Competency-Based Education: A Framework for a More Efficient and Safer Aviation Industry

Aircraft design and reliability as well as pilots’ education and training have steadily and significantly improved in the last 20 years. Nevertheless, high-profile accidents still occur, even when the aircraft and related systems are operating adequately. Controlled flight into terrain, runway incursion accidents, and loss of control in flight are examples of mishaps in which inadequate decision-making, poor leadership, and ineffective communication are frequently cited as contributing factors. Conversely, the investigation of accidents (e.g., US Airways Flight 1549, in the U.S. on Jan. 15, 2009) and serious incidents (e.g., TAM Linhas Aereas Flight 3756 in Brazil on June 17, 2011) have shown that flight crews must be flexible and adaptable, think outside the box, and communicate effectively to cope with situations well beyond their individual expertise

The effectiveness of crowdsourcing in knowledge-based industries: the moderating role of transformational leadership and organisational learning

[EN] Crowdsourcing provides an opportunity for SMEs to exploit collective knowledge that is located outside the organisation. Crowdsourcing allows organisations to keep pace with a fast-changing environment by solving business problems, supporting R&D activities, and fostering innovation cheaply, flexibly, and dynamically. Nevertheless, managing crowdsourcing is difficult, and positive outcomes are not guaranteed. Drawing on the Resource-based View, we study transformational leadership and organisational learning capability as complementary assets to help SMEs deploy crowdsourcing. An empirical study of Spanish telecommunications and biotechnology companies confirmed the moderating effect of organisational learning on the relationship between crowdsourcing and organisational performance.Devece Carañana, CA.; Palacios Marqués, D.; Ribeiro-Navarrete, B. (2019). 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A Case Study Of Muscle Activity In Giant Slalom Skiing

Speed of movement respresents the ability essential for successful performance of a sportsman in many branches of sport. This is especially important in ski-jumping where the skier must develop optimum vertical velocity corresponding to the correct ski-jumping technique in extremely complex and demanding inertial environment. The objective of this investigation was to establish the size of the attained vertical velocity measured both in the field and laboratory conditions; its stability and relation to the jump length. The results of the investigation will be, above all, useful to experts in developing the take-off techniqueElectromyography (EMG) and video data from a single female US. Ski Team member were acquired during giant slalom (GS) skiing at Beaver Creek, Colorado. The purpose of the testing was to examine muscle activity relative to the skiing motion. Muscles on the right side of the body, consisting of the lower leg (anterior tibialis (AT) and lateral gastrocnemius (LG», thigh (vastus medialis (VM), vastus lateralis (VL), rectus femoris (RF), semitendinosus (ST), gracilis (Gr), and gluteus maximus (GM», and trunk (rectus abdominis . (RA), external oblique (EO), and erector spinae (ES» were monitored. Maximal voluntary contractions (MVC) were performed pre- and post-skiing to provide a relative reference for the amplitude of muscle activity (%MVC). EMG during skiing was monitored via a four channel telemetry unit. The eleven muscles were partitioned into three sets. Three skiing trials of a seven gate GS course were completed for each set. Peak amplitude (uv) and time measures (ms) were digitized and averaged across trials for each gate. In six of the eleven muscles, the peak activity occurred when the right leg was the outside leg in a turn (turns 1, 3, 5, 7). The exception to this pattern was for the ES muscles of the lower back. %MVC ranged from 27% (EO at gate 4) to 206% (Gr at gate 5). The coeffcients of variation (CV) ranged from 2.3 (VM at gate 4) to 130% (EO at gate 4), indicating a large amount of variation in arnplitude for several muscle groups. The mean duration of muscle activity across all three muscle sets was consistent, ranging from 1.08 to 1.56 s. Roughly two-thirds of the CV's were less than 14%, indicating that the timing was more consistent than the peak EMG. This case study of EMG activity in GS skiing revealed substantial muscle activity at large percentages of MVC with considerable variation. A large amount of cocontraction between opposing muscles and relatively long duration of muscle activity suggest a quasi static nature of muscle activity during a GS turn. These findings have implications for dryland training of GS skiers. of ski jumpers, and in building a model of performance in ski jumping

