Objective To compare the interaction efficiency of three human-machine interaction modes with hand-touch control,eye movement control and voice control,based on a multi-channel human-machine interaction system in flight mission scenarios.Methods 20 pilots took part in the study and completed the first level(relatively simple)and second level(relatively complex)interactive experimental tasks in three human-computer interaction modes based on specific flight mission scenarios.The interaction efficiency indicators included the system's interaction time,response time,fusion calculation time,and number of errors.After the experiment was completed,the pilots conducted a subjective evaluation,which included the suitability of the interaction mode to the task,consistency with expected usage,fault-tolerance,effective feedback,and the tendency of the interaction mode to be applied in future flight fields.Results There were generally significant differences in interaction efficiency between hand-touch control,voice control,and eye movement control in flight mission scenarios,but the differences differed in first-level and second-level interaction tasks.Based on the comprehensive interaction experimental tasks at all levels,the experimental results obtained included:(1)the interaction time of hand-touch control was the shortest,the interaction time of voice control was the longest,and the main effect of the interaction mode was significant(F=18.214,P<0.001,η2=0.565);(2)The response time of hand-touch control was the shortest,while the response time of eye movement control was the longest.The main effect of interaction mode was significant(F=153.085,P<0.001,η2=0.944);(3)The fusion calculation time for hand-touch control was the shortest,while the fusion calculation time for voice control was the longest.The main effect of the interaction mode was significant(F=41.702,P<0.001,η2=0.777);(4)The errors in voice control were the least,while those in eye movement control were the most.The main effect of interaction mode was significant(χ2=22.845,P<0.001,φ=1.097);(5)The subjective evaluation scores of pilots on voice control were higher than those on eye movement control,and all had statistical significance(P<0.001,P<0.01).Conclusions This study focuses on flight interaction tasks and compares the interaction efficiency of three interaction modes of hand-touch control,voice control,and eye movement control,through a combination of experiments and subjective evaluations.The differences in various interaction efficiency indicators among different interaction modes are found,and the interaction modes have a significant impact on interaction efficiency.Hand-touch control has a significant advantage in interaction time efficiency,voice control has an advantage in accuracy for simple tasks,while eye movement control has relatively weak time efficiency and accuracy;Compared to eye movement control,pilots exhibit higher evaluations and tendencies towards voice control.The research results can provide reference for the future design,evaluation,and application of multi-modal interaction systems.

Objective:To observe the attention processing characteristics of the pilots experiencing black hole illusion, and to provide quantitative data references for flight simulation training guided by eye movement fixation based on the eye movement mode of the pilots with high flight performance score.Methods:The pilots who underwent the transformation training were selected by cluster sampling. Their original flight performance scores were converted into percentile grades. The top 10 and bottom 10 pilots were assigned as high and low score groups. Their eye movement data were recorded when they were completing the night approach and landing task on the flight illusion simulator. The correlation between eye movement data and flight performance in the simulation task were analyzed, and the eye movement patterns of pilots with different flight performance were compared.Results:Thirty-six valid subjects were selected. A total of 12 eye movement indexes were correlated with flight performance ( r=0.334-0.398, all P<0.05). Three eye movement indexes, including peak velocity of exit saccade from attitude indicator of head-up display (HUD), the percentage of total duration of fixations on airspeed indicator of HUD to the total task duration and average duration of whole fixations on attitude indicator could establish a linear regression model with flight performance ( R2=0.422, F=7.77, P<0.001). The percentage of total duration of whole fixations on airspeed indicator of HUD to the total task duration in high score group [(4.38±3.48)%] was higher than that in low score group [(1.72±1.32)%], and the difference was statistically significant ( t=2.25, P=0.045). And the average peak velocity of exit saccade from attitude indicator of HUD in high score group [(358.85±171.40)°/s] was higher than that in low score group [(221.14±92.60)°/s], and the difference was statistically significant ( t=2.24, P=0.038). Conclusions:Eye movement index in the night approach and landing task can be used as an evaluation index of attention ability of pilots in black hole illusion simulation and experience task.

