AF 447 report out
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Multi-tasking
This is an area of research that is hot right now. You can find quite a few studies that show that we are not really capable of such. Here's a recent news article on this, but does contain a link to some of the research.
Multitasking Makes You Less Efficient: Study
As anecdotal evidence, let me just say that I had difficulty just typing this, as I drink a cup of coffee.
Multitasking Makes You Less Efficient: Study
As anecdotal evidence, let me just say that I had difficulty just typing this, as I drink a cup of coffee.
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Multi-tasking
Multitasking Makes You Less Efficient: Study
In driving (and flying, I presume), the situation is different. You perform many activities that do not require "thinking", but have to be done at the same time, in order to successfully complete the maneuver. If you want to turn the car to the left, do you have to think "I should turn the steering wheel left by 57 degrees and keep it in that position for 5 seconds, while reducing pressure on the accelerator pedal in the beginning of the turn and increasing it toward the end of the turn"? Hopefully not, you just do it based on the reflexes learned during years of driving the car. While doing the above, you keep scanning the road, listening to the engine, maybe switching gears or wipers or something, and you can still talk on the mobile phone on top of all that (which obviously distracts attention, increases reaction time and the accident chance... but the point is that you CAN do it).
So multitasking between "easy" tasks certainly exists, and it's possible and sometimes required to do several "easy" and one "difficult" task at the same time. (E.g. Aviate and Navigate, or Aviate and Communicate, etc.). But for this to be possible, the "easy" task must be performed without conscious effort. Which means that the "easy" task must contain no reading, no typing, no calculations, no interpreting text or abstract symbols, - only a visual or tactile (perhaps also aural, but it's less reliable in stressful conditions, according to the BEA report) input followed by simple control movements by the operator. This kind of activity can be multi-tasked. Reading and understanding error messages on a computer screen certainly cannot!
The coffee is not a valid example, because it forces you to type with one hand instead of two, which is obviously more difficult but has nothing to do with mental multi-tasking.
Last edited by ap08; 31st Jul 2012 at 17:55.
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@ ap08:
Well good gosh, no jokes, jokers may be arrested! 
Otherwise, interesting post, ty.
The coffee is not a valid example, because it forces you to type with one hand instead of two, which is obviously more difficult but has nothing to do with mental multi-tasking.
Otherwise, interesting post, ty.
Organ, not buying this imprecise sort of language as being scientific. I see it as a shell game, a word play, to screw around with definitions to pretend to present knowledge. (Not your fault, I see a lot of it these days).
Multi-tasking ... "studies that show that we are not really capable of such."
Note where I put the italics.
I will step aside from the hair splitting required to make the above statement, and watch as "argument by dueling definition" proceeds unfettered.
For those who don't fly, just be aware: a pilot flying an aircraft has to do a variety of things at the same time in order to achieve his objectives.
Anecdote: when learning how to fly instruments in the Huey, back in the early 80's, and doing NDB holding in a high wind, I once described it as a bit more complex than chewing gum and walking at the same time.
I found it more like chewing gum, walking, dribbling a basketball, and fanning yourself at the same time, all while being nagged at by your wife.
If that isn't an example of multitasking, then I wonder what that word means.
PS: on the typing and drinking coffee, one can use a straw, or grip the edge of the cup in one's teeth and sip whilst typing with both hands. Alternately, one may use one hand to type for both hands, and use the other hand for the coffee. Or, one man hold the coffee cup in one's feet, sip, and type, or ... many ways to skin the cat.
Multi-tasking ... "studies that show that we are not really capable of such."
Note where I put the italics.
I will step aside from the hair splitting required to make the above statement, and watch as "argument by dueling definition" proceeds unfettered.
For those who don't fly, just be aware: a pilot flying an aircraft has to do a variety of things at the same time in order to achieve his objectives.
Anecdote: when learning how to fly instruments in the Huey, back in the early 80's, and doing NDB holding in a high wind, I once described it as a bit more complex than chewing gum and walking at the same time.
I found it more like chewing gum, walking, dribbling a basketball, and fanning yourself at the same time, all while being nagged at by your wife.
If that isn't an example of multitasking, then I wonder what that word means.
PS: on the typing and drinking coffee, one can use a straw, or grip the edge of the cup in one's teeth and sip whilst typing with both hands. Alternately, one may use one hand to type for both hands, and use the other hand for the coffee. Or, one man hold the coffee cup in one's feet, sip, and type, or ... many ways to skin the cat.
Last edited by Lonewolf_50; 31st Jul 2012 at 19:29.
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however, there are other effective instrument scans (NASA had a circular scan that better followed muscle movement in the eyeball) that for my money is more effective.
