The foreclosure crisis in 2008: predatory lending or household overreaching?

At least early in the financial crisis, the high rate of foreclosures seemed to be due more to households' overreaching than to predatory lending. A disproportionate number of those being foreclosed on were well-educated, well-off and relatively young people.Foreclosure ; Mortgage loans ; Housing - Finance

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

ACAS-Xu Run 5 HITL (June 2019) SC-228 WG 1.3 Results Outbrief

This presentation provides an overview of a recently completed human-in-the-loop simulation, conducted as part of the Unmanned Aircraft Systems (UAS) Integration in the National Airspace System (NAS) Project. This study examined how to present resolution advisories (RAs) issued by Airborne Collision Avoidance System (ACAS) Xu, which can be in the vertical dimension, the horizontal dimension, or both (i.e., blended). The study varied the location of the ACAS Xu traffic information - it was either presented within an 'integrated' display or a 'standalone' display, where the traffic information was separated from the vehicle control interfaces and navigational information. Results revealed generally positive feedback on the visual and aural presentation of RAs, with special considerations and performance implications noted throughout

A Detect and Avoid System in the Context of Multiple-Unmanned Aircraft Systems Operations

NASA's Unmanned Aircraft Systems Integration into the National Airspace System (UAS in the NAS) project examines the technical barriers associated with the operation of UAS in civil airspace. For UAS, the removal of the pilot from onboard the aircraft has eliminated the ability of the ground-based pilot in command (PIC) to use out-the-window visual information to make judgements about a potential threat of a loss of well clear with another aircraft. NASA's Phase 1 research supported the development of a Detect and Avoid (DAA) system that supports the ground-based pilot's ability to detect potential traffic conflicts and determine a resolution maneuver, but existing display/alerting requirements did not account for multiple UAS control (1:N). Demands for increased scalability of UAS in the NAS operations are expected to create a need for simultaneous control of UAs, and thus, a new DAA HMI design will likely be necessary. Previous research, however, has found performance degradations as the number of vehicles under operator control has increased. The purpose of the current human-in-the-loop (HITL) simulation was to examine the viability of 1:N operations with the Phase 1 DAA alerting and guidance. Sixteen UAS pilots flew three scenarios with varying number of UAs under their control (1:1, 1:3, 1:5). In addition to their supervisory and sensor mission responsibilities, pilots were to utilize the DAA system to remain DAA well clear (DWC) during scripted conflicts of mixed severity. Measured response times, separation performance, mission task data, and subjective feedback were collected to assess how the multi-UAS control configuration impacted pilots' ability to maintain DAA well clear and perform the mission tasks. Overall, the DAA system proved surprisingly adaptive to multi-UAS control for preventing losses of DAA well clear (LoDWC). The findings suggest that, while multi-UAS operators are able to maintain safe separation (DWC) from other traffic, their ability to efficiently perform missions drastically decreases with their number of controlled vehicles. Pilot feedback indicated that, for this context, the use of automation support tools for completing and managing mission tasks would be appropriate and desired, especially for ensuring efficient use of assets. Finally, human-machine interface (HMI) design considerations for multi-UAS operations are discussed

Home blood pressure monitors owned by participants in a large decentralised clinical trial in hypertension:the Treatment In Morning versus Evening (TIME) study

Various home blood pressure monitors (HBPMs) are available to the public for purchase but only some are validated against standardised protocols. This study aimed to assess whether HBPMs owned by participants taking part in a clinical trial were validated models. The TIME study is a decentralised randomised trial investigating the effect of antihypertensive medication dosing time on cardiovascular outcomes in adults with hypertension. No HBPMs were provided to participants in this trial but patients were asked to report if they already owned one. We identified the model of HBPM reported by participants, then cross-referenced this against lists of validated HBPMs produced by dabl Educational Trust and the British and Irish Hypertension Society (BIHS). Of 21,104 participants, 10,464 (49.6%) reported their model of HBPM. 7464 (71.3%) of these participants owned a monitor that could be identified from the participants’ entry. Of these, 6066 (81.3%) participants owned a monitor listed as validated by either dabl (n = 5903) or BIHS (n = 5491). Some were listed as validated by both. 1398 (18.7%) participants owned an identifiable HBPM that lacked clear evidence of validation. 6963 (93.3%) participants owned an upper arm HBPM and 501 (6.7%) owned a wrist HBPM. Validated HBPMs had a higher median online retail price of £45.00 compared to £20.00 for HBPMs lacking clear evidence of validation. A significant number of participants own HBPMs lacking evidence of validation

