensa;
Nosti noihen nyrhösensä
Raksi latvan lattiahaan;
Naulat latvasta naversi,
Kielet kehräsi kelalla,
Aina aito auringosta
Päivän hapsia hakien,
Päivän säeitä sitoen.

Huilu.

Minä ilmestyn iässä,

Alon aamu-tähtöisessä.
Sukka-mielen silmöisestä
Vähä vierähti pisara,
Mantel-varpuihen välihin.
Tuosta hyöty tuo hyväkäs,
Peitti päivän pimentonsa,
Josta iloihti Isäntä,
Herra auringon avaran.
Otti oksan oivallisen
Oksan huiluksi hujelsi,
Puuhun puhalsi puteron.

Kantele.

Vielä vasta valmistettu

Olin tuores tuonilleni,
Äänelleni äkkinäinen.
Josta syystä synnyttäjä,
Varsin veistamöisiltäni
Nosti orsillen otavan
Kuueks vuoeks kuivamaahan.
Opin tuolla ollessani
Tähti-tanssin taivahaisen,
Jota jätkytän jälestä,
Tähen tiellä taivutellen
Kultaisia kieliäni,
Tähen tahtia tapailen.

Huilu

Piti paimen pillinänsä,

Käyen karjan kaitsejana
Thessalian laitumilla
Almetillä alimmaissa,
Vähin voimin voitettua,
Soassa kilpasoittajoihin
Parahimman paimenia;
Vasten mieltä Miitahaisen,
Jongan kulta-korvahaani
Puhui pillillä pahasti;
Josta korvat korkenivat,
Ett'ei saattanut salata
Eikä peittoja pitellen,
Eikä väkivallan kautta.

Kantele.

Sitten soitti sormillansa,

Itse istuen perässä,
Liemoveen lainehetta
Purjehtiissä purrellansa.
Silkkisiä seiliänsä
Taivutellen, tuulillensa.
Kuten tahto tuuliansa
Taipumaahan taivahinen;
Siten sormia sovitti
Minun kulta kielilleni.
Josko tyyntä, tyynemästi,
Josko jäitä, jäykemmästi
Paino peukalon perällä.

Huilu.

Sitten ankara Apollo

Lainas laulu-neioillonsa,
Jotka, somast soitettua,
Säilyttivät sisällänsä.
Opin siellä ollessani.
Sanat syttyneen syämmen,
Joita pojat puhuttavat,
Piiat kilvoin kuultelovat
Rakkanen rauettua.
Muutin, maallisten majoista
Tykkänähään taivahaaseen,
Joss' on tuttu toimeheni,
Joss' ei puuttune puhujat.

[Painettu »Oskyldigt Ingenting» -lehteen v. 1821.]

A. RAKKAUUEN SYNTY.

Luoja lanpias isämme

Istu iänkaikkisuuen
Pimeässä piiroksessa,
Ontto olemattomuuen
Yö on ylen ympärillä.
Kaikkisuuen kaikkinainen
Valta vaan on valvomassa,
Luojan luonna luomatakin,
Täytiläinen täyellensä.
Jalo ilo, itsestänsä
Siitä sytty, syämmeensä.
Itepäällänsä, isänen
Aiatteli aivoillansa:
»Ollapa tuota, toisen silmä
Kahtomassa, kaikkeutta!
Tuollapa tätä täyteyttä
Toisen tunto tuntemaahan!
Minä taian taivahita,
Minä mahan maailmaita
Tuon luontani sanalla!»
Sano sanan; ja samassa
Valo valtikan valasi,
Paivä piilotti pimenon.
Taivas täytti täisinensä,
Kivi kirkas kiiltämällä,
Päivän eessä ensimäisen,
Keitti kullat kuohumaahan.
Vuoren korkian kohussa.
Päärly, päällä seitemällä
Loisti, silmistä sininen,
Tahikk' puoleksi punanen,
Tahikk' kaiken karvallinen

Jalan juurelta Jumalan.

Tähti koitti korkialta,
Tihverästi tirkistllen
Mesi-tyynelle merelle,
Joutsenta jo johtatellen,
Joka laulo lapsitoina.
Elämänsä ennustusta.

Seilatossa sintävällä,
Ilman ajan lainehella,
Kyyhky kylvetti kynänsä.
Orih hirnu hileällä,
Äleällä äänellänsä,
Katsahtellen kahen puolen:
»Mistä muka miehen löyän,
Kussa kuulen kaitsejani!»

Auriako alotteleepi
Polttavia polkujansa;
Päätti päivät maailmalle,
Viiet jo viattomalle,
Kulki kuuesten kululle;
Lausu Herra hengellensä,
Kuin ol' kaikkia kaunistettu,
Valmistettu valvomaahan,
Paitsi päällen päätteheksi,
Luonnon hiippa luomatoina
Luonnon ruunu ruumitoina,
Luonnon sielu silmitöinä:
»Tehkämme nyt Temppeliksi
Itelemme, Ihmisiä,
Haamullamme haastavia
Kulkevia kuvallamme!»