Transforming the Professional Flight Program Curriculum: Justification, Process, and Future Development

According to the International Civil Aviation Organization (ICAO), by 2036 the aviation sector will need 620,000 new pilots, 125,000 new air traffic controllers, and 1.3 million aircraft maintenance personnel (ICAO, 2018); Pilots seeking a first officer position (a common entry-level position at Part 121 air carriers) are required to possess an Airline Transport Pilot (ATP) Certificate and 1,500 hours of total flight time; There are some exceptions! Support from administration Quantity vs Quality; How can flight faculty improve student learning and job readiness

Competency Based Education: A Framework for a More Efficient and Safer Aviation Industry

Aircraft design and reliability as well as pilots’ education and training have steadily and significantly improved in the last 20 years. Nevertheless, high-profile accidents still occur, even when the aircraft and related systems are operating adequately. Controlled flight into terrain, runway incursions accidents, and loss-of-control-in-flight are examples of mishaps in which inadequate decision-making, poor leadership, and ineffective communication are frequently cited as contributing factors. Conversely, the investigation of accidents (e.g., US Airways Flight 1549, in US, in 01/15/2009) and serious incidents (e.g., JJ 3756, in Brazil, in 06/17/2011) have indicated that flight crews have to be flexible and adaptable, think outside the box, and to communicate effectively in order to cope with situations well beyond their individual expertise. Conventional flight training requirements generally consider only the so-called “technical skills” and knowledge. Interestingly, pilot’s competencies in important areas, such as leadership, teamwork, resilience, and decision-making are not explicitly addressed. The aviation system is reliable but complex. Thus, it is unrealistic to foresee all possible aircraft accident scenarios. Furthermore, there are many organizational variables that could have a detrimental impact in the flight deck of an aircraft. To further improve flight training, the global aviation industry is moving toward Evidence Based Training (EBT). EBT provides rigorous assessment and assurance of pilot competencies throughout their training, regardless of the accumulated flight hours. EBT programs must identify, develop, and evaluate the competencies required to operate safely, effectively, and efficiently in a commercial air transport environment. Moreover, EBT needs to address the most relevant threats according to evidence collected in aircraft mishaps, flight operations, and training. There is some emergent empirical evidence showing that high-quality education and flight training have a greater impact on efficiency and safety than just the total flight hours accumulated by entry-level pilots. Advanced Qualification Programs are utilized in Part 121 operations. A similar model with the development and assessment of defined competencies can lead to better education and flight training outcomes in collegiate aviation. In keeping with this transition to a competency-based educational model, and given an understanding of the benefits of an EBT program for aviation safety and efficiency, the Purdue School of Aviation and Transportation Technology is redesigning its professional flight program. The benefits of this program will include: a. The establishment of advanced training processes that will enhance the acquisition of knowledge, skills, and abilities by the future professional pilot workforce that meet or exceed safety standards; b. Amplifying quality of education and flight training over flight hours; and c. Developing empirical data to inform decision-makers such as program leaders and regulators. The goal of this transformation process is to develop a competency-based program that will attend to academic and regulatory requirements, and that are in alignment with the major aviation stakeholders’ standards and recommendations. It is important to note that a competency-based degree will require graduates to demonstrate proficiency in competencies that are valued by the aviation and aerospace industries. Therefore, this will be beneficial for both the graduates as well as the industry

So you call that research? : mending methodological biases in strategy and organization departments of top business schools

We believe that all strategy and organization (SO) scholars should be able to decide for themselves whether to specialize in certain parts of the knowledge cycle or adopt a broader, multi-method view on the scientific process. In a situation of ―methodological pluralism‖, individuals might choose to contribute to the construction of new administrative theories by means of qualitative works like case studies, ethnographies, biographies, or grounded theory studies (e.g., see Denzin and Lincoln, 2000). Others could then specialize in testing these theories by means of experiments, surveys, or longitudinal econometric studies (e.g., see Lewis-Beck, 1987-2004). Again others could combine both approaches in Herculean attempts to conduct high-impact, integrative research with the potential to change the way we understand the field as a whole

