EEG-Based Analysis of Air Traffic Conflict: Investigating Controllers’ Situation Awareness, Stress Level and Brain Activity during Conflict Resolution

Trapsilawati, Fitri; Herliansyah, Muhammad Kusumawan; Nugraheni, Agustyandini Sekar Asih Nur Sari; Fatikasari, Mifta Priani; Tissamodie, Gharsina

doi:10.1017/s0373463319000882

“…Another limitation is the lack of integration with other physiological measures. e SA level is not only correlated with eye movement features but is also related to other physiological measurement metrics, as confirmed in previous studies [43][44][45].…”

Section: Discussionsupporting

confidence: 83%

Correlation Evaluation of Pilots’ Situation Awareness in Bridge Simulations via Eye‐Tracking Technology

Jiang

¹

,

Chen

²

,

Kang

³

2021

Computational Intelligence and Neuroscience

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To maintain situation awareness (SA) when exposed to emergencies during pilotage, a pilot needs to selectively allocate attentional resources to perceive critical status information about ships and environments. Although it is important to continuously monitor a pilot’s SA, its relationship with attention is still not fully understood in ship pilotage. This study performs bridge simulation experiments that include vessel departure, navigation in the fairway, encounters, poor visibility, and anchoring scenes with 13 pilots (mean = 11.3 and standard deviation = 1.4 of experience). Individuals were divided into two SA group levels based on the Situation Awareness Rating Technology (SART-2) score (mean = 20.13 and standard deviation = 5.83) after the experiments. The visual patterns using different SA groups were examined using heat maps and scan paths based on pilots’ fixations and saccade data. The preliminary visual analyses of the heat maps and scan paths indicate that the pilots’ attentional distribution is modulated by the SA level. That is, the most concerning areas of interest (AOIs) for pilots in the high and low SA groups are outside the window (AOI-2) and electronic charts (AOI-1), respectively. Subsequently, permutation simulations were utilized to identify statistical differences between the pilots’ eye-tracking metrics and SA. The results of the statistical analyses show that the fixation and saccade metrics are affected by the SA level in different AOIs across the five scenes, which confirms the findings of previous studies. In encounter scenes, the pilots’ SA level is correlated with the fixation and saccade metrics: fixation count ( p = 0.034 < 0.05 in AOI-1 and p = 0.032 < 0.05 in AOI-2), fixation duration ( p = 0.043 < 0.05 in AOI-1 and p = 0.014 < 0.05 in AOI-2), and saccade count ( p = 0.086 < 0.1 in AOI-1 and p = 0.054 < 0.1 in AOI-2). This was determined by the fixation count ( p = 0.024 < 0.05 in AOI-1 and p = 0.034 < 0.05 in AOI-2), fixation duration ( p = 0.036 < 0.05 in AOI-1 and p = 0.047 < 0.05 in AOI-2), and saccade duration ( p = 0.05 ≤ 0.05 in AOI-1 and p = 0.042 < 0.05 in AOI-2) in poor-visibility scenes. In the remaining scenes, the SA could not be measured using eye movements alone. This study lays a foundation for the cognitive mechanism recognition of pilots based on SA via eye-tracking technology, which provides a reference to establish cognitive competency standards in preliminary pilot screenings.

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“…Eye-tracking techniques have been used in numerous experiments in the field of human factors applied to air traffic controllers before (as an example, see [5]). In this case, the GP-3 eye-tracker from the manufacturer Gazepoint will be used.…”

Section: Atcos' Workload Assessmentmentioning

confidence: 99%

How much workload is workload? A human neurophysiological and affective - cognitive performance measurement methodology for air traffic controllers

Suárez

¹

,

Valdés

²

,

Moreno

³

et al. 2022

IOP Conf. Ser.: Mater. Sci. Eng.

0

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Air traffic controllers play an important role in enabling safe, orderly, and efficient flight management within airspace. By the very nature of their work, they must make critical decisions in a time-critical environment. From a safety point of view, it would be of interest to obtain the workload thresholds (upper and lower limits) in order to define a range in which it would be safe and efficient for air traffic controllers to work. This collaboration project between CRIDA and UPM aims to obtain a methodology to define these workload limits, based on experimental affective-cognitive data and neurophysiological parameters of the performance of air traffic controllers. The workload assessment combines objective and subjective approaches. From the objective point of view, electroencephalography and eye-tracking techniques will be employed. In this paper, the first milestones achieved in the project are presented, as well as the simulation platform to be used in the experiment and the simulation-based set of exercises that has been specially designed for this project.

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“…Here, it must be emphasized the computation of mean tLMS is conceptually similar to the computation of the corrected SOT mean RT shown in equation (1). In both cases, the mean test accuracy displayed by each participant is factored into RT computation.…”

Section: At-cdtmentioning

confidence: 99%

“…Over the past few years, there has been a significant amount of human factors studies in the Air Traffic Managment (ATM) domain that focused on (i) situation awareness 1,2 , (ii) mental workload 3,4 , and (iii) spatial attention 5,6 . This is perhaps unsurprising considering that ATM-related human factors research is largely concerned with understanding the psychological processes that support interactions between humans and ATM systems, and how theories, principles, data and methods can be used to optimise human well-being and overall system performance 7 .…”

Section: Introductionmentioning

confidence: 99%

Impact of a Multiobject-directed Spatial Orientation Ability on Air Traffic Conflict Detection Performance in Free Route Airspace

Zhong¹,

Sk²,

Cj³

et al. 2021

Preprint

0

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With a focus on psychometric assessment, the current study investigated the extent to which spatial orientation ability (SOA), as conceptualized in the spatial cognition and navigation literature, predicted air traffic conflict detection performance in a simulated free route airspace (FRA). Within a FRA, airspace users have the flexibility to plan flights by selecting preferred routes between predefined waypoints. Despite such benefits, FRA implementation can introduce conflicts that are geometrically complex, and of which would require a high level of SOA engagement. Based on a sample of 20 young adults who have the prospect to become air traffic controllers (ATCOs), we found that response time-based performance on a newly developed computerized spatial orientation test (SOT) predicted time to loss of minimum separation (tLMS)-based performance on a conflict detection task to a moderately large extent under scenarios with high air traffic density. We explained these findings in light of similar or overlapping mental processes that were most likely activated optimally under task conditions featuring approximately equal numbers of outcome-relevant stimuli. We also discussed the potential use of the new SOT in relation to the selection of prospective ATCOs who can demonstrate high levels of conflict detection performance in FRA during training simulations.

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EEG-Based Analysis of Air Traffic Conflict: Investigating Controllers’ Situation Awareness, Stress Level and Brain Activity during Conflict Resolution

Cited by 27 publications

References 57 publications

Correlation Evaluation of Pilots’ Situation Awareness in Bridge Simulations via Eye‐Tracking Technology

Correlation Evaluation of Pilots’ Situation Awareness in Bridge Simulations via Eye‐Tracking Technology

How much workload is workload? A human neurophysiological and affective - cognitive performance measurement methodology for air traffic controllers

Impact of a Multiobject-directed Spatial Orientation Ability on Air Traffic Conflict Detection Performance in Free Route Airspace

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