Nousi sannasta, samassa,

Multaisesta, muoollinen
Poroisesta, povellinen,
Ilmi, ihminen Isälle;
Seisomaahan seinähirsi,
Nurkkakivi kiiltämäähän,
Aivottuhun alttarihiin,
Tepittyhyyn temppelihiin,
Tuolle sielun sieramihiin
Herra hengellä puhalsi,
Tuolle kasvot kaikkivalta
Kaunisteli, kastamalla
Auringonsa alkeissa,
Päätteisä päiväisensä.
Nosti siunaten sylinsä,
Sano suulla suloisella:
»Käy nyt kaikki kahtomassa
Ympärillä yrttitarhan
Mitkä ovat mielelliset,
Niitä nimellä nimitä!»
Kävikin käskylle keveä;
Että uupu ensinkerran,
Tuosta työstä työttömästä;
Että nukku navallensa,
Mahallensa marjekkohoon.
Näki unta uupunutkin
Toempata, toisen laista,
Kuin on nähnynnä näkiä
Siitä-päivin sielullansa.
Näki Herran näössänsä,
Sanovan sanoilla näillä:
»Eivät ole onnelliset,
Hyötylliset hyvyyteni.
Yksinäiselle ylälle:
Minä avun Aatamille,
Otan, oikehen omasta
Luustansa, luoakseni.»
Otti kylen kynnellänsä,
Lihan liitteli siallen.
Teki naisen nauro-suisen.
Ihanaisen ihmiselle.
Anto syntynyn sylihiin,
Puolisoksi puna-posken,
Itse Luoja luoullensa,
Käellä kätkemättömällä.
Hiljoin, hiivasten povea,
Syän kumpaankin sykähti.
Niinkuin koitto korkeaisen,
Pitkähisen piilin kärki,
Nuolen kärki, nuolahteli
Simaisessa sielussanne,
Mesisessä mielessänne;
Siinä itkut ensimmäiset
Ilmestyvät ilon tähen.
Siinä liittäyty likistys,
Siinä synty suukkiminen,
Lapset raitin rakkauuen
Käsi käissä astumaahan
Nousivatten, nojatusten,
Isän istuimen eteheen,
Alttariksi altoiseksi.
Silloin raahti rakkauskin,
Kuin ol' tuskin tunnin vanha,
Alaisesta asungosta,
Tulla taivaitten tasalle.
Silloin julkesi jutulle,
Silloin aivoi ansiolle,
Matalasta maailmasta,
Vaikk' ol' nilko nimitöinä,
Sanotoina saapuilla,
Ristimätä ristityltä.
Isä Eevalta esinä
Vainko vaati Aatamilta,
Vainko kuulla kummaltakin:
Mingän sanan saisivatten
Sillen sielun siemenelle,
Josta yhtyvät yheksi.
Suulla yhellä yhessä
Lausuvatten laulamalla:
»Se on taivaitten tavara,
Se on hellin hyvyytesi,
Laupeutesi lavea!»
Niinp' ol' nimellä hyvällä,
Ylpeällä yksytenne
Isä, äiti, ensimältä!
Vaan kuin tuskalle tulitte,
Alaiselle, ajatuksi
Paratiisista pakohoon;
Nimen panitte pahemman,
Saitte sanan saastattavan,
Raaja-rikon Rakkauuen.

[Painettu »Mnemosynessä», Maji v. 1822.]

B. RAKKAUDEN SYNTY.

(Tryckt »Mnemosyne» 1822). Laul. v. 1819.)

Itse luoja luonnon kaiken

Istu iankaikkisuen
Piirityksessä pimeessä.
Ontto olemattomuen
Yö on ylen ympärillä.
Kaikkisuen kaikkinainen
Valta vaan on valvomassa
Täytiläinen täyellensä.
Luojan luonna luomatakkin
Ize päällänsä Isänen
Ajatteli aivollansa:
»Ollapa tuota toisen silmä
Kazomassa kaikkeutta!
Tallappa tätä täyteyttä
Toisen tunto tuntemahahan!
Minä mahdan maailmaita.
Minä taidan taivahita.
Luoda luontani sanalla.»
 Sano sanan; ja samassa
Maat ja ilmat ilmestyvät
Päivä piilotti pimennon.
Taivas täytti täysinensä,
Maa-piirit pieninensä
Isän istuimen etehen.
Kivi kirkas kiiltämällä,
Päivän eessä ensimäisen
Keitti kullat kuohumahan,
Vuoren korkean kohussa.
Päärly, päällä seizemallä.
Loisti silmissä sininen,
Tahik' puoleksi punanen,
Tahik' kaiken karvallinen
Jalan juurella Jumalan.
Tähti koetti korkealta,
Tirkistellen tihverästi,
Mesityynelle merelle;
Joutsenta jo johdatellen
Joka laulo lapsitoina
Elämänsä ennustusta.
Kyyhky kylvetti kynänsä
Seilatessa sintävällä
Ilman laajan lainehilla.
Hepo hirnu hileästi
Äleällä äänellänsä,
Pelmutellen penkerellä
Katsahtellen kahen puolen:
»Mistä muka miehen saanen.
Kussa kuulen kaitsejani?»