the next two letters in a sequence

the next two letters in a sequence having already viewed the first six letters in the sequence. For example, the sequence A B A C A D would be followed by the sequence A E. Participants had to choose the correct answer from one of four possible options. The test consisted of two parts: the practice portion with 5 practice problems and the experimental portion with 25 problems that got progressively more difficult. Accuracy of the responses served as the performance measure.
ATC Test Battery
Participants also performed a series of ATC tasks. The selection and design of the ATC tasks were based, first, on information acquired during extensive discussions with subject matter experts, who had an aggregated experience of well over 120 years; second, a thorough literature review of task analysis associated with the ATC profession was conducted. The resulting set of ATC tasks included conflict detection, conflict resolution, vectoring, and airspace management. On each task, practice trials were administered to minimize observable learning effects during the data collection phase of testing.
Conflict detection task
In this basic ATC task, participants made perceptual judgments as to whether two aircraft on a given trial would conflict with one another at some future point. A trial began with two aircraft converging toward one another at the same altitude on the radar screen. The position of each aircraft was updated once every 6 s (which is the approximate update rate for current radar systems), and geometries and speeds at which the aircraft converged varied from one trial to the next (Figure 1a). Task difficulty was manipulated by varying the time to the closest point of approach, with increases in time making perceptual judgments more difficult given the larger distances generally involved. Trial type (conflict present trials vs. conflict absent trials) was also manipulated, and the time taken to arrive at a correct decision served as the dependent variable. The manipulation of conflict presence and time to the closest point of approach was orthogonal, with 20 trials in each condition for a total of 120 trials. Trial order was randomized across participants to avoid order effects, and the task took approximately 40 min to complete.
Conflict resolution task. A more complicated variant of the conflict detection task was the conflict resolution task in which participants’ problem-solving capability was measured by having them resolve a series of complex ATC problems. More specifically, conflicts between aircraft pairs on a collision course had to be resolved by issuing altitude guidance instructions via a control interface (Figure 2a). The time to conflict, defined as the time taken by the aircraft to reach the conflict point, was manipulated; the time taken to correctly resolve the conflict served as the primary dependent variable. There were a total of 30 trials in this phase, with 10 trials for each of the three time-to-conflict conditions. Once again, the order in which the trials were administered was randomized across participants, and the task took approximately 45 min to complete.

Vectoring task
The first of two full dynamic simulation tasks, the vectoring task required participants to navigate aircraft approaching an entry point, ensuring they stayed within a specified boundary of airspace and reached their final waypoint without being in conflict with any other aircraft (Figure 3a). The radar screen depicted a sector of airspace 60 × 60 miles; all aircraft had a data tag that depicted the aircraft’s altitude and speed, and the heading of the aircraft could be inferred from its vector line (which depicts the projected aircraft path). The task, which was designed to mimic traffic flows at an approach control facility, required a high degree of interaction (manual input) with the computer to ensure that sector rules were followed. Aircraft approaching from the west always entered the sector at FL 350 and had to descend to FL 330 before a specified point. Conversely, aircraft approaching from the east entered at FL 320 and had to descend to FL 310 before exiting the sector. For a typical handling sequence, the participant had to first accept the aircraft into the sector, issue the altitude and heading commands when appropriate to ensure minimal deviation from the route, and finally hand off the aircraft to the next sector. These commands were issued to the aircraft via the flight control interface that was available to the participant when needed by pressing the right mouse button. The main independent variable that was manipulated was airspace load. Under low load, aircraft entered the sector at a rate of one aircraft every 90 s. Under high load, the time interval was reduced to once every 60 s. Aircraft entry at the waypoints was alternated so that if an aircraft appeared at the eastern entry fix at the onset of the simulation, the next aircraft would appear at the western fix. The primary performance metric was the aircraft-handling capacity, defined as the number of times aircraft successfully passed through their assigned waypoint based on issuance of correct control instructions by the participant. Performance was assessed over the course of the “shift,” which lasted approximately 45 min.
During the initial briefing for the vectoring task, participants became familiar with the interface and simulation platform and performed the task under varying aircraft entry rates. Practice lasted approximately 20 min. During the experimental phase, participants handled 14 aircraft under low-load and 14 aircraft under high-load conditions (with each aircraft serving as a trial). Given that the aircraft entry rate was related to airspace load, under low load, the scenario lasted approximate 30 min, and the high-load phase lasted approximately 12 min. The order in which airspace load was experienced by participants was always fixed, with low load administered first, followed by high load.
