Pub Date : 2019-10-02DOI: 10.1080/24721840.2019.1657357
G. Arrabito, Geoffrey Ho, Yeti Li, W. Giang, C. Burns, Ming Hou
ABSTRACT Objective: This study evaluated sonification and tactification for encoding urgency of system health status presented in the ground control station (GCS) visual interface of an unmanned aircraft system (UAS), and the observer’s perception of urgency. Background: The barrage of data in the GCS visual interface has the potential to isolate the operator from detecting system hazards that threatens the ability of the operator to operate the UAS effectively. Method: The pitch of the UAS’s engine revolutions per minute was mapped to a sonification, and excessive attitude upset of the UAS was mapped to a tactification in order to present a continuous awareness of the system’s health without being invasive and obtrusive. Participants with and without flying experience were required to monitor system health, while carrying out a secondary task. Results: Regardless of flying experience, sonification enhanced hazard detection compared to a visual-only GCS interface, but tactification did not aid performance. Conclusion: While multimodal displays have been studied in remotely piloted vehicles, this is the initial effort to demonstrate that sonification can influence perceived urgency leading to greater warning compliance. Further research is warranted to develop guidelines to ensure that non-visual signals can convey different levels of urgency for a continuous awareness of a system’s health, and thereby permit the operator to establish the appropriate level of priority to address the alarmed condition.
{"title":"Multisensory Cues for Encoding Urgency of System Hazards: Effect of Operator Experience on Perceived Urgency","authors":"G. Arrabito, Geoffrey Ho, Yeti Li, W. Giang, C. Burns, Ming Hou","doi":"10.1080/24721840.2019.1657357","DOIUrl":"https://doi.org/10.1080/24721840.2019.1657357","url":null,"abstract":"ABSTRACT Objective: This study evaluated sonification and tactification for encoding urgency of system health status presented in the ground control station (GCS) visual interface of an unmanned aircraft system (UAS), and the observer’s perception of urgency. Background: The barrage of data in the GCS visual interface has the potential to isolate the operator from detecting system hazards that threatens the ability of the operator to operate the UAS effectively. Method: The pitch of the UAS’s engine revolutions per minute was mapped to a sonification, and excessive attitude upset of the UAS was mapped to a tactification in order to present a continuous awareness of the system’s health without being invasive and obtrusive. Participants with and without flying experience were required to monitor system health, while carrying out a secondary task. Results: Regardless of flying experience, sonification enhanced hazard detection compared to a visual-only GCS interface, but tactification did not aid performance. Conclusion: While multimodal displays have been studied in remotely piloted vehicles, this is the initial effort to demonstrate that sonification can influence perceived urgency leading to greater warning compliance. Further research is warranted to develop guidelines to ensure that non-visual signals can convey different levels of urgency for a continuous awareness of a system’s health, and thereby permit the operator to establish the appropriate level of priority to address the alarmed condition.","PeriodicalId":41693,"journal":{"name":"International Journal of Aerospace Psychology","volume":"29 1","pages":"114 - 98"},"PeriodicalIF":1.3,"publicationDate":"2019-10-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/24721840.2019.1657357","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43267793","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 : 2019-09-09DOI: 10.1080/24721840.2019.1657018
Lesheng Hua, Chen Ling, Rick P. Thomas
ABSTRACT Objective: The experiment reported here evaluated what a type of timestamp is an easy way for pilots to perceive and quickly assess the length of delay in NEXRAD mosaic radar images. Background: Data-linked mosaic NEXRAD images can be more than 14 min delayed by the time they reach the cockpit for use by pilots. The NTSB issued a safety alert to warn that the NEXRAD “age indicator” can be misleading. Unfortunately, research has indicated that pilots may not be fully aware of the delay and that it can adversely affect their decision-making and performance. Method: The three types of timestamps were “direct age”, “clock”, and “UTC” with three levels of time delay (short, medium, and long). Twenty-one participants read and compared two radar images, via timestamps, to determine the length of delay and which one was more recent. Results: The results indicated that the type of timestamp and the length of time delay significantly affected participants’ response time and accuracy. “UTC” timestamp with a long-time delay was associated with the longest response time and low accuracy. The “direct age” timestamp led to the highest accuracy and shortest response time for all manipulated levels of time delay. Conclusion: Although “UTC” format is commonly used in many weather products, we found the “direct age” format to be the superior method to support perceptions of time delay.
