Consistent left gaze bias in processing different facial cues

While viewing faces, humans often demonstrate a natural gaze bias towards the left visual field, that is, the right side of the viewee’s face is often inspected first and for longer periods. Previous studies have suggested that this gaze asymmetry is part of the gaze pattern associated with face exploration, but its relation with perceptual processing of facial cues is unclear. In this study we recorded participants’ saccadic eye movements while exploring face images under different task instructions (free-viewing, judging familiarity and judging facial expression). We observed a consistent left gaze bias in face viewing irrespective of task demands. The probability of the first fixation and the proportion of overall fixations directed at the left hemiface were indistinguishable across different task instructions or across different facial expressions. It seems that the left gaze bias is an automatic reflection of hemispheric lateralisation in face processing, and is not necessarily correlated with the perceptual processing of a specific type of facial information

Effect of variable heat treatment modes on microstructures in Fe-Cr-B cast iron alloy

The effect of heat treatment mode on the microstructure of Fe-Cr-B cast iron alloys was investigated in this paper by comparing the difference of precipitation patterns of secondary particles after thermal cycling treatment (TCT) with those after normal heat treatment (NHT). No obvious differences were found in precipitation patterns of secondary particles between TCT and NHT when experimental temperature was below Ar. However, when temperature was over Ar, there were significant differences, with secondary particles prominently segregated at the grain boundaries under TCT, while the particles evenly distributed in the matrix under NHT. The reason for the microstructure differences could be associated with the development of non-equilibrium segregation of boron during TCT

Advanced Control Algorithms for Compensating the Phase Distortion Due to Transport Delay in Human-Machine Systems

The desire to create more complex visual scenes in modern flight simulators outpaces recent increases in processor speed. As a result, simulation transport delay remains a problem. New approaches for compensating the transport delay in a flight simulator have been developed and are presented in this report. The lead/lag filter, the McFarland compensator and the Sobiski/Cardullo state space filter are three prominent compensators. The lead/lag filter provides some phase lead, while introducing significant gain distortion in the same frequency interval. The McFarland predictor can compensate for much longer delay and cause smaller gain error in low frequencies than the lead/lag filter, but the gain distortion beyond the design frequency interval is still significant, and it also causes large spikes in prediction. Though, theoretically, the Sobiski/Cardullo predictor, a state space filter, can compensate the longest delay with the least gain distortion among the three, it has remained in laboratory use due to several limitations. The first novel compensator is an adaptive predictor that makes use of the Kalman filter algorithm in a unique manner. In this manner the predictor can accurately provide the desired amount of prediction, while significantly reducing the large spikes caused by the McFarland predictor. Among several simplified online adaptive predictors, this report illustrates mathematically why the stochastic approximation algorithm achieves the best compensation results. A second novel approach employed a reference aircraft dynamics model to implement a state space predictor on a flight simulator. The practical implementation formed the filter state vector from the operator s control input and the aircraft states. The relationship between the reference model and the compensator performance was investigated in great detail, and the best performing reference model was selected for implementation in the final tests. Theoretical analyses of data from offline simulations with time delay compensation show that both novel predictors effectively suppress the large spikes caused by the McFarland compensator. The phase errors of the three predictors are not significant. The adaptive predictor yields greater gain errors than the McFarland predictor for short delays (96 and 138 ms), but shows smaller errors for long delays (186 and 282 ms). The advantage of the adaptive predictor becomes more obvious for a longer time delay. Conversely, the state space predictor results in substantially smaller gain error than the other two predictors for all four delay cases

Advanced Transport Delay Compensation Algorithms: Results of Delay Measurement and Piloted Performance Tests

This report summarizes the results of delay measurement and piloted performance tests that were conducted to assess the effectiveness of the adaptive compensator and the state space compensator for alleviating the phase distortion of transport delay in the visual system in the VMS at the NASA Langley Research Center. Piloted simulation tests were conducted to assess the effectiveness of two novel compensators in comparison to the McFarland predictor and the baseline system with no compensation. Thirteen pilots with heterogeneous flight experience executed straight-in and offset approaches, at various delay configurations, on a flight simulator where different predictors were applied to compensate for transport delay. The glideslope and touchdown errors, power spectral density of the pilot control inputs, NASA Task Load Index, and Cooper-Harper rating of the handling qualities were employed for the analyses. The overall analyses show that the adaptive predictor results in slightly poorer compensation for short added delay (up to 48 ms) and better compensation for long added delay (up to 192 ms) than the McFarland compensator. The analyses also show that the state space predictor is fairly superior for short delay and significantly superior for long delay than the McFarland compensator

Benzoyl­methyl 4-chloro­benzoate

The asymmetric unit of the title compound, C15H11ClO3, contains three mol­ecules, A, B, and C. Mol­ecules A and B are aligned edge-to-face, whereas mol­ecules B and C are aligned almost parallel to each other. The crystal structure displays C—H⋯π and π–π [centroid–centroid distances of 3.960 (4), 3.971 (4) and 3.971 (4) for mol­ecules A, B and C, respectively] parallel-displaced inter­actions, and C—H⋯O hydrogen bonds