Physiological workload reactions to increasing levels of task difficulty

The sensitivity of physiological measures to mental workload was investigated in a flight simulator. Twelve pilots had to fly through a tunnel with varying levels of difficulty. Additionally, they had to perform a memory task with four levels of difficulty. The easiest memory task was combined with the easiest tunnel task and the most difficult memory task with the most difficult tunnel task. Between the tunnel tasks, subjects had to fly a pursuit task in which a target jet had to be followed. Rest periods before and after the experiment were used as a baseline for the physiological measures. Mental workload was measured with heart period, continuous blood pressure, respiration and eye blinks. Several respiratory parameters, heart rate variability, blood pressure variability and the gain between systolic blood pressure and heart period (modulus) were scored. All measures showed differences between rest and flight, and between the pursuit and the tunnel task. Only heart period was sensitive to difficulty levels in the tunnel task. Heart rate variability increased when respiratory activity around 0.10 Hz increased, which occurred often. The modulus was hardly influenced by respiration and therefore appears to be a better measure than heart rate variability. Among the respiratory parameters, the duration of a respiratory cycle was the most sensitive to changes in workload. The time in between two successive eye blinks (blink interval) increased and the blink duration decreased as more visual information had to be processed. Increasing the difficulty of the memory task led to a decrement in blink interval, probably caused by subvocal activity during rehearsal of target letters. The data show that physiological measures are sensitive to mental effort, whereas rating scales are sensitive to both mental effort and task difficulty.     

A laboratory study of the effects of wrist splint orthoses on forearm muscle activity and upper extremity posture

OBJECTIVE: To evaluate the effects of wrist splint orthoses (WSOs) on forearm muscle activity and upper extremity/torso postures. BACKGROUND: WSOs are ubiquitous in industry, but the literature as to their biomechanical effects is limited. METHOD: Study 1: Participants performed single-plane wrist exertions with or without a WSO while the electromyographic (EMG) activity of the flexor carpi radialis, flexor carpi ulnaris, and extensor carpi ulnaris was captured. Study 2: Participants performed simple computer jumper installation tasks with or without a WSO while upper extremity/torso postures were recorded. RESULTS: Study 1: A significant interaction between WSOs and wrist angle was observed in the response of forearm muscles (e.g., normalized EMG of the flexor carpi radialis increased from 4.2% to 15.9% as flexion increased from 0 degree to 36 degrees in the orthosis conditions, whereas in the no-orthosis condition it remained approximately 5% at all wrist flexion angles). Study 2: WSOs were found to effect wrist, torso, and shoulder postures, with the orthoses creating a 48% decrease (36 degrees vs. 18.6 degrees) in wrist flexion and 80% decrease (15 degrees vs. -3 degrees) in ulnar deviation but at a cost of increased shoulder abduction of 22% (36.5 degrees vs. 44.5 degrees) and increased lateral bend of torso of 30% (6 degrees vs. 7.8 degrees). CONCLUSIONS: WSOs increased forearm muscle activity at large wrist deviation angles and induced awkward shoulder postures in tasks requiring significant wrist deviation. APPLICATION: Use of WSOs in occupational settings should be carefully considered relative to task requirements, as orthoses may do more harm than good.     

Measuring pilot workload in a motion base trainer. A comparison of four techniques

Various techniques have been developed to predict and measure pilot workload. This simulation was conducted in order to compare four widely used methods: a visual two-and four-choice reaction time task, time production, retrospective multi-dimensional subjective ratings and in-flight verbal workload estimates. Two scenarios with different levels of difficulty determined by preliminary research were designed to test these techniques. The insertion of the secondary tasks did not significantly affect flight performance. All four techniques were able to distinguish between the overall levels of scenario complexity. In addition, the three secondary tasks and workload ratings obtained in-flight were generally able to distinguish among levels of difficulty for different segments within the scenarios.     

Improving pilot mental workload classification through feature exploitation and combination: a feasibility study

Predicting high pilot mental workload is important to the United States Air Force because lives and aircraft have been lost due to errors made during periods of flight associated with mental overload and task saturation. Current research efforts use psychophysiological measures such as electroencephalography (EEG), cardiac, ocular, and respiration measures in an attempt to identify and predict mental workload levels. Existing classification methods successfully classify pilot mental workload using flight data for a single pilot on a given day, but are unsuccessful across different pilots and/or days. We demonstrate a small subset of combined and calibrated psychophysiological features collected from a single pilot on a given day that accurately classifies mental workload for a separate pilot on a different day. We achieve classification accuracy (CA) improvements over previous classifiers exceeding 80% while using significantly fewer features and dramatically reducing the CA variance. Without the need for EEG data, our feature combination and calibration scheme also radically reduces the raw data collection requirements, making data collection immensely easier to manage and spectacularly reducing computational processing requirements.     