Factors influencing home blood pressure monitor ownership in a large clinical trial

Home blood pressure monitor (HBPM) ownership prevalence and the factors that influence it are unclear. This study aimed to investigate factors associated with HBPM ownership among participants in the Treatment in Morning versus Evening (TIME) hypertension study. This study is a sub-analysis of the TIME study, a randomised trial investigating the effect of day-time versus night-time dosing of antihypertensive medication on cardiovascular outcomes in adults with hypertension. As part of the TIME study online registration process, participants were asked to indicate whether they owned an HBPM. A multivariate logistic regression model was constructed to determine factors associated with HBPM ownership. Of 21 104 randomised participants, 11 434 (54.2%) reported owning an HBPM. The mean age of all participants at enrolment was 67.7 ± 9.3 years, 12 134 (57.5%) were male, and 8 892 (42.1%) reported a current or previous history of smoking. Factors associated with an increased likelihood of reporting HBPM owned include being male (OR:1.47; 95% CI 1.39-1.56) or residing in a less deprived socioeconomic region (IMD Decile 6-10) (OR:1.31; 95% CI 1.23-1.40). Participants with a history of diabetes mellitus (OR:0.74; 95% CI:0.64-0.86) or current smokers, compared to non-smokers, (OR:0.71; 95% CI:0.62-0.82) were less likely to report owning an HBPM. This study has identified important patient factors influencing HBPM ownership. Further qualitative research would be valuable to identify and explore potential patient-level barriers to engagement with self-monitoring of blood pressure

Neural computations underlying action-based decision making in the human brain

Action-based decision making involves choices between different physical actions to obtain rewards. To make such decisions the brain needs to assign a value to each action and then compare them to make a choice. Using fMRI in human subjects, we found evidence for action-value signals in supplementary motor cortex. Separate brain regions, most prominently ventromedial prefrontal cortex, were involved in encoding the expected value of the action that was ultimately taken. These findings differentiate two main forms of value signals in the human brain: those relating to the value of each available action, likely reflecting signals that are a precursor of choice, and those corresponding to the expected value of the action that is subsequently chosen, and therefore reflecting the consequence of the decision process. Furthermore, we also found signals in the dorsomedial frontal cortex that resemble the output of a decision comparator, which implicates this region in the computation of the decision itself

The Treatment In Morning versus Evening (TIME) study:Analysis of recruitment, follow-up and retention rates post-recruitment

Abstract Background The use of information technology (IT) is now the preferred method of capturing and storing clinical research data. The Treatment In Morning versus Evening (TIME) study predominantly uses electronic data capture and IT to compare morning dosing of hypertensive medication against evening dosing. Registration, consent, participant demographics and follow-up data are all captured via the study website. The aim of this article is to assess the success of the TIME methodology compared with similar studies. Methods To assess the TIME study, published literature on similar clinical trials was reviewed and compared against TIME recruitment, follow-up and email interaction data. Results The TIME website registered 31,695 individuals, 21,116 of whom were randomised. Recruitment cost per randomised participant varied by strategy: £17.40 by GP practice, £3.08 by UK Biobank and £58.82 for GoShare. Twelve-month follow-up retention rates were 96%. A total of 1089 participants have withdrawn from their assigned time of dosing, 2% of whom have declined follow-up by record linkage or further contact. When the TIME data are compared with similar study data, study recruitment is very successful. However, TIME suffers difficulties with participant follow-up and withdrawal rates similar to those of conventional studies. Conclusions The TIME study has been successful in recruitment. Follow-up, retention rates and withdrawal rates are all acceptable, but ongoing work is required to ensure participants remain engaged with the study. Various recruitment strategies are necessary, and all viable options should be encouraged to maintain participant engagement throughout the life of studies using IT

Measured Response for UAS Integration into the National Airspace System

The measured response (MR) is the response time of aircraft to Air Traffic Controller (ATCo) commands and clearances. The overall MR can be broken up into several components, including the pilot verbal latencies (MR1), the time between the end of an ATCo clearance and the beginning of the pilots read back, and the execution initiation latency (MR2), the time between the end of the ATCos clearance and when the pilot begins to execute a maneuver. The MR is a crucial concern for the integration of Unmanned Aircraft Systems (UAS) into the National Airspace System (NAS) due to potentially greater latencies stemming from remote pilot communication and command execution. As a result, it is important to quantify what latencies in verbal responding and command execution are acceptable for safe and efficient operations in the NAS. The present studies begin to address these issues in a series of four simulations supported by the UAS Integration into the NAS program