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By D. N. Mavris, D. A. DeLaurentis

Airplane layout three (2000) seventy nine - one hundred and one

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A probabilistic approach for examining aircraft concept feasibility and viability

Airplane layout three (2000) seventy nine - one zero one

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Things are always much clearer on Monday morning than Sunday afternoon. Why did the coach call that play? Why did he throw that pass? And on and on. Hindsight is 20/20, or better. I will strive to avoid that Monday-morning-quarterback mentality. I Introduction to CFIT 9 abhor arrogance. Our goal is to learn and to live—not to judge those who have fallen before us. The Route of Flight Every good flight should begin with an initial, wellplanned flight route. If you have no goal, you will hit it every time.

The IP (instructor pilot) said, “No. ” I was amazed at the power of the wind. The real eye-opener came as I transitioned to the large KC-135 refueling aircraft. Again, the crab was there immediately after takeoff. But what really got my attention was the aerial refueling. We would refuel fighters, which was fun, but the “heavies” such as a C-5 and B-52 were the showstoppers. These huge aircraft came in 40 ft in trail. I remember the first time I saw a B-52 (Buff) in trail when we hit some light chop.

The first element to “controlling” error is preparation. What knowledge, skills, and attitudes are necessary for an individual to effectively avoid these errors altogether? Second, if the pilot encounters this error or challenge in-flight, what can be done to mitigate it—to keep it from becoming an error chain? This has been referred to as error management and involves real-time judgment and decision making to keep a situation from deteriorating. Finally, I will advocate and address a post-flight analysis or lessons-learned approach with each case study to help us understand that errors are learning experiences, and the real key is to prevent their reoccurrence.

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