Modelling decision-making by pilots

Our scientific goal is to understand the process of human decision-making. Specifically, a model of human decision-making in piloting modern commercial aircraft which prescribes optimal behavior, and against which we can measure human sub-optimality is sought. This model should help us understand such diverse aspects of piloting as strategic decision-making, and the implicit decisions involved in attention allocation. Our engineering goal is to provide design specifications for (1) better computer-based decision-aids, and (2) better training programs for the human pilot (or human decision-maker, DM)

Apparatus for providing vibrotactile sensory substitution of force feedback

A feedback apparatus for an operator to control an effector that is remote from the operator to interact with a remote environment has a local input device to be manipulated by the operator. Sensors in the effector's environment are capable of sensing the amplitude of forces arising between the effector and its environment, the direction of application of such forces, or both amplitude and direction. A feedback signal corresponding to such a component of the force, is generated and transmitted to the environment of the operator. The signal is transduced into a vibrotactile sensory substitution signal to which the operator is sensitive. Vibration producing apparatus present the vibrotactile signal to the operator. The full range of the force amplitude may be represented by a single, mechanical vibrator. Vibrotactile display elements can be located on the operator's limbs, such as on the hand, fingers, arms, legs, feet, etc. The location of the application of the force may also be specified by the location of a vibrotactile display on the operator's body. Alternatively, the location may be specified by the frequency of a vibrotactile signal

Upper limits for PH3 and H2S in Titan's Atmosphere from Cassini CIRS

We have searched for the presence of simple P and S-bearing molecules in Titan's atmosphere, by looking for the characteristic signatures of phosphine and hydrogen sulfide in infrared spectra obtained by Cassini CIRS. As a result we have placed the first upper limits on the stratospheric abundances, which are 1 ppb (PH3) and 330 ppb (H2S), at the 2-sigma significance level.Comment: 12 pages text, 1 table, 2 figure

Decision-Aiding and Optimization for Vertical Navigation of Long-Haul Aircraft

Most decisions made in the cockpit are related to safety, and have therefore been proceduralized in order to reduce risk. There are very few which are made on the basis of a value metric such as economic cost. One which can be shown to be value based, however, is the selection of a flight profile. Fuel consumption and flight time both have a substantial effect on aircraft operating cost, but they cannot be minimized simultaneously. In addition, winds, turbulence, and performance vary widely with altitude and time. These factors make it important and difficult for pilots to (a) evaluate the outcomes associated with a particular trajectory before it is flown and (b) decide among possible trajectories. The two elements of this problem considered here are: (1) determining what constitutes optimality, and (2) finding optimal trajectories. Pilots and dispatchers from major u.s. airlines were surveyed to determine which attributes of the outcome of a flight they considered the most important. Avoiding turbulence-for passenger comfort-topped the list of items which were not safety related. Pilots' decision making about the selection of flight profile on the basis of flight time, fuel burn, and exposure to turbulence was then observed. Of the several behavioral and prescriptive decision models invoked to explain the pilots' choices, utility maximization is shown to best reproduce the pilots' decisions. After considering more traditional methods for optimizing trajectories, a novel method is developed using a genetic algorithm (GA) operating on a discrete representation of the trajectory search space. The representation is a sequence of command altitudes, and was chosen to be compatible with the constraints imposed by Air Traffic Control, and with the training given to pilots. Since trajectory evaluation for the GA is performed holistically, a wide class of objective functions can be optimized easily. Also, using the GA it is possible to compare the costs associated with different airspace design and air traffic management policies. A decision aid is proposed which would combine the pilot's notion of optimality with the GA-based optimization, provide the pilot with a number of alternative pareto-optimal trajectories, and allow him to consider unmodelled attributes and constraints in choosing among them. A solution to the problem of displaying alternatives in a multi-attribute decision space is also presented

Decision-Aiding and Optimization for Vertical Navigation of Long-Haul Aircraft

Most decisions made in the cockpit are related to safety, and have therefore been proceduralized in order to reduce risk. There are very few which are made on the basis of a value metric such as economic cost. One which can be shown to be value based, however, is the selection of a flight profile. Fuel consumption and flight time both have a substantial effect on aircraft operating cost, but they cannot be minimized simultaneously. In addition, winds, turbulence, and performance x,ary widely with altitude and time. These factors make it important and difficult for pilots to (a) evaluate the outcomes associated with a particular trajectory before it is flown and (b) decide among possible trajectories. The two elements of this problem considered here are (1) determining, what constitutes optimality, and (2) finding optimal trajectories. Pilots and dispatchers from major U.S. airlines were surveyed to determine which attributes of the outcome of a flight they considered the most important. Avoiding turbulence-for passenger comfort topped the list of items which were not safety related. Pilots' decision making about the selection of flight profile on the basis of flight time, fuel burn, and exposure to turbulence was then observed. Of the several behavioral and prescriptive decision models invoked to explain the pilots' choices, utility maximization is shown to best reproduce the pilots' decisions. After considering more traditional methods for optimizing trajectories, a novel method is developed using a genetic algorithm (GA) operating on a discrete representation of the trajectory search space. The representation is a sequence of command altitudes, and was chosen to be compatible with the constraints imposed by Air Traffic Control, and with the training given to pilots. Since trajectory evaluation for the GA is performed holistically, a wide class of objective functions can be optimized easily. Also, using the GA it is possible to compare the costs associated with different airspace design and air traffic management policies. A decision aid is proposed which would combine the pilot's notion of optimility with the GA-based optimization, provide the pilot with a number of alternative pareto-optimal trajectories, and allow him to consider un-modelled attributes and constraints in choosing among them. A solution to the problem of displaying alternatives in a multi-attribute decision space is also presented

