Beyond polarity : Campus-Community-Radio and new relations of power in radio broadcasting policy in Canada

The first part of this study examines the academic and official (CRTC) discourse regarding the regulation of radio broadcasting in Canada from the 1920s to the present. It examines the limits of earlier historical frames through which radio broadcasting policy has been explored. It introduces Foucault's model of study and frame of analysis termed governmentality. The second part is an ethnographic examination of specific policy, programming and operations of campus-community radio station CKUT-FM (Montréal), and, as a related object, the policies and interventions of the National Campus-Community Radio Association (NCRA). It provides a critique of campus-community radio itself, and of the complex term, community. The third part is a detailed exploration of governmentality. This term refers to the process of thinking about, and practising government. One of its main components is the study of power relations. Conclusions are formulated in terms of future research and policy intervention in the area of FM radio regulation

An Exploratory Evaluation of UAS Detect and Avoid Operations in the Terminal Environment

New technical standards for Unmanned Aircraft Systems (UAS) detect and avoid (DAA) systems mark recent progress toward realizing the goal of full integration of UAS into the National Airspace System (NAS). The DAA system is intended to provide a means of compliance with operating regulations that required pilots on board manned aircraft to remain "well clear" of other aircraft which is accomplished through out-the-window visual acquisition of other aircraft and application of a subjective judgment of safe separation. The requirements for the DAA system, including the specification of a DAA well clear threshold as well as functional requirements for detecting, tracking, alerting and guidance processing, and displays, are specified in DO-365, Minimum Operational Performance Standards (MOPS) for DAA Systems developed within RTCA (Radio Technical Commission for Aeronautics) Special Committee 228 (SC-228). Intended as the first in a series of phased versions, these requirements are frequently referred to as the "Phase 1" DAA system. The Phase 1 DAA system is limited for use by aircraft transitioning to and from Class A or special use airspace, through Class D, E, and G airspace. In particular, the Phase 1 DAA MOPS are not intended for terminal airspace operations, a critical gap for enabling a full range of UAS operations. The application of the Phase 1 DAA system and DAA well clear threshold within the terminal area is predicted to result in a high number of unnecessary alerts when the UAS is safely separated from other traffic. The goal of the present study was to examine pilot performance and operational issues related to the operation of the Phase 1 DAA system in a terminal area. This experiment was intended as an exploratory study that would be used to inform the development of a new terminal area-specific DAA well clear definition, and associated alerting and guidance requirements. The two main objectives of this study were to: 1) characterize pilot behavior in the terminal environment with the Phase 1 DAA system, and 2) investigate the effect of modifications to the Phase 1 DAA alerting and guidance structure. In particular, the authors were interested in determining whether the removal of specific alerting and guidance levels, without changing the DAA well clear definition or alerting thresholds, would impact pilot performance while conducting terminal operations. The results indicate that the Phase 1 well clear definition and alerting and guidance resulted in frequent alerting that degraded pilots' ability to discriminate between encounters where another aircraft was safely separated versus when a maneuver was necessary. The resulting impact on pilot performance was slower response times and higher frequency and severity of losses of DAA well clear compared to those observed for experiments examining pilot performance in the en route environment. There was no significant effect of alerting and guidance display configuration on pilot performance

