Impact of Conflict Avoidance Responsibility Allocation on Pilot Workload in a Distributed Air Traffic Management System

Ligda, Sarah V.; Dao, Arik-Quang V.; Vu, Kim‐Phuong L.; Strybel, Thomas Z.; Battiste, Vernol; Johnson, Walter W.

doi:10.1177/154193121005400113

Cited by 8 publications

(3 citation statements)

References 4 publications

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“…The present study failed to show a credible difference in subjective reports of workload, although overall the experimental group reported lower workload than the control group, in spite of credibly higher prefrontal blood oxygenation levels. One possible explanation is that subjective postrun workload ratings provide less reliable measures of workload than ratings gathered at fixed time intervals during task performance (Ligda et al, 2010). While fNIR recordings and time interval ratings can show the same trend in the data (Harrison et al, 2014), postrun ratings and fNIR measures might not correlate (as was the case in the present study).…”

Section: Discussioncontrasting

confidence: 49%

Portable Weather Applications for General Aviation Pilots

Ahlström

Ohneiser

Caddigan³

2016

Hum Factors

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Objective: The objective of this study was to examine the potential benefits and impact on pilot behavior from the use of portable weather applications.Method: Seventy general aviation (GA) pilots participated in the study. Each pilot was randomly assigned to an experimental or a control group and flew a simulated single-engine GA aircraft, initially under visual meteorological conditions (VMC). The experimental group was equipped with a portable weather application during flight. We recorded measures for weather situation awareness (WSA), decision making, cognitive engagement, and distance from the aircraft to hazardous weather.Results: We found positive effects from the use of the portable weather application, with an increased WSA for the experimental group, which resulted in credibly larger route deviations and credibly greater distances to hazardous weather (≥30 dBZ cells) compared with the control group. Nevertheless, both groups flew less than 20 statute miles from hazardous weather cells, thus failing to follow current weather-avoidance guidelines. We also found a credibly higher cognitive engagement (prefrontal oxygenation levels) for the experimental group, possibly reflecting increased flight planning and decision making on the part of the pilots.Conclusion: Overall, the study outcome supports our hypothesis that portable weather displays can be used without degrading pilot performance on safety-related flight tasks, actions, and decisions as measured within the constraints of the present study. However, it also shows that an increased WSA does not automatically translate to enhanced flight behavior.Application: The study outcome contributes to our knowledge of the effect of portable weather applications on pilot behavior and decision making.

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Section: Discussioncontrasting

confidence: 49%

Portable Weather Applications for General Aviation Pilots

Ahlström

Ohneiser

Caddigan³

2016

Hum Factors

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“…Pseudo-pilot stations were operated by awareness and workload probes administered at 3-minute intervals asked both pilots and controllers to subjectively rate their workload and answer descriptive questions about their situation awareness. The readers are referred to [18][19]21] for more details. …”

Section: Iiie Distributed and Networked Simulationmentioning

confidence: 99%

“…The results on pilot and controller situation awareness and workload have been reported in a number of papers [18,19,21] and will only be summarized here. In general, it was found that pilots had the highest situation awareness in Concept 1 (Pilot Primary), when they were most actively engaged in and responsible for separation assurance.…”

Section: Ivb Situation Awareness and Workloadmentioning

confidence: 99%

Design and evaluation of NextGen aircraft separation assurance concepts

Ho¹,

Johnson²,

Arutyunov³

et al. 2012

2012 IEEE/AIAA 31st Digital Avionics Systems Conference (DASC)

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To support the development and evaluation of future function allocation concepts for separation assurance systems for the Next Generation Air Transportation System, this paper presents the design and human-in-the-loop evaluation of three feasible function allocation concepts that allocate primary aircraft separation assurance responsibilities and workload to: 1) pilots; 2) air traffic controllers (ATC); and 3) automation. The design of these concepts also included rules of the road, separation assurance burdens for aircraft of different equipage levels, and utilization of advanced weather displays paired with advanced conflict detection and resolution automation. Results of the human-in-theloop simulation show that: a) all the concepts are robust with respect to weather perturbation; b) concept 1 (pilots) had highest throughput, closest to assigned spacing, and fewest violations of speed and altitude restrictions; c) the energy of the aircraft during the descent phase was better managed in concepts 1 and 2 (pilots and ATC) than in concept 3 (automation), in which the situation awareness of pilots and controllers was lowest, and workload of pilots was highest. The paper also discusses further development of these concepts and their augmentation and integration with future air traffic management tools and systems that are being considered for NextGen.

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Conflict Resolution Automation and Pilot Situation Awareness

Dao

Brandt

Bacon

et al. 2011

Lecture Notes in Computer Science

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This study compared pilot situation awareness across three traffic management concepts. The Concepts varied in terms of the allocation of traffic avoidance responsibility between the pilot on the flight deck, the air traffic controllers, and a conflict resolution automation system. In Concept 1, the flight deck was equipped with conflict resolution tools that enable them to fully handle the responsibility of weather avoidance and maintaining separation between ownship and surrounding traffic. In Concept 2, pilots were not responsible for traffic separation, but were provided tools for weather and traffic avoidance. In Concept 3, flight deck tools allowed pilots to deviate for weather, but conflict detection tools were disabled. In this concept pilots were dependent on ground based automation for conflict detection and resolution. Situation awareness of the pilots was measured using online probes. Results showed that individual situation awareness was highest in Concept 1, where the pilots were most engaged, and lowest in Concept 3, where automation was heavily used. These findings suggest that for conflict resolution tasks, situation awareness is improved when pilots remain in the decision-making loop.

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Impact of Conflict Avoidance Responsibility Allocation on Pilot Workload in a Distributed Air Traffic Management System

Cited by 8 publications

References 4 publications

Portable Weather Applications for General Aviation Pilots

Portable Weather Applications for General Aviation Pilots

Design and evaluation of NextGen aircraft separation assurance concepts

Conflict Resolution Automation and Pilot Situation Awareness

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