Surveillance of fetal lung lesions using the congenital pulmonary airway malformation volume ratio: natural history and outcomes

ObjectivesThe congenital pulmonary airway malformation volume ratio (CVR) is a widely used sonographic measure of relative mass size in fetuses with lung malformations. The purposes of this study were to examine serial CVR measurements to understand longitudinal growth patterns and to determine correlation with postnatal imaging.MethodsAn institutional review boardâ approved retrospective review was performed on fetuses referred for an echogenic lung malformation between 2002 and 2014. For each fetus, the CVR was prospectively calculated using 2D ultrasound and followed with advancing gestation.ResultsBased on 40 fetuses, the mean initial CVR was 0.51â ±â 0.07 at 20.5â ±â 0.3â weeks of gestation. The CVR increased after 24â weeks of gestation (pâ =â 0.0014), peaking at a CVR of 0.96â ±â 0.11 at 25.5â ±â 0.05â weeks, followed by a significant decrease in the CVR to 0.43â ±â 0.07 prior to term (pâ <â 0.0001). However, approximately one third showed no appreciable increase in size. The mean CVR was significantly correlated with postnatal chest computed tomography (CT) size dimensions (pâ =â 0.0032) and likelihood for lung resection (pâ =â 0.0055).ConclusionsFetal lung malformations tend to follow one of two distinct growth patterns, characterized by either (1) a maximal CVR between 25 and 26â weeks of gestation or (2) minimal change in relative growth. The mean CVR correlates with postnatal CT size and operative management. © 2015 John Wiley & Sons, Ltd.What’s already known about the topic?The congenital pulmonary airway malformation volume ratio (CVR) is a common prenatal ultrasound measure of relative mass size in fetuses with lung malformations.The initial CVR and maximum CVR have been shown to be predictive of hydrops and neonatal respiratory compromise, respectively.What does this study add?Gestational age is important when interpreting CVR measurements because two thirds of lesions increase in size at 25â 26â weeks before spontaneous involution occurs.The mean CVR correlates with size measured by postnatal computed tomography scan.Peer Reviewedhttps://deepblue.lib.umich.edu/bitstream/2027.42/136421/1/pd4761_am.pdfhttps://deepblue.lib.umich.edu/bitstream/2027.42/136421/2/pd4761.pd

The influence of organizational social responsibility on involvement behavior in community sport membership associations

Membership‐based associations are critical to their local communities and the overall social impact of the nonprofit sector. This study examines how organizational social responsibility within nonprofit membership associations influences positive member involvement behaviors, including volunteering, speaking positively about the club, and member loyalty. Self‐administered online questionnaires were completed by 735 members within seven grassroots membership associations in Ontario, Canada offering community‐based sport programs. Results show that members are somewhat aware of and felt positively about their organization’s socially responsible efforts. Awareness of these efforts had a positive direct effect on the involvement behaviors of members, including intention to stay involved with their club and speaking positively about their club to others (i.e., word of mouth). Members’ level of social consciousness was found to have a positive direct effect on word of mouth. Furthermore, members’ positive evaluation of sport clubs’ socially responsible initiatives was found to partially mediate the positive relationship between social consciousness and involvement behavior, as well as partially mediate the positive relationship between awareness of those efforts and involvement behavior. Results of this research provide grassroots membership associations with an in‐depth understanding of how their organization’s efforts toward social responsibility influence member perceptions and behaviors, which may help them focus their efforts and more effectively manage their social change agenda moving forward.Peer Reviewedhttps://deepblue.lib.umich.edu/bitstream/2027.42/155505/1/nml21406_am.pdfhttps://deepblue.lib.umich.edu/bitstream/2027.42/155505/2/nml21406.pd