Perinatal deaths in Australia 1993–2012

Summary The loss of a baby who was either stillborn or died in the first weeks of life is a tragic event that affects around 3,000 families every year in Australia. Perinatal mortality is widely recognised as an important indicator of population health. While Australia is one of the safest places in the world to give birth, almost 1 in 100 pregnancies will end in a perinatal death. Perinatal deaths in Australia 1993–2012 represents the first comprehensive national report on perinatal mortality in Australia and includes a detailed analysis of data relating to stillbirths and neonatal deaths for the period 2011-2012 and an analysis of trends for 1993–2012. The aim of this report is to gain a better understanding of the causes of perinatal deaths at a population level and identify changes in perinatal mortality over time. Data used for this report come from information recorded in jurisdictional perinatal data collections and information collated by state and territory perinatal mortality review committees. For the 2 years 2011 and 2012, just over 6,000 babies died during the perinatal period: a rate of 9.9 deaths per 1,000 births. Approximately three-quarters of those deaths were stillbirths (4,485) with the remaining 1,580 deaths being neonatal deaths. The rate of perinatal mortality varied by the state or territory in which babies were born, with the highest perinatal mortality rate recorded in Victoria (12.2 deaths per 1,000 births) and the lowest in New South Wales (8.3 deaths per 1,000 births). The rates also varied considerably between different subgroups including those based on mothers\u27 level of remoteness, socioeconomic status, age, smoking status, body mass index (BMI) and Indigenous status. The perinatal mortality rate of babies born to mothers who identified as Aboriginal or Torres Strait Islander was almost double that of babies of non-Indigenous mothers (17.1 versus 9.6 deaths per 1,000 births). Similarly, the perinatal mortality rate was almost 50% higher among babies whose mothers smoked compared with those who did not smoke (13.3 versus 8.9 deaths per 1,000 births). The stillbirth rate for babies of teenage mothers and mothers older than 45 was more than double that for mothers aged 30–34 (13.9 and 17.1 versus 6.4 deaths per 1,000 births). Over the 20-year period 1993–2012, the overall perinatal mortality rate was stable at around 10 deaths per 1,000 live births. There was a decrease in the rate of neonatal death (3.2 to 2.4 deaths per 1,000 live births) and an increase in the stillbirth rate (6.4 to 7.2 deaths per 1,000 births). Although remaining high, the report shows a decrease of 20% in the perinatal mortality rate among babies of Aboriginal and Torres Strait Islander mothers. During 2011 and 2012, congenital abnormality was the leading condition in the fetus classified by the PSANZ Perinatal Death Classification as the cause of stillbirths (26.3% of stillbirths) and neonatal deaths (33.1%). An additional PSANZ Neonatal Death Classification of extreme prematurity was the leading condition contributing to deaths in the neonatal period (33.5%). When examined by Indigenous status, however, the leading cause of perinatal death among babies of Aboriginal and Torres Strait Islander mothers was spontaneous pre-term birth (26.8% of stillbirths and 48.0% of neonatal deaths). This report provides insight into the trends in perinatal mortality in Australia, and highlights variations in some of Australia\u27s most vulnerable and disadvantaged population subgroups. This indicates areas that warrant further investigation and attention by clinicians, researchers and health policy makers

Validation of Minimum Display Requirements for a UAS Detect and Avoid System

The full integration of Unmanned Aircraft Systems (UAS) into the National Airspace System (NAS), a prerequisite for enabling a broad range of public and commercial UAS operations, presents several technical challenges to UAS developers, operators and regulators. A primary barrier is the inability for UAS pilots (situated at a ground control station, or GCS) to comply with Title 14 Code of Federal Regulations sections 91.111 and 91.113, which require pilots to see and avoid other aircraft in order to maintain well clear. UAS pilots removal from the flight deck of the aircraft necessitates the development of a UAS-specific system for detecting nearby traffic and displaying traffic information to the pilot to support their ability to maintain an objectively defined DAA well clear threshold from other aircraft. This new UAS-specific function of remaining DAA well clear is called traffic avoidance. The resulting Detect and Avoid (DAA) system, however, will be subject to a collection of requirements that manufacturers will be obligated to meet in order to certify their equipment. RTCA Special Committee 228 (SC-228), a consortium of representatives from government, industry and academia, is responsible for developing and documenting the Minimum Operational Performance Standards (MOPS) for UAS DAA systems. The present study is the final in a series of human-in-the-loop (HITL) experiments designed to explore and test the various display and alerting requirements being incorporated into the DAA MOPS. Whereas the prior DAA HITLs examined a wide variety of DAA display features and concepts, the current experiment aims to validate the latest minimum display requirements for Phase 1 of the DAA MOPS. Rather than test different display concepts, this study tests two configurations of a MOPS-compatible DAA display: a version that is integrated into the primary navigation and control display of the GCS and a version that is physically separated from the primary display. This manipulation tests the draft minimum requirement that allows the DAA traffic display to be a separate, or standalone, configuration. This type of configuration is a more achievable near-term technology solution since it does not stipulate additional certification or integration requirements on UAS manufacturers. However, a standalone display configuration has the potential to result in pilot performance issues resulting from the cognitive costs of switching between the primary DAA display and the primary navigation and control display. This configuration is also particularly susceptible to errors if the displays are in different orientations (e.g., north-up versus track-up). Both the integrated and standalone display configurations were presented to 16 active UAS pilots in a medium-fidelity simulation, which included confederate air traffic controllers and pseudo pilots operating simulated manned traffic. Pilots were tasked with navigating two different mission routes while maintaining DAA well clear with scripted conflicts. Pilot response times (i.e., measured response) and ability to remain DAA well clear are reported. Primary results indicate that both display configurations resulted in favorable response times and well clear rates. While there were clear trends of pilots objectively performing better in the integrated display condition, with several measured response metrics reaching statistical significance, the differences between the two displays were typically moderate. While the primary variable of DAA display location did not have an especially large impact on pilot performance on its own, when examined alongside the type of DAA threat the pilot was facing (a caution-level versus a warning-level alert), the response time benefits associated with the integrated display were amplified. The implications of these American Institute of Aeronautics and Astronautics 2 results on the Phase 1 DAA MOPS and the connection of this data to previous studies is also discussed

