Pub Date : 2017-10-02DOI: 10.1080/24721840.2017.1400387
Kevin J. McMurtrie, B. Molesworth
ABSTRACT Objective: The aim of this research was to investigate the assessment of situational risk among commercial flight crew, and examine the accuracy with which factors such as experience (i.e., rank, flight hours, license type, recency) and age predict accurate situational risk assessment. Background: Accurate risk assessment by flight crew is critical for safe and efficient air transport operation. Method: The study contained 2 stages. In Stage 1, 6 subject-matter experts rated and categorized the risks involved in 9 aviation-related scenarios, resulting in 3 distinct scenarios, 1 for each of the following risk points: low, medium, and high. In Stage 2, 270 commercial pilots rated the risk in each of the 3 scenarios. Results: The results revealed a consistent overestimation of risk in the low- and medium-risk scenarios. In the medium-risk scenario, pilots who were younger and had fewer flight hours rated the risk consistent with the subject-matter experts. The more experienced and older pilots, however, were more conservative in their risk estimates. Conclusion: Risk assessment varies among flight crew, with the highest variability in situations involving low or medium levels of risk. Demographic variables such as flight experience (i.e., hours) and age were related, in part with accuracy of risk assessment.
{"title":"The Variability in Risk Assessment Between Flight Crew","authors":"Kevin J. McMurtrie, B. Molesworth","doi":"10.1080/24721840.2017.1400387","DOIUrl":"https://doi.org/10.1080/24721840.2017.1400387","url":null,"abstract":"ABSTRACT Objective: The aim of this research was to investigate the assessment of situational risk among commercial flight crew, and examine the accuracy with which factors such as experience (i.e., rank, flight hours, license type, recency) and age predict accurate situational risk assessment. Background: Accurate risk assessment by flight crew is critical for safe and efficient air transport operation. Method: The study contained 2 stages. In Stage 1, 6 subject-matter experts rated and categorized the risks involved in 9 aviation-related scenarios, resulting in 3 distinct scenarios, 1 for each of the following risk points: low, medium, and high. In Stage 2, 270 commercial pilots rated the risk in each of the 3 scenarios. Results: The results revealed a consistent overestimation of risk in the low- and medium-risk scenarios. In the medium-risk scenario, pilots who were younger and had fewer flight hours rated the risk consistent with the subject-matter experts. The more experienced and older pilots, however, were more conservative in their risk estimates. Conclusion: Risk assessment varies among flight crew, with the highest variability in situations involving low or medium levels of risk. Demographic variables such as flight experience (i.e., hours) and age were related, in part with accuracy of risk assessment.","PeriodicalId":41693,"journal":{"name":"International Journal of Aerospace Psychology","volume":"27 1","pages":"65 - 78"},"PeriodicalIF":1.3,"publicationDate":"2017-10-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/24721840.2017.1400387","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44578147","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"心理学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2017-10-02DOI: 10.1080/24721840.2018.1442222
James F. Johnson, Laura G. Barron, T. Carretta, Mark R. Rose
ABSTRACT Objective: To present a multistudy examination of spatial ability and perceptual speed tests as predictors of Air Force aviator academic and flying training outcomes. Background: Whereas verbal and math tests are commonly used in academic and pre-employment selection, spatial ability and perceptual speed testing are less common. Spatial ability and perceptual speed tests have been a mainstay in U.S. Air Force aviation training selection batteries for decades, as part of the process for selecting aviation training candidates. Method and Results: Factor analysis (Study 1) of spatial, perceptual speed, and academic aptitude tests shows a 2-factor solution. Meta-analysis results (Study 2) of the predictive validity of spatial and perceptual speed tests relative to verbal, math, and technical knowledge tests show spatial ability, aviation knowledge, and perceptual speed tests are better significant predictors of aviator flying performance, whereas academic aptitude best predicts classroom performance. Incremental validity analyses (Study 3) of spatial and perceptual speed above academic and technical knowledge for academic and pilot trainee flying performance were performed. Although spatial ability lacks incremental validity over academic and technical aptitude, perceptual speed has incremental validity above academic and technical aptitude for predicting pilot trainee flying performance. Conclusion: Perceptual speed, an aspect of spatial ability, can provide incremental predictive validity beyond academic and technical knowledge measures alone for applied science, technology, engineering, and mathematics fields like military aviation.