Objective:To observe the attention processing characteristics of the pilots experiencing black hole illusion, and to provide quantitative data references for flight simulation training guided by eye movement fixation based on the eye movement mode of the pilots with high flight performance score.Methods:The pilots who underwent the transformation training were selected by cluster sampling. Their original flight performance scores were converted into percentile grades. The top 10 and bottom 10 pilots were assigned as high and low score groups. Their eye movement data were recorded when they were completing the night approach and landing task on the flight illusion simulator. The correlation between eye movement data and flight performance in the simulation task were analyzed, and the eye movement patterns of pilots with different flight performance were compared.Results:Thirty-six valid subjects were selected. A total of 12 eye movement indexes were correlated with flight performance ( r=0.334-0.398, all P<0.05). Three eye movement indexes, including peak velocity of exit saccade from attitude indicator of head-up display (HUD), the percentage of total duration of fixations on airspeed indicator of HUD to the total task duration and average duration of whole fixations on attitude indicator could establish a linear regression model with flight performance ( R2=0.422, F=7.77, P<0.001). The percentage of total duration of whole fixations on airspeed indicator of HUD to the total task duration in high score group [(4.38±3.48)%] was higher than that in low score group [(1.72±1.32)%], and the difference was statistically significant ( t=2.25, P=0.045). And the average peak velocity of exit saccade from attitude indicator of HUD in high score group [(358.85±171.40)°/s] was higher than that in low score group [(221.14±92.60)°/s], and the difference was statistically significant ( t=2.24, P=0.038). Conclusions:Eye movement index in the night approach and landing task can be used as an evaluation index of attention ability of pilots in black hole illusion simulation and experience task.

Objective:To investigate the effectiveness of pilot′s arousal adjustment ability training.Methods:Thirty-five pilots were divided into test group (18 cases) and control group (17 cases) according to the order of entering Air Force Healthcare Center for Special Services, Dujiangyan. In the same simulated flight task, the test group conducted the trained method to adjust arousal ability, while the control group took the deep breathing relaxation method for self-regulation. For analyzing the effects of arousal adjustment training, the physiological and psychological indicators, scores of subjective scale and flight performance were compared between groups and the formal 2 were also compared between before and after the simulated flight task.Results:①During the simulation flight task, the test group had significantly higher EEG α wave amplitudes than the control group ( Z=2.36, 2.16, 1.96, P=0.008, 0.015, 0.025). ② Profile of Mood States Scale indicated that the scores of tension and energy in test group after task were higher than those before task ( t=2.32, 2.66, P=0.033, 0.017); the scores of tension and panic before the task were significantly lower than those in the control group ( t=2.20, 2.23, P=0.042, 0.032), and the scores of fatigue and total mood disturbance (TMD) after the task were significantly lower than those in the control group ( t=2.27, 2.39, P=0.035, 0.023). The self-evaluation score of arousal in test group was significantly higher than that in control group after the task ( t=2.16, P=0.040). ③The scores of four-fold task in the simulated flight task in test group were statistically higher than that in control group ( t=2.11, P=0.043). Conclusions:Through daily arousal adjustment ability training, pilots can obtain and remember "the best state" of the previous flight, and improve their technical capabilities to the best level when performing the flight tasks.

Objective:To provide references on evaluating autonomic nervous stability training effect of military flying personnel by studying the evaluation index of heart rate variability (HRV).Methods:The ECG signals of 98 military flying personnel before and after three-stage autonomic nervous stability training were collected, and the ratio of 0.1Hz power (R) of HRV was calculated. The R value before and after personal training was marked as R 1 and R 2 respectively, and the D value was used to represent the difference value between R 2 and R 1. The feasibility of using R 2 and D to evaluate the training effect was analyzed to formulate evaluation standards. In order to more intuitively display an individual′s autonomic nervous stability training level, the Z value was used to convert the original score of R 2 and D, and the evaluation criteria were formulated. Results:The R value after autonomic nervous stability training (R 2=0.473±0.248) was significantly higher than that before (R 1=0.197±0.092, P<0.01), and the individuals with lower R value before training have more obvious growth trend of R value after training. Conclusions:"0.1Hz index" is suitable to be the evaluation index of autonomic nervous stability training effect. The evaluation of autonomic nervous stability training effect of flying personnel should comprehensively consider the grade evaluation results of R 2 and D.