Warning Alert HITL Experiment Results

Minimum Operational Performance Standards (MOPS) are being developed to support the integration of Unmanned Aircraft Systems (UAS) in the National Airspace (NAS). Input from subject matter experts and multiple research studies have informed display requirements for Detect-and-Avoid (DAA) systems aimed at supporting timely and appropriate pilot responses to collision hazards. Phase 1 DAA MOPS alerting is designed to inform pilots if an avoidance maneuver is necessary; the two highest alert levels - caution and warning - indicate how soon pilot action is required and whether there is adequate time to coordinate with the air traffic controller (ATC). Additional empirical support is needed to clarify the extent to which warning-level alerting impacts DAA task performance. The present study explores the differential effects of the auditory and visual cues provided by the DAA Warning alert, and performance implications compared to caution-only alerting are discussed

An Exploratory Evaluation of UAS Detect and Avoid Operations in the Terminal Environment

New technical standards for Unmanned Aircraft Systems (UAS) detect and avoid (DAA) systems mark recent progress toward realizing the goal of full integration of UAS into the National Airspace System (NAS). The DAA system is intended to provide a means of compliance with operating regulations that required pilots on board manned aircraft to remain "well clear" of other aircraft which is accomplished through out-the-window visual acquisition of other aircraft and application of a subjective judgment of safe separation. The requirements for the DAA system, including the specification of a DAA well clear threshold as well as functional requirements for detecting, tracking, alerting and guidance processing, and displays, are specified in DO-365, Minimum Operational Performance Standards (MOPS) for DAA Systems developed within RTCA Special Committee 228 (SC-228). Intended as the first in a series of phased versions, these requirements are frequently referred to as the "Phase 1" DAA system. The Phase 1 DAA system is limited for use by aircraft transitioning to and from Class A or special use airspace, through Class D, E, and G airspace. In particular, the Phase 1 DAA MOPS are not intended for terminal airspace operations, a critical gap for enabling a full range of UAS operations. The application of the Phase 1 DAA system and DAA well clear threshold within the terminal area is predicted to result in a high number of unnecessary alerts when the UAS is safely separated from other traffic. The goal of the present study was to examine pilot performance and operational issues related to the operation of the Phase 1 DAA system in a terminal area. This experiment was intended as an exploratory study that would be used to inform the development of a new terminal area-specific DAA well clear definition, and associated alerting and guidance requirements. The two main objectives of this study were to: 1) characterize pilot behavior in the terminal environment with the Phase 1 DAA system, and 2) investigate the effect of modifications to the Phase 1 DAA alerting and guidance structure. In particular, the authors were interested in determining whether the removal of specific alerting and guidance levels, without changing the DAA well clear definition or alerting thresholds, would impact pilot performance while conducting terminal operations. The results indicate that the Phase 1 well clear definition and alerting and guidance resulted in frequent alerting that degraded pilots' ability to discriminate between encounters where another aircraft was safely separated versus when a maneuver was necessary. The resulting impact on pilot performance was slower response times and higher frequency and severity of losses of DAA well clear compared to those observed for experiments examining pilot performance in the en route environment. There was no significant effect of alerting and guidance display configuration on pilot performance

