Histoire et didactique de la traduction

Histoire et didactique de la traduction - Selon l'auteur, la traduction ne peut devenir une discipline autonome dans le cadre universitaire que si elle fonde son identité sur la traductologie et la didactique. Le problème qui se pose dès lors est celui de la formation des enseignants et du contenu didactique de la traduction. Cet article explore la didactique de la traduction sous l'angle historique en passant en revue un certain nombre de précurseurs: notamment Gaspard de Tende (1660), Ferri de Saint-Constant (1811) renvoyant aux auteurs de l'Antiquité, Charles Rollin (1838)... Et l'auteur se demande comment il se fait que les didacticiens du XXe siècle aient eu l'impression que tout commençait avec eux, quand en réalité c'est à une renaissance que l'on assiste depuis les années 1950 (la Stylistique comparée du français et de l'anglais publiée en 1958 constituant l'événement symbolique de cette renaissance) beaucoup plus qu'à une véritable naissance.Translation History and Didactics - According to the author, translation can only attain the status of an autonomous discipline within the university if its identity is based on both Translation Studies and Translation Teaching. Hence, the ensuing problem becomes that of teacher training and the didactic content of translation. This article explores translation teaching from an historical perspective, reviewing a few precursors such as Gaspard de Tende (1660), Ferri de Saint-Constant (1811) who refers to authors of Antiquity, and Charles Rollin (1838). The author wonders why twentieth century teaching specialists seem to think that they began it all when in fact since the 1950's we are witnessing a rebirth (la Stylistique comparée du français et de l'anglais published in 1958 was a symbolic landmark of this rebirth) rather than the birth of a trend. (Trans, by Paul Bandia

Low False-Positive Rate of Kepler Candidates Estimated From A Combination Of Spitzer And Follow-Up Observations

(Abridged) NASA's Kepler mission has provided several thousand transiting planet candidates, yet only a small subset have been confirmed as true planets. Therefore, the most fundamental question about these candidates is the fraction of bona fide planets. Estimating the rate of false positives of the overall Kepler sample is necessary to derive the planet occurrence rate. We present the results from two large observational campaigns that were conducted with the Spitzer telescope during the the Kepler mission. These observations are dedicated to estimating the false positive rate (FPR) amongst the Kepler candidates. We select a sub-sample of 51 candidates, spanning wide ranges in stellar, orbital and planetary parameter space, and we observe their transits with Spitzer at 4.5 microns. We use these observations to measures the candidate's transit depths and infrared magnitudes. A bandpass-dependent depth alerts us to the potential presence of a blending star that could be the source of the observed eclipse: a false-positive scenario. For most of the candidates (85%), the transit depths measured with Kepler are consistent with the depths measured with Spitzer as expected for planetary objects, while we find that the most discrepant measurements are due to the presence of unresolved stars that dilute the photometry. The Spitzer constraints on their own yield FPRs between 5-40%, depending on the KOIs. By considering the population of the Kepler field stars, and by combining follow-up observations (imaging) when available, we find that the overall FPR of our sample is low. The measured upper limit on the FPR of our sample is 8.8% at a confidence level of 3 sigma. This observational result, which uses the achromatic property of planetary transit signals that is not investigated by the Kepler observations, provides an independent indication that Kepler's false positive rate is low.Comment: 33 pages, 16 figures, 3 tables; accepted for publication in ApJ on February 7, 201

Kepler-93b: A Terrestrial World Measured to within 120 km, and a Test Case for a New Spitzer Observing Mode

We present the characterization of the Kepler-93 exoplanetary system, based on three years of photometry gathered by the Kepler spacecraft. The duration and cadence of the Kepler observations, in tandem with the brightness of the star, enable unusually precise constraints on both the planet and its host. We conduct an asteroseismic analysis of the Kepler photometry and conclude that the star has an average density of 1.652+/-0.006 g/cm^3. Its mass of 0.911+/-0.033 M_Sun renders it one of the lowest-mass subjects of asteroseismic study. An analysis of the transit signature produced by the planet Kepler-93b, which appears with a period of 4.72673978+/-9.7x10^-7 days, returns a consistent but less precise measurement of the stellar density, 1.72+0.02-0.28 g/cm^3. The agreement of these two values lends credence to the planetary interpretation of the transit signal. The achromatic transit depth, as compared between Kepler and the Spitzer Space Telescope, supports the same conclusion. We observed seven transits of Kepler-93b with Spitzer, three of which we conducted in a new observing mode. The pointing strategy we employed to gather this subset of observations halved our uncertainty on the transit radius ratio R_p/R_star. We find, after folding together the stellar radius measurement of 0.919+/-0.011 R_Sun with the transit depth, a best-fit value for the planetary radius of 1.481+/-0.019 R_Earth. The uncertainty of 120 km on our measurement of the planet's size currently renders it one of the most precisely measured planetary radii outside of the Solar System. Together with the radius, the planetary mass of 3.8+/-1.5 M_Earth corresponds to a rocky density of 6.3+/-2.6 g/cm^3. After applying a prior on the plausible maximum densities of similarly-sized worlds between 1--1.5 R_Earth, we find that Kepler-93b possesses an average density within this group.Comment: 20 pages, 9 figures, accepted for publication in Ap