{"title":"Predictive Validity of Spatial Ability and Perceptual Speed Tests for Aviator Training","authors":"James F. Johnson, Laura G. Barron, T. Carretta, Mark R. Rose","doi":"10.1080/24721840.2018.1442222","DOIUrl":"https://doi.org/10.1080/24721840.2018.1442222","url":null,"abstract":"ABSTRACT Objective: To present a multistudy examination of spatial ability and perceptual speed tests as predictors of Air Force aviator academic and flying training outcomes. Background: Whereas verbal and math tests are commonly used in academic and pre-employment selection, spatial ability and perceptual speed testing are less common. Spatial ability and perceptual speed tests have been a mainstay in U.S. Air Force aviation training selection batteries for decades, as part of the process for selecting aviation training candidates. Method and Results: Factor analysis (Study 1) of spatial, perceptual speed, and academic aptitude tests shows a 2-factor solution. Meta-analysis results (Study 2) of the predictive validity of spatial and perceptual speed tests relative to verbal, math, and technical knowledge tests show spatial ability, aviation knowledge, and perceptual speed tests are better significant predictors of aviator flying performance, whereas academic aptitude best predicts classroom performance. Incremental validity analyses (Study 3) of spatial and perceptual speed above academic and technical knowledge for academic and pilot trainee flying performance were performed. Although spatial ability lacks incremental validity over academic and technical aptitude, perceptual speed has incremental validity above academic and technical aptitude for predicting pilot trainee flying performance. Conclusion: Perceptual speed, an aspect of spatial ability, can provide incremental predictive validity beyond academic and technical knowledge measures alone for applied science, technology, engineering, and mathematics fields like military aviation.","PeriodicalId":41693,"journal":{"name":"International Journal of Aerospace Psychology","volume":"27 1","pages":"109 - 120"},"PeriodicalIF":1.3,"publicationDate":"2017-10-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/24721840.2018.1442222","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"41841263","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"心理学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2017-10-02DOI: 10.1080/24721840.2018.1442221
Katherine Darveau, D. Hannon
ABSTRACT Objective: Determine barriers and facilitators to effective voluntary reporting system (VRS) operation. Background: As human error accounts for a larger portion of accidents and incidents in high-risk industries, federal agencies that define regulations and guidelines promote various safety management techniques, including more robust safety data collection. VRSs aim to identify and address “near misses” (errors identified before resulting in negative outcomes) through employee disclosure of committed errors and violations. Despite their value, VRSs are underutilized. Method: A literature review was conducted to understand successful safety management practices and challenges, and define reporting requirements for accidents, incidents, and near misses (which rely on voluntary disclosure). Variations in the policies, processes, and utility of several VRSs were explored, and common themes were identified. Interviews were then conducted with VRS developers, users, and managers to further explore these themes. Results: The literature review narrowed the focus to confidential, nonpunitive VRSs for process and product safety concerns, such as the Aviation Safety Action Program (ASAP). Common themes exposed 8 categories of barriers and facilitators to effective VRS operation, participation, and use of report data. The literature review verified and elaborated on these barriers, and offered solutions (facilitators) based on personal observations and experiences. Conclusion: Consistent themes associated with effective and ineffective VRS operation can be used to improve VRS participation and the effectiveness of error prediction and prevention capabilities.
