Situation Awareness Information Requirements For Commercial Airline Pilots

Situation awareness is presented as a fundamental requirement for good airmanship, forming the basis for pilot decision making and performance. To develop a better understanding of the role of situation awareness in flying, an analysis was performed to determine the specific situation awareness information requirements for commercial aircraft pilots. This was conducted as a goal-directed task analysis in which pilots' major goals, subgoals, decisions and associated situation awareness information requirements were delineated based on elicitation from experienced commercial airline pilots. A determination of the major situation awareness information requirements for visual and instrument flight was developed from this analysis, providing a foundation for future system development which seeks to enhance pilot situation awareness and provide a basis for the development of situation awareness measures for commercial flight

Trust in an autonomously driven simulator and vehicle performing maneuvers at a T-junction with and without other vehicles

Autonomous vehicle (AV) technology is developing rapidly. Level 3 automation assumes the user might need to respond to requests to retake control. Levels 4 (high automation) and 5 (full automation) do not require human monitoring of the driving task or systems [1]: the AV handles driving functions and makes decisions based on continuously updated information. A gradual switch in the role of the human within the vehicle from active controller to passive passenger comes with uncertainty in terms of trust, which will likely be a key barrier to acceptability, adoption and continued use [2]. Few studies have investigated trust in AVs and these have tended to use driving simulators with Level 3 automation [3, 4]. The current study used both a driving simulator and autonomous road vehicle. Both were operating at Level 3 autonomy although did not require intervention from the user; much like Level 4 systems. Forty-six participants completed road circuits (UK-based) with both platforms. Trust was measured immediately after different types of turns at a priority T-junction, increasing in complexity: e.g., driving left or right out of a T-junction; turning right into a T-junction; presence of oncoming/crossing vehicles. Trust was high across platforms: higher in the simulator for some events and higher in the road AV for others. Generally, and often irrespective of platform, trust was higher for turns involving an oncoming/crossing vehicle(s) than without traffic, possibly because the turn felt more controlled as the simulator and road AVs always yielded, resulting in a delayed maneuver. We also found multiple positive relationships between trust in automation and technology, and trust ratings for most T-junction turn events across platforms. The assessment of trust was successful and the novel findings are important to those designing, developing and testing AVs with users in mind. Undertaking a trial of this scale is complex and caution should be exercised about over-generalizing the findings

Exploring the usability of a connected autonomous vehicle human machine interface designed for older adults

Users of Level 4–5 connected autonomous vehicles (CAVs) should not need to intervene with the dynamic driving task or monitor the driving environment, as the system will handle all driving functions. CAV human-machine interface (HMI) dashboards for such CAVs should therefore offer features to support user situation awareness (SA) and provide additional functionality that would not be practical within non-autonomous vehicles. Though, the exact features and functions, as well as their usability, might differ depending on factors such as user needs and context of use. The current paper presents findings from a simulator trial conducted to test the usability of a prototype CAV HMI designed for older adults and/or individuals with sensory and/or physical impairments: populations that will benefit enormously from the mobility afforded by CAVs. The HMI was developed to suit needs and requirements of this demographic based upon an extensive review of HMI and HCI principles focused on accessibility, usability and functionality [1, 2], as well as studies with target users. Thirty-one 50-88-year-olds (M 67.52, three 50–59) participated in the study. They experienced four seven-minute simulated journeys, involving inner and outer urban settings with mixed speed-limits and were encouraged to explore the HMI during journeys and interact with features, including a real-time map display, vehicle status, emergency stop, and arrival time. Measures were taken pre-, during- and post- journeys. Key was the System Usability Scale [3] and measures of SA, task load, and trust in computers and automation. As predicted, SA decreased with journey experience and although cognitive load did not, there were consistent negative correlations. System usability was also related to trust in technology but not trust in automation or attitudes towards computers. Overall, the findings are important for those designing, developing and testing CAV HMIs for older adults and individuals with sensory and/or physical impairments

Situational awareness, relational coordination and integrated care delivery to hospitalized elderly in the Netherlands: A comparison between hospitals

__Abstract__ Background: It is known that interprofessional collaboration is crucial for integrated care delivery, yet we are still unclear about the underlying mechanisms explaining effectiveness of integrated care delivery to older patients. In addition, we lack research comparing integrated care delivery between hospitals. Therefore, this study aims to (i) provide insight into the underlying components 'relational coordination' and 'situational awareness' of integrated care delivery and the role of team and organizational context in integrated care delivery; and (ii) compare situational awareness, relational coordination, and integrated care delivery of different hospitals in the Netherlands. Methods. This cross-sectional study took place in 2012 among professionals from three different hospitals involved in the delivery of care to older patients. A total of 215 professionals filled in the questionnaire (42% response rate).Descriptive statistics and paired-sample t-tests were used to investigate the level of situational awareness, relational coordination, and integrated care delivery in the three different hospitals. Correlation and multilevel analyses were used to investigate the relationship between background characteristics, team context, organizational context, situational awareness, relational coordination and integrated care delivery. Results: No differences in background characteristics, team context, organizational context, situational awareness, relational coordination and integrated care delivery were found among the three hospitals. Correlational analysis revealed that situational awareness (r = 0.30; p < 0.01), relational coordination (r = 0.17; p < 0.05), team climate (r = 0.29; p < 0.01), formal internal communication (r = 0.46; p < 0.01), and informal internal communication (r = 0.36; p < 0.01) were positively associated with integrated care delivery. Stepwise multilevel analyses showed that formal internal communication (p < 0.001) and situational awareness (p < 0.01) were associated with integrated care delivery. Team climate was not significantly associated with integrated care delivery when situational awareness and relational coordination were included in the equation. Thus situational awareness acted as mediator between team climate and integrated care delivery among professionals delivering care to older hospitalized patients. Conclusions: The results of this study show the importance of formal internal communication and situational awareness for quality of care delivery to hospitalized older patients