Physical workload of flight attendants when pushing and pulling trolleys aboard aircraft

The musculoskeletal loads from moving trolleys aboard aircraft were assessed by observation of trolley handling on planes and by physical workload analyses of pushing and pulling of trolleys in a laboratory set up. Trolley handling by a total of 15 female flight attendants was observed on 10 short- and medium-distance flights in different types of aircraft. About 25 selected flight attendants (22 females; 3 males) of five German airlines took part in the laboratory study, which comprised three-dimensional (3D) measurements of posture and hand forces during pushing and pulling of trolleys in a variety of configurations. From the on-flight observations performed, between 150 and 250 trolley movements can be projected for a work shift. The greatest physical workload is to be expected at the beginning of service: The trolleys are fully laden then, and the cabin floor can still be inclined up to 8°, as the aircraft is still climbing, particularly on short-distance flights. The laboratory investigation revealed that the musculoskeletal workload from pushing and pulling depends essentially on the trolley load and on the gradient of the cabin floor. In addition, the degree of stressing depends significantly on the trolley type, mode of handling and personal dexterity. The up/down force component perpendicular to the direction of motion often achieved considerable amplitudes-in some cases equal to or exceeding the force in the direction of movement. The posture analysis demonstrated that pulling forced the flight attendants to adopt ergonomically unfavourable postures such as pronounced flexion of the back, particularly among female subjects. The highest values for flexion of the back occurred while pulling the half-size trolley. The results demonstrate that female flight attendants are likely to overload themselves if they frequently have to move heavily laden trolleys unaided on an inclined cabin floor.

Relevance to industry

On short distance flights, flight attendants have been complaining increasingly of high physical workload from manoeuvring trolleys. On the basis of the presented data airline companies may improve the trolley handling skills of their flight attendances by practical trainings and may ergonomically optimize the general service procedures aboard aircrafts.     

An experimental evaluation of instantaneous self-assessment as a measure of workload

Instantaneous self-assessment (ISA) is a technique that has been developed as a measure of workload to provide immediate subjective ratings of work demands during the performance of primary work tasks such as air traffic control. This paper reports a study that compared the results of ISA with those gathered from other established workload evaluation techniques; subjective ratings collected at the end of the task, mean heart rate and heart rate variability, and error in the primary task of tracking. ISA ratings were found to be correlated significantly with the post-task ratings of workload, heart rate variability, and task performance. Generally each of the techniques was sensitive to variations in task difficulty. However, performance on the primary tracking task was found to be poorer during periods when ISA responses were required, regardless of whether they were spoken or manual responses. This finding suggests that the usefulness of the technique is limited in comparison to less intrusive measures of workload.     

A method for measuring pilot workload based on task analysis

This paper presents a method for measuring pilot workload based on task analysis in order that the cockpit can be designed more reasonably. In addition, a prototype system is developed to use this method for the assessment of pilot workload. The method breaks the pilot's mission into several phases, segments, functions and tasks. And break pilot workload into 6 components using Wickens' "multi-resource theory", which are vision(V), vision goggles(G), auditory sensation(A), cognitive activity(C), psychomotor activity(P) and kinesthesis(K). All missions consist of those tasks and each task have 6 workload components. The workload components for each task have been acquired by a study on many pilots, so workload can be assessed. A mission analysis database is built, and the prototype system can simulate pilot's flight process and evaluate workload.     

Understanding the human performance envelope using electrophysiological measures from wearable technology

In this article, we capture electrophysiological measures from a new wearable technology to understand the human performance envelope. Using the NASA Multi-Attribute Task Battery (MATB II), participants completed tasks associated with flight control which included communication, tracking and system and resource monitoring. Electrophysiological measures relating to cardiac activity and respiration were taken using the new wearable technology. Our results show significant differences in both heart rate and respiration rate in response to different taskloads and that higher taskloads were associated with higher mental workload. Frequency measures of heart rate variability discriminated different task types but not taskloads. This finding may be related to differences in task complexity being more important than the number events which we have used to manipulate taskload. We suggest that this new generation of wearable sensors could be used to inform operator locus in a human performance envelope, indicating when assistance by the aircraft or another crew member may be necessary to maintain safe and efficient performance.     

Pilot mental workload: how well do pilots really perform?