{"title":"Timestamp Representative of Weather Radar Images in the Cockpit","authors":"Lesheng Hua, Chen Ling, Rick P. Thomas","doi":"10.1080/24721840.2019.1657018","DOIUrl":"https://doi.org/10.1080/24721840.2019.1657018","url":null,"abstract":"ABSTRACT Objective: The experiment reported here evaluated what a type of timestamp is an easy way for pilots to perceive and quickly assess the length of delay in NEXRAD mosaic radar images. Background: Data-linked mosaic NEXRAD images can be more than 14 min delayed by the time they reach the cockpit for use by pilots. The NTSB issued a safety alert to warn that the NEXRAD “age indicator” can be misleading. Unfortunately, research has indicated that pilots may not be fully aware of the delay and that it can adversely affect their decision-making and performance. Method: The three types of timestamps were “direct age”, “clock”, and “UTC” with three levels of time delay (short, medium, and long). Twenty-one participants read and compared two radar images, via timestamps, to determine the length of delay and which one was more recent. Results: The results indicated that the type of timestamp and the length of time delay significantly affected participants’ response time and accuracy. “UTC” timestamp with a long-time delay was associated with the longest response time and low accuracy. The “direct age” timestamp led to the highest accuracy and shortest response time for all manipulated levels of time delay. Conclusion: Although “UTC” format is commonly used in many weather products, we found the “direct age” format to be the superior method to support perceptions of time delay.","PeriodicalId":41693,"journal":{"name":"International Journal of Aerospace Psychology","volume":"29 1","pages":"86 - 97"},"PeriodicalIF":1.3,"publicationDate":"2019-09-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/24721840.2019.1657018","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"47671930","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 : 2019-06-11DOI: 10.1080/24721840.2019.1621177
Margo J. van den Berg, T. L. Signal, P. Gander
ABSTRACT Objective: This study aimed to determine whether on ultra-long range (ULR) flights, perceived workload is an independent predictor of cabin crew fatigue at top-of-descent (TOD) and if so, to what degree it is associated with cabin crew fatigue relative to sleep-related factors. Background: Current ULR scheduling for cabin crew is predominantly based on flight crew data. However, cabin crew workload is very different in nature to that of flight crew. Method: Fifty-five cabin crew wore an actigraph and completed a sleep/duty diary to monitor sleep during a ULR trip. At TOD, crewmembers completed a 5-min Psychomotor Vigilance Task (PVT), rated their sleepiness (Karolinska Sleepiness Scale) and fatigue (Samn-Perelli Crew Status Check), and after landing their workload (NASA Task Load Index). Results: When workload was perceived as higher, crewmembers felt more sleepy and fatigued and had more PVT lapses at TOD. The effect of workload on sleepiness was larger (Cohen’s ƒ2 = .27) than the duration of wakefulness (Cohen’s ƒ2 = .14), but the effect of workload on fatigue (Cohen’s ƒ2 = .17) was smaller than the duration of wakefulness (Cohen’s ƒ2 = .24). Lapses were not associated with sleep history, whereas workload had a small effect (Cohen’s ƒ2 = .14). Conclusion: Workload as a fatigue factor for cabin crew warrants ongoing monitoring. This can be achieved by including a workload question in fatigue reports as an essential component in Fatigue Risk Management Systems.
