Introduction of interactive learning into French university physics classrooms

We report on a project to introduce interactive learning strategies (ILS) to physics classes at the Universit\'e Pierre et Marie Curie (UPMC), one of the leading science universities in France. In Spring 2012, instructors in two large introductory classes, first-year, second-semester mechanics, and second-year introductory E&M, enrolling approximately 500 and 250 students respectively, introduced ILS into some sections of each class. The specific ILS utilized were Think-Pair-Share questions and Peer Instruction in the main lecture classrooms, and UW Tutorials for Introductory Physics in recitation sections. Pre- and post-instruction assessments (FCI and CSEM respectively) were given, along with a series of demographics questions. We were able to compare the results of the FCI and CSEM between interactive and non-interactive classes taught simultaneously with the same curriculum. We also analyzed final exam results, as well as the results of student and instructor attitude surveys between classes. In our analysis, we argue that Multiple Linear Regression modeling is superior to other common analysis tools, including normalized gain. Our results show that ILS are effective at improving student learning by all measures used: research-validated concept inventories and final exam scores, on both conceptual and traditional problem-solving questions. Multiple Linear Regression analysis reveals that interactivity in the classroom is a significant predictor of student learning, showing a similar or stronger relationship with student learning than such ascribed characteristics as parents' education, and achieved characteristics such as GPA and hours studied per week. Analysis of student and instructors attitudes shows that both groups believe that ILS improve student learning in the physics classroom, and increases student engagement and motivation

ALMA CO(3-2) Observations of Star-Forming Filaments in a Gas-Poor Dwarf Spheroidal Galaxy

We report ALMA observations of $^{12}$CO(3-2) and $^{13}$CO(3-2) in the gas-poor dwarf galaxy NGC 5253. These 0.3"(5.5 pc) resolution images reveal small, dense molecular gas clouds that are located in kinematically distinct, extended filaments. Some of the filaments appear to be falling into the galaxy and may be fueling its current star formation. The most intense CO(3-2) emission comes from the central $\sim$100 pc region centered on the luminous radio-infrared HII region known as the supernebula. The CO(3-2) clumps within the starburst region are anti-correlated with H$\alpha$ on $\sim$5 pc scales, but are well-correlated with radio free-free emission. Cloud D1, which enshrouds the supernebula, has a high $^{12}$CO/$^{13}$CO ratio, as does another cloud within the central 100 pc starburst region, possibly because the clouds are hot. CO(3-2) emission alone does not allow determination of cloud masses as molecular gas temperature and column density are degenerate at the observed brightness, unless combined with other lines such as $^{13}$CO.Comment: 7 pages, 5 figures, Accepted to Ap

Surveillance Range and Interference Impacts on Self-Separation Performance

Self-separation is a concept of flight operations that aims to provide user benefits and increase airspace capacity by transferring traffic separation responsibility from ground-based controllers to the flight crew. Self-separation is enabled by cooperative airborne surveillance, such as that provided by the Automatic Dependent Surveillance-Broadcast (ADSB) system and airborne separation assistance technologies. This paper describes an assessment of the impact of ADS-B system performance on the performance of self-separation as a step towards establishing far-term ADS-B performance requirements. Specifically, the impacts of ADS-B surveillance range and interference limitations were analyzed under different traffic density levels. The analysis was performed using a batch simulation of aircraft performing self-separation assisted by NASA s Autonomous Operations Planner prototype flight-deck tool, in two-dimensional airspace. An aircraft detected conflicts within a look-ahead time of ten minutes and resolved them using strategic closed trajectories or tactical open maneuvers if the time to loss of separation was below a threshold. While a complex interaction was observed between the impacts of surveillance range and interference, as both factors are physically coupled, self-separation performance followed expected trends. An increase in surveillance range resulted in a decrease in the number of conflict detections, an increase in the average conflict detection lead time, and an increase in the percentage of conflict resolutions that were strategic. The majority of the benefit was observed when surveillance range was increased to a value corresponding to the conflict detection look-ahead time. The benefits were attenuated at higher interference levels. Increase in traffic density resulted in a significant increase in the number of conflict detections, as expected, but had no effect on the conflict detection lead time and the percentage of conflict resolutions that were strategic. With surveillance range corresponding to ADS-B minimum operational performance standards for Class A3 equipment and without background interference, a significant portion of conflict resolutions, 97 percent, were achieved in the preferred strategic mode. The majority of conflict resolutions, 71 percent, were strategic even with very high interference (over three times that expected in 2035)

Experimental Performance of a Genetic Algorithm for Airborne Strategic Conflict Resolution

The Autonomous Operations Planner, a research prototype flight-deck decision support tool to enable airborne self-separation, uses a pattern-based genetic algorithm to resolve predicted conflicts between the ownship and traffic aircraft. Conflicts are resolved by modifying the active route within the ownship s flight management system according to a predefined set of maneuver pattern templates. The performance of this pattern-based genetic algorithm was evaluated in the context of batch-mode Monte Carlo simulations running over 3600 flight hours of autonomous aircraft in en-route airspace under conditions ranging from typical current traffic densities to several times that level. Encountering over 8900 conflicts during two simulation experiments, the genetic algorithm was able to resolve all but three conflicts, while maintaining a required time of arrival constraint for most aircraft. Actual elapsed running time for the algorithm was consistent with conflict resolution in real time. The paper presents details of the genetic algorithm s design, along with mathematical models of the algorithm s performance and observations regarding the effectiveness of using complimentary maneuver patterns when multiple resolutions by the same aircraft were required

Impact of Pilot Delay and Non-Responsiveness on the Safety Performance of Airborne Separation

