Flight 052 Training

PROPOSE THREE (3) WAYS THAT A MANAGER CAN COPE WITH ANY NEGATIVE EMOTIONS THAT MAY ACCOMPANY AN EMPLOYEE LAYOFF.

It is the primary mission of the United States Military Training Mission to provide training, assistance and advice to the military forces of the Kingdom of Saudi Arabia. The entire point of this cooperation is to be able to jointly protect and uphold the interests of the United States and the Kingdom of Saudi Arabia in the Middle East.

Communication is also very critical in the case of a catastrophic event. Thus, the first respondent need to be a good communicator for communication is an essential part in response to a catastrophic event (Pope, 2005). It is also the responsibility of the first respondent to have a practical plan to implement in case an emergency erupted following the catastrophic event. The aftermath of a catastrophic event is highly unpredictable and emergencies cannot be overlooked. It is, therefore, the

The level of training required to become a paratrooper in the 101st Airborne Division was agonizing. The men were taken on night marches, the first one being eleven miles with full field equipment on. While on these marches, the men were not allowed to have a break, cigarettes or water. As for their level of fitness, it was intense. Their fitness was brutal. The men were required to run Mount Currahee 3 miles up and back down and ran at least three to four times a week unless Lt. Sobel instructed otherwise. After getting adjusted to running, the men could run six miles or more in fifty minutes. They were required to go through an obstacle course daily along with other exercises like: push-ups, pull-ups, and deep-knee bends. However, when it

I selected the presentation method because I believe that this is one of the best ways to help individuals learn. With a

Ever since I was old enough to dream, I have imagined myself soaring with the eagles. My love of flying has sculpted the way I live and the person I have become. Two years ago that passion rocketed to new heights when I had the opportunity to visit Embry Riddle Aeronautical University in Arizona. For a whole week I lived in a college dorm, roomed with a total stranger, and - best of all - I flew!

Among the strengths of the article, are the examples the author gave to support his thesis statement. He gave example of the consequences of human errors, and also examples of how the aviation community plans to mitigate these risk. One of the examples the author gave is the use of Electronic communication to replace human contact. This is currently being used in Heathrow airport and now, “Aircraft can now be given departure clearances electronically, reducing controller and pilot workload, while aircraft on and off-stand status data can be shared almost instantly helping to speed up decision making”(sadler, 2015, para.2). There was no evidence of bias of faulty reasoning, but the author should have made mention, or give example of last minute decision that were made by air traffic controller or pilots to counter human error. It is clear that many individuals in the aviation community things that one human error is one to many, and as a result we have seen technology slowly taking the place of humans, with the implementation of Electronic clearance’s, and free flight. Computers also make errors to, and it will be just a mater of time before we see the first computer

To avoid the unpleasant possibility of being drafted into the foot soldier army, I would go back and talk to the recruiter who told me the Army would be more than happy to give me free flight training. They’d teach me to fly helicopters without a college degree. How cool is that? The Army wasn’t as fussy as the stuck-ups at the Air Force Recruiter's office, where a degree was required. At the Army Recruiter's office, he said, "Learn a valuable and expensive skill you can use to make a good living later...if you survive."

Situational awareness is a cornerstone for good quality airmanship and entails solid decision making, knowing what information is significant, and why that information is significant. Using proper scan techniques such as the ‘T’ scan or wagon wheel scan can help a pilot maintain their situational awareness.

There is a much larger threat to us as aviators then we are used to dealing with, and we cannot continue to rely on the same tactics to keep us save. So what must we do? This is where we have to change the way we think, act, and fight. Tactical training needs to become as important as our emergency procedure (EP) training is to us. When training EP’s, we train the maneuvers to the point that rote memorization turns into understanding and correlation, you don’t even have to think about what to do, it is just instinctive. Unfortunately, we do not share the same thoughts when it comes to tactical training. It has been argued that when your aircraft is engaged by the enemy you are now in an emergency, so why not treat it the same as a mechanical malfunction?(US, DOT, FAA, 2008)

It then becomes important to determine and communicate each agencies roles and responsibilities. It is very important for these roles to be determined and planned for long before a disaster occurs. In order to help with this communication and determination of roles emergency managers can use the framework of the Incident Command System (ICS). The Incident Command System “features consistent job titles for key positions so communications from agency to agency and agency to hospital can be made because everyone knows the job titles and functions” (SMS, Inc., 2005). This system creates positions with specific roles and responsibilities for disaster mitigation, response and recovery. The system also identifies a type of “chain of command” which designates a direction of flow for communications. Creating these channels of communication and delegating responsibility ensures that responses and recovery in an emergency situation is well understood and efficient. Each involved member therefore knows who he or she is to communicate to directly in order to reduce confusion and ensure that no information is lost or looked

The debrief is the main area where the crew learns. You may have heard the old saying that “you never learn from the things you do well, but you always learn from the things you do wrong.” This is true in every facet of the military experience. Military teams and crews are constantly striving to improve their procedures and processes in order to conduct their next mission quicker, or to increase the survivability rate in a wartime situation.

Situational Awareness (SA): A flight-crew's loss of situational awareness is identified when a pilot controls an aircraft to the wrong parameters. Doane states that "SA has been highlighted in the aviation domain as an important precursor to performance failure." (Doane, Woo Sohn, Jodlowski, 2004, pg 92) An example of loss of SA is a flight-crew descending an aircraft below 3,000 feet prior to being established on the Localizer (an electronically provided extended runway centerline that allows pilots to use instruments to line up on the runway). These types of errors are extremely dangerous since aircraft may be close to terrain or obstacles and the flight-crew is generally unaware that a problem exists until it is too late.

Long after Leonardo da Vinci, human factors research originated with aviation (Salas et al., 2010). Once the pioneers of aviation began taking to the air, the quest for safety and efficiency began with an ever-increasing fervor. Aviation accidents have long been viewed as spectacular and with the spectacle of an accident comes the public outcry over safety. While not all human factors research deals with accidents, the majority of money put into the

According to Rodrigues and Cusick (2012) humans are accountable for approximately 70-80% of aviation accidents (p.156). A majority of these are caused by the different variables associated with human performance. Psychological factors have a key role in a pilot’s everyday responsibility. Some of these traits include: perception, memory, attitude, judgment and decision making, as well as ego (Rodrigues & Cusick, 2012, p. 158-160). These qualities can have drastic effects in commercial aviation if they are not recognized and adjusted accordingly. In this paper I will respond to some questions that are raised in aviation safety: