BackgroundPrevious evidence points to a causal link between playing action video games and enhanced cognition and perception. However, benefits of playing other video games are under-investigated. We examined whether playing non-action games also improves cognition. Hence, we compared transfer effects of an action and other non-action types that required different cognitive demands.Methodology/Principal FindingsWe instructed 5 groups of non-gamer participants to play one game each on a mobile device (iPhone/iPod Touch) for one hour a day/five days a week over four weeks (20 hours). Games included action, spatial memory, match-3, hidden- object, and an agent-based life simulation. Participants performed four behavioral tasks before and after video game training to assess for transfer effects. Tasks included an attentional blink task, a spatial memory and visual search dual task, a visual filter memory task to assess for multiple object tracking and cognitive control, as well as a complex verbal span task. Action game playing eliminated attentional blink and improved cognitive control and multiple-object tracking. Match-3, spatial memory and hidden object games improved visual search performance while the latter two also improved spatial working memory. Complex verbal span improved after match-3 and action game training.Conclusion/SignificanceCognitive improvements were not limited to action game training alone and different games enhanced different aspects of cognition. We conclude that training specific cognitive abilities frequently in a video game improves performance in tasks that share common underlying demands. Overall, these results suggest that many video game-related cognitive improvements may not be due to training of general broad cognitive systems such as executive attentional control, but instead due to frequent utilization of specific cognitive processes during game play. Thus, many video game training related improvements to cognition may be attributed to near-transfer effects.
Although experts should be well positioned to convey their superior knowledge and skill to novices, the organization of that knowledge, and particularly its level of abstraction, may make it difficult for them to do so. Using an electronic circuit-wiring task, the authors found that experts as compared with beginners used more abstract and advanced statements and fewer concrete statements when providing task instructions to novices. In a 2nd study, the authors found that beginner-instructed novices performed better than expert-instructed novices and reported fewer problems with the instructions when performing the same task. In Study 2, the authors found that although novices performed better on the target task when instructed by beginners, they did better on a different task within the same domain when instructed by experts. The evidence suggests that the abstract, advanced concepts conveyed by experts facilitated the transfer of learning between the different tasks.
Urban Air Mobility-defined as safe and efficient air traffic operations in a metropolitan area for manned aircraft and unmanned aircraft systems-is being researched and developed by industry, academia, and government. Significant resources have been invested toward cultivating an ecosystem for Urban Air Mobility that includes manufacturers of electric vertical takeoff and landing aircraft, builders of takeoff and landing areas, and researchers of the airspace integration concepts, technologies, and procedures needed to conduct Urban Air Mobility operations safely and efficiently alongside other airspace users. This paper provides high-level descriptions of both emergent and early expanded operational concepts for Urban Air Mobility that NASA is developing. The scope of this work is defined in terms of missions, aircraft, airspace, and hazards. Past and current Urban Air Mobility operations are also reviewed, and the considerations for the data exchange architecture and communication, navigation, and surveillance requirements are also discussed. This paper will serve as a starting point to develop a framework for NASA's Urban Air Mobility airspace integration research and development efforts with partners and stakeholders that could include fast-time simulations, human-in-the-loop simulations, and flight demonstrations.A https://ntrs.nasa.gov/search.jsp?R=20180005218 2020-07-07T23:11:55+00:00Z of ODM that is focused on air traffic operations in metropolitan areas with aircraft capable of seating a small number of passengers or equivalent volume of goods flying trips of about 100 nautical miles (nmi) or less.The technologies and procedures required for ODM were investigated in a NASA study [14] that covered the range of the airspace integration problem, including mission planning, separation from hazards (e.g., terrain, obstacles, other aircraft), contingency management, demand-capacity balancing, traffic flow management, as well as sequencing, scheduling, and spacing. A similar spectrum of topics will be covered in this complementary paper on UAM airspace integration. This paper also describes at a high level NASA's initial airspace integration concepts for both emergent and early expanded UAM operations. It also serves as a framework for NASA's UAM airspace integration research and development efforts with partners and stakeholders.The remainder of this paper is organized as follows. Section II reviews past and current UAM operations. Section III presents an overview of UAM, including the goals, principles, barriers, and benefits. This section also discusses the competing considerations that need to be taken into account and balanced for UAM operations, as well as the requirements for communication, navigation, and surveillance. Section IV defines the scope of the concepts with regard to missions, aircraft, airspace, and hazards. Section V describes at a high level NASA's initial airspace integration concepts for both emergent and early expanded UAM operations. Section VI discusses NASA's plan to develop and refi...
Distributed Electric Propulsion (DEP) technology uses multiple propulsors driven by electric motors distributed about the airframe to yield beneficial aerodynamic-propulsioninteraction. The NASA SCEPTOR flight demonstration project will retrofit an existing internal combustion engine-powered light aircraft with two types of DEP: small "high-lift" propellers distributed along the leading edge of the wing which accelerate the flow over the wing at low speeds, and larger cruise propellers located at each wingtip for primary propulsive power. The updated high-lift system enables a 2.5x reduction in wing area as compared to the original aircraft, reducing drag at cruise and shifting the velocity for maximum lift-to-drag ratio to a higher speed, while maintaining low-speed performance. The wingtip-mounted cruise propellers interact with the wingtip vortex, enabling a further efficiency increase that can reduce propulsive power by 10%. A tradespace exploration approach is developed that enables rapid identification of salient trades, and subsequent creation of SCEPTOR demonstrator geometries. These candidates were scrutinized by subject matter experts to identify design preferences that were not modeled during configuration exploration. This exploration and design approach is used to create an aircraft that consumes an estimated 4.8x less energy at the selected cruise point when compared to the original aircraft. Nomenclature = coefficient of drag 0 = coefficient of drag at zero lift = coefficient of lift = maximum coefficient of lift ⁄ = ratio of drag to dynamic pressure = battery specific energy = energy use per unit distance, conventional configuration = energy use per unit distance, distributed electric propulsion configuration = aircraft gross weight ℎ = altitude above mean sea level = induced drag constant ⁄ = ratio of lift to drag ( ⁄ ) = maximum ratio of lift to drag = mass of battery pack = power consumption of aircraft at cruise = specific excess power (instantaneous rate of climb capability) = rate of descent = range parameter at cruise power, no reserves = efficiency multiplier = velocity at cruise 0 = stall speed in the landing configuration , ∞ = airspeed velocity
We examined the relationship between acute stress and prefrontal-cortex (PFC) based working memory (WM) systems using behavioral (Experiment 1) and functional magnetic resonance imaging (fMRI; Experiment 2) paradigms. Subjects performed a delayed-response item-recognition task, with alternating blocks of high and low WM demand trials. During scanning, participants performed this task under three stress conditions: cold stress (induced by cold-water hand-immersion), a room temperature water control (induced by tepid-water hand-immersion), and no-water control (no hand-immersion). Performance was affected by WM demand, but not stress. Cold stress elicited greater salivary cortisol readings in behavioral subjects, and greater PFC signal change in fMRI subjects, than control conditions. These results suggest that, under stress, increases in PFC activity may be necessary to mediate cognitive processes that maintain behavioral organization.
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