The High Stakes And Costs Of Aircraft Training

Week 2 Course Project Assignment; Project Sizing and Stakeholder Analysis PROJ 420 Week 2 Discussion 1 The Initiation Step PROJ 420 Week 2 Discussion 2 Risk Identification PROJ 420 Week 3 Course Project Assignment; Project Risk Breakdown Structure PROJ 420 Week 3 Discussion 1 MRP Process PROJ 420 Week 3 Discussion Risk Identification PROJ 420

ATC has many functioning sub-units acting in concert to complete a common goal, but for the purposes of this paper, we will focus on the HC-144 platform. The HC-144 program is currently short seven personnel (E-4 to E-6) according to what the PAL requires any unit to support four aircraft. If

Risk or threat is common and found in various fields of daily life and business. This concept of risk is found in various stages of development and execution of a project. Risks in a project can mean there is a chance that the project will result in total failure, increase of project costs, and an extension in project duration which means a great deal of setbacks for the company. The process of risk management is composed of identifying, assessing, mitigating, and managing the risks of the project. It

1. Project assessment 1 – requiring you to do presentation and submit incident report, risk analysis and updated risk register

Risk management needs to be an ongoing process, occurring throughout the project, because of the ever-changing aspect of risk. ATOM process includes both major and minor reviews to maintain the vigilance required when dealing with project risk. Major reviews are designed to occur at key points in the project to review the status of the risks and to evaluate the actions taken. Reviews evaluate the effectiveness of the risk plan and make changes to that plan to keep up with the changes in the risks. The major review is scheduled for major milestone points in the project, identified as part of the risk. management plan. The risk register should have all the current information about the risks when the review begins. In addition, the project manager will provide information with regards to the project status and the review point. The risks will be reviewed with regards to their status, changes in probability or impact, and the actions described for the risks. Any new risks will be assessed and actions will be identified. Because risk needs to be monitored throughout the project and not just at major points, our process would contain provisions for minor reviews too. Minor reviews are designed to fill the gap between the initial risk assessment and the major review and to be ongoing throughout the project. It carries out the reviews of the major review on a less-detailed scale. After a review of both, an updated risk register is produced. Updates to the project plan to better manage potential risks may also be an outcome of the review. We will have risk review meetings also. Performance measurement system for our project would track the following metrics:

1. In this background paper, we will be discussing the mission and characteristics that makeup the A-10. We will also be covering what system roles it fulfilled in past or current missions. Lastly, we will discuss the potential future roles it will play in United States Air Force.

risks and determine the likelihood and consequence of that risk occurring during the project. The

During summer seasons, High Seas Drift Net (HSDN), Joint Inter Agency Tactical Force – South (JIATF-S), Artic Domain Awareness (ADA) and logistic flights ramp up cause significant stress on personnel and aircraft availability. When a typical HC130H flight requires five aircrews, it becomes apparent just how much the impact is on the overall operational readiness poster during those critical months. With there being an average of four HC130H flights a day during transfer season, the actual loss to aircrew availability for operations comes at approximately eight percent. To couple that, the huge yearly turnover of qualified personnel impacts important collateral positions such as Maintenance Resource Management (MRM) facilitator, Hazardous Material (HAZMAT) certifier, Non Destructive Inspector (NDI), Confined Space Engineer and Fork Lift

Close Air Support (CAS) is a complex mission due to the interaction of ground forces and airpower in short distance from the enemy. Historical examples evidenced that cultural differences and service rivalry affected the efficiency of CAS after World War II; while on the other hand, having a joint force with proper training improved its performance. The US Air Force and US Army argued about the property of the assets as the main factor limiting efficiency, conversely the Marine Corps exploited the strength of having CAS as the rationale for their air assets to optimize its procedures. However, beyond the issue of who owns the planes, the real difference is the use of proper training to integrate air and ground forces, assimilate doctrines, and exploit the new technologies. This paper presents a review of historical examples of CAS training, the problems of current training and future challenges to enable joint training under current restrictions of budgets and availability of forces.

Human factors issues in flight simulation have been identified to include motion sickness, motion cueing, and adapting fidelity issues related to flying the simulator versus the actual aircraft. Also there is the issue with older legacy simulators that are still in use and their limitations. It is an accepted fact that aircraft simulator design is a balance between technology, design limitations, cost and operational effectiveness and safe to assume that due to these limitations, the simulator will never feel or fly exactly like the actual aircraft (Sewzey & Andrews, 2001). In addition, the high cost of building a simulator, the technical support and operation costs will continue to grow with simulators.

The 58th Airlift squadron is the only airlift squadron in the world to train customers to operate the C-17. Our customer is the trainee, we should provide a professional learning environment and give each trainee the tools necessary to be successful C-17 operators. Our squadron is also product of

With the Links Aircraft trainer, the concept of concurrency established replicating key controls but entire cockpits to ensure there is not negative habit transfer. In addition, this evolved to modern day simulators by not only replicating key controls but entire cockpits. With virtual terrain in modern simulators, the aspect of virtual mission rehearsals now gives the war fighter a virtual experience before deploying. The ITE was born from SIMNET but evolved to include mission command in our modern times. The aspect of modeling the right equipment, terrain, and interoperability is critical to training but must be evolved further for future training simulators. For example, concurrency of a simulator must be a parallel step in the acquisition process to remain timely with changes to the combat equipment. Virtual terrain replication should as focus on dynamic terrain aspects such as exploding artillery effects or shifting sand in the desert. Interoperability should be a more fluid process without a multimillion dollars worth of additional equipment and

Risk Assessment: List the risks associated with the successful completion of your project, your assessment of their severity and likely effects and your suggestions for their mitigation.

A comprehensive risk management strategy addresses items such as: (1) The scope of the risk management effort, (2) Methods and tools to be used for risk identification, risk analysis, risk mitigation, risk monitoring, and communication, (3) Project-specific sources of risks, (4) How these risks are to be organized, categorized, compared, and consolidated, (5) Parameters, including likelihood, consequence, and thresholds, for taking action on identified risks, (6) Risk mitigation techniques to be used, such as prototyping, simulation, alternative designs, or evolutionary development, (7) Definition of risk measures to monitor the status of the risks, and (8) Time intervals for risk monitoring or reassessment.

Vehicle Maintenance Flight is responsible for maintaining 573 vehicles valued at $49.1 million bucks. To alleviate the workload and better serve the base, the flight is further split into seven elements each with its own separate shop and or space. These components, work on different types of vehicles which directly or indirectly support different base missions. The management holds the overall obligation of training and implementing safety systems applicable to each shop each identifying particular hazards and risks and ways to prevent or mitigate them. Reducing systems losses and prevention of mishaps is the overall goal of system programs developed for the Vehicle Maintenance shop.