The purpose of this study was to investigate the effects of increasing mental demands on various aspects of aircrew performance. In particular, the robustness of the prioritization and allocation hierarchy of aviate–navigate–communicate was examined, a hierarchy commonly used within the aviation industry. A total of 42 trainee pilots were divided into three workload groups (low, medium, high) to complete a desktop, computer-based exercise that simulated combinations of generic flight deck activities: flight control manipulation, rule-based actions and higher level cognitive processing, in addition to Air Traffic Control instructions that varied in length from one chunk of auditory information to seven chunks. It was found that as mental workload and auditory input increased, participants experienced considerable difficulty in carrying out the primary manipulation task. A similar decline in prioritization was also observed. Moreover, when pilots were under a high mental workload their ability to comprehend more than two chunks of auditory data deteriorated rapidly.     

Pilot mental workload: how well do pilots really perform?

The purpose of this study was to investigate the effects of increasing mental demands on various aspects of aircrew performance. In particular, the robustness of the prioritization and allocation hierarchy of aviate-navigate-communicate was examined, a hierarchy commonly used within the aviation industry. A total of 42 trainee pilots were divided into three workload groups (low, medium, high) to complete a desktop, computer-based exercise that simulated combinations of generic flight deck activities: flight control manipulation, rule-based actions and higher level cognitive processing, in addition to Air Traffic Control instructions that varied in length from one chunk of auditory information to seven chunks. It was found that as mental workload and auditory input increased, participants experienced considerable difficulty in carrying out the primary manipulation task. A similar decline in prioritization was also observed. Moreover, when pilots were under a high mental workload their ability to comprehend more than two chunks of auditory data deteriorated rapidly.     

捷联惯导系统测试中仿真轨迹的设计与分析

由于很难获得全面真实的导航飞行轨迹数据,而各类导航系统性能测试又必须要有飞行轨迹数据和惯性器件的输出参数.针对捷联惯性导航系统进行测试的飞机仿真飞行轨迹的设计方法.方法将飞行轨迹分解成若干任务段,根据实际需要,通过自由组合这些任务段,得到一条完整的飞行轨迹.据此设计了一条仿真轨迹并对该轨迹进行了性能分析,结果表明设计方法不仅能够较好的模拟飞机的实际飞行状态,更能有效的检验捷联惯性导航算法的精确性和可靠性,应用效果令人满意.     

An analysis of relational complexity in an air traffic control conflict detection task

Theoretical analyses of air traffic complexity were carried out using the Method for the Analysis of Relational Complexity. Twenty-two air traffic controllers examined static air traffic displays and were required to detect and resolve conflicts. Objective measures of performance included conflict detection time and accuracy. Subjective perceptions of mental workload were assessed by a complexity-sorting task and subjective ratings of the difficulty of different aspects of the task. A metric quantifying the complexity of pair-wise relations among aircraft was able to account for a substantial portion of the variance in the perceived complexity and difficulty of conflict detection problems, as well as reaction time. Other variables that influenced performance included the mean minimum separation between aircraft pairs and the amount of time that aircraft spent in conflict.     

Synthetic vision systems: the effects of guidance symbology, display size, and field of view

Two experiments conducted in a high-fidelity flight simulator examined the effects of guidance symbology, display size, and geometric field of view (GFOV) within a synthetic vision system (SVS). In Experiment 1, 18 pilots flew highlighted and low-lighted tunnel-in-the-sky displays, as well as a less cluttered follow-me aircraft (FMA), through a series of curved approaches over rugged terrain. The results revealed that both tunnels supported better flight path tracking and lower workload levels than did the FMA because of the availability of more preview information. Increasing tunnel intensity had no benefit on tracking and, in fact, degraded traffic awareness because of clutter and attentional tunneling. In Experiment 2, 24 pilots flew a lowlighted tunnel configured according to different display sizes (small or large) and GFOVs (30 degrees or 60 degrees). Measures of flight path tracking and terrain awareness generally favored the 60 degrees GFOV; however, there were no effects of display size. Actual or potential applications of this research include understanding the impact of SVS properties on flight path tracking, traffic and terrain awareness, workload, and the allocation of attention.     

An analysis of relational complexity in an air traffic control conflict detection task

Theoretical analyses of air traffic complexity were carried out using the Method for the Analysis of Relational Complexity. Twenty-two air traffic controllers examined static air traffic displays and were required to detect and resolve conflicts. Objective measures of performance included conflict detection time and accuracy. Subjective perceptions of mental workload were assessed by a complexity-sorting task and subjective ratings of the difficulty of different aspects of the task. A metric quantifying the complexity of pair-wise relations among aircraft was able to account for a substantial portion of the variance in the perceived complexity and difficulty of conflict detection problems, as well as reaction time. Other variables that influenced performance included the mean minimum separation between aircraft pairs and the amount of time that aircraft spent in conflict.     

