We report two experiments in which different features of the display of multiple channels of information are varied in their proximity to one another. The display presents three indicators of aircraft stall danger (airspeed, flaps, and bank). On some trials the stall danger is estimated, requiring information integration. On other trials the value of individual indicators is estimated, requiring focused attention. In Experiment 1 the spatial proximity between indicators and their distinctiveness in color were manipulated. Spatial proximity had little effect on either focused attention or integration, whereas a distinct color code improved focused attention and disrupted integration. In Experiment 2 the three indicators were presented as a bar graph or were combined as features of an object display, either with or without color coding of the separate dimension. Relative to the bar graph display, the object display improved information integration but disrupted focused attention. The presence of color borders restored the focused attention accuracy, with a slight cost to response time.

Amazingly, people sometimes prefer software systems that hinder their ability to use them.

Background: A room-temperature stable, soluble liquid glucagon formulation loaded into a prefilled, single-use, two-step autoinjector is under development for severe hypoglycemia rescue. We report a human factors validation program evaluating the glucagon autoinjector (GAI) (Gvoke HypoPen™; Xeris Pharmaceuticals, Inc., Chicago, IL) versus marketed glucagon emergency kits (GEKs) for managing severe hypoglycemia. Methods: A simulated-use human factors usability study was conducted with the GAI versus marketed GEKs in 16 participants, including adult caregivers and first responders, experienced with glucagon administration. A summative human factors validation study of the GAI was conducted with 75 volunteers. Participants were (1) trained on the device and procedure or (2) given time to individually read the instructions and familiarize themselves with the device. Participants returned a week later to perform an unaided rescue attempt that simulated rescue of patients with diabetes suffering a hypoglycemia emergency. Participant actions were recorded for critical rescue tasks and use errors. Results: In the usability study, 88% (14) successfully administered a rescue injection using the GAI versus 31% (5) using GEKs ( P < 0.05). Mean total rescue time of use was 47.9 s with the GAI versus 109.0 s with GEKs ( P < 0.05). In the validation study, 98.7% successfully administered the rescue injection using the GAI. Overall, there were no patterns of differences between trained versus untrained participants, between caregivers versus first responders or between adults versus adolescents. Conclusion: The GAI and instructional materials can be correctly, safely, and effectively used by intended user, which support continued development of the GAI as an alternative to GEKs.

Few human factors studies have addressed the issue of displaying the uncertainty of information provided to users; an issue of growing importance given the current proliferation of advanced situation awareness and navigation displays used in the aviation, automotive and maritime environments. This paper first discusses the growing need to develop guidelines concerning when and how to display uncertainty, and then describes the results of two initial studies aimed at both demonstrating the general utility of displaying uncertainty, and determining the optimal ways to visually represent various levels of uncertainty. We conclude that the impact and effectiveness of future multi-sensor situation awareness displays will be dependent on the skillful presentation of data uncertainty.

An integrated cockpit display suite, the T-NASA (Taxiway Navigation and Situation Awareness) system, is under development for NASA's Terminal Area Productivity (TAP) Low-Visibility Landing and Surface Operations (LVLASO) program. This system has three integrated components: Moving Map-track-up airport surface display with own-ship, traffic and graphical route guidance; Scene-Linked Symbology-route/taxi information virtually projected via a Head-up Display (HUD) onto the forward scene; and, 3-D Audio Ground Collision Avoidance Warning (GCAW) system-spatially-localized auditory traffic alerts. In this paper, surface operations in low-visibility conditions, the design philosophy of the T-NASA system, and the T-NASA system display components are described.