{"title":"Barriers and Facilitators to Voluntary Reporting and Their Impact on Safety Culture","authors":"Katherine Darveau, D. Hannon","doi":"10.1080/24721840.2018.1442221","DOIUrl":"https://doi.org/10.1080/24721840.2018.1442221","url":null,"abstract":"ABSTRACT Objective: Determine barriers and facilitators to effective voluntary reporting system (VRS) operation. Background: As human error accounts for a larger portion of accidents and incidents in high-risk industries, federal agencies that define regulations and guidelines promote various safety management techniques, including more robust safety data collection. VRSs aim to identify and address “near misses” (errors identified before resulting in negative outcomes) through employee disclosure of committed errors and violations. Despite their value, VRSs are underutilized. Method: A literature review was conducted to understand successful safety management practices and challenges, and define reporting requirements for accidents, incidents, and near misses (which rely on voluntary disclosure). Variations in the policies, processes, and utility of several VRSs were explored, and common themes were identified. Interviews were then conducted with VRS developers, users, and managers to further explore these themes. Results: The literature review narrowed the focus to confidential, nonpunitive VRSs for process and product safety concerns, such as the Aviation Safety Action Program (ASAP). Common themes exposed 8 categories of barriers and facilitators to effective VRS operation, participation, and use of report data. The literature review verified and elaborated on these barriers, and offered solutions (facilitators) based on personal observations and experiences. Conclusion: Consistent themes associated with effective and ineffective VRS operation can be used to improve VRS participation and the effectiveness of error prediction and prevention capabilities.","PeriodicalId":41693,"journal":{"name":"International Journal of Aerospace Psychology","volume":"27 1","pages":"108 - 92"},"PeriodicalIF":1.3,"publicationDate":"2017-10-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/24721840.2018.1442221","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"42408576","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"心理学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2017-10-02DOI: 10.1080/24721840.2018.1443271
Kathryn G. Tippey, Trey Roady, Carolina Rodriguez-Paras, L. Brown, William G. Rantz, T. Ferris
ABSTRACT Objective: This research analyzed the effects of weather technology interface characteristics on the quality and timeliness of weather-related decision making via mental workload and situational awareness (SA) metrics using flight training devices (FTDs) and follow-up in-flight validation testing. Background: A significant number of fatal general aviation (GA) accidents are attributable to pilots flying into instrument meteorological conditions without the necessary certification for safe operation. Even when takeoff conditions are clear, they can degrade in flight. Pilots might consult in-flight weather technologies to inform flight-plan-related decisions. Method: GA pilots flew 2 scenarios in FTDs while receiving weather notifications (referred to here as alerts) via complex graphical or smart-watch-based visual displays and under different vibrotactile cuing conditions. In-flight testing examined if vibrotactile cuing effects found in simulation were present in real flight. Results: Results suggest the quality and timeliness of weather-related flight decisions and flight-related SA are better supported when displays use vibrotactile cues and embed alert text within maps rather than present it separately on a smart watch. In-flight data confirmed that pilots can reliably perceive vibrotactile cues in real aircraft. Conclusion: Vibrotactile cues improve the reception of notifications and can reduce cognitive demands while flying. Visual weather information should be displayed on larger screens that are positioned to reduce pilots’ postural reorientation. These findings can inform the design of weather technologies for supporting pilot in-flight decision making.
{"title":"General Aviation Weather Alerting: The Effectiveness of Different Visual and Tactile Display Characteristics in Supporting Weather-Related Decision Making","authors":"Kathryn G. Tippey, Trey Roady, Carolina Rodriguez-Paras, L. Brown, William G. Rantz, T. Ferris","doi":"10.1080/24721840.2018.1443271","DOIUrl":"https://doi.org/10.1080/24721840.2018.1443271","url":null,"abstract":"ABSTRACT Objective: This research analyzed the effects of weather technology interface characteristics on the quality and timeliness of weather-related decision making via mental workload and situational awareness (SA) metrics using flight training devices (FTDs) and follow-up in-flight validation testing. Background: A significant number of fatal general aviation (GA) accidents are attributable to pilots flying into instrument meteorological conditions without the necessary certification for safe operation. Even when takeoff conditions are clear, they can degrade in flight. Pilots might consult in-flight weather technologies to inform flight-plan-related decisions. Method: GA pilots flew 2 scenarios in FTDs while receiving weather notifications (referred to here as alerts) via complex graphical or smart-watch-based visual displays and under different vibrotactile cuing conditions. In-flight testing examined if vibrotactile cuing effects found in simulation were present in real flight. Results: Results suggest the quality and timeliness of weather-related flight decisions and flight-related SA are better supported when displays use vibrotactile cues and embed alert text within maps rather than present it separately on a smart watch. In-flight data confirmed that pilots can reliably perceive vibrotactile cues in real aircraft. Conclusion: Vibrotactile cues improve the reception of notifications and can reduce cognitive demands while flying. Visual weather information should be displayed on larger screens that are positioned to reduce pilots’ postural reorientation. These findings can inform the design of weather technologies for supporting pilot in-flight decision making.","PeriodicalId":41693,"journal":{"name":"International Journal of Aerospace Psychology","volume":"27 1","pages":"121 - 136"},"PeriodicalIF":1.3,"publicationDate":"2017-10-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/24721840.2018.1443271","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46833367","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"心理学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2017-04-03DOI: 10.1080/10508414.2017.1366270
C. Wickens, J. Ward
ABSTRACT Objective: The objectives were to evaluate the viability of 3-dimensional (3D) perspective aircraft hazard displays for traffic and weather, in isolation, and when the two were integrated into a single display panel. Background: Prior research identified the costs of such 3D perspective hazard displays, presented from an exocentric perspective, because of their ambiguity in presenting spatial relations in an unstructured 3D space. Research also supported the advantage of display overlay, particularly when both databases (traffic and weather) need to be integrated to make hazard avoidance judgments. The two variables had not been examined in conjunction. Method: Seventeen certified flight instructors flew a series of hazard avoidance maneuvers in a part-task simulator, with four displays, created by the combination of 3D versus 2-dimensional (2D) perspective and separate versus overlay hazard formats. Positioning of traffic and weather that would make it necessary to avoid hazards was designed to allow the study of both the strengths of overlay and weaknesses of 3D integration. Results: The data clearly indicated that hazard avoidance was worse with the 3D perspective display, for both traffic and weather hazards, and pointed to ambiguity as the cause. Display overlay was better than separation, but only when the task required consulting both databases. Conclusion: 3D perspective displays are not advised for hazard presentation on the flight deck. Overlays can be helpful, as long as clutter issues are addressed.
{"title":"Cockpit Displays of Traffic and Weather Information: Effects of 3D Perspective Versus 2D Coplanar Rendering and Database Integration","authors":"C. Wickens, J. Ward","doi":"10.1080/10508414.2017.1366270","DOIUrl":"https://doi.org/10.1080/10508414.2017.1366270","url":null,"abstract":"ABSTRACT Objective: The objectives were to evaluate the viability of 3-dimensional (3D) perspective aircraft hazard displays for traffic and weather, in isolation, and when the two were integrated into a single display panel. Background: Prior research identified the costs of such 3D perspective hazard displays, presented from an exocentric perspective, because of their ambiguity in presenting spatial relations in an unstructured 3D space. Research also supported the advantage of display overlay, particularly when both databases (traffic and weather) need to be integrated to make hazard avoidance judgments. The two variables had not been examined in conjunction. Method: Seventeen certified flight instructors flew a series of hazard avoidance maneuvers in a part-task simulator, with four displays, created by the combination of 3D versus 2-dimensional (2D) perspective and separate versus overlay hazard formats. Positioning of traffic and weather that would make it necessary to avoid hazards was designed to allow the study of both the strengths of overlay and weaknesses of 3D integration. Results: The data clearly indicated that hazard avoidance was worse with the 3D perspective display, for both traffic and weather hazards, and pointed to ambiguity as the cause. Display overlay was better than separation, but only when the task required consulting both databases. Conclusion: 3D perspective displays are not advised for hazard presentation on the flight deck. Overlays can be helpful, as long as clutter issues are addressed.","PeriodicalId":41693,"journal":{"name":"International Journal of Aerospace Psychology","volume":"27 1","pages":"44 - 56"},"PeriodicalIF":1.3,"publicationDate":"2017-04-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/10508414.2017.1366270","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"45782013","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"心理学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2017-04-03DOI: 10.1080/10508414.2017.1366269
F. Dehais, Julia Behrend, Vsevolod Peysakhovich, M. Causse, C. Wickens
ABSTRACT Objective: Examination of the performance and visual scanning of aircrews during final approach and an unexpected go-around maneuver. Background: Accident and incident analyses have revealed that go-around procedures are often imperfectly performed because of their complexity, their high time stress, and their rarity of occurrence that avails little time for practice. We wished to examine this experimentally and establish the frequency and nature of errors in both flight-performance and visual scanning. Method: We collected flight-performance (e.g., errors in procedures, excessive flight deviations) and eye-tracking data of 12 flight crews who performed final approach and go-around flight phases in realistic full-flight transport-category simulators. Results: The pilot performance results showed that two thirds of the crews committed errors including critical trajectory deviations during go-arounds, a precursor of accidents. Eye-tracking analyses revealed that the cross-checking process was not always efficient in detecting flight-path deviations when they occurred. Ocular data also highlighted different visual strategies between the 2 crew members during the 2 flight phases. Conclusion: This study reveals that the go-around is a challenging maneuver. It demonstrates the advantages of eye tracking and suggests that it is a valuable tool for the explicit training of attention allocation during go-arounds to enhance flight safety.