The effects of whole-body restriction on task performance

Many occupations, particularly involving maintenance operations, require individuals to perform both physical tasks and mental tasks in restricted spaces. Researchers have examined physical task performance under various restrictions; however, little research has investigated the effects of restricted space on cognitive tasks. Cognitive task performance in restricted spaces presents cognitive demands (i.e. the task itself) as well as additional physical demands (e.g. awkward postures), which may adversely affect task performance or operator workload. This research focused on the effects of whole-body restrictions on cognitive task performance. An experiment was conducted that examined 9 levels of restriction created in a laboratory: an unrestricted control, 6 single whole-body restrictions at two severity levels (2 lateral, 2 sagittal and 2 vertical) and 2 multiple restrictions (sagittal/vertical, lateral/sagittal/vertical). An inspection task served as the cognitive task. Behavioural, physiological and psychophysical measures were collected and analysed to measure the operator and performance effects. Operator response differences were found among the various forms of restriction as well as the severity level of similar forms of restriction. Increasing restriction significantly affected the behavioural and physiological operator response as opposed to the cognitive response.     

The effects of whole-body restriction on task performance

Many occupations, particularly involving maintenance operations, require individuals to perform both physical tasks and mental tasks in restricted spaces. Researchers have examined physical task performance under various restrictions; however, little research has investigated the effects of restricted space on cognitive tasks. Cognitive task performance in restricted spaces presents cognitive demands (i.e. the task itself) as well as additional physical demands (e.g. awkward postures), which may adversely affect task performance or operator workload. This research focused on the effects of whole-body restrictions on cognitive task performance. An experiment was conducted that examined 9 levels of restriction created in a laboratory: an unrestricted control, 6 single whole-body restrictions at two severity levels (2 lateral, 2 sagittal and 2 vertical) and 2 multiple restrictions (sagittal/vertical, lateral/sagittal/vertical). An inspection task served as the cognitive task. Behavioural, physiological and psychophysical measures were collected and analysed to measure the operator and performance effects. Operator response differences were found among the various forms of restriction as well as the severity level of similar forms of restriction. Increasing restriction significantly affected the behavioural and physiological operator response as opposed to the cognitive response.     

An attempt to evaluate mental workload using wavelet transform of EEG

An attempt was made to evaluate mental workload using a wavelet transform of electroencephalographic (EEG) signals. Participants performed a continuous matching task at three levels of task difficulty. EEG signals during the task were recorded continuously from Fz, Cz, and Pz. The reaction time increased as the difficulty of the task increased. The percentage correct decreased as the task became more difficult. In accordance with this, the rating score on the NASA-Task Load Index tended to increase with increased task difficulty. The EEG signals were analyzed using wavelet transform to investigate time-frequency characteristics. The total power at theta, alpha, and beta frequency bands and the time that the maximum power appeared for the three frequency bands were extracted from the scalogram. Increasing cognitive task difficulty seems to delay the time at which the central nervous system works most actively. These measures were found to be sensitive indicators of mental workload and could differentiate three cognitive task loads (low, moderate, and high) with high precision. Actual or potential applications of this research include a method that is relatively quick and accurate, compared with traditional methods, for the evaluation of mental workload.     

基于瑞萨单片机的四旋翼自主飞行器设计

该四旋翼自主飞行器以瑞萨公司的R5F100LEA单片机为控制核心,包括飞行姿态处理模块,超声波测距模块,红外传感器循迹模块,电机驱动模块以及微处理器模块等.飞行姿态处理由MPU6050加速度计陀螺仪提供,保证飞行器平稳飞行.超声波测距模块和红外传感器循迹模块为飞行器提供导航参数使飞行器可以按照规定航线并以一定高度飞行.本设计中应用了PPM控制方法,PID算法,平滑滤波等,使飞行器实现在一定区域内一键式起飞,稳定飞行,精确降落.并且可以拾取物件,完成空投任务,最终精确降落并停机.     

The Sternberg memory search task as an index of pilot workload

Abstract

The rationale for the use of the Sternberg memory search task as a diagnostic measure of pilot workload is described, and seven investigations that have employed this task in flight simulators or aircraft environments are summarized. The details of two further flight simulator experiments in which workload is measured by an auditory Sternberg task are reported. These results indicate the diagnostic value of the task in discriminating between the perceptual/central processing and response demands of a holding pattern and an approach pattern, respectively. Perceptual and response load were greater in an approach phase, relative to a holding phase. Neither phase imposed a substantial central processing load. Based upon the findings of the studies described, the paper concludes with a set of recommendations for employing the Sternberg task in aviation environments. These recommendations emphasize the importance of information display and response procedures, the choice of particular memory sets, the presentation of data, and the need to avoid extremely difficult flight tasks.