Pilot errors: Communication comes last

The Impact of Various Cockpit Display Interfaces on Novice Pilots’ Mental Workload and Situational Awareness: A Comparative Study

“…For example, the competition for visual resources is intense due to the need to process information from a large number of instruments [29] or the requirements when simultaneously perceiving information from both the instruments and the outside environment [30]. The MRM has been widely used in exploring the relationship between the pilots' workload and their performance [31]. Thorpe et al [31] used the MRM to explain their findings that the negative effect of two parallel tasks requiring different resources (visual aviation task and auditory secondary task) was less than that of two parallel tasks requiring the same resources (visual aviation task and visual secondary task) on pilots' flight performance.…”

“…The MRM has been widely used in exploring the relationship between the pilots' workload and their performance [31]. Thorpe et al [31] used the MRM to explain their findings that the negative effect of two parallel tasks requiring different resources (visual aviation task and auditory secondary task) was less than that of two parallel tasks requiring the same resources (visual aviation task and visual secondary task) on pilots' flight performance.…”

Risk assessment of man‐machine systems under safety‐critical multitasking situations

“…Based on 𝑇𝐼 1+2+3 , conditional occurrence probabilities given the occurrence of MOL are assumed to be Pr(MOL 4 −a) = 𝑞 𝑎 4 = 0.5, and Pr(MOL 4 −b)= 𝑞 𝑏 4 = 0.5, and 𝑞 𝑎 4 𝑋3 , 𝑞 𝑎 4 𝑋4 , 𝑞 𝑎 4 𝑋9 , and 𝑞 𝑎 4 𝑋12 can be calculated by Equation (3). For these three concurrent tasks, priority is given to safe helicopter control (i.e., T1), the secondary task is searching and avoiding the airbus (i.e., T3), and the third priority task is communication task (i.e., T2) because it is not urgent, 6 as per the adage "aviate, navigate, communicate 47 ." In addition, 𝑇𝐼 1+2 and 𝑇𝐼 1+3 are less than the threshold 7.…”

“…Based on $$T{I}_{1 + 2 + 3}$$, conditional occurrence probabilities given the occurrence of MOL are assumed to be $${\mathrm{Pr}}( {{\mathrm{MOL}}_4{\mathrm{ - a}}} ) = {q}_{{a}_4} = 0.5$$, and $${\mathrm{Pr}}( {{\mathrm{MOL}}_4{\mathrm{ - b}}} )$$$$ = {q}_{{b}_4} = 0.5$$, and $${q}_{{a}_4X3},{q}_{{a}_4X4},{q}_{{a}_4X9},$$ and $${q}_{{a}_4X12}$$ can be calculated by Equation (). For these three concurrent tasks, priority is given to safe helicopter control (i.e., T1), the secondary task is searching and avoiding the airbus (i.e., T3), and the third priority task is communication task (i.e., T2) because it is not urgent, 6 as per the adage “aviate, navigate, communicate 47 .” In addition, $$T{I}_{1 + 2}$$ and $$T{I}_{1 + 3}$$ are less than the threshold 7. We assume that the helicopter sheds above tasks in an “optimal” fashion and the probabilities of abandon tasks, $${q}_{{b}_4X1}$$, $${q}_{{b}_4X5}$$, and …”