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Higher-DOA typically results in better routine performance, and lower-DOA with better automation failure response. If both are provided and lower-DOA is reliable, it could support higher DOA failure detection.<\/jats:p>\n          <\/jats:sec>\n          <jats:sec>\n            <jats:title>Method<\/jats:title>\n            <jats:p>\n              Participants (\n              <jats:italic toggle=\"yes\">N<\/jats:italic>\n              = 192) received a combination of lower-DOA and\/or higher-DOA. Lower-DOA highlighted aircraft conflicts and near-misses, leaving participants to manually resolve conflicts. Higher-DOA resolved conflicts. Automation failed once. Participants were provided one of four types of automation: lower-DOA, where lower-DOA failed (L\n              <jats:sub>F<\/jats:sub>\n              ); higher-DOA, where higher-DOA failed (H\n              <jats:sub>F<\/jats:sub>\n              ); both lower- and higher-DOA, where only higher-DOA failed (LH\n              <jats:sub>F<\/jats:sub>\n              ); or both lower- and higher-DOA, where both failed (L\n              <jats:sub>F<\/jats:sub>\n              H\n              <jats:sub>F<\/jats:sub>\n              ).\n            <\/jats:p>\n          <\/jats:sec>\n          <jats:sec>\n            <jats:title>Results<\/jats:title>\n            <jats:p>\n              When only the higher-DOA component of combined lower- and higher-DOA failed (LH\n              <jats:sub>F<\/jats:sub>\n              ), participants detected the automation failure 23.6s faster and more accurately (miss rate = \u2212.08) compared to higher-DOA only (H\n              <jats:sub>F<\/jats:sub>\n              ). However, more participants missed the automation failure when lower-DOA failed (L\n              <jats:sub>F<\/jats:sub>\n              = +.42; L\n              <jats:sub>F<\/jats:sub>\n              H\n              <jats:sub>F<\/jats:sub>\n              = +.15), compared to the H\n              <jats:sub>F<\/jats:sub>\n              condition.\n            <\/jats:p>\n          <\/jats:sec>\n          <jats:sec>\n            <jats:title>Conclusions<\/jats:title>\n            <jats:p>Reliable lower-DOA can support higher DOA failure detection when both are presented. However, poorer automation failure detection with lower-DOA failure suggests participants over-relied on aircraft highlighting to direct attention to potential conflicts.<\/jats:p>\n          <\/jats:sec>\n          <jats:sec>\n            <jats:title>Applications<\/jats:title>\n            <jats:p>Providing both lower- and higher-DOA together could be beneficial when higher-DOA fails but lower-DOA remains reliable, but conversely, detrimental if lower-DOA also fails.<\/jats:p>\n          <\/jats:sec>","DOI":"10.1177\/00187208251335536","type":"journal-article","created":{"date-parts":[[2025,4,21]],"date-time":"2025-04-21T06:58:31Z","timestamp":1745218711000},"page":"1121-1135","update-policy":"https:\/\/doi.org\/10.1177\/sage-journals-update-policy","source":"Crossref","is-referenced-by-count":1,"title":["The Impact of Lower Degree Automation Reliability on Higher Degree Automation Failure Detection in Simulated Air Traffic Control"],"prefix":"10.1177","volume":"67","author":[{"ORCID":"https:\/\/orcid.org\/0000-0001-5553-3400","authenticated-orcid":false,"given":"Vanessa K.","family":"Bowden","sequence":"first","affiliation":[{"name":"The University of Western Australia"}]},{"ORCID":"https:\/\/orcid.org\/0000-0003-1802-314X","authenticated-orcid":false,"given":"Isabella","family":"Gegoff","sequence":"additional","affiliation":[{"name":"The University of Western Australia"}]},{"given":"Philippe J.","family":"Kilpatrick","sequence":"additional","affiliation":[{"name":"The University of Western Australia"}]},{"ORCID":"https:\/\/orcid.org\/0000-0002-5434-0348","authenticated-orcid":false,"given":"Shayne","family":"Loft","sequence":"additional","affiliation":[{"name":"The University of Western Australia"}]}],"member":"179","published-online":{"date-parts":[[2025,4,21]]},"reference":[{"key":"e_1_3_3_2_1","doi-asserted-by":"publisher","DOI":"10.1080\/14639220500535301"},{"key":"e_1_3_3_3_1","doi-asserted-by":"publisher","DOI":"10.1016\/B978-0-08-029348-6.50026-9"},{"key":"e_1_3_3_4_1","doi-asserted-by":"publisher","DOI":"10.1109\/THMS.2020.2965529"},{"key":"e_1_3_3_5_1","doi-asserted-by":"publisher","DOI":"10.1177\/00187208211037188"},{"key":"e_1_3_3_6_1","doi-asserted-by":"publisher","DOI":"10.2514\/1.G007681"},{"key":"e_1_3_3_7_1","doi-asserted-by":"publisher","DOI":"10.1177\/154193120905300408"},{"key":"e_1_3_3_8_1","doi-asserted-by":"publisher","DOI":"10.1037\/xap0000126"},{"key":"e_1_3_3_9_1","doi-asserted-by":"publisher","DOI":"10.1111\/1467-8721.ep10768783"},{"key":"e_1_3_3_10_1","doi-asserted-by":"publisher","DOI":"10.1093\/iwc\/iws011"},{"key":"e_1_3_3_11_1","doi-asserted-by":"publisher","DOI":"10.1177\/0018720816681350"},{"key":"e_1_3_3_12_1","doi-asserted-by":"publisher","DOI":"10.1518\/001872095779064555"},{"key":"e_1_3_3_13_1","doi-asserted-by":"publisher","DOI":"10.1177\/1073191111421303"},{"key":"e_1_3_3_14_1","volume-title":"NextGen implementation plan","author":"Federal Aviation Administration","year":"2018","unstructured":"Federal Aviation Administration. 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