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I found it more like chewing gum, walking, dribbling a basketball, and fanning yourself at the same time, all while being nagged at by your wife.
If that isn't an example of multitasking, then I wonder what that word means.
If that isn't an example of multitasking, then I wonder what that word means.
Add to this list the sudden apparition of a poisonous sneak near your pedals .. and you will be satureted
The goal is really to minimize multitasking .. to have a ready reserve for the unexpected
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In Reply to that Lonely Wolf
Hi,
In fact, I agree with you that the "study" I presented wasn't especially convincing or scientific.
I was lazy; couldn't find the one that I'd read about two weeks ago, much more compelling. After all, it was early in the A.M. and I was actually taking turns between the coffee cup and the keyboard. (New emoticons required to properly express)
The crux of the several such studies is not that we can't multi-task, but we do it at peril to quality results. (The really compelling one which I cannot cite now tested computer geeks.) I've been interested in the topic, since I'm really weak at doing it (except when playing my Hammond: 4 limbs, plus switching on-the-fly).
Nevertheless, I take your point that to be a decent pilot, you've gotta be able to do a bunch of things at the same time, and do them well. That's one reason that it fascinates me. If you don't, the ground's gonna get in your way!
"Mr. Freak to You"
In fact, I agree with you that the "study" I presented wasn't especially convincing or scientific.
I was lazy; couldn't find the one that I'd read about two weeks ago, much more compelling. After all, it was early in the A.M. and I was actually taking turns between the coffee cup and the keyboard. (New emoticons required to properly express)The crux of the several such studies is not that we can't multi-task, but we do it at peril to quality results. (The really compelling one which I cannot cite now tested computer geeks.) I've been interested in the topic, since I'm really weak at doing it (except when playing my Hammond: 4 limbs, plus switching on-the-fly).
Nevertheless, I take your point that to be a decent pilot, you've gotta be able to do a bunch of things at the same time, and do them well. That's one reason that it fascinates me. If you don't, the ground's gonna get in your way!
"Mr. Freak to You"
An update to the Human Factors Design Standard, (HFDS, orig. 1996) has recently been issued by the FAA and may be of interest to some here.
From the webpage:
The Human Factors Design Standard (HFDS) is an important work in the field of human factors. It is an exhaustive compilation of human factors practices and principles integral to the procurement, design, development, and testing of FAA systems, facilities, and equipment.
The purpose of the HFDS is to provide a single easy-to-use source of human factors design criteria, oriented to the needs of the FAA mission and systems. An additional goal is to facilitate use of appropriate design criteria by organizing the document so that users can easily locate the needed information.
The HFDS replaces and expands upon the Human Factors Design Guide (HFDG) published in 1996 and all HFDG chapter updates. The HFDS broadens the focus to include both air traffic and technical operations systems and has been modified into a set of standards instead of a set of guidelines, providing a common source of FAA-specific design requirements. The resulting set of standards can be tailored to meet the needs of the system or program at hand.
From the webpage:
The Human Factors Design Standard (HFDS) is an important work in the field of human factors. It is an exhaustive compilation of human factors practices and principles integral to the procurement, design, development, and testing of FAA systems, facilities, and equipment.
The purpose of the HFDS is to provide a single easy-to-use source of human factors design criteria, oriented to the needs of the FAA mission and systems. An additional goal is to facilitate use of appropriate design criteria by organizing the document so that users can easily locate the needed information.
The HFDS replaces and expands upon the Human Factors Design Guide (HFDG) published in 1996 and all HFDG chapter updates. The HFDS broadens the focus to include both air traffic and technical operations systems and has been modified into a set of standards instead of a set of guidelines, providing a common source of FAA-specific design requirements. The resulting set of standards can be tailored to meet the needs of the system or program at hand.
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I was pointing out that absolutely no faults were recorded during the flight of AF447 that were not either the consequence of 1. losing the actual total pressure in pitot installation 2. loss of control.
Thanks! I stand corrected:
Out of twenty-six maintenance ACARS messages, 24 were related to loss of airspeed and loss of control. Two were received 3 hrs 25 minutes before the occurrence and dealt with toilet configuration.
While whatever caused LAV CONFIG had no effect to conduct of flight whatsoever, this message has some (limited) value for those seeking to influence the discussion by blowing insignificant details out of proportions and so distracting from primary issues.
Out of twenty-six maintenance ACARS messages, 24 were related to loss of airspeed and loss of control. Two were received 3 hrs 25 minutes before the occurrence and dealt with toilet configuration.
Originally Posted by BEA interim report 1
1.16.2.3 Maintenance messages
Twenty-six maintenance messages relative to flight AF447 were received.