{"title":"Perceived Workload Is Associated with Cabin Crew Fatigue on Ultra-Long Range Flights","authors":"Margo J. van den Berg, T. L. Signal, P. Gander","doi":"10.1080/24721840.2019.1621177","DOIUrl":"https://doi.org/10.1080/24721840.2019.1621177","url":null,"abstract":"ABSTRACT Objective: This study aimed to determine whether on ultra-long range (ULR) flights, perceived workload is an independent predictor of cabin crew fatigue at top-of-descent (TOD) and if so, to what degree it is associated with cabin crew fatigue relative to sleep-related factors. Background: Current ULR scheduling for cabin crew is predominantly based on flight crew data. However, cabin crew workload is very different in nature to that of flight crew. Method: Fifty-five cabin crew wore an actigraph and completed a sleep/duty diary to monitor sleep during a ULR trip. At TOD, crewmembers completed a 5-min Psychomotor Vigilance Task (PVT), rated their sleepiness (Karolinska Sleepiness Scale) and fatigue (Samn-Perelli Crew Status Check), and after landing their workload (NASA Task Load Index). Results: When workload was perceived as higher, crewmembers felt more sleepy and fatigued and had more PVT lapses at TOD. The effect of workload on sleepiness was larger (Cohen’s ƒ2 = .27) than the duration of wakefulness (Cohen’s ƒ2 = .14), but the effect of workload on fatigue (Cohen’s ƒ2 = .17) was smaller than the duration of wakefulness (Cohen’s ƒ2 = .24). Lapses were not associated with sleep history, whereas workload had a small effect (Cohen’s ƒ2 = .14). Conclusion: Workload as a fatigue factor for cabin crew warrants ongoing monitoring. This can be achieved by including a workload question in fatigue reports as an essential component in Fatigue Risk Management Systems.","PeriodicalId":41693,"journal":{"name":"International Journal of Aerospace Psychology","volume":"29 1","pages":"74 - 85"},"PeriodicalIF":1.3,"publicationDate":"2019-06-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/24721840.2019.1621177","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46963569","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 : 2019-06-11DOI: 10.1080/24721840.2019.1621176
Tevfik Uyar
ABSTRACT One of the bounded rationality approaches is fast-and-frugal heuristics framework which is demarcating between risk and uncertainty concepts. The risk approach of the ICAO Safety Management System is completely based on the “risk” concept only and it recommends a risk assessment method not considering that some events can be described as uncertainty rather than risk because of insufficient data. Uncertainty conditions are complex and not-calculable events so the risk evaluation process may be error-prone due to the subjectivity of experts. This paper suggests using “tallying checklists” which are based on unit weight additive linear model, for making the probability and severity value assignments more consistent. Moreover, two checklists were created for a business jet operator and the twenty recent risk assessments of the operator were re-evaluated by using these checklists.
{"title":"Structuring Risk Assessment Process with Tallying in Aviation Safety Management","authors":"Tevfik Uyar","doi":"10.1080/24721840.2019.1621176","DOIUrl":"https://doi.org/10.1080/24721840.2019.1621176","url":null,"abstract":"ABSTRACT One of the bounded rationality approaches is fast-and-frugal heuristics framework which is demarcating between risk and uncertainty concepts. The risk approach of the ICAO Safety Management System is completely based on the “risk” concept only and it recommends a risk assessment method not considering that some events can be described as uncertainty rather than risk because of insufficient data. Uncertainty conditions are complex and not-calculable events so the risk evaluation process may be error-prone due to the subjectivity of experts. This paper suggests using “tallying checklists” which are based on unit weight additive linear model, for making the probability and severity value assignments more consistent. Moreover, two checklists were created for a business jet operator and the twenty recent risk assessments of the operator were re-evaluated by using these checklists.","PeriodicalId":41693,"journal":{"name":"International Journal of Aerospace Psychology","volume":"29 1","pages":"65 - 73"},"PeriodicalIF":1.3,"publicationDate":"2019-06-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/24721840.2019.1621176","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44023171","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 : 2019-04-03DOI: 10.1080/24721840.2019.1596743
Hua Lu, Tsung-Yi Chou
ABSTRACT Objective: This survey identifies the design factors needed to guide aircraft through continuous descent operation (CDO) procedures. Background: Three possible alternatives for CDO at Taoyuan International Airport (TPE) in Taiwan are presented: (a) open path-radar vectoring-based CDO, (b) open path-time control-based CDO, and (c) open path procedure permitting CDO to downwind. Method: One hundred and twenty surveys were distributed and 61 pilots and 49 controllers responded. Eight pilots and 25 controllers had experience implementing CDOs. Results: All respondents ranked altitude control as the most important design factor. Pilots with CDO experience preferred to reduce the frequency of communication in the procedure, whereas experienced controllers expected to know the approach path as early as possible. Conclusion: Altitude control is the highest priority design factor for improving the current CDO procedure at TPE.
