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Technology Reshaping Teaching

Not so long ago, the back to school season was marked by a dash to Woolworths for exercise books and colouring pencils. Today it’s not just the shop that’s gone; books and pencils are joined by Chromebook laptops and tablet computers as educational essentials.
The children now entering school are fully fledged digital natives. Recent research by Ofcom found that six-year-olds have the same understanding of communications technology as 45-year-olds, and a ‘millennium generation’ of 14- and 15-year-olds are the most tech-savvy in the UK.
Over four in 10 households now have a tablet, meaning that children are becoming computer-literate before they’ve even started primary school - and we’ve all heard about the techno-babies who can handle an iPad before they have learnt how to tie their own shoelaces.
It is unsurprising, therefore, that technology is playing an increasingly central role in the classroom - not just in ICT lessons, where children will start learning to write code from the age of five this year, but in English, Maths and Science lessons as well.
I recently took part in an interactive experiment run by Argos and Intel, which involved sitting through two English lessons - one the old fashioned way without any kind of technology, and the second with all the latest gadgets at my disposal.
The first involved reading a scene from Shakespeare’s Macbeth, listening to the teacher talk through the themes and then writing my own analysis with pen and paper. The second involved watching a series of video clips depicting differing interpretations of the balcony scene from Shakespeare’s Romeo and Juliet, using the internet to research the themes, and then typing my own interpretation on a laptop.
While the first lesson required intense and sustained concentration, the second was undeniably more compelling. I’m not sure I learnt any more about Romeo and Juliet than I did about Macbeth, but at no point during the second lesson did I find my mind wandering, which is half the battle teachers fight every day.

Trade of IT for Business Technology

Companies have become customer-obsessed; IT leaders have not so much as developed a crush. A new study says they’d better warm to the occasion or risk losing their juice.

Will CIOs Ever Trade Information Technology for Business Technology?
People, not systems, need to be the CIO’s focus. Fully four fifths of customer service executives are of the opinion that their CIOs and IT departments do not accelerate their departments’ success. Three quarters of sales execs and half of marketing leaders feel the same way. That’s the dismaying conclusion of an international Forrester Research study of more than 14,000 business leaders and 2,000 IT executives who are tech influencers within their companies.
What’s up? Business leaders are customer obsessed; CIOs are not, according to Forrester analysts Sharyn Leaver and Kyle McNabb. Competitive advantage in today’s marketplace lies in “understanding, interacting with, and serving today’s empowered customers,” argue Leaver and McNabb, the study’s authors. “Leading firms like Amazon, dm-drogerie markt, Macy’s,Marriott, and USAA, do so by shifting their budgets, people, and business structure toward customer knowledge, relationships, and actions.”
Business leaders in the study, by and large, worry that their CIOs haven’t gotten the message that the game plan at top companies has shifted from information technology to business technology. Asked to rank the top five business priorities at their companies for the 12 months ahead, they resoundingly ranked “improve the experience of our customers” second behind “grow revenues.”
Frustrated with the situation at the home office, business executives turn to third-party providers for customer-facing technology, doubting the ability of their IT departments to take on the challenge, according to Leaver and McNabb. But it’s a challenge IT execs must accept to remain in the lead conversation. “As CIO,” they pose, “you must demonstrate that your team can play a central role in achieving new competitive advantage or be left simply managing your company’s systems of record.”

Plane Landing in Fog

Technology showing high-resolution, color depictions of runways could allow more airports to remain open when visibility is limited. Shown, a jet lands in fog at London’s Heathrow. eyevine/Zuma Press
Rockwell Collins Inc. COL +0.82% and other cockpit-equipment makers are developing technologies to combat a major source of frustration for airline passengers: flights that are canceled or diverted due to poor visibility at their scheduled destinations.
Using computer-generated color images, and sometimes infrared-enhanced views of runways and their surroundings, Rockwell, Honeywell International Corp. HON +0.32% and other suppliers are seeking to reduce such schedule disruptions and lost revenue for carriers.
The new onboard landing systems have been gaining momentum and seem poised for further regulatory approvals on both sides of the Atlantic. With high-resolution, color depictions of runways and other features, they are designed to allow many more airports that lack the latest ground-based navigation aids to remain open in bad weather.