Twenty-four of them were received on 1st June between 2 h 10 and 2 h 15.
The first two messages were received the day before at 22 h 45. These were
a class 2 fault message and a related MAINTENANCE STATUS TOILET cockpit
effect message. The fault message, “LAV CONFIGURATION” (ATA 383100,
source VSC*, HARD) represented a toilet configuration difference.
Twenty-six maintenance messages relative to flight AF447 were received.
Twenty-four of them were received on 1st June between 2 h 10 and 2 h 15.
The first two messages were received the day before at 22 h 45. These were
a class 2 fault message and a related MAINTENANCE STATUS TOILET cockpit
effect message. The fault message, “LAV CONFIGURATION” (ATA 383100,
source VSC*, HARD) represented a toilet configuration difference.
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Clandestino,
You are entitled to your opinion, but it shows a level of inexperience that surprises me. Nothing is unimportant when it comes to investigating an accident.
If you cannot establish for yourself the intriguing similarities to EI-EAT, I won't bother to explain them to you, except to say that the schematic included does establish the location for you of the EEbay, and the interesting and suggestive connection to the hot cockpit of 447 .
Another poster claimed the Electrics bay was nowhere near the cockpit, so I included the reference for both of you.
I think you are likely a very competent pilot, one whose name on the roster might encourage other pilots to ask for a switch.
HazelNuts39
What about. "....WRG...."?
You are entitled to your opinion, but it shows a level of inexperience that surprises me. Nothing is unimportant when it comes to investigating an accident.
If you cannot establish for yourself the intriguing similarities to EI-EAT, I won't bother to explain them to you, except to say that the schematic included does establish the location for you of the EEbay, and the interesting and suggestive connection to the hot cockpit of 447 .
Another poster claimed the Electrics bay was nowhere near the cockpit, so I included the reference for both of you.
I think you are likely a very competent pilot, one whose name on the roster might encourage other pilots to ask for a switch.
HazelNuts39
What about. "....WRG...."?
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Originally Posted by Lyman
What about. "....WRG...."?
It is possible to explain this message by the rejection of ADR 1 by FCPC 2. It is correlated with the MAINTENANCE STATUS EFCS 1 and EFCS 2 messages.
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I know, but what means WRG? It could be construed as Warning, but......
Ordinarily, with HF, CRM, or even FCOM, "possible" is acceptable, but WRG is a technical language, and it is disconcerting for BEA not to have this nailed down?
"MAINTENANCE" is a word that is troubling, especially so if it makes ACARS, and STATUS should not be hard to define?
Just musing, and thanks....
Ordinarily, with HF, CRM, or even FCOM, "possible" is acceptable, but WRG is a technical language, and it is disconcerting for BEA not to have this nailed down?
"MAINTENANCE" is a word that is troubling, especially so if it makes ACARS, and STATUS should not be hard to define?
Just musing, and thanks....
Last edited by Lyman; 1st Aug 2012 at 13:16.
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So if some wag was to say: "Why bother the flight crew with a "wiring" problem?" does that explain why it does not appear for the pilot to see?
That is rhetorical, but I would love your opinion.
Does BEA answer this question? I could not find this addressed, maybe Clandestino can locate the text where BEA explains (meticulously) what this means?
That it appears in the logs of an aircraft crashing into the sea is troubling, but only if left unexplained....
Hold the Presses... If an ACARS mx, even a mechanic knows what it means, anybody here an Avionics tech? May we be exposed to the BEA interview of the AirFrance ground mechanics in Paris re: ".....WRG....." ?
sigh.... Probably not..
That is rhetorical, but I would love your opinion.
Does BEA answer this question? I could not find this addressed, maybe Clandestino can locate the text where BEA explains (meticulously) what this means?
That it appears in the logs of an aircraft crashing into the sea is troubling, but only if left unexplained....
Hold the Presses... If an ACARS mx, even a mechanic knows what it means, anybody here an Avionics tech? May we be exposed to the BEA interview of the AirFrance ground mechanics in Paris re: ".....WRG....." ?
sigh.... Probably not..
Last edited by Lyman; 1st Aug 2012 at 13:58.
Lyman, I seem to recall that the WRG / ACARS meaning was under significant discussion in either the first or second (or both?) AF 447 thread.
After knocking about for a while ... this made some sense to me ...
http://www.pprune.org/tech-log/39510...ml#post6392828
" ... the difference between ACARS 'WRN' and 'WRG' : it doesn't reference interconnection failure for the latter, just a mistrust."
Lupine translation renders "mistrust" as a sign that two things speaking electricity to each other are having a "WTF?" or "say again?" moment.