Inflatable Re-Entry Vehicle Experiment (IRVE) Design Overview

Inflatable aeroshells offer several advantages over traditional rigid aeroshells for atmospheric entry. Inflatables offer increased payload volume fraction of the launch vehicle shroud and the possibility to deliver more payload mass to the surface for equivalent trajectory constraints. An inflatable s diameter is not constrained by the launch vehicle shroud. The resultant larger drag area can provide deceleration equivalent to a rigid system at higher atmospheric altitudes, thus offering access to higher landing sites. When stowed for launch and cruise, inflatable aeroshells allow access to the payload after the vehicle is integrated for launch and offer direct access to vehicle structure for structural attachment with the launch vehicle. They also offer an opportunity to eliminate system duplication between the cruise stage and entry vehicle. There are however several potential technical challenges for inflatable aeroshells. First and foremost is the fact that they are flexible structures. That flexibility could lead to unpredictable drag performance or an aerostructural dynamic instability. In addition, durability of large inflatable structures may limit their application. They are susceptible to puncture, a potentially catastrophic insult, from many possible sources. Finally, aerothermal heating during planetary entry poses a significant challenge to a thin membrane. NASA Langley Research Center and NASA's Wallops Flight Facility are jointly developing inflatable aeroshell technology for use on future NASA missions. The technology will be demonstrated in the Inflatable Re-entry Vehicle Experiment (IRVE). This paper will detail the development of the initial IRVE inflatable system to be launched on a Terrier/Orion sounding rocket in the fourth quarter of CY2005. The experiment will demonstrate achievable packaging efficiency of the inflatable aeroshell for launch, inflation, leak performance of the inflatable system throughout the flight regime, structural integrity when exposed to a relevant dynamic pressure and aerodynamic stability of the inflatable system. Structural integrity and structural response of the inflatable will be verified with photogrammetric measurements of the back side of the aeroshell in flight. Aerodynamic stability as well as drag performance will be verified with on board inertial measurements and radar tracking from multiple ground radar stations. The experiment will yield valuable information about zero-g vacuum deployment dynamics of the flexible inflatable structure with both inertial and photographic measurements. In addition to demonstrating inflatable technology, IRVE will validate structural, aerothermal, and trajectory modeling techniques for the inflatable. Structural response determined from photogrammetrics will validate structural models, skin temperature measurements and additional in-depth temperature measurements will validate material thermal performance models, and on board inertial measurements along with radar tracking from multiple ground radar stations will validate trajectory simulation models

Management of incidental findings during imaging research in "healthy" volunteers: current UK practice

OBJECTIVES: Incidental findings (IF) are becoming increasingly common due to the proliferation of imaging research. IFs can be life-changing for “healthy” volunteers. This study examined variation in IF management in UK research studies of healthy volunteers, including comparison with ethical and legal guidelines, thus providing baseline data and informing future practice. METHODS: Questionnaire of participant background [medical/non-medical; radiologist/non-radiologist; years as principal investigator (PI)], type of research (involving children or not), institutional policy, volunteer information, radiologist involvement in reporting scans and IF disclosure mechanisms. Investigator's current and perceived “ideal” practice was examined. Participants were PIs performing imaging research of healthy volunteers approved by UK ethics committees (2006–2009). RESULTS: 63/146 (43%) surveys completed. 54/61 (88.5%) had site-specific guidelines. Information commonly provided to volunteers should IF be found: personal data (51/62; 82%), contingency plans (54/62; 87%) and disclosure to general practitioner (GP)/treating physician (47/62; 76%). PIs used different strategies for image review. Commonest: radiologist reports research scans only when researcher suspicious of IF [15/57 (26%) compared with 5/28 (16%) in ideal practice]. Commonest ideal reporting strategy: routine reporting by specialist radiologists [9/28 (29%) compared with 8/57 (14%) in current practice]. 49/56 (87.5%) have a standardised disclosure contingency plan, usually involving GP. PIs most commonly disclosed IFs to volunteers when judged relevant (27/58; 47%), most commonly face to face (22/54; 41%), by volunteer's GP (26/60; 43%). Background of PI influenced consent, reporting and disclosure practice. CONCLUSION: There is wide variation in handling IFs in UK imaging research. Much of the current practice contravenes the vague existing legal and ethical guidelines, and is unlikely to be in the best interests of volunteers or researchers