Validation of Minimum Display Requirements for a UAS Detect and Avoid System

The full integration of Unmanned Aircraft Systems (UAS) into the National Airspace System (NAS), a prerequisite for enabling a broad range of public and commercial UAS operations, presents several technical challenges to UAS developers, operators and regulators. A primary barrier is the inability for UAS pilots (situated at a ground control station, or GCS) to comply with Title 14 Code of Federal Regulations sections 91.111 and 91.113, which require pilots to see and avoid other aircraft in order to maintain well clear. The present study is the final in a series of human-in-the-loop experiments designed to explore and test the various display and alerting requirements being incorporated into the minimum operational performance standards (MOPS) for a UAS-specific detect and avoid system that would replace the see and avoid function required of manned aircraft. Two display configurations were tested - an integrated display and a standalone display - and their impact on pilot response times and ability to maintain DAA well clear were compared. Results indicated that the current draft of the MOPS result in high-level performance and did not meaningfully differ by display configuration

Prospective Validation of Pooled Prognostic Factors in Women with Advanced Cervical Cancer Treated with Chemotherapy with/without Bevacizumab: NRG Oncology/GOG Study

PURPOSE: In the randomized phase III trial, Gynecologic Oncology Group (GOG) protocol 240, the incorporation of bevacizumab with chemotherapy significantly increased overall survival (OS) in women with advanced cervical cancer. A major objective of GOG-240 was to prospectively analyze previously identified pooled clinical prognostic factors known as the Moore criteria. EXPERIMENTAL DESIGN: Potential negative factors included black race, performance status 1, pelvic disease, prior cisplatin, and progression-free interval <365 days. Risk categories included low-risk (0-1 factor), mid-risk (2-3 factors), and high-risk (4-5 factors). Each test of association was conducted at the 5% level of significance. Logistic regression and survival analysis was used to determine whether factors were prognostic or could be used to guide therapy. RESULTS: For the entire population (n = 452), high-risk patients had significantly worse OS (P < 0.0001). The HRs of death for treating with topotecan in low-risk, mid-risk, and high-risk subsets are 1.18 [95% confidence interval (CI), 0.63-2.24], 1.11 (95% CI, 0.82-1.5), and 0.84 (95% CI, 0.50-1.42), respectively. The HRs of death for treating with bevacizumab in low-risk, mid-risk, and high-risk subsets are 0.96 (95% CI, 0.51-1.83; P = 0.9087), 0.673 (95% CI, 0.5-0.91; P = 0.0094), and 0.536 (95% CI, 0.32-0.905; P = 0.0196), respectively. CONCLUSIONS: This is the first prospectively validated scoring system in cervical cancer. The Moore criteria have real-world clinical applicability. Toxicity concerns may justify omission of bevacizumab in some low-risk patients where survival benefit is small. The benefit to receiving bevacizumab appears to be greatest in the moderate- and high-risk subgroups (5.8-month increase in median OS)

Race differences in interventions and survival after Out-of-Hospital Cardiac Arrest in North Carolina, 2010 to 2014

Background Following the implementation of the HeartRescue project, with interventions in the community, emergency medical services, and hospitals to improve care and outcomes for out‐of‐hospital cardiac arrests (OHCA) in North Carolina, improved bystander and first responder treatments as well as survival were observed. This study aimed to determine whether these improvements were consistent across Black versus White individuals. Methods and Results Using the Cardiac Arrest Registry to Enhance Survival (CARES), we identified OHCA from 16 counties in North Carolina (population 3 million) from 2010 to 2014. Temporal changes in interventions and outcomes were assessed using multilevel multivariable logistic regression, adjusted for patient and socioeconomic neighborhood‐level factors. Of 7091 patients with OHCA, 36.5% were Black and 63.5% were White. Black patients were younger, more females, had more unwitnessed arrests and non‐shockable rhythm (Black: 81.0%; White: 75.4%). From 2010 to 2014, the adjusted probabilities of bystander cardiopulmonary resuscitation (CPR) went from 38.5% to 51.2% in White, P<0.001; and 36.9% to 45.6% in Black, P=0.002, and first‐responder defibrillation went from 13.2% to 17.2% in White, P=0.002; and 14.7% to 17.3% in Black, P=0.16. From 2010 to 2014, survival to discharge only increased in White (8.0% to 11.4%, P=0.004; Black 8.9% to 9.5%, P=0.60), though, in shockable patients the probability of survival to discharge went from 24.8% to 34.6% in White, P=0.02; and 21.7% to 29.0% in Black, P=0. 10. Conclusions After the HeartRescue program, bystander CPR and first‐responder defibrillation increased in both patient groups; however, survival only increased significantly for White patients