To twist, roll, stroke or poke? A study of input devices for menu navigation in the cockpit

Categorization of Select Cockpit Performance Evaluation Techniques

INTRODUCTION: The modern aircraft cockpit has evolved into a complex system of systems. Numerous performance evaluation metrics and techniques exist that can measure the effectiveness of cockpit components in terms of how they influence the human operator's ability to perform tasks relevant to mission success. As no prior review of these metrics has been found in the literature, this effort attempts to do so, albeit without applying the metrics to a novel cockpit evaluation.METHODS: These metrics and techniques are discussed and presented in five defined categories as they relate to evaluating cockpit subsystems: ergonomics and anthropometrics; human-computer interaction; data management and presentation; crew resource management and operations; and ingress and egress.DISCUSSION: While this effort is significant and novel, it is not necessarily comprehensive. In conclusion, it is noted that no single holistic quantitative metric to evaluate cockpit design and performance yet exists. Utilizing some of the preexisting metrics presented to develop such a metric would be beneficial in efforts to evaluate aircraft cockpit designs and performance, as well as aiding future cockpit designs.Brighton EM, Klaus DM. Categorization of select cockpit performance evaluation techniques. Aerosp Med Hum Perform. 2023; 94(9):696-704.

Fitts' law on the flight deck: evaluating touchscreens for aircraft tasks in actual flight scenarios

This research investigated the effects of an abnormal flight environment using touch-based navigation displays (TNDs). Fitts' law was used to compare the performance of TNDs with control display units (CDUs) and mode control panel (MCPs) under three different flight scenarios (normal, turbulence and startled). A within-subjects design involving 15 male participants was used. Data were collected in respect to accuracy, movement time, subjective feelings, choices and comments. The results showed that under abnormal conditions, TNDs showed worse operation performance and stability than CDUs and MCPs; however, it was easy to learn from TNDs, and they provided a good user experience. Moreover, this research demonstrated the application of Fitts' law to describe pilot behaviours in interactive flight devices, particularly for tasks involving real flight operations. TND designs for aviation could be developed based on these findings to improve flight crew performance when using new technology.Practitioner summary: This research built a Fitts' law model to evaluate the performance of aircraft cockpit touchscreens under normal, turbulence and startled scenarios. We compared the different touchscreens (TNDs) with other traditional interactive devices, such as CDUs and MCPs. The results have implications for the design of aircraft cockpit touchscreens and define the task scenario. Furthermore, the results contribute to the development of scenes utilising Fitts' law.

Adjusting the need for speed: assessment of a visual interface to reduce fuel use

Previous research has identified that fuel consumption and emissions can be considerably reduced if drivers engage in eco-driving behaviours. However, the literature suggests that individuals struggle to maintain eco-driving behaviours without support. This paper evaluates an in-vehicle visual interface system designed to support eco-driving through recommendations based on both feedforward and feedback information. A simulator study explored participants' fuel usage, driving style, and cognitive workload driving normally, when eco-driving without assistance and when using a visual interface. Improvements in fuel-efficiency were observed for both assisted (8.5%) and unassisted eco-driving (11%), however unassisted eco-driving also induced a significantly greater rating of self-reported effort. In contrast, using the visual interface did not induce the same increase of reported effort compared to everyday driving, but itself did not differ from unassisted driving. Results hold positive implications for the use of feedforward in-vehicle interfaces to improve fuel efficiency. Accordingly, directions are suggested for future research. Practitioner Summary: Results from a simulator study comparing fuel usage from normal driving, engaging in unassisted eco-driving, or using a novel speed advisory interface, designed to reduce fuel use, are presented. Whilst both unassisted and assisted eco-driving reduced fuel use, assisted eco-driving did not induce workload changes, unlike unassisted eco-driving. Abbreviations: CO-2: carbon dioxide; NASA-TLX: NASA task load index; RMS: root-mean-square; MD: mean difference.

Touchscreens for Aircraft Navigation Tasks: Comparing Accuracy and Throughput of Three Flight Deck Interfaces Using Fitts' Law

OBJECTIVE

Use Fitts' law to compare accuracy and throughput of three flight deck interfaces for navigation.

BACKGROUND

Industry is proposing touch-based solutions to modernize the flight management system. However, research evaluating touchscreen effectiveness for navigation tasks in terms of accuracy and throughput on the flight deck is lacking.

METHOD

An experiment was conducted with 14 participants in a flight simulator, aimed at creating Fitts' law accuracy and throughput models of three different flight deck interfaces used for navigation: the mode control panel, control display unit, and a touch-based navigation display. The former two constitute the conventional interface between the pilot and the flight management system, and the latter represents the industry-proposed solution for the future.

