Consider your organization’s mission and strategy from the perspective of its learning and growth (from your work on the case, your previous course work, and your background reading, you should be reasonably clear what such activities are). In this section of the assignment you’ll begin to identify objectives and measures relevant to that perspective. Refer back to this presentation on objectives if you need to.
SLP Assignment Expectations
Once you’re reasonably clear on what’s involved, think about your organization and its learning and growth processes, and then:
Identify at least three objectives for improving the organization’s learning and growth, and show how they relate to the mission, vision and strategy of the organization.
For each objective, develop at least one meaningful performance measure (metric).
For each objective, identify at least one expected level of performance (target).
For