Responsive Production in Manufacturing: A Modular Architecture

[EN] This paper proposes an architecture aiming at promoting the convergence of the physical and digital worlds, through CPS and IoT technologies, to accommodate more customized and higher quality products following Industry 4.0 concepts. The architecture combines concepts such as cyber-physical systems, decentralization, modularity and scalability aiming at responsive production. Combining these aspects with virtualization, contextualization, modeling and simulation capabilities it will enable self-adaptation, situational awareness and decentralized decision-making to answer dynamic market demands and support the design and reconfiguration of the manufacturing enterprise.The research leading to these results has received funding from the European Union H2020 project C2 NET (FoF-01-2014) nr 636909.Marques, M.; Agostinho, C.; Zacharewicz, G.; Poler, R.; Jardim-Goncalves, R. (2018). Responsive Production in Manufacturing: A Modular Architecture. 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McGraw-Hill, New York, USA (1980

An assigned responsibility system for robotic teleoperation control

This paper proposes an architecture that explores a gap in the spectrum of existing strategies for robot control mode switching in adjustable autonomy. In situations where the environment is reasonably known and/or predictable, pre-planning these control changes could relieve robot operators of the additional task of deciding when and how to switch. Such a strategy provides a clear division of labour between the automation and the human operator(s) before the job even begins, allowing for individual responsibilities to be known ahead of time, limiting confusion and allowing rest breaks to be planned. Assigned Responsibility is a new form of adjustable autonomy-based teleoperation that allows the selective inclusion of automated control elements at key stages of a robot operation plan’s execution. Progression through these stages is controlled by automatic goal accomplishment tracking. An implementation is evaluated through engineering tests and a usability study, demonstrating the viability of this approach and offering insight into its potential applications

Design and Evaluation of Path Planning Decision Support for Planetary Surface Exploration

Human intent is an integral part of real-time path planning and re-planning, thus any decision aiding system must support human-automation interaction. The appropriate balance between humans and automation for this task has previously not been adequately studied. In order to better understand task allocation and collaboration between humans and automation for geospatial path problem solving, a prototype path planning aid was developed and tested. The focus was human planetary surface exploration, a high risk, time-critical domain, but the scenario is representative of any domain where humans path plan across uncertain terrain. Three visualizations, including elevation contour maps, a novel visualization called levels of equal costs, and a combination of the two were tested along with two levels of automation. When participants received the lower level of automation assistance, their path costs errors were less than 35% of the optimal, and they integrated manual sensitivity analysis strategies. When participants used the higher level of automation assistance, path costs errors were reduced to a few percentages, and they saved on average 1.5 minutes in the task. However, this increased performance came at the price of decreased situation awareness and automation bias.We would like to acknowledge the NASA Harriett G. Jenkins Predoctoral Fellowship and the Office of Naval Research for sponsoring this research

The ALMA REBELS survey: the dust content of z ∼7 Lyman break galaxies

We include a fully coupled treatment of metal and dust enrichment into the Delphi semi-analytic model of galaxy formation to explain the dust content of 13 Lyman break galaxies (LBGs) detected by the Atacama Large millimetre Array (ALMA) REBELS Large Program at z ≃ 7. We find that the galaxy dust mass, Md, is regulated by the combination of Type II supernova dust production, astration, shock destruction, and ejection in outflows; grain growth (with a standard time-scale τ0 = 30 Myr) plays a negligible role. The model predicts a dust-to-stellar mass ratio of ~ 0.07-0.1per cent and a UV-to-total star formation rate relation such that log(ψUV) = -0.05 [log(ψ)]2 + 0.86 log(ψ) - 0.05 (implying that 55-80 per cent of the star formation is obscured) for REBELS galaxies with stellar mass M∗ = 109-1010 M⊙. This relation reconciles the intrinsic UV luminosity of LBGs with their observed luminosity function at z = 7. However, 2 out of the 13 systems show dust-to-stellar mass ratios (~0.94-1.1per cent) that are up to 18 times larger than expected from the fiducial relation. Due to the physical coupling between dust and metal enrichment, even decreasing τ0 to very low values (0.3 Myr) only increases the dust-to-stellar mass ratio by a factor of ∼2. Given that grain growth is not a viable explanation for such high observed ratios of the dust-to-stellar mass, we propose alternative solutions