In the U.S., they would enable low-visibility landings that are now prohibited at scores of mid-size and smaller fields.
Proponents say the result would be increased capacity and improved safety, because pilots would get significantly more detail about terrain or other potential obstacles.
Eventually, according to these people, the goal is to effectively eliminate any requirement to see the physical runway. Crews of jetliners and business jets could continue low-visibility approaches practically all the way to the ground —even when they can’t see the actual runway.
Regulators still have a long way to go to give the green light for such radical changes.
Before current rules can be revised at thousands of airports world-wide, vendors have to demonstrate that virtual images are just as safe and reliable as current requirements for pilots to catch a glimpse of the physical runway just before touchdown.
"It’s definitely a big trend" and progress so far "is a huge deal," Kent Statler, chief operating officer of Rockwell’s commercial products division, said at the international air show outside London earlier this summer. Relying on sensors that can peer through moisture regardless of temperature or humidity, he adds, Rockwell has "spent a lot of time" developing such equipment and significant advances are likely "in the foreseeable near future."
Preventing weather-related flight diversions “clearly saves fuel and saves time,” according to Chris Benich, head of regulatory affairs at Honeywell’s aerospace unit. The company’s products seek to “squeeze as many benefits out of [the technology] as we can,” according to Mr. Benich, while reducing overall investment costs for carriers.
Today, a relatively small percentage of airliners already can land when visibility is almost nil. The most advanced jets arriving at the best equipped airports can use fully-automated systems when big storms, low-hanging clouds or fog prevent most other flights from touching down. Depending on pilots’ preferences, so-called “autoland” equipment also can use computers to apply brakes, reduce engine thrust and even taxi down the center of the runway.
In a few years, automated taxi systems are even expected to turn planes off runways and use electric motors attached to landing gears to direct them to gates—all without direct pilot commands.
The majority of U.S. airline flights, however, don’t fall into those categories. When typical airline pilots fly approaches to socked-in airports without relying on the latest autoland technology, usually they have to see the runway before descending below 200 feet. With special training and equipment, cockpit crews in some business jets and airliners can descend as low as 100 feet, before deciding whether they have glimpsed enough of the strip through the windshield to land.
Otherwise, the pilots must immediately abandon the approach, climb away from the airport and then circle or divert.
The cutting-edge equipment under development is intended to chip away at those longstanding vertical thresholds, while also permitting landings when pilots are able to see less than one-quarter mile down the runway prior to touchdown.
The Federal Aviation Administration last year proposed rules that for the first time, would allow pilots to postpone a go-round decision until their plane is below 100 feet using enhanced or so-called “synthetic” vision. But the timetable for a final, broad policy decision isn’t clear, and the regulations ultimately may call for case-by-case approvals of specific systems at various categories of airports.
An FAA spokeswoman didn’t have any immediate comment.
Rockwell, based in Cedar Rapids, Iowa, has staked its claim to displaying images and certain cockpit instruments data on aircraft windshields. The company says it recently completed over 140 test approaches and plans to begin certification flights in 2015.
Two years ago, Rockwell scored a marketing coup when Chinese aviation regulators committed to install the company’s windshield-systems, called “heads up displays,” on hundreds of new Boeing Co. 737 planes and potentially several other jetliner models. The devices allow pilots to concentrate on the forward view rather than having to glance down to scan cockpit instruments during takeoffs and landings.
Honeywell, based in Morris Township, N.J., is focused on what it describes as a less expensive system, dubbed SmartView, that uses traditional displays inside the cockpit.
Within the next few years, Honeywell expects the latest versions to be installed on nearly a dozen different airplane models, including a regional jetliner.
Honeywell officials have argued their solution—melding a digital data base with an infrared camera—is able to give pilots maximum information and unmatched image fidelity, without the extra acquisition and maintenance costs associated with installing windshield displays.
At San Diego International Airport alone, the company previously projected widespread use of its system could permit hundreds of additional flights to land there annually.
But with fast moving jets at altitudes below 100 feet, many experts believe pilots most likely wouldn’t have enough time to scan instruments inside the cockpit and also look out the windshield to try to catch sight of the runway.