{"title":"Design Factors of Guiding Aircraft Through Continuous Descent Operations: Pilot and Controller Perspectives","authors":"Hua Lu, Tsung-Yi Chou","doi":"10.1080/24721840.2019.1596743","DOIUrl":"https://doi.org/10.1080/24721840.2019.1596743","url":null,"abstract":"ABSTRACT Objective: This survey identifies the design factors needed to guide aircraft through continuous descent operation (CDO) procedures. Background: Three possible alternatives for CDO at Taoyuan International Airport (TPE) in Taiwan are presented: (a) open path-radar vectoring-based CDO, (b) open path-time control-based CDO, and (c) open path procedure permitting CDO to downwind. Method: One hundred and twenty surveys were distributed and 61 pilots and 49 controllers responded. Eight pilots and 25 controllers had experience implementing CDOs. Results: All respondents ranked altitude control as the most important design factor. Pilots with CDO experience preferred to reduce the frequency of communication in the procedure, whereas experienced controllers expected to know the approach path as early as possible. Conclusion: Altitude control is the highest priority design factor for improving the current CDO procedure at TPE.","PeriodicalId":41693,"journal":{"name":"International Journal of Aerospace Psychology","volume":"29 1","pages":"1 - 16"},"PeriodicalIF":1.3,"publicationDate":"2019-04-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/24721840.2019.1596743","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48657941","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 : 2019-04-03DOI: 10.1080/24721840.2019.1602472
Chao Wang, J. Niu, Yijing Zhang, Dan Pan
ABSTRACT Objective: This study is to construct a model composed of multiple indices to measure astronaut teleoperation performance. Background: Teleoperation is a key operation during spaceflight. Comprehensive scientific evaluation techniques for teleoperation performance are important for astronaut selection and training. Method: Four categories of indices, i.e., completion performance, safety performance, subjective cognitive performance and physiological parameters, were adopted in this model. The fuzzy analytic hierarchy process (AHP) was used to compute the weight coefficients of the indices to construct the linear performance model. Sixty-four male subjects were recruited to complete three teleoperation tasks, including point aiming, line alignment, and obstacle avoidance, in simulated environments. Their performance was rated by the researchers after the tasks. Results: The safety performance index had the highest weight coefficient (0.5274) of the first level indices, and the weight coefficient of the collisions index (0.8227) was the highest of the second level indices for safety performance. The linear performance model was constructed to calculate comprehensive performance values. Conclusion: Safety considerations are the most important factors for astronauts to consider in teleoperation. The collision of the robotic arm is the most vital safety index. The comprehensive value derived from the model was significantly related to overall performance. The validity of our model was verified, and it is anticipated that the model will be used to evaluate the performance of remote robotic arm operations.
{"title":"An Evaluation Model Based on the Fuzzy AHP for Teleoperation Performance","authors":"Chao Wang, J. Niu, Yijing Zhang, Dan Pan","doi":"10.1080/24721840.2019.1602472","DOIUrl":"https://doi.org/10.1080/24721840.2019.1602472","url":null,"abstract":"ABSTRACT Objective: This study is to construct a model composed of multiple indices to measure astronaut teleoperation performance. Background: Teleoperation is a key operation during spaceflight. Comprehensive scientific evaluation techniques for teleoperation performance are important for astronaut selection and training. Method: Four categories of indices, i.e., completion performance, safety performance, subjective cognitive performance and physiological parameters, were adopted in this model. The fuzzy analytic hierarchy process (AHP) was used to compute the weight coefficients of the indices to construct the linear performance model. Sixty-four male subjects were recruited to complete three teleoperation tasks, including point aiming, line alignment, and obstacle avoidance, in simulated environments. Their performance was rated by the researchers after the tasks. Results: The safety performance index had the highest weight coefficient (0.5274) of the first level indices, and the weight coefficient of the collisions index (0.8227) was the highest of the second level indices for safety performance. The linear performance model was constructed to calculate comprehensive performance values. Conclusion: Safety considerations are the most important factors for astronauts to consider in teleoperation. The collision of the robotic arm is the most vital safety index. The comprehensive value derived from the model was significantly related to overall performance. The validity of our model was verified, and it is anticipated that the model will be used to evaluate the performance of remote robotic arm operations.","PeriodicalId":41693,"journal":{"name":"International Journal of Aerospace Psychology","volume":"29 1","pages":"42 - 52"},"PeriodicalIF":1.3,"publicationDate":"2019-04-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/24721840.2019.1602472","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49221553","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 : 2019-04-03DOI: 10.1080/24721840.2019.1604138
Qiong Wu, B. Molesworth, Dominique Estival
ABSTRACT Objective: The present research sought to investigate the communication performance of both native English sounding pilots and accented commercial pilots in two different phases of flight, the approach and departure phase of flight. Background: English language proficiency requirements, standardized phraseology, and readbacks are some of the proactive measures which the aviation industry employs to ensure effective communication. However, despite these efforts, errors in communication still occur, and anecdotal evidence suggests that factors such as language background and phase of flight increase the likelihood of communication errors. Method: Eighteen hours of air-ground communications at Kingsford Smith International Airport, Sydney, Australia, were analyzed. Results: The results revealed that accented pilots committed more communication errors than native English sounding pilots and more specifically that these errors were mistakes rather than omissions, and involved words rather than numbers. Communication performance was similar in the approach and departure phases of flight regardless of language background. Conclusion: These results provide detailed information about the type of communication errors which occur in commercial aviation, their prevalence and the context in which they occur, which helps guide where resources should be directed to further improve safety.
