How To Make the Most of Your Human: Design Considerations for Single Pilot Operations

Reconsidering the function allocation between automation and the pilot in the flight deck is the next step in improving aviation safety. The current allocation, based on who does what best, makes poor use of the pilot's resources and abilities. In some cases it may actually handicap pilots from performing their role. Improving pilot performance first lies in defining the role of the pilot - why a human is needed in the first place. The next step is allocating functions based on the needs of that role (rather than fitness), then using automation to target specific human weaknesses in performing that role. Examples are provided (some of which could be implemented in conventional cockpits now). Along the way, the definition of human error and the idea that eliminating/automating the pilot will reduce instances of human error will be challenged

Haptic-Multimodal Flight Control System Update

The rapidly advancing capabilities of autonomous aircraft suggest a future where many of the responsibilities of today s pilot transition to the vehicle, transforming the pilot s job into something akin to driving a car or simply being a passenger. Notionally, this transition will reduce the specialized skills, training, and attention required of the human user while improving safety and performance. However, our experience with highly automated aircraft highlights many challenges to this transition including: lack of automation resilience; adverse human-automation interaction under stress; and the difficulty of developing certification standards and methods of compliance for complex systems performing critical functions traditionally performed by the pilot (e.g., sense and avoid vs. see and avoid). Recognizing these opportunities and realities, researchers at NASA Langley are developing a haptic-multimodal flight control (HFC) system concept that can serve as a bridge between today s state of the art aircraft that are highly automated but have little autonomy and can only be operated safely by highly trained experts (i.e., pilots) to a future in which non-experts (e.g., drivers) can safely and reliably use autonomous aircraft to perform a variety of missions. This paper reviews the motivation and theoretical basis of the HFC system, describes its current state of development, and presents results from two pilot-in-the-loop simulation studies. These preliminary studies suggest the HFC reshapes human-automation interaction in a way well-suited to revolutionary ease-of-use

Piloted Evaluation of the H-Mode, a Variable Autonomy Control System, in Motion-Based Simulation

As aircraft become able to autonomously respond to a range of situations with performance surpassing human operators, we are compelled to look for new methods that help understand their use and guide the design of new, more effective forms of automation and interaction. The "H-mode" is one such method and is based on the metaphor of a well-trained horse. The concept allows the pilot to manage a broad range of control automation functionality, from augmented manual control to FMS-like coupling and automation initiated actions, using a common interface system and easily learned set of interaction skills. The interface leverages familiar manual control interfaces (e.g., the control stick) and flight displays through the addition of contextually dependent haptic-multimodal elements. The concept is relevant to manned and remotely piloted vehicles. This paper provides an overview of the H-mode concept followed by a presentation of the results from a recent evaluation conducted in a motion-based simulator. The evaluation focused on assessing the overall usability and flying qualities of the concept with an emphasis on the effects of turbulence and cockpit motion. Because the H-mode results in interactions between traditional flying qualities and management of higher-level flight path automation, these effects are of particular interest. The results indicate that the concept may provide a useful complement or replacement to conventional interfaces, and retains the usefulness in the presence of turbulence and motion

Assessing the Effects of Momentary Priming on Memory Retention During an Interference Task

A memory aid, that used brief (33ms) presentations of previously learned information (target words), was assessed on its ability to reinforce memory for target words while the subject was performing an interference task. The interference task required subjects to learn new words and thus interfered with their memory of the target words. The brief presentation (momentary memory priming) was hypothesized to refresh the subjects memory of the target words. 143 subjects, in a within subject design, were given a 33ms presentation of the target memory words during the interference task in a treatment condition and a blank 33ms presentation in the control condition. The primary dependent measure, memory loss over the interference trial, was not significantly different between the two conditions. The memory prime did not appear to hinder the subjects performance on the interference task. This paper describes the experiment and the results along with suggestions for future research

Repeated Induction of Inattentional Blindness in a Simulated Aviation Environment

The study reported herein is a subset of a larger investigation on the role of automation in the context of the flight deck and used a fixed-based, human-in-the-loop simulator. This paper explored the relationship between automation and inattentional blindness (IB) occurrences in a repeated induction paradigm using two types of runway incursions. The critical stimuli for both runway incursions were directly relevant to primary task performance. Sixty non-pilot participants performed the final five minutes of a landing scenario twice in one of three automation conditions: full automation (FA), partial automation (PA), and no automation (NA). The first induction resulted in a 70 percent (42 of 60) detection failure rate with those in the PA condition significantly more likely to detect the incursion compared to the FA condition or the NA condition. The second induction yielded a 50 percent detection failure rate. Although detection improved (detection failure rates declined) in all conditions, those in the FA condition demonstrated the greatest improvement with doubled detection rates. The detection behavior in the first trial did not preclude a failed detection in the second induction. Group membership (IB vs. Detection) in the FA condition showed a greater improvement than those in the NA condition and rated the Mental Demand and Effort subscales of the NASA-TLX (NASA Task Load Index) significantly higher for Time 2 compared Time 1. Participants in the FA condition used the experience of IB exposure to improve task performance whereas those in the NA condition did not, indicating the availability and reallocation of attentional resources in the FA condition. These findings support the role of engagement in operational attention detriment and the consideration of attentional failure causation to determine appropriate mitigation strategies