Assessing the safety effects of prediction errors and uncertainty on automationsupported functions in the Next Generation Air Transportation System concept of operations is of foremost importance, particularly safety critical functions such as separation that involve human decision-making. Both ground-based and airborne, the automation of separation functions must be designed to account for, and mitigate the impact of, information uncertainty and varying human response. This paper describes an experiment that addresses the potential impact of operator delay when interacting with separation support systems. In this study, we evaluated an airborne separation capability operated by a simulated pilot. The experimental runs are part of the Safety Performance of Airborne Separation (SPAS) experiment suite that examines the safety implications of prediction errors and system uncertainties on airborne separation assistance systems. Pilot actions required by the airborne separation automation to resolve traffic conflicts were delayed within a wide range, varying from five to 240 seconds while a percentage of randomly selected pilots were programmed to completely miss the conflict alerts and therefore take no action. Results indicate that the strategicAirborne Separation Assistance System (ASAS) functions exercised in the experiment can sustain pilot response delays of up to 90 seconds and more, depending on the traffic density. However, when pilots or operators fail to respond to conflict alerts the safety effects are substantial, particularly at higher traffic densities

Human in the Loop Simulation Measures of Pilot Response Delay in a Self-Separation Concept of Operations

A human-in-the-loop (HITL) simulation experiment was conducted by the National Aeronautics and Space Administration (NASA) to assess airline transport pilots performance and reported acceptance of the use of procedures relying on airborne separation assistance and trajectory management tools. This study was part of a larger effort involving two NASA centers that includes multiple HITL experiments planned over the next few years to evaluate the use of automated separation assurance (SA) tools by both air traffic controllers and pilots. This paper presents results of measured pilot response delay that subject pilots incurred when interacting with cockpit tools for SA and discusses possible implications for future concept and procedures design

Safety Performance of Airborne Separation: Preliminary Baseline Testing

The Safety Performance of Airborne Separation (SPAS) study is a suite of Monte Carlo simulation experiments designed to analyze and quantify safety behavior of airborne separation. This paper presents results of preliminary baseline testing. The preliminary baseline scenario is designed to be very challenging, consisting of randomized routes in generic high-density airspace in which all aircraft are constrained to the same flight level. Sustained traffic density is varied from approximately 3 to 15 aircraft per 10,000 square miles, approximating up to about 5 times today s traffic density in a typical sector. Research at high traffic densities and at multiple flight levels are planned within the next two years. Basic safety metrics for aircraft separation are collected and analyzed. During the progression of experiments, various errors, uncertainties, delays, and other variables potentially impacting system safety will be incrementally introduced to analyze the effect on safety of the individual factors as well as their interaction and collective effect. In this paper we report the results of the first experiment that addresses the preliminary baseline condition tested over a range of traffic densities. Early results at five times the typical traffic density in today s NAS indicate that, under the assumptions of this study, airborne separation can be safely performed. In addition, we report on initial observations from an exploration of four additional factors tested at a single traffic density: broadcast surveillance signal interference, extent of intent sharing, pilot delay, and wind prediction error

Convergence in variable Lebesgue spaces

We consider the relationship in the variable Lebesgue space Lp(·)(Ω) between convergence in norm, convergence in modular, and convergence in measure, for both bounded and unbounded exponent functions

Collaborative Assessment and Survey Administration: A MISO Survey Case Study

The Managing Information Services Outcomes (MISO) Survey was originally developed in 2005 at Bryn Mawr College in Pennsylvania, USA by staff from a consortium of higher education institutions to assess library and technology services using a single instrument. Since then, the survey has grown and changed under the collaborative management of an all-volunteer team of library and IT professionals from various participating institutions throughout the United States. The survey has been implemented at 171 institutions. This chapter reviews the guiding principles, ongoing partnerships, and the value of working across departments, across campuses, and across cohorts of participating institutions to leverage local expertise, reduce costs, and create a culture of collaboration and assessment. In an environment where libraries are increasingly dependent on information technology, assessing library services in the context of IT brings layered intelligence to data-informed decision making. -- Chapter 9, p. 17

AN ASSESSMENT OF SCOPE OPPORTUNITIES ASSOCIATED WITH EUROPEAN LOW-COST CARRIER USE OF NEXT GENERATION NARROW BODY AIRCRAFT ACROSS THE ATLANTIC

This research assesses the economies of scope opportunities that may arise through the use of next generation, long-range narrow body aircraft, namely the 737MAX-7, 737MAX-8, A321LR and A321XLR, by European Low-Cost Carriers (LCCs), who have hitherto been reluctant to consider transatlantic long-haul lowcost operations. A proof of concept approach was taken using actual 2021 aircraft schedules and 2018-2019 aircraft utilisation data and was compared with a selection of hypothesised schedules by European-based LCCs using new longer-range narrow body aircraft for long-haul transatlantic operations in addition to regular short-haul sectors with a particular focus on the winter season when average utilisation levels are generally lower than the busier European summer season. It was found that the superior capacity-range at maximum payload characteristics of the A321LR/XLR and 738MAX8 aircraft can potentially increase total aircraft utilisation rates during the quieter European winter season by adding a transatlantic sector to an aircraft’s typical daily European operations to as many as 791 different route combinations to the Americas, some of which may be attractive for winter sun seekers and/or cost conscious independent travellers. It was noted that this type of interworked aircraft solution has its wider advantages and disadvantages e.g. it may only be attractive for existing short-haul LCCs with intentions for a one-class configuration on long-haul sectors, or multiple classes but with much lower levels of service differentiation. Individual constraints and considerations will be different for each carrier, therefore future research should centre on testing the concept within the networks and planning frameworks for individual case airlines