Gemini-South + FLAMINGOS Demonstration Science: Near-Infrared Spectroscopy of the z=5.77 Quasar SDSS J083643.85+005453.3

We report an infrared 1-1.8 micron (J+H-bands), low-resolution (R=450) spectrogram of the highest-redshift radio-loud quasar currently known, SDSS J083643.85+005453.3, obtained during the spectroscopic commissioning run of the FLAMINGOS multi-object, near-infrared spectrograph at the 8m Gemini-South Observatory. These data show broad emission from both CIV 1549 and CIII] 1909, with strengths comparable to lower-redshift quasar composite spectra. The implication is that there is substantial enrichment of the quasar environment, even at times less than a billion years after the Big Bang. The redshift derived from these features is z = 5.774 +/- 0.003, more accurate and slightly lower than the z = 5.82 reported in the discovery paper based on the partially-absorbed Lyman-alpha emission line. The infrared continuum is significantly redder than lower-redshift quasar composites. Fitting the spectrum from 1.0 to 1.7 microns with a power law f(nu) ~ nu^(-alpha), the derived power law index is alpha = 1.55 compared to the average continuum spectral index = 0.44 derived from the first SDSS composite quasar. Assuming an SMC-like extinction curve, we infer a color excess of E(B-V) = 0.09 +/- 0.01 at the quasar redshift. Only approximately 6% of quasars in the optically-selected Sloan Digital Sky Survey show comparable levels of dust reddening.Comment: 10 pages, 1 figure; to appear in the Astrophysical Journal Letter

Osteosarcoma Phenotype Is Inhibited by 3,4-Methylenedioxy-β-nitrostyrene

β-nitrostyrene compounds, such as 3,4-methylenedioxy-β-nitrostyrene (MNS), inhibit growth and induce apoptosis in tumor cells, but no reports have investigated their role in osteosarcoma. In this study, human osteosarcoma cell families with cell lines of varying tumorigenic and metastatic potential were utilized. Scrape motility assays, colony formation assays, and colony survival assays were performed with osteosarcoma cell lines, both in the presence and absence of MNS. Effects of MNS on human osteoblasts and airway epithelial cells were assessed in monolayer cultures. MNS decreased metastatic cell line motility by 72–76% and colony formation by 95–100%. MNS consistently disrupted preformed colonies in a time-dependent and dose-dependent manner. MNS had similar effects on human osteoblasts but little effect on airway epithelial cells. An inactive analog of MNS had no detectable effects, demonstrating specificity. MNS decreases motility and colony formation of osteosarcoma cells and disrupts preformed cell colonies, while producing little effect on pulmonary epithelial cells

C₂N₂ vertical profile in Titan's stratosphere

In this paper, we present the first measurements of the vertical distribution of cyanogen (${{\rm{C}}}_{2}{{\rm{N}}}_{2}$) in Titan's lower atmosphere at different latitudes and seasons, using Cassini's Composite Infrared Spectrometer far-infrared data. We also study the vertical distribution of three other minor species detected in our data: methylacetylene (${{\rm{C}}}_{3}{{\rm{H}}}_{4}$), diacetylene (${{\rm{C}}}_{4}{{\rm{H}}}_{2}$), and ${{\rm{H}}}_{2}{\rm{O}}$, in order to compare them to ${{\rm{C}}}_{2}{{\rm{N}}}_{2}$, but also to get an overview of their seasonal and meridional variations in Titan's lower stratosphere from 85 km to 225 km. We measured an average volume mixing ratio of ${{\rm{C}}}_{2}{{\rm{N}}}_{2}$ of $6.2\pm 0.8\times {10}^{-11}$ at 125 km at the equator, but poles exhibit a strong enrichment in ${{\rm{C}}}_{2}{{\rm{N}}}_{2}$ (up to a factor 100 compared to the equator), greater than what was measured for ${{\rm{C}}}_{3}{{\rm{H}}}_{4}$ or ${{\rm{C}}}_{4}{{\rm{H}}}_{2}$. Measuring ${{\rm{C}}}_{2}{{\rm{N}}}_{2}$ profiles provides constraints on the processes controlling its distribution, such as bombardment by Galactic Cosmic Rays which seem to have a smaller influence on ${{\rm{C}}}_{2}{{\rm{N}}}_{2}$ than predicted by photochemical models

Internally driven large-scale changes in the size of Saturn’s magnetosphere

Saturn’s magnetic field acts as an obstacle to solar wind flow, deflecting plasma around the planet and forming a cavity known as the magnetosphere. The magnetopause defines the boundary between the planetary and solar dominated regimes, and so is strongly influenced by the variable nature of pressure sources both outside and within. Following from Pilkington et al. (2014), crossings of the magnetopause are identified using 7 years of magnetic field and particle data from the Cassini spacecraft and providing unprecedented spatial coverage of the magnetopause boundary. These observations reveal a dynamical interaction where, in addition to the external influence of the solar wind dynamic pressure, internal drivers, and hot plasma dynamics in particular can take almost complete control of the system’s dayside shape and size, essentially defying the solar wind conditions. The magnetopause can move by up to 10–15 planetary radii at constant solar wind dynamic pressure, corresponding to relatively “plasma-loaded” or “plasma-depleted” states, defined in terms of the internal suprathermal plasma pressure