And of interest to ACARS fans
AF447 ACARS MESSAGES - Color Coded & Interactive Version
After knocking about for a while ... this made some sense to me ...
http://www.pprune.org/tech-log/39510...ml#post6392828
" ... the difference between ACARS 'WRN' and 'WRG' : it doesn't reference interconnection failure for the latter, just a mistrust."
Lupine translation renders "mistrust" as a sign that two things speaking electricity to each other are having a "WTF?" or "say again?" moment.
And of interest to ACARS fans
AF447 ACARS MESSAGES - Color Coded & Interactive Version
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Human Factors Design Standard
An update to the Human Factors Design Standard, (HFDS, orig. 1996) has recently been issued by the FAA and may be of interest to some here.
3.1.3 Automate only to improve performance. Functions shall be automated only if they improve system performance without reducing human involvement, situation awareness, or human performance in carrying out the intended task. [Source: Billings, 1991]
3.1.7 Ensure active user involvement in operation. Users shall be given an active role through relevant and meaningful tasks in the operation of a system regardless of the level of automation being employed. [Source: AHCI, 1998; Billings, 1991]
Discussion. User awareness of system state cannot be sustained passively. Active involvement is essential for operators to exercise their responsibilities and be able to respond to emergencies. Reducing active involvement may be detrimental to the user’s understanding of important information, may lead to longer response times in case of emergencies, or, in the long term, may lead to loss of relevant knowledge or skills. [Source: Galster, Duley, Masalonis, & Parasuraman, 2001; Garland & Hopkin, 1994; Hopkin, 1988; Sarter & Woods, 1992 (as found in Scerbo, 1996); Wickens, 1992 (as found in Scerbo, 1996)]
Last edited by ap08; 1st Aug 2012 at 16:18.
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Originally posted by Lyman - If you cannot establish for yourself the intriguing similarities to EI-EAT
Originally posted by Lyman - but what means WRG?
FWC 1
Originally posted by Lyman - "MAINTENANCE" is a word that is troubling, especially so if it makes ACARS, and STATUS should not be hard to define?
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TurbineD
"Not if you have a basic understanding of the aircraft systems including Central Maintenance System (CMS). However, the details & status may be hard to obtain when the aircraft is not on the ground but under the sea."
You have a point of view that reads familiar. Did you have to learn 'smug', or did it slowly creep in? I do not see it on all your posts, but this one is mildly so.
We saw the Avionics bay being recovered to Ile de Sein. So not so Ocean Bottom after all. BEA dissected that install with tweezers and dark field microscopy, trust me...
They were pissing their pants to find an LRU that would relate to the system under suspicion, yet no mention. That ticks me off, not you?
"Not if you have a basic understanding of the aircraft systems including Central Maintenance System (CMS). However, the details & status may be hard to obtain when the aircraft is not on the ground but under the sea."
You have a point of view that reads familiar. Did you have to learn 'smug', or did it slowly creep in? I do not see it on all your posts, but this one is mildly so.
We saw the Avionics bay being recovered to Ile de Sein. So not so Ocean Bottom after all. BEA dissected that install with tweezers and dark field microscopy, trust me...
They were pissing their pants to find an LRU that would relate to the system under suspicion, yet no mention. That ticks me off, not you?
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TD
A modern airliner has the guts of a skyscraper shoehorned into a small bedroom.
Did you have even an inkling of curiosity about the proximity of the EEbay to cockpit? The BEA were not looking for seats in the cockpit, that was a diversion, what they coveted was the EEbay itself.
To each his own.
Also, what of RIO or Anchorage, or Johannesburg, when a long haul jetliner experiences low temps far colder than Finland or Rio, or at time the ANTARCTIC?
Potable water plumbing is a serious issue, I for one would like to know more about the Lavvy...on 447, and in proximity to the Gen circuits, BusBar, skin, belly, etc. It is in the report, of course, the part that is not a report.....
A modern airliner has the guts of a skyscraper shoehorned into a small bedroom.
Did you have even an inkling of curiosity about the proximity of the EEbay to cockpit? The BEA were not looking for seats in the cockpit, that was a diversion, what they coveted was the EEbay itself.
To each his own.
Also, what of RIO or Anchorage, or Johannesburg, when a long haul jetliner experiences low temps far colder than Finland or Rio, or at time the ANTARCTIC?
Potable water plumbing is a serious issue, I for one would like to know more about the Lavvy...on 447, and in proximity to the Gen circuits, BusBar, skin, belly, etc. It is in the report, of course, the part that is not a report.....
Last edited by Lyman; 1st Aug 2012 at 19:17.