Objective:To investigate the effectiveness of pilot′s arousal adjustment ability training.Methods:Thirty-five pilots were divided into test group (18 cases) and control group (17 cases) according to the order of entering Air Force Healthcare Center for Special Services, Dujiangyan. In the same simulated flight task, the test group conducted the trained method to adjust arousal ability, while the control group took the deep breathing relaxation method for self-regulation. For analyzing the effects of arousal adjustment training, the physiological and psychological indicators, scores of subjective scale and flight performance were compared between groups and the formal 2 were also compared between before and after the simulated flight task.Results:①During the simulation flight task, the test group had significantly higher EEG α wave amplitudes than the control group ( Z=2.36, 2.16, 1.96, P=0.008, 0.015, 0.025). ② Profile of Mood States Scale indicated that the scores of tension and energy in test group after task were higher than those before task ( t=2.32, 2.66, P=0.033, 0.017); the scores of tension and panic before the task were significantly lower than those in the control group ( t=2.20, 2.23, P=0.042, 0.032), and the scores of fatigue and total mood disturbance (TMD) after the task were significantly lower than those in the control group ( t=2.27, 2.39, P=0.035, 0.023). The self-evaluation score of arousal in test group was significantly higher than that in control group after the task ( t=2.16, P=0.040). ③The scores of four-fold task in the simulated flight task in test group were statistically higher than that in control group ( t=2.11, P=0.043). Conclusions:Through daily arousal adjustment ability training, pilots can obtain and remember "the best state" of the previous flight, and improve their technical capabilities to the best level when performing the flight tasks.

Objective:To provide references on evaluating autonomic nervous stability training effect of military flying personnel by studying the evaluation index of heart rate variability (HRV).Methods:The ECG signals of 98 military flying personnel before and after three-stage autonomic nervous stability training were collected, and the ratio of 0.1Hz power (R) of HRV was calculated. The R value before and after personal training was marked as R 1 and R 2 respectively, and the D value was used to represent the difference value between R 2 and R 1. The feasibility of using R 2 and D to evaluate the training effect was analyzed to formulate evaluation standards. In order to more intuitively display an individual′s autonomic nervous stability training level, the Z value was used to convert the original score of R 2 and D, and the evaluation criteria were formulated. Results:The R value after autonomic nervous stability training (R 2=0.473±0.248) was significantly higher than that before (R 1=0.197±0.092, P<0.01), and the individuals with lower R value before training have more obvious growth trend of R value after training. Conclusions:"0.1Hz index" is suitable to be the evaluation index of autonomic nervous stability training effect. The evaluation of autonomic nervous stability training effect of flying personnel should comprehensively consider the grade evaluation results of R 2 and D.

Objective:To provide references for improving the psychological support to fighter pilots by the investigation on their emotional states and typical negative emotions in different task stages and common causes during major tasks.Methods:The Chinese version of Brunel Mood Scale was used to evaluate the emotional states of 141 high performance fighter pilots in the stages of assignment, pre-task, in-task and post-task. The scores of the scale and the positive rate of the evaluation were analyzed by descriptive statistics. Combined with the on-the-spot interview of pilots′ actual experience, the causes of negative emotions were discussed.Results:The negative emotions with the score greater than 1 were "exhausted" "worried" "uncertain" "extreme fatigue" "anxious" "tired" "nervous". The positive rate of pilots′ self-evaluation of 7 emotions was more than 80%. There were 2-5 typical negative emotions in each stage of the task, which were mainly caused by 3 factors: task adaptation, interpersonal communication and family. The scores of 3 positive emotions were more than 2.8, and the positive rate of pilots′ self-assessment was 100%. Positive emotions were higher in the first 2 stages, decreased significantly in the task stage and increased slightly after the task.Conclusions:The apparent negative emotions exist among the high performance fighter pilots in major tasks. The corresponding regulations and protections should be applied in time in the form of psychological intervention, especially on the maintenance of task adaptation, interpersonal communication and family harmony.

Objective:To provide references for improving the psychological support to fighter pilots by the investigation on their emotional states and typical negative emotions in different task stages and common causes during major tasks.Methods:The Chinese version of Brunel Mood Scale was used to evaluate the emotional states of 141 high performance fighter pilots in the stages of assignment, pre-task, in-task and post-task. The scores of the scale and the positive rate of the evaluation were analyzed by descriptive statistics. Combined with the on-the-spot interview of pilots′ actual experience, the causes of negative emotions were discussed.Results:The negative emotions with the score greater than 1 were "exhausted" "worried" "uncertain" "extreme fatigue" "anxious" "tired" "nervous". The positive rate of pilots′ self-evaluation of 7 emotions was more than 80%. There were 2-5 typical negative emotions in each stage of the task, which were mainly caused by 3 factors: task adaptation, interpersonal communication and family. The scores of 3 positive emotions were more than 2.8, and the positive rate of pilots′ self-assessment was 100%. Positive emotions were higher in the first 2 stages, decreased significantly in the task stage and increased slightly after the task.Conclusions:The apparent negative emotions exist among the high performance fighter pilots in major tasks. The corresponding regulations and protections should be applied in time in the form of psychological intervention, especially on the maintenance of task adaptation, interpersonal communication and family harmony.