{"title":"Pilot Flying and Pilot Monitoring’s Aircraft State Awareness During Go-Around Execution in Aviation: A Behavioral and Eye Tracking Study","authors":"F. Dehais, Julia Behrend, Vsevolod Peysakhovich, M. Causse, C. Wickens","doi":"10.1080/10508414.2017.1366269","DOIUrl":"https://doi.org/10.1080/10508414.2017.1366269","url":null,"abstract":"ABSTRACT Objective: Examination of the performance and visual scanning of aircrews during final approach and an unexpected go-around maneuver. Background: Accident and incident analyses have revealed that go-around procedures are often imperfectly performed because of their complexity, their high time stress, and their rarity of occurrence that avails little time for practice. We wished to examine this experimentally and establish the frequency and nature of errors in both flight-performance and visual scanning. Method: We collected flight-performance (e.g., errors in procedures, excessive flight deviations) and eye-tracking data of 12 flight crews who performed final approach and go-around flight phases in realistic full-flight transport-category simulators. Results: The pilot performance results showed that two thirds of the crews committed errors including critical trajectory deviations during go-arounds, a precursor of accidents. Eye-tracking analyses revealed that the cross-checking process was not always efficient in detecting flight-path deviations when they occurred. Ocular data also highlighted different visual strategies between the 2 crew members during the 2 flight phases. Conclusion: This study reveals that the go-around is a challenging maneuver. It demonstrates the advantages of eye tracking and suggests that it is a valuable tool for the explicit training of attention allocation during go-arounds to enhance flight safety.","PeriodicalId":41693,"journal":{"name":"International Journal of Aerospace Psychology","volume":"27 1","pages":"15 - 28"},"PeriodicalIF":1.3,"publicationDate":"2017-04-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/10508414.2017.1366269","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46695479","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"心理学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2017-04-03DOI: 10.1080/10508414.2017.1365610
Annemarie Landman, E. Groen, M. V. van Paassen, A. Bronkhorst, M. Mulder
ABSTRACT Objective: The aim of this study was to test if performance of airline pilots, in performing an aerodynamic stall recovery procedure, decreases when they are surprised, compared to when they anticipate a stall event. Background: New flight-safety regulations for commercial aviation recommend the introduction of surprise and startle in upset prevention and recovery training. This calls for more evidence on the effects of surprise on pilot performance, as well as methods to effectively induce surprise in training simulators. Method: The study took place in a motion-base simulator with a poststall aerodynamic model. Using a within-subjects design, the recovery performance of 20 pilots was tested in 2 conditions: 1 anticipated condition, and 1 surprise condition. In addition to flight parameters, subjective and physiological data relating to surprise and startle were measured. Results: Pilots had significantly more difficulties with adhering to the recovery procedure in the surprise condition compared to the anticipation condition. The subjective and physiological measures confirmed that the manipulation mainly increased surprise, and to a lesser extent also startle. Conclusion: The results suggest that pilots have more difficulty in managing an upset situation (i.e., an aerodynamic stall) when this situation is presented unexpectedly, underlining that upset prevention and recovery training should include elements of surprise.