Test 1157: John Deere 2630 and 2640 Diesel

EXPLANATION OF TEST REPORT GENERAL CONDITIONS East tractor is a production model equipped for common usage. Power consuming accessories can be disconnected only when it is convenient for the operator to do so in practice. Additional weight can be added as ballast if the manufacturer regularly supplies it for sale. The static tire loads and the inflation pressures muse conform to recommendations in the Tire Standards published by the Society of Automotive Engineers. PREPARATION FOR PERFORMANCE RUNS The engine crank case is drained and refilled with a measured amount of new oil conforming to specifications in the operator’s manual. The fuel used and the maintenance operations must also conform to the published information delivered with the tractor. The tractor is then limbered-up for 1 hour on drawbar work in accordance with the manufacturers published recommendations. The manufacturer’s representative is present to make appropriate decisions regarding mechanical adjustments. The tractor is equipped with approximately the amount of added ballast that is used during maximum drawbar tests. The tire tread-bar height must be at least 65% of new tread height prior to the maximum power run. BELT OR POWER TAKE-OFF PERFORMANCE Maximum Power and Fuel Consumption. The manufacturer’s representative makes carburetor, fuel pump, ignition and governor control settings which remain unchanged throughout tall subsequent runs. The governor and the manually operated governor control lever is set to provide the high-idle speed specified by the manufacturer for maximum power. Maximum power is measured by connecting the belt pulley or the power take-off to a dynamometer. The dynamometer load is then gradually increased until the engine is operating at the rated speed specified by the manufacturer for maximum power. The corresponding fuel consumption is measured. Varying Power and Fuel Consumption. Six different horsepower levels are used to show corresponding fuel consumption rates and how the governor causes the engine to react to the following changes in dynamometer load: 85% of the dynamometer torque at maximum power; minimum dynamometer torque, ½ the 85% torque; maximum power; ¼ and ¾ of the 85% torque. Since at tractor is generally subjected to varying loads the average of the results in this test serve well for predicting the fuel consumption of a tractor in general usage. DRAWBAR PERFORMANCE All engine adjustments are the same as those used in the belt or power take-off tests. If the manufacturer specifies a different rated crankshaft speed for drawbar operations, then the position of the manually operated governor control is changed to provide the high-idle speed specified by the manufacturer in the operating instructions. Varying Power and Fuel Consumption With Ballast. The varying power runs are made to show the effect of speed-control devices (engine governor, automatic transmissions, etc.) on horsepower, speed and fuel consumption. These runs are made around the entire test course with has two 180 degree turns with a minimum radius of 50 feet. The drawbar pull is set at 3 different levels as follows: (1) as near to the pull a maximum power as possible and still have the tractor maintain the travel speed at maximum horsepower on the straight sections of the test course; (2) 75% of the pull at maximum power; and (3) 50% of the pull at maximum power. Prior to 1958, fuel consumption data (10 hour test) were shown only for the pull obtained at maximum power for tractors having torque converters and at 75% of the pull obtained at maximum power for gear-type tractors. Maximum Power With Ballast. Maximum power is measured on straight level sections of the test course. Data are shown for not more that 12 different gears or travel speeds. Some gears or travel speeds may be omitted because of high slippage of the traction members or because the travel speed may exceed the safe-limit for the test course. The maximum safe speed for the Nebraska Test course has been set at 15 miles per hour. The slippage limits have been set at 15% and 7% for pneumatic tires and steel tracks or lugs, respectively. Higher slippage gives widely varying results. Maximum Power Without Ballast. All added ballast is removed from the tractor. The maximum drawbar power of the tractor is determined by the same procedure used for getting maximum power with ballast. The gear (or travel speed) is the same as that used in the 10-hours test. Varying Power and Travel Speed With Ballast. Travel speeds corresponding to drawbar pulls beyond the maximum power range are obtained to show the “lugging ability” of the tractor. The run starts with the pull at maximum power; then additional drawbar pull is applied to cause decreasing speeds. The run is ended by one of three conditions; (1) maximum pull is obtained, (2) the maximum slippage limit is reached, or (3) some other operating limit is reached