Application of the H-Mode, a Design and Interaction Concept for Highly Automated Vehicles, to Aircraft

Driven by increased safety, efficiency, and airspace capacity, automation is playing an increasing role in aircraft operations. As aircraft become increasingly able to autonomously respond to a range of situations with performance surpassing human operators, we are compelled to look for new methods that help us understand their use and guide their design using new forms of automation and interaction. We propose a novel design metaphor to aid the conceptualization, design, and operation of highly-automated aircraft. Design metaphors transfer meaning from common experiences to less familiar applications or functions. A notable example is the "Desktop metaphor" for manipulating files on a computer. This paper describes a metaphor for highly automated vehicles known as the H-metaphor and a specific embodiment of the metaphor known as the H-mode as applied to aircraft. The fundamentals of the H-metaphor are reviewed followed by an overview of an exploratory usability study investigating human-automation interaction issues for a simple H-mode implementation. The envisioned application of the H-mode concept to aircraft is then described as are two planned evaluations

Missense mutations that cause Van der Woude syndrome and popliteal pterygium syndrome affect the DNA-binding and transcriptional activation functions of IRF6

Cleft lip and cleft palate (CLP) are common disorders that occur either as part of a syndrome, where structures other than the lip and palate are affected, or in the absence of other anomalies. Van der Woude syndrome (VWS) and popliteal pterygium syndrome (PPS) are autosomal dominant disorders characterized by combinations of cleft lip, CLP, lip pits, skin-folds, syndactyly and oral adhesions which arise as the result of mutations in interferon regulatory factor 6 (IRF6). IRF6 belongs to a family of transcription factors that share a highly conserved N-terminal, DNA-binding domain and a less well-conserved protein-binding domain. To date, mutation analyses have suggested a broad genotype–phenotype correlation in which missense and nonsense mutations occurring throughout IRF6 may cause VWS; in contrast, PPS-causing mutations are highly associated with the DNA-binding domain, and appear to preferentially affect residues that are predicted to interact directly with the DNA. Nevertheless, this genotype–phenotype correlation is based on the analysis of structural models rather than on the investigation of the DNA-binding properties of IRF6. Moreover, the effects of mutations in the protein interaction domain have not been analysed. In the current investigation, we have determined the sequence to which IRF6 binds and used this sequence to analyse the effect of VWS- and PPS-associated mutations in the DNA-binding domain of IRF6. In addition, we have demonstrated that IRF6 functions as a co-operative transcriptional activator and that mutations in the protein interaction domain of IRF6 disrupt this activity

The Naturalistic Flight Deck System: An Integrated System Concept for Improved Single-Pilot Operations

This paper reviews current and emerging operational experiences, technologies, and human-machine interaction theories to develop an integrated flight system concept designed to increase the safety, reliability, and performance of single-pilot operations in an increasingly accommodating but stringent national airspace system. This concept, know as the Naturalistic Flight Deck (NFD), uses a form of human-centered automation known as complementary-automation (or complemation) to structure the relationship between the human operator and the aircraft as independent, collaborative agents having complimentary capabilities. The human provides commonsense knowledge, general intelligence, and creative thinking, while the machine contributes specialized intelligence and control, extreme vigilance, resistance to fatigue, and encyclopedic memory. To support the development of the NFD, an initial Concept of Operations has been created and selected normal and non-normal scenarios are presented in this document

Nationwide confidential enquiries into maternal deaths because of obstetric hemorrhage in the Netherlands between 2006 and 2019

Introduction: Obstetric hemorrhage-related deaths are rare in high income countries. Yet, with increasing incidences of obstetric hemorrhage in these countries, it is of utmost importance to learn lessons from each obstetric hemorrhage-related death to improve maternity care. Our objective was to calculate the obstetric hemorrhage-related maternal mortality ratio (MMR), assess causes of obstetric hemorrhage-related deaths, and identify lessons learned. Material and methods: Nationwide mixed-methods prospective case-series with confidential enquiries into maternal deaths due to obstetric hemorrhage in the Netherlands from January 1, 2006 to December 31, 2019. Results: The obstetric hemorrhage-related MMR in the Netherlands in 2006–2019 was 0.7 per 100 000 livebirths and was not statistically significantly different compared with the previous MMR of 1.0 per 100 000 livebirths in 1993–2005 (odds ratio 0.70, 95% confidence interval 0.38–1.30). Leading underlying cause of hemorrhage was retained placenta. Early recognition of persistent bleeding, prompt involvement of a senior clinician and timely management tailored to the cause of hemorrhage with attention to coagulopathy were prominent lessons learned. Also, timely recourse to surgical interventions, including hysterectomy, in case other management options fail to stop bleeding came up as an important lesson in several obstetric hemorrhage-related deaths. Conclusions: The obstetric hemorrhage-related MMR in the Netherlands in 2006–2019 has not substantially changed compared to the MMR of the previous enquiry in 1993–2005. Although obstetric hemorrhage is commonly encountered by maternity care professionals, it is important to remain vigilant for possible adverse maternal outcomes and act upon an ongoing bleeding following birth in a more timely and adequate manner. Our confidential enquiries still led to important lessons learned with clinical advice to professionals as how to improve maternity care and avoid maternal deaths. Drawing lessons from maternal deaths should remain a qualitative and moral imperative