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Applications (with Tobias Grundgeiger and Yusuke Yamani)
Published in Christopher D. Wickens, Jason S. McCarley, Robert S. Gutzwiller, Applied Attention Theory, 2023
Christopher D. Wickens, Jason S. McCarley, Robert S. Gutzwiller
The aircraft pilot is ultimately the supervisor of a complex dynamic system, monitoring visual channels that include both dynamic instruments and the outside world, watching for disturbances that need correcting or commands that need following (Wickens, 2022). Thus, understanding and modeling the influences that lead the pilot to attend to some channels and neglect others becomes critical in improving aviation safety (Billman et al., 2020; Dehais et al., 2017; Helleberg & Wickens, 2003; Peißl et al., 2018; Steelman et al., 2011; Steelman et al., 2013; Talleur & Wickens, 2003; Wickens, Goh, et al., 2003; Ziv, 2016). This concern is amplified as aircraft automation takes on progressively more control and the pilot increasingly becomes just a monitor whose primary responsibility is just to look and understand (Sarter et al., 2007: see also Chapter 10). A key element in modeling scanning is to predict periods of time in which some areas are neglected, leading to the risk of change blindness (Thomas & Wickens, 2004; Wickens, Hooey, et al., 2009; Wickens & Alexander, 2009). This, in turn, leads to a focus on the properties of displays that may enhance such tunneling (St. Lot et al., 2020; Wickens & Yeh, 2018) or, in contrast, may mitigate it, for example, by the use of superimposed HUD imagery or of high salience alerts (Nikolic et al., 2004).
A Situation Awareness Perspective on Human-AI Interaction: Tensions and Opportunities
Published in International Journal of Human–Computer Interaction, 2023
Jinglu Jiang, Alexander J. Karran, Constantinos K. Coursaris, Pierre-Majorique Léger, Joerg Beringer
According to the model, the first tier is concerned with the initial steps required to attain a state of SA and begin creating a mental model, such as perceiving the status, attributes, and dynamics of elements in the environment. Using an aircraft pilot as an example, these elements would concern the status of the aircraft, the status of the mechanics of the aircraft, and externalities such as wind speed and meteorological conditions, among others. The system communicates these elements to the human operator through the vehicular interface. For example, the instrumentation can display relevant characteristics specific to the operating environment (e.g., speed, location, height) to allow the operator to perceive the environment. Thus, the initial stage in developing a state of SA requires becoming aware of multiple activities and their attributes within both the system and the environment so that the user could begin constructing a mental model of the ‘world’, the situational context being observed and operating in.
Trustworthy UAV Relationships: Applying the Schema Action World Taxonomy to UAVs and UAV Swarm Operations
Published in International Journal of Human–Computer Interaction, 2022
Katie J. Parnell, Joel E. Fischer, Jediah R. Clark, Adrian Bodenmann, Maria Jose Galvez Trigo, Mario P. Brito, Mohammad Divband Soorati, Katherine L. Plant, Sarvapali D. Ramchurn
The inter-rater reliability assessment enabled a wider discussion on the application of the SWARM prompts to UAV operator behaviour, in contrast to the standard aircraft pilot user population. For example, the subtleties across themes such as system monitoring versus display indicators, or concurrent diagnosis versus situation assessment (as presented in Table 3) need to be clear on which part of the interaction is being reviewed. In traditional aviation the system and the display indicators both relate to the cockpit and its interface, yet within UAV operation the system is more complex and involves the remote UAV as well as the ground operations. Furthermore, while in traditional aviation “concurrent diagnosis” may be standardised with checklists, in UAV operations this is more complex. The operator is routinely trying to diagnose the status of the UAV to ensure it if acting as expected. Therefore, it was decided that situation assessment relates to the behaviour of reviewing system functioning, while concurrent diagnosis should only be reserved for diagnosing actual problems or errors that have already been identified in the system. This suggests that there may need to be some reframing in the application of traditional aviation methods and practises in relation to the UAV domain.
A conceptual framework of autonomous and automated agents
Published in Theoretical Issues in Ergonomics Science, 2018
Having said all this, there is no pervasive form of autonomy (including the human form), as we do not know all environments and task requirements that might be faced by a system. Again, autonomy is context-dependent and it follows that there are ‘types’ of autonomy that are robust to various environment, task and human demands. That is, the conceptual framework of autonomy can be applied to a broad range of environments as well as missions within a context (see Figure 2). For example, in airspace management, major human roles include an air traffic controller (ATC) and the aircraft pilot. An automated system may be developed to map the pilot role and, to the extent that the automation achieves viability in the flight environment and self-direction and independence in flight control, the system may be autonomous in the defined role. However, the autonomous pilot is likely insufficient for also managing the ATC role, as viability, self-direction and independence in that role pose different agent requirements (i.e. the agent may be autonomous for one role but not another).