Airspace management task
A more complicated variant of the vectoring task and the most complex task in the ATC battery, the airspace management task required participants to manage the flow of traffic along different airways through a specified sector of high-altitude airspace (Figure 4a), which was approximately 150 × 150 nautical miles. To do so, aircraft first had to be accepted into the sector, and their flight paths had to be checked to ascertain which route they were required to traverse. Following determination of the route, the participant had to ascertain the altitude restrictions associated with that route, coupled with determinations of heading commands required to keep the aircraft along the route. This information could be obtained by checking visual reference markers and each aircraft’s data tag (which depicted the call sign and altitude and speed assignments) on the radar screen. The participant was solely responsible for issuing all the altitude, heading, and speed assignments (via the flight control interface) necessary to get the aircraft safely from its entry point to its exit point. The final task included handing off the aircraft to the next sector controller when it approached the final waypoint along its route. Task difficulty was manipulated by varying the entry rate of aircraft into the sector,

Hasil (Bahasa Indonesia) 1:

dua huruf dalam urutan yang sudah memiliki melihat pertama enam huruf dalam urutan. Sebagai contoh, urutan A B C D akan diikuti oleh urutan E. peserta harus memilih jawaban yang benar dari salah satu empat pilihan yang tersedia. Ujian ini terdiri dari dua bagian: bagian praktek dengan 5 practice masalah dan bagian eksperimental dengan 25 masalah yang mendapat bertambah sulit secara progresif. Akurasi tanggapan menjabat sebagai ukuran kinerja.ATC Test bateraiPeserta juga dilakukan serangkaian tugas ATC. Seleksi dan desain tugas ATC berdasarkan, pertama, informasi yang diperoleh selama diskusi yang ekstensif dengan subjek ahli, yang memiliki pengalaman gabungan lebih dari 120 tahun; kedua, kajian pustaka menyeluruh analisis tugas yang terkait dengan profesi ATC dilaksanakan. Set dihasilkan ATC tugas termasuk deteksi konflik, resolusi konflik, vektor dan pengelolaan wilayah udara. Pada setiap tugas, ujian praktek diberikan untuk meminimalkan efek belajar diamati selama fase koleksi data pengujian.Konflik deteksi tugasDalam tugas ATC dasar ini, peserta membuat persepsi pendapatnya mengenai apakah dua pesawat pada pengadilan yang diberikan akan konflik dengan satu sama lain di beberapa titik masa depan. Sidang dimulai dengan dua pesawat konvergen terhadap satu sama lain pada ketinggian yang sama pada layar radar. Posisi pesawat setiap diperbarui sekali setiap 6 s (yang merupakan tingkat perkiraan update saat ini sistem radar), dan geometri dan kecepatan di mana pesawat berkumpul bervariasi dari satu sidang berikutnya (angka 1a). Kesulitan tugas dimanipulasi oleh berbagai waktu untuk titik terdekat pendekatan, dengan peningkatan dalam waktu untuk membuat persepsi penilaian lebih sulit diberikan jarak besar umumnya terlibat. Jenis percobaan (konflik hadir uji vs konflik absen uji) juga dimanipulasi, dan waktu yang dibutuhkan untuk sampai pada keputusan yang benar menjabat pada variabel dependen. Manipulasi konflik kehadiran dan waktu untuk titik terdekat pendekatan adalah ortogonal, dengan 20 pencobaan dalam setiap kondisi untuk total 120 uji. Perintah pengadilan acak di seluruh peserta untuk menghindari efek Orde, dan tugas mengambil kira-kira 40 menit untuk menyelesaikan.Tugas resolusi konflik. Sebuah varian yang lebih rumit dari konflik deteksi tugas adalah tugas resolusi konflik di mana para peserta pemecahan kemampuan diukur oleh setelah mereka menyelesaikan serangkaian masalah ATC yang kompleks. Lebih khusus lagi, konflik antara pasangan pesawat pada jalur tabrakan harus diselesaikan dengan mengeluarkan instruksi panduan ketinggian melalui kontrol antarmuka (gambar 2a). Waktu untuk konflik, didefinisikan sebagai masa yang diambil oleh pesawat untuk mencapai titik konflik, dimanipulasi; masa yang diambil untuk benar memecahkan konflik menjabat pada variabel dependen utama. Terdapat total 30 uji dalam fase ini, dengan 10 percobaan untuk masing-masing dari