Dave you might wish to consider aspects of how future aircraft systems communicate with crews.
Aircraft have evolved from simple lamp and dial information to full system depictions on wide screen displays; what might the future hold with the advent of touchscreens?
You should go beyond the ‘easy’ hardware aspects and system control, and consider information transference – what is required by the crew from a system, and according to situation.
Also consider the broader aspects of awareness, more than seeing and understanding, but projecting future needs. In this aspect you could get into decision aiding concepts; not telling the pilot what to do, but perhaps advising or cautioning against certain options, or alternatively applying a safety rating to a selection of options – negative or positive position according to situation.
In many recent incidents and accidents the problem has been getting the pilot to believe a warning or system display and take quick action – follow the procedures; what might be done to help with future systems displays, and display design and interaction. Just one small, but important part of the man – machine interface; first understand the situation.
One related example I like is an automatic pull up for EGPWS red warnings (a warning not an amber alert, note the difference). The autopilot commences a climb but leaves the pilot the option of disengaging the automatic system, either overriding the advice or continuing to fly manually. The EGPWS terrain display provides the crew with evidence (which some may not believe).
The psychology of the scenario is that once the pull up has been started, then the pilot is reluctant to intervene, to override technology; thus improving safety.
This could be easily extended to Windshear warnings or ACAS, but don’t forget the human – operational view.
Oh, and no increase in workload – a unit of workload comes from each item of ‘a look’, 'a thought’, or ‘an action’.