直升机的飞行安全是整个飞机运行安全管理的一个重要方面,特别是在需要自动滑行的发动机故障期间,这使得飞行员成功降落直升机极具挑战性。在这项研究中,在这种情况下,我们评估了直升机飞行员的工作量和注意力分配。在实验中,直升机飞行模拟器被用来模拟水平飞行,然后自动滑翔,将这两个阶段划分为数据收集的时间段。首先,使用热图和扫视序列图可视化数据,同时对眼动指标(如峰值和标准差)的变化进行统计分析。最后,通过标准间相关性(CRITIC)方法的标准用于计算每个感兴趣区域的权重系数.该评估系统进一步用于分析和比较两个阶段中眼动数据和对感兴趣区域的关注的变化。结果显示固定时间较短,但在自转滑行阶段有更大的固定数量。Further,平均瞳孔直径在比水平飞行更大的范围内变化(在水平飞行中,平均值为5.229毫米,标准偏差为0.059mm;在自动滑行中,相应的值分别为5.326mm和0.126mm,分别)。对于转速表,权重系数与热图的颜色相匹配(2.7%,水平飞行时无色,但在自动滑行期间为23.8%和红色),而在两个阶段之间,空速指示器和前向视图的差异很大。这种差异源于这样一个事实,即在自动滑行过程中,飞行员优先监测飞机旋转速度和姿态,特别关注前瞻性观点,转子转速,和空速,与水平飞行期间相比,注意力分布更加集中。这些结果证实了自动滑翔着陆期间飞行员工作量的显着增加,同时观察到从水平飞行期间的低频长凝视时间到自动滑行期间的高频短凝视时间的转变。此外,飞行员将81%的注意力集中在转速表上,空速指示器,和前瞻性观点。采用这种策略可以提高飞行员的着陆成功率,并为飞行学生提供有价值的培训建议,以防止直升机失去动力时的着陆失败。
Flight safety in helicopters is a critical aspect of overall aircraft operational safety management, particularly during engine failures requiring autorotative glide, which makes it extremely challenging for the pilot to land the helicopter successfully. In this study, we evaluated the workload and attention allocation of helicopter pilots under such circumstances. In the experiment, a helicopter flight simulator was used to simulate level flight followed by autorotative glide, with the two phases divided into time segments for data collection. First, the data were visualized using heat maps and saccade sequence diagrams, while changes in eye movement metrics (such as peak value and standard deviation) were statistically analyzed. Finally, the criteria through the inter-criteria correlation (CRITIC) method was used to calculate the weight coefficient for each area of interest. This evaluation system was further applied to analyze and compare the changes in eye-movement data and attention to areas of interest during the two phases. The results revealed a shorter fixation duration, but a greater fixation number during the autorotative glide phase. Further, the mean pupil diameter changed over a larger range than during level flight (in level flight, the mean was 5.229 mm, while the standard deviation was 0.059 mm; in autorotative glide the corresponding values were 5.326 mm and 0.126 mm, respectively). For the tachometer, the weight coefficient matched the color of the heat map (2.7 % and colorless during level flight, but 23.8 % and red during autorotative glide), while those for the airspeed indicator and forward view differed significantly between the two phases. This discrepancy stemmed from the fact that during autorotative glide, the pilots prioritized monitoring aircraft rotation speed and attitude, with a particular focus on the forward view, rotor speed, and airspeed, resulting in a more concentrated attention distribution compared to that achieved during level flight. These results confirmed a significant increase in pilot workload during autorotative glide landing, while a shift was observed from low-frequency long gaze time during level flight to high-frequency short gaze time during autorotative glide. Furthermore, the pilots allocated 81 % of their attention to the tachometer, airspeed indicator, and forward views. Adopting this strategy can improve pilots\' landing success and provide flight students with valuable training advice to prevent landing failures when helicopters lose power.