tiga waktu-ke-konflik kondisi. Sekali lagi, perintah pengadilan yang diberikan acak di seluruh peserta, dan tugas mengambil sekitar 45 menit untuk menyelesaikan.Vektor tugasThe first of two full dynamic simulation tasks, the vectoring task required participants to navigate aircraft approaching an entry point, ensuring they stayed within a specified boundary of airspace and reached their final waypoint without being in conflict with any other aircraft (Figure 3a). The radar screen depicted a sector of airspace 60 × 60 miles; all aircraft had a data tag that depicted the aircraft’s altitude and speed, and the heading of the aircraft could be inferred from its vector line (which depicts the projected aircraft path). The task, which was designed to mimic traffic flows at an approach control facility, required a high degree of interaction (manual input) with the computer to ensure that sector rules were followed. Aircraft approaching from the west always entered the sector at FL 350 and had to descend to FL 330 before a specified point. Conversely, aircraft approaching from the east entered at FL 320 and had to descend to FL 310 before exiting the sector. For a typical handling sequence, the participant had to first accept the aircraft into the sector, issue the altitude and heading commands when appropriate to ensure minimal deviation from the route, and finally hand off the aircraft to the next sector. These commands were issued to the aircraft via the flight control interface that was available to the participant when needed by pressing the right mouse button. The main independent variable that was manipulated was airspace load. Under low load, aircraft entered the sector at a rate of one aircraft every 90 s. Under high load, the time interval was reduced to once every 60 s. Aircraft entry at the waypoints was alternated so that if an aircraft appeared at the eastern entry fix at the onset of the simulation, the next aircraft would appear at the western fix. The primary performance metric was the aircraft-handling capacity, defined as the number of times aircraft successfully passed through their assigned waypoint based on issuance of correct control instructions by the participant. Performance was assessed over the course of the “shift,” which lasted approximately 45 min.Selama awal pengarahan untuk tugas vectoring, peserta menjadi akrab dengan antarmuka dan simulasi platform dan melakukan tugas di bawah berbagai pesawat masuk suku. Praktek berlangsung sekitar 20 menit. Selama tahap eksperimental, peserta ditangani 14 pesawat di bawah pesawat rendah-beban dan 14 di bawah kondisi beban tinggi (dengan setiap pesawat sebagai sidang). Mengingat bahwa tingkat entri pesawat berkaitan dengan beban udara, di bawah beban rendah, skenario berlangsung perkiraan 30 menit, dan fase beban tinggi berlangsung sekitar 12 min. Urutan di mana udara beban yang dialami oleh peserta selalu tetap, dengan rendah beban diberikan pertama, diikuti oleh beban tinggi.Udara manajemen tugasVarian yang lebih rumit vectoring tugas dan tugas paling kompleks di ATC baterai, udara manajemen tugas diperlukan peserta untuk mengelola arus lalu-lintas sepanjang berbeda airways melalui sektor tertentu ketinggian udara (Gambar 4a), iaitu kira-kira 150 × 150 mil laut. Untuk melakukannya, pesawat pertama harus diterima ke dalam sektor, dan jalur penerbangan mereka harus diperiksa untuk memastikan rute mana mereka pun dituntut untuk melintasi. Setelah penentuan rute, peserta harus memastikan ketinggian pembatasan terkait dengan rute itu, ditambah dengan penentuan-penentuan menuju perintah yang diperlukan untuk menjaga pesawat sepanjang rute. Informasi ini dapat diperoleh dengan memeriksa referensi visual spidol dan pesawat setiap tag data (yang menggambarkan tanda panggilan dan ketinggian dan kecepatan tugas) di layar radar. Peserta adalah bertanggung jawab untuk mengeluarkan semua ketinggian, pos, dan kecepatan tugas (melalui antarmuka kontrol penerbangan) diperlukan untuk mendapatkan pesawat dengan aman dari masuknya titik ke titik keluar. Tugas akhir termasuk menyerahkan dari pesawat ke controller sektor berikutnya ketika itu mendekati akhir waypoint sepanjang rute. Kesulitan tugas dimanipulasi oleh berbagai tingkat entri pesawat ke sektor,