{"title":"An Investigation into the Factors that Affect Miscommunication between Pilots and Air Traffic Controllers in Commercial Aviation","authors":"Qiong Wu, B. Molesworth, Dominique Estival","doi":"10.1080/24721840.2019.1604138","DOIUrl":"https://doi.org/10.1080/24721840.2019.1604138","url":null,"abstract":"ABSTRACT Objective: The present research sought to investigate the communication performance of both native English sounding pilots and accented commercial pilots in two different phases of flight, the approach and departure phase of flight. Background: English language proficiency requirements, standardized phraseology, and readbacks are some of the proactive measures which the aviation industry employs to ensure effective communication. However, despite these efforts, errors in communication still occur, and anecdotal evidence suggests that factors such as language background and phase of flight increase the likelihood of communication errors. Method: Eighteen hours of air-ground communications at Kingsford Smith International Airport, Sydney, Australia, were analyzed. Results: The results revealed that accented pilots committed more communication errors than native English sounding pilots and more specifically that these errors were mistakes rather than omissions, and involved words rather than numbers. Communication performance was similar in the approach and departure phases of flight regardless of language background. Conclusion: These results provide detailed information about the type of communication errors which occur in commercial aviation, their prevalence and the context in which they occur, which helps guide where resources should be directed to further improve safety.","PeriodicalId":41693,"journal":{"name":"International Journal of Aerospace Psychology","volume":"29 1","pages":"53 - 63"},"PeriodicalIF":1.3,"publicationDate":"2019-04-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/24721840.2019.1604138","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46021068","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 : 2019-04-03DOI: 10.1080/24721840.2019.1596745
Casey E. Richardson, Dothang Truong, Woojin Choi
ABSTRACT Objective: This research aimed to explore an application of the technology acceptance model (TAM) to integration of the automatic ground collision avoidance system (AGCAS) in fighter aircraft operations to gain a better understanding of the pilots’ acceptance behavior with respect to a high-level automated system. Background: AGCAS has been deployed to prevent loss of F-16 fighters from ground collision using a high-level automation design capable of altering the aircraft’s flight control system independent of pilot action. Understanding pilots’ acceptance behavior with respect to the system could allow future stakeholders to make reasonable inferences about some factors that are important to achieving positive pilot acceptance of highly automated aircraft systems. Method: Using data from a survey of active-duty U.S. Air Force F-16 operational fighter pilots (N = 142), an AGCAS-specific TAM was analyzed using the structural equation modeling method. Results: This study indicated that perceived ease of use had a significant, but only medium-sized relationship with perceived usefulness. The other result was that perceived usefulness has a strong relationship with usage behavior. Conclusion: This study demonstrated the potential utility of a model for technology acceptance tailored to explain user acceptance behavior with respect to a high-level fighter aircraft automated collision avoidance system.
{"title":"Examination of Factors Related to Pilot Acceptance Behaviors Toward the Automatic Ground Collision Avoidance System in Fighter Aircraft Operations","authors":"Casey E. Richardson, Dothang Truong, Woojin Choi","doi":"10.1080/24721840.2019.1596745","DOIUrl":"https://doi.org/10.1080/24721840.2019.1596745","url":null,"abstract":"ABSTRACT Objective: This research aimed to explore an application of the technology acceptance model (TAM) to integration of the automatic ground collision avoidance system (AGCAS) in fighter aircraft operations to gain a better understanding of the pilots’ acceptance behavior with respect to a high-level automated system. Background: AGCAS has been deployed to prevent loss of F-16 fighters from ground collision using a high-level automation design capable of altering the aircraft’s flight control system independent of pilot action. Understanding pilots’ acceptance behavior with respect to the system could allow future stakeholders to make reasonable inferences about some factors that are important to achieving positive pilot acceptance of highly automated aircraft systems. Method: Using data from a survey of active-duty U.S. Air Force F-16 operational fighter pilots (N = 142), an AGCAS-specific TAM was analyzed using the structural equation modeling method. Results: This study indicated that perceived ease of use had a significant, but only medium-sized relationship with perceived usefulness. The other result was that perceived usefulness has a strong relationship with usage behavior. Conclusion: This study demonstrated the potential utility of a model for technology acceptance tailored to explain user acceptance behavior with respect to a high-level fighter aircraft automated collision avoidance system.","PeriodicalId":41693,"journal":{"name":"International Journal of Aerospace Psychology","volume":"29 1","pages":"28 - 41"},"PeriodicalIF":1.3,"publicationDate":"2019-04-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/24721840.2019.1596745","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46410614","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 : 2019-04-03DOI: 10.1080/24721840.2019.1596744
Elena Psyllou, A. Majumdar
ABSTRACT Objective: This study is an analysis of the planning of general aviation (GA) pilots and its impact on airspace infringements. Background: Past studies identified the contribution of inadequate flight planning to airspace infringements in Europe, but without any discussion relating to the processes involved and their shortcomings. This article, therefore, examines the flight route decision making of GA pilots. Method: Twenty-seven recreational GA pilots who flew an airplane, glider, or ultralight aircraft were interviewed using semistructured interviews in Finland, Norway, and the United Kingdom. These nations experienced a relatively high number of reported airspace infringements. Interview transcripts were analyzed using thematic analysis. Results: The results showed that GA pilots planned a route near controlled or restricted airspace especially in areas with small uncontrolled airspace. This decision was typical for GA pilots who were based in the capitals of the European nations. The selected flight path and altitude were influenced by factors related to the pilot (e.g., risk management) and the airspace design (e.g., low lower boundary of controlled airspace). Pilots who were aware of the risk of straying into airspace while flying such a route considered mitigation measures, such as cross-checking the aircraft’s position frequently. Conclusion: Such findings can address airspace infringements by encouraging pilots to take mitigation actions while flying such a route, including flying at a greater distance from the airspace.
{"title":"How Do General Aviation Pilots Choose Their Route When Flying in Complex Airspace?","authors":"Elena Psyllou, A. Majumdar","doi":"10.1080/24721840.2019.1596744","DOIUrl":"https://doi.org/10.1080/24721840.2019.1596744","url":null,"abstract":"ABSTRACT Objective: This study is an analysis of the planning of general aviation (GA) pilots and its impact on airspace infringements. Background: Past studies identified the contribution of inadequate flight planning to airspace infringements in Europe, but without any discussion relating to the processes involved and their shortcomings. This article, therefore, examines the flight route decision making of GA pilots. Method: Twenty-seven recreational GA pilots who flew an airplane, glider, or ultralight aircraft were interviewed using semistructured interviews in Finland, Norway, and the United Kingdom. These nations experienced a relatively high number of reported airspace infringements. Interview transcripts were analyzed using thematic analysis. Results: The results showed that GA pilots planned a route near controlled or restricted airspace especially in areas with small uncontrolled airspace. This decision was typical for GA pilots who were based in the capitals of the European nations. The selected flight path and altitude were influenced by factors related to the pilot (e.g., risk management) and the airspace design (e.g., low lower boundary of controlled airspace). Pilots who were aware of the risk of straying into airspace while flying such a route considered mitigation measures, such as cross-checking the aircraft’s position frequently. Conclusion: Such findings can address airspace infringements by encouraging pilots to take mitigation actions while flying such a route, including flying at a greater distance from the airspace.","PeriodicalId":41693,"journal":{"name":"International Journal of Aerospace Psychology","volume":"29 1","pages":"17 - 27"},"PeriodicalIF":1.3,"publicationDate":"2019-04-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/24721840.2019.1596744","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44327268","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 : 2018-10-02DOI: 10.1080/24721840.2018.1535832
Hongwei Wang, Yanjie Su, Siyuan Shang, Meng Pei, Xieshun Wang, Fengkui Jin
ABSTRACT Objective: The aim of this research was to examine how candidates’ spatial working memory (WM) and visual perspective taking (VPT) skills could predict their training success. Background: To make pilot selection more effective, a body of research has focused on selection criteria. WM and VPT might be highly relevant to pilot training. However, very few studies have directly addressed their roles in training success. Method: Two hundred participants completed the computerized WM and VPT tasks individually at the beginning of flight training. Those who succeeded in the primary phase entered the advanced phase. Logistic regressions were done to determine the associations between WM and VPT and success or failure of training. Results: WM was positively correlated with training success in both primary and advanced phases. After controlling the covariates, WM still had a unique predictive effect on training success in the advanced phase. Conclusion: It could be beneficial to add spatial WM to procedures of pilot candidate selection.
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