Systems development methods and usability in Norway: An industrial perspective

This is the post-print version of the Article. The official published version can be accessed from the link below - Copyright @ 2007 Springer Berlin HeidelbergThis paper investigates the relationship between traditional systems development methodologies and usability, through a survey of 78 Norwegian IT companies. Building on previous research we proposed two hypotheses; (1) that software companies will generally pay lip service to usability, but do not prioritize it in industrial projects, and (2) that systems development methods and usability are perceived as not being integrated. We find support for both hypotheses. Thus, the use of systems development methods is fairly stable, confirming earlier research. Most companies do not use a formal method, and of those who do, the majority use their own method. Generally, the use of methods is rather pragmatic: Companies that do not use formal methods report that they use elements from such methods. Further, companies that use their own method import elements from standardised methods into their own

Investigation of spiral blood flow in a model of arterial stenosis

The spiral component of blood flow has both beneficial and detrimental effects in human circulatory system [Stonebridge PA, Brophy CM. Spiral laminar flow in arteries? Lancet 1991; 338: 1360–1]. We investigate the effects of the spiral blood flow in a model of three-dimensional arterial stenosis with a 75% cross-sectional area reduction at the centre by means of computational fluid dynamics (CFD) techniques. The standard κ–ω model is employed for simulation of the blood flow for the Reynolds number of 500 and 1000. We find that for Re = 500 the spiral component of the blood flow increases both the total pressure and velocity of the blood, and some significant differences are found between the wall shear stresses of the spiral and non-spiral induced flow downstream of the stenosis. The turbulent kinetic energy is reduced by the spiral flow as it induces the rotational stabilities in the forward flow. For Re = 1000 the tangential component of the blood velocity is most influenced by the spiral speed, but the effect of the spiral flow on the centreline turbulent kinetic energy and shear stress is mild. The results of the effects of the spiral flow are discussed in the paper along with the relevant pathological issues

Influential factors of aligning Spotify squads in mission-critical and offshore projects – a longitudinal embedded case study

Changing the development process of an organization is one of the toughest and riskiest decisions. This is particularly true if the known experiences and practices of the new considered ways of working are relative and subject to contextual assumptions. Spotify engineering culture is deemed as a new agile software development method which increasingly attracts large-scale organizations. The method relies on several small cross-functional self-organized teams (i.e., squads). The squad autonomy is a key driver in Spotify method, where a squad decides what to do and how to do it. To enable effective squad autonomy, each squad shall be aligned with a mission, strategy, short-term goals and other squads. Since a little known about Spotify method, there is a need to answer the question of: How can organizations work out and maintain the alignment to enable loosely coupled and tightly aligned squads? In this paper, we identify factors to support the alignment that is actually performed in practice but have never been discussed before in terms of Spotify method. We also present Spotify Tailoring by highlighting the modified and newly introduced processes to the method. Our work is based on a longitudinal embedded case study which was conducted in a real-world large-scale offshore software intensive organization that maintains mission-critical systems. According to the confidentiality agreement by the organization in question, we are not allowed to reveal a detailed description of the features of the explored project

Improved HIRAP flight calibration technique

A method of removing non-aerodynamic acceleration signals and calibrating the High Resolution Accelerometer Package (HiRAP) has been developed and improved. Twelve HiRAP mission data sets have been analyzed applying the improved in-flight calibration technique. The application of flight calibration factors to the data sets from these missions produced calibrated acceleration levels within +/- 5.7 micro-g of zero during a time in-flight when the acceleration level was known to be less than 1 g. To validate the current in-flight calibration technique, the atmospheric density results, specifically the normal-to-axial density ratios, have been compared with the analysis results obtained with the previous in-flight calibration technique. This comparison shows an improvement (up to 12.4 percent per flight) in the density ratio when the updated in-flight calibration technique is used

Ground and flight calibration assessment of HiRAP accelerometer data from missions STS-35 and STS-40

A method of removing non-aerodynamic signals and calibrating the High Resolution Accelerometer Package (HiRAP) flight data was developed and is discussed for Shuttle Orbiter missions STS-35 and STS-40. These two mission data sets were analyzed using ground (dynamic) calibration data and flight calibrations using a flight calibration technique that was developed and refined over the HiRAP operational lifetime. This technique evolved early in the flight program, since it was recognized that ground calibration factors are insufficient to determine absolute low acceleration levels. The application of flight calibration factors to the data sets from these missions produced calibrated acceleration levels within an accuracy of less than plus or minus 1.5 micro-g of zero during a time in the flight when the acceleration level was known to be less than 1 micro-g. This analysis further confirms the theory that flight calibrations are required in order to obtain the absolute measurement of low-frequency, low-acceleration flight signals

Rarefield-Flow Shuttle Aerodynamics Flight Model

A model of the Shuttle Orbiter rarefied-flow aerodynamic force coefficients has been derived from the ratio of flight acceleration measurements. The in-situ, low-frequency (less than 1Hz), low-level (approximately 1 x 10(exp -6) g) acceleration measurements are made during atmospheric re-entry. The experiment equipment designed and used for this task is the High Resolution Accelerometer Package (HiRAP), one of the sensor packages in the Orbiter Experiments Program. To date, 12 HiRAP re-entry mission data sets spanning a period of about 10 years have been processed. The HiRAP-derived aerodynamics model is described in detail. The model includes normal and axial hypersonic continuum coefficient equations as function of angle of attack, body-flap deflection, and elevon deflection. Normal and axial free molecule flow coefficient equations as a function of angle of attack are also presented, along with flight-derived rarefied-flow transition bridging formulae. Comparisons are made between the aerodynamics model, data from the latest Orbiter Operational Aerodynamic Design Data Book, applicable computer simulations, and wind-tunnel data

Rarefied-flow Shuttle aerodynamics model

A rarefied-flow shuttle aerodynamic model spanning the hypersonic continuum to the free molecule-flow regime was formulated. The model development has evolved from the High Resolution Accelerometer Package (HiRAP) experiment conducted on the Orbiter since 1983. The complete model is described in detail. The model includes normal and axial hypersonic continuum coefficient equations as functions of angle-of-attack, body flap deflection, and elevon deflection. Normal and axial free molecule flow coefficient equations as a function of angle-of-attack are presented, along with flight derived rarefied-flow transition bridging formulae. Comparisons are made with data from the Operational Aerodynamic Design Data Book (OADDB), applicable wind-tunnel data, and recent flight data from STS-35 and STS-40. The flight-derived model aerodynamic force coefficient ratio is in good agreement with the wind-tunnel data and predicts the flight measured force coefficient ratios on STS-35 and STS-40. The model is not, however, in good agreement with the OADDB. But, the current OADDB does not predict the flight data force coefficient ratios of either STS-35 or STS-40 as accurately as the flight-derived model. Also, the OADDB differs with the wind-tunnel force coefficient ratio data