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PROBLEM SOLVING
PAGE 3
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Vigilans
PE AC HT R EE D EK AL B SEN IO R SQ U AD R ON
MONTHLY NEWSLETTER
Partner Profile
What is NIMS?
Salvation Army
Raised to evangelize, the Army spontaneously embarked on schemes for the social betterment of the poor. Such concerns have since
developed, wherever the Army operates, in
The movement, founded in 1865 by William practical, skilled and cost-effective ways.
Booth, has spread from London, England, to Evolving social services meet endemic needs
many parts of the world.
and specific crises worldwide. Modern facilities and highly-trained
staff are employed.
The rapid deployment of
the first Salvationists was
The need for modern facilaided by the adoption of a
ities and longer-term dequasi-military command
velopment is under continstructure in 1878 when the
ual review. Increasingly
title, The Salvation Army,
the Armys policy and its
was brought into use. A
indigenous membership
similarly practical organizaallow it to cooperate with
tion today enables reinternational relief agensources to be equally flexible. Responding to cies and governments alike. The movements
a recurrent theme in Christianity which sees partnership with both private and public phithe Church engaged in spiritual warfare, the lanthropy will continue to bring comfort to
Army has used to advantage certain soldierly the needy, while the proclamation of Gods
features such as uniforms, flags and ranks to redemptive love offers individuals and comidentify, inspire and regulate its endeavours.
Solve Problems
Like an Air Force
Pilot
by Staff Sgt. Shawn Rhodes
927th Air Refueling Wing Public Affairs
10/4/2012 - MACDILL AIR FORCE
BASE, Fla. (AFNS) -- The Air Force is
known for their innovation in air, space and
cyberspace. When an Air Force pilot has to
make decisions, he relies on a specific decision-making process that helps win wars and
save lives. If you want to problem-solve like
an Air Force pilot, follow these steps:
1. Clarify and validate the problem
Flying demands attention, and pilots have to
examine if they can influence the problem
before using resources on it. Complaining
about what's going wrong doesn't help in
combat, or solve your problems. When you're
faced with a problem, clearly define it and
decide whether it is something you can affect.
This is the first step toward overcoming it.
2. Measure the impact of the problem
If a pilot jumps to conclusions it could be
hazardous. Air Force pilots are taught to gather data about the problem so they can clearly
outline any problem's impact. Examine your
situation and assess its immediate and future
impact to prioritize it.
3. Set an improvement target
Instead of jumping to solve the problem, Air
Force pilots first look at where they want to
be after it's solved. They don't just aim for
hitting the target - they strike the bull's eye.
When dealing with your problem, imagine
what the situation will look like when it's
solved, and work backward from there to
maximize your results.
4. Determine the Root Cause
An ancient saying in Asia is 'Fix the problem,
not the blame.' Pilots apply this when they
determine the origin of a problem to stop it
from occurring again. They don't want to be
working through the remaining steps of the
process only to have the situation compound
itself by happening again. Look to how and
where your problem started so you can be
sure you solve it where it began.
5. Develop Counter-Measures
This is where the rubber meets the runway.
SAFETY:
General aviation
safety that is...
20GA
On 27 September 2012, Captain Pat Ragin flew a B12 sortie with
Lt Col Charlie Cayce to renew Charlies Mission Observer Qualification the morning of Sept 27. Just after landing and refueling at
the ramp, Capt. Ragin received a text from the IC for an aircrew.
When the text came in, Capt. Ragin and Lt Col Cayce was standing next to a warm airplane with a newly re-qualified Mission
Observer. Since both officers had time, Cap Ragin called the IC
and told him GA 130 had a crew ready to roll.
The IC replied GREAT! and then provided the mission briefing
and coordinates. How soon can you be in the air? he asked.
Ten minutes replied Capt. Ragin. The IC's surprised voice could
be heard on the cell phone: You PDK boys are good!
Within the promised 10 minutes Capt. Ragin and Lt Col Cayce
were airborne; within 15 minutes, they were on station.
The team immediately detected an audible signal over 121.5 but was unable to capture anything on the Becker. Coming in from the west,
they knew the target was not behind them. They
conducted a sector search over the Lat/Lon
provided by the IC and noted where the signal
appeared strongest: to the west and south.
To Paulding County airport was west and their
Lat/Lon was almost in a direct line with the
runway. One possibility could be either a crash
on approach/take off. Another possibility: an
aircraft at the field with an active beacon.
They flew the approach course to Paulding in
coordination with ATC. The ELT signal grew
stronger but it dropped completely approximately two miles
out. They overflew the runway with no signal recapture, so they
executed a procedure turn to reverse course and departed Paulding
along the runway heading.