{"title":"The Influence of Surprise on Upset Recovery Performance in Airline Pilots","authors":"Annemarie Landman, E. Groen, M. V. van Paassen, A. Bronkhorst, M. Mulder","doi":"10.1080/10508414.2017.1365610","DOIUrl":"https://doi.org/10.1080/10508414.2017.1365610","url":null,"abstract":"ABSTRACT Objective: The aim of this study was to test if performance of airline pilots, in performing an aerodynamic stall recovery procedure, decreases when they are surprised, compared to when they anticipate a stall event. Background: New flight-safety regulations for commercial aviation recommend the introduction of surprise and startle in upset prevention and recovery training. This calls for more evidence on the effects of surprise on pilot performance, as well as methods to effectively induce surprise in training simulators. Method: The study took place in a motion-base simulator with a poststall aerodynamic model. Using a within-subjects design, the recovery performance of 20 pilots was tested in 2 conditions: 1 anticipated condition, and 1 surprise condition. In addition to flight parameters, subjective and physiological data relating to surprise and startle were measured. Results: Pilots had significantly more difficulties with adhering to the recovery procedure in the surprise condition compared to the anticipation condition. The subjective and physiological measures confirmed that the manipulation mainly increased surprise, and to a lesser extent also startle. Conclusion: The results suggest that pilots have more difficulty in managing an upset situation (i.e., an aerodynamic stall) when this situation is presented unexpectedly, underlining that upset prevention and recovery training should include elements of surprise.","PeriodicalId":41693,"journal":{"name":"International Journal of Aerospace Psychology","volume":"27 1","pages":"14 - 2"},"PeriodicalIF":1.3,"publicationDate":"2017-04-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/10508414.2017.1365610","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44208879","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"心理学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2017-04-03DOI: 10.1080/10508414.2017.1365608
S. L. Riggs, C. Wickens, N. Sarter, L. Thomas, M. I. Nikolic, A. Sebok
ABSTRACT Objective: This study examined the effectiveness of visual, auditory, tactile, and redundant auditory-visual information presentation in the context of a medium-fidelity ‘Next Generation Air Transportation System’ (NextGen) flight simulation. Background: Data overload, especially in the visual channel, and associated breakdowns in monitoring represent a major challenge in aviation. These problems are expected to worsen with NextGen, which will require pilots to manage increased amounts of data and adopt new responsibilities. The introduction of multimodal interfaces (interfaces that distribute information across multiple sensory channels) has been proposed as a means to offload the overburdened visual channel and thus address data overload. Method: Experienced commercial airline pilots completed 2 scenarios using a medium-fidelity flight simulator. For each scenario, NextGen tasks and events were presented either using technology that is currently available (visual and auditory displays) or technology proposed as part of NextGen design concepts (i.e., tactile and redundant displays). Performance was measured based on response time and accuracy. Results: Faster responses were observed for redundant displays, compared to either vision or audition alone. No significant benefit of redundancy was found for accuracy and workload did not mediate redundancy effects. For traffic events, there were faster response times with tactile displays, but higher response accuracy with auditory displays. Conclusion: The findings from this research add to the knowledge base in multimodal information processing and can inform the design of displays for NextGen operations.
{"title":"Multimodal Information Presentation in Support of NextGen Operations","authors":"S. L. Riggs, C. Wickens, N. Sarter, L. Thomas, M. I. Nikolic, A. Sebok","doi":"10.1080/10508414.2017.1365608","DOIUrl":"https://doi.org/10.1080/10508414.2017.1365608","url":null,"abstract":"ABSTRACT Objective: This study examined the effectiveness of visual, auditory, tactile, and redundant auditory-visual information presentation in the context of a medium-fidelity ‘Next Generation Air Transportation System’ (NextGen) flight simulation. Background: Data overload, especially in the visual channel, and associated breakdowns in monitoring represent a major challenge in aviation. These problems are expected to worsen with NextGen, which will require pilots to manage increased amounts of data and adopt new responsibilities. The introduction of multimodal interfaces (interfaces that distribute information across multiple sensory channels) has been proposed as a means to offload the overburdened visual channel and thus address data overload. Method: Experienced commercial airline pilots completed 2 scenarios using a medium-fidelity flight simulator. For each scenario, NextGen tasks and events were presented either using technology that is currently available (visual and auditory displays) or technology proposed as part of NextGen design concepts (i.e., tactile and redundant displays). Performance was measured based on response time and accuracy. Results: Faster responses were observed for redundant displays, compared to either vision or audition alone. No significant benefit of redundancy was found for accuracy and workload did not mediate redundancy effects. For traffic events, there were faster response times with tactile displays, but higher response accuracy with auditory displays. Conclusion: The findings from this research add to the knowledge base in multimodal information processing and can inform the design of displays for NextGen operations.","PeriodicalId":41693,"journal":{"name":"International Journal of Aerospace Psychology","volume":"27 1","pages":"29 - 43"},"PeriodicalIF":1.3,"publicationDate":"2017-04-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/10508414.2017.1365608","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"47595508","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"心理学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
京公网安备 11010802042870号
京ICP备2023020795号-1
扫码关注我们
求助内容：
应助结果提醒方式：