RESULTS

Results indicate less accurate performance with the touchscreen navigation display compared to the other two interfaces and the throughput was lowest with the mode control panel. The control display unit was better in both accuracy and throughput, which is found to be largely attributed to the tactile and physical nature of the interface.

CONCLUSION

Although performance in terms of accuracy and throughput was better with the control display unit, a question remains whether, when used during a more realistic navigation task, performance is still better compared to a touch-based interface.

APPLICATION

This paper complements previous studies in the usage of aircraft touchscreens with new empirical insights into their accuracy and throughput, compared to conventional flight deck interfaces, using Fitts' law.

Future technology on the flight deck: assessing the use of touchscreens in vibration environments

Use of touchscreens in the flight deck has been steadily increasing, however, their usability may be severely impacted when turbulent conditions arise. Most previous research focusses on using touchscreens in static conditions; therefore, this study assessed touchscreen use whilst undergoing turbulent representative motion, generated using a 6-axis motion simulator. Touchscreens were tested in centre, side and overhead positions, to investigate how turbulence affected: (1) error rate, movement times and accuracy, (2) arm fatigue and discomfort. Two touchscreen technologies were compared: a 15" infra-red and a 17.3" projected capacitive touchscreen with force sensing capability. The potential of the force sensing capability to minimise unintentional interactions was also investigated. Twenty-six participants undertook multi-direction tapping (ISO 9241; ISO 2010 ) and gesture tasks, under four vibration conditions (control, light chop, light turbulence and moderate turbulence). Error rate, movement time and workload increased and usability decreased significantly, with screen position and increasing turbulence level. Practitioner Summary: This study evaluated the use of infra-red and projected capacitive touchscreen technologies using multi-directional tapping and gesture tasks, whilst being subjected to different levels of turbulence representative motion. Performance degraded significantly with increasing turbulence level and touchscreen location. This has implications for future flight deck design.

A Rollercoaster to Model Touch Interactions during Turbulence

We contribute to a project introducing the use of a large single touch-screen as a concept for future airplane cockpits. Human-machine interaction in this new type of cockpit must be optimised to cope with the different types of normal use as well as during moments of turbulence (which can occur during flights varying degrees of severity). We propose an original experimental setup for reproducing turbulence (not limited to aviation) based on a touch-screen mounted on a rollercoaster. Participants had to repeatedly solve three basic touch interactions: a single click, a one-finger drag-and-drop, and a zoom operation involving a 2-finger pinching gesture. The completion times of the different tasks as well as the number of unnecessary interactions with the screen constitute the collected user data. We also propose a data analysis and statistical method to combine user performance with observed turbulence, including acceleration and jerk along the different axes. We then report some of the implications of severe turbulence on touch interaction and make recommendations as to how this can be accommodated in future design solutions.

Touchscreen interfaces in context: A systematic review of research into touchscreens across settings, populations, and implementations

Although many studies have been conducted on the human factors and ergonomics (HFE) of touchscreens, no comprehensive review has summarized the findings of these studies. Based on a schema (three dimensions of understanding critical for successful display selection) presented by Wickens et al. (2004), we identified three dimensions of analysis for touchscreen implementations: touchscreen technology, setting and environment of implementation, and user population. We conducted a systematic review based on the PRISMA protocol (Moher et al., 2009), searching five article databases for relevant quantitative literature on touchscreens. We found that all three dimensions of analysis have a significant effect on the HFE of touchscreens, and that a selection for or against touchscreens must take into consideration the specific context of system interaction in order to maximize safety, performance, and user satisfaction. Our report concludes with a set of specific recommendations for systems designers considering touchscreens as input/output devices, and suggestions for future study into the HFE of touchscreens.

Automotive HMI design and participatory user involvement: review and perspectives

Automotive human-machine interface (HMI) design is facing new challenges due to the technological advances of the last decades. The design process has to be adapted in order to address human factors and road safety challenges. It is now widely accepted that user involvement in the HMI design process is valuable. However, the current form of user involvement in industry remains at the stages of concept assessment and usability tests. Moreover, the literature in other fields (e.g. information systems) promotes a broader user involvement with participatory design (i.e. the user is fully involved in the development process). This article reviews the established benefits of participatory design and reveals perspectives for automotive HMI quality improvement in a cognitive ergonomic framework. Practitioner Summary: Automotive HMI quality determines, in part, drivers' ability to perform primary driving tasks while using in-vehicle devices. User involvement in the design process is a key point to contribute to HMI quality. This article reports the potential benefits of a broad involvement from drivers to meet automotive HMI design challenges.