To maintain situation awareness (SA) when exposed to emergencies during pilotage, a pilot needs to selectively allocate attentional resources to perceive critical status information about ships and environments. Although it is important to continuously monitor a pilot's SA, its relationship with attention is still not fully understood in ship pilotage. This study performs bridge simulation experiments that include vessel departure, navigation in the fairway, encounters, poor visibility, and anchoring scenes with 13 pilots (mean = 11.3 and standard deviation = 1.4 of experience). Individuals were divided into two SA group levels based on the Situation Awareness Rating Technology (SART-2) score (mean = 20.13 and standard deviation = 5.83) after the experiments. The visual patterns using different SA groups were examined using heat maps and scan paths based on pilots' fixations and saccade data. The preliminary visual analyses of the heat maps and scan paths indicate that the pilots' attentional distribution is modulated by the SA level. That is, the most concerning areas of interest (AOIs) for pilots in the high and low SA groups are outside the window (AOI-2) and electronic charts (AOI-1), respectively. Subsequently, permutation simulations were utilized to identify statistical differences between the pilots' eye-tracking metrics and SA. The results of the statistical analyses show that the fixation and saccade metrics are affected by the SA level in different AOIs across the five scenes, which confirms the findings of previous studies. In encounter scenes, the pilots' SA level is correlated with the fixation and saccade metrics: fixation count (p = 0.034 < 0.05 in AOI-1 and p = 0.032 < 0.05 in AOI-2), fixation duration {p = 0.043 < 0.05 in AOI-1 and p = 0.014 < 0.05 in AOI-2), and saccade count (p = 0.086 < 0.1 in AOI-1 and p = 0.054 < 0.1 in AOI-2). This was determined by the fixation count (p = 0.024 < 0.05 in AOI-1 and p = 0.034 < 0.05 in AOI-2), fixation duration (p = 0.036 < 0.05 in AOI-1 and p = 0.047 < 0.05 in AOI-2), and saccade duration (p = 0.05 < 0.05 in AOI-1 and p = 0.042 < 0.05 in AOI-2) in poor-visibility scenes. In the remaining scenes, the SA could not be measured using eye movements alone. This study lays a foundation for the cognitive mechanism recognition of pilots based on SA via eye-tracking technology, which provides a reference to establish cognitive competency standards in preliminary pilot screenings.
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机译：为了在引航过程中遇到紧急情况时保持态势感知 （SA），飞行员需要有选择地分配注意力资源来感知有关船舶和环境的关键状态信息。尽管持续监测引航员的SA很重要，但在船舶引航中，其与注意力的关系仍未得到充分理解。本研究进行了桥梁模拟实验，包括船只偏离、航道航行、遭遇、能见度差和 13 名飞行员的锚定场景（平均 = 11.3，标准差 = 1.4 的经验）。实验后，根据态势感知评级技术 （SART-2） 评分（平均值 = 20.13，标准差 = 5.83）将个体分为两个 SA 组级别。使用热图和基于飞行员注视和扫视数据的扫描路径检查使用不同 SA 组的视觉模式。对热图和扫描路径的初步视觉分析表明，飞行员的注意力分布受SA水平的调节。也就是说，高SA组和低SA组的飞行员最关注的领域（AOI）分别是窗外（AOI-2）和电子海图（AOI-1）。随后，利用排列模拟来识别飞行员的眼动追踪指标与SA之间的统计差异。统计分析结果表明，5种场景下不同AOI的注视和扫视指标受SA水平的影响，证实了前人的研究结果。在遭遇场景中，飞行员的 SA 水平与注视和扫视指标相关：注视计数（AOI-1 中的 p = 0.034 < 0.05，AOI-2 中的 p = 0.032 < 0.05）、注视持续时间 {AOI-1 中的 p = 0.043 < 0.05，AOI-2 中的 p = 0.014 < 0.05）和眼跳计数（AOI-1 中的 p = 0.086 < 0.1，AOI-2 中的 p = 0.054 < 0.1）。这是由低能见度场景中的注视次数（AOI-1 中的 p = 0.024 < 0.05，AOI-2 中的 p = 0.034 < 0.05）、注视持续时间（AOI-1 中的 p = 0.036 < 0.05，AOI-2 中的 p = 0.047 < 0.05）和扫视持续时间（AOI-1 中的 p = 0.05 < 0.05，AOI-2 中的 p = 0.042 < 0.05）决定的。在其余场景中，仅使用眼球运动无法测量SA。本研究为基于SA的飞行员眼动追踪技术认知机制识别奠定了基础，为初步试点筛选中认知能力标准的建立提供了参考。
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