A situation-response model for intelligent pilot aiding

An intelligent pilot aiding system needs models of the pilot information processing to provide the computational basis for successful cooperation between the pilot and the aiding system. By combining artificial intelligence concepts with the human information processing model of Rasmussen, an abstraction hierarchy of states of knowledge, processing functions, and shortcuts are developed, which is useful for characterizing the information processing both of the pilot and of the aiding system. This approach is used in the conceptual design of a real time intelligent aiding system for flight crews of transport aircraft. One promising result was the tentative identification of a particular class of information processing shortcuts, from situation characterizations to appropriate responses, as the most important reliable pathway for dealing with complex time critical situations

Fault recovery recommendation

Information on Recovery Recommendation System (RECORS) is given in viewgraph form. The system goal is to provide intelligent aiding for monitoring, diagnosis and response to aircraft system failures. Information is given on levels of abstraction, RECORS implementation, and architecture

Information management

Primary Flight Display (PFD) information management and cockpit display of information management research is presented in viewgraph form. The information management problem in the cockpit, information management burdens, the key characteristics of an information manager, the interface management system handling the flow of information and the dialogs between the system and the pilot, and overall system architecture are covered

Design of a cooperative problem-solving system for enroute flight planning: An empirical study of its use by airline dispatchers

In a previous report, an empirical study of 30 pilots using the Flight Planning Testbed was reported. An identical experiment using the Flight Planning Testbed (FPT), except that 27 airline dispatchers were studied, is described. Five general questions were addressed in this study: (1) under what circumstances do the introduction of computer-generated suggestions (flight plans) influence the planning behavior of dispatchers (either in a beneficial or adverse manner); (2) what is the nature of such influences (i.e., how are the person's cognitive processes changed); (3) how beneficial are the general design concepts underlying FPT (use of a graphical interface, embedding graphics in a spreadsheet, etc.); (4) how effective are the specific implementation decisions made in realizing these general design concepts; and (5) how effectively do dispatchers evaluate situations requiring replanning, and how effectively do they identify appropriate solutions to these situations

Human Performance Models of Pilot Behavior

Five modeling teams from industry and academia were chosen by the NASA Aviation Safety and Security Program to develop human performance models (HPM) of pilots performing taxi operations and runway instrument approaches with and without advanced displays. One representative from each team will serve as a panelist to discuss their team s model architecture, augmentations and advancements to HPMs, and aviation-safety related lessons learned. Panelists will discuss how modeling results are influenced by a model s architecture and structure, the role of the external environment, specific modeling advances and future directions and challenges for human performance modeling in aviation

Many Labs 2: Investigating Variation in Replicability Across Samples and Settings

We conducted preregistered replications of 28 classic and contemporary published findings, with protocols that were peer reviewed in advance, to examine variation in effect magnitudes across samples and settings. Each protocol was administered to approximately half of 125 samples that comprised 15,305 participants from 36 countries and territories. Using the conventional criterion of statistical significance (p < .05), we found that 15 (54%) of the replications provided evidence of a statistically significant effect in the same direction as the original finding. With a strict significance criterion (p < .0001), 14 (50%) of the replications still provided such evidence, a reflection of the extremely highpowered design. Seven (25%) of the replications yielded effect sizes larger than the original ones, and 21 (75%) yielded effect sizes smaller than the original ones. The median comparable Cohen’s ds were 0.60 for the original findings and 0.15 for the replications. The effect sizes were small (< 0.20) in 16 of the replications (57%), and 9 effects (32%) were in the direction opposite the direction of the original effect. Across settings, the Q statistic indicated significant heterogeneity in 11 (39%) of the replication effects, and most of those were among the findings with the largest overall effect sizes; only 1 effect that was near zero in the aggregate showed significant heterogeneity according to this measure. Only 1 effect had a tau value greater than .20, an indication of moderate heterogeneity. Eight others had tau values near or slightly above .10, an indication of slight heterogeneity. Moderation tests indicated that very little heterogeneity was attributable to the order in which the tasks were performed or whether the tasks were administered in lab versus online. Exploratory comparisons revealed little heterogeneity between Western, educated, industrialized, rich, and democratic (WEIRD) cultures and less WEIRD cultures (i.e., cultures with relatively high and low WEIRDness scores, respectively). Cumulatively, variability in the observed effect sizes was attributable more to the effect being studied than to the sample or setting in which it was studied.UCR::Vicerrectoría de Investigación::Unidades de Investigación::Ciencias Sociales::Instituto de Investigaciones Psicológicas (IIP

Study on the Integration of Human Performance and Accident Risk Assessment Models: Air-Midas & Topaz

A computational model of human performance (Air Man-machine Integration Design and Analysis System, Air MIDAS) and an accident risk assessment methodology (Traffic Organization and Perturbation AnalyZer, TOPAZ) were integrated in order to learn about the similarities and differences of their models, to demonstrate the feasibility of such integration, and the integration impact on accident risk assessment

Analysis of Advanced Airspace Concept Operations Using Human Performance Modeling

The Advanced Airspace Concept (Erzberger, 2001) proposes to achieve increased capacity in both en route and terminal areas through the use of technologies that include air-ground datalink, automation generating 4-D trajectories, and an independent back-up system, intended to provide safe transition whenever there is a malfunction. An analysis of the concept’s operations was performed using the human performance model Air Man Machine Integrated Design Analysis System (Air MIDAS) (Corker, 2000). For this research, three types of operations were modeled for an Air Traffic Control (ATC) agent – current operations, Automated Airspace Concept (AAC) operations, and Tactical Separation Assisted Flight Environment (T-SAFE) operations.. The results suggest that AAC operations decreased controller’s workload when compared with current day operations. However, transition of the aircraft from AAC through T-SAFE to standard ATM control increased workload for the period of transition. This was marked with a high level of activity for the ATC-agent under the current and T-SAFE operations as the ATC agent sought to update its internal world representation with relevant aircraft trajectories to assume manual control