The signal was recaptured about two miles off the runway. The
original Lat/Lon was slightly north and the sector search cleared
everything east, so they concluded the signal was south.
The team proceeded along the runway heading of 130 degrees. The signal peaked and then faded. They made a 90-degree
right turn; the signal peaked and faded again.
Shortly after turning 90 degrees to the left, they picked up a solid
signal on the Becker, which lead them to the private airfield near
Villa Rica (20GA, Stockmar). Using the Becker, they bisected the
airfield and determined that the signal was either coming from an
aircraft parked in some Quonset type of hanger to the south or
from the ground behind the hangers to the south. (The building
structures likely caused the erratic signal.)
The Air Crew reported their findings to the IC and RTB to LZU.
The IC confirmed later that they found the ELT at the field.
6A2
On 16 October 2012, multiple airborne reports confirmed an
ELT 20 miles south of Atlanta. As usual, airborne assets from
PDK were offered to the Incident Commander as soon as he was
named. The IC selected a PDK aircrew consisting of Lt. Mike
Mullett as Pilot, Lt. Ricky Binkley as Scanner, and Capt. Jeffrey
Chiu as Observer.
The team departed PDK that afternoon, heading south of Hartsfield.
As the team crossed out of Hartsfield airspace, they detected a
weak ELT radio signal on 121.5 over Tara Field and Atlanta
Motor Speedway.
The team headed west, following the signal that was neither
strong or constant. The ground team was still far away, so the
aircrew continued to fly west, hoping to pick up a stronger signal
in that direction.
The signal strengthened over Falcon Field,
but remained inconsistent so the Aircrew
continued west. After arriving in Newton
County, the aircrew decided that the signal
was being transferred over the power
lines. While increasing altitude, Lt. Mullett
prompted the ATC to see if any aircraft still
heard the ELT. ATC reported a passing airliner reported a strong signal. The Aircrew
decided to head back to Tara Field. In route
they contacted the ground team to get an
update as to the ground teams location. Upon
contact with the ground team, the Air Crew
was informed that the IC suggested heading
to Griffin.
As the team approached Griffin, the signal strengthened and
remained constant. The aircrew circled over the airport, listening. The signal was strong. They headed away from the airport,
going off frequency to try to reduce the strength. The signal was
so strong that wing nulls did not diminish it.
The Aircrew landed at Griffin and waited for the ground
team. Once the ground team arrived, they used their equipment
to determine the location. A local pilot called the airport manager who showed up and rode around the airport with a ground
team member. They narrowed it down to an aircraft that was
being painted away from the hangar they first suspected contained the signal.
Though the aircraft had not been moved or worked on for several
days, it emitted the screeching tone. The owner of the aircraft
gave permission for another local pilot and the ground team to
open the panel. The pilot started to remove the screws, but his
cordless screwdriver's batteries were dying so the teams removed
the screws by hand. The ELT switch was not easily accessible,
but with persistent effort they finally deactivated it. With its last
dying volt, the screwdriver found enough power to replace the
panel screws.
Awards &
Promotions
D AN Z AMBRANO
Important
November and December Dates:
November 1
Greater Atlanta Chapter of the
Army Aviation Association of
America (AAAA) @ the 57th
Fighter Group
November 3
EAA Guest Speaker and
Commemorative Air Force
Open House @ LZU
November 6
Election Day
Staff Meeting
November 7
Seminar with PDK Tower
November 13
Safety Briefing
Guest Speaker Bernard
King, Emergency
Preparedness Expert
November 17
SAREX @ PDK
November 20
New Member Training
November 22
Thanksgiving
November 27
Aero Education
December 1
Civil Air Patrol Birthday
December 4
Guest Speaker Brigadier
General Charles
Campbell
NOTE: Meeting will be at
Dobbins
December 8
Cadet O Day @ PDK
December 9
Certificate of Appreciation
from FEMAs Ready
Campaign
Capt Jeffrey Chiu 2 yr Anniversary (Ribbon)
Maj Jim Crone
Senior Community Service
Ribbon
Maj Jim Crone,
Gill Robb Wilson Ribbon
w/Silver Star
2d Lt Alton Drew Promotion to 1st Lt.
Lt Col Henry Hall 20 yr Anniversary
Maj Diane Herring 15 yr Anniversary
Capt Joe McCord Promotion to Capt.
Capt Pat Ragin,
Operations Specialty track,
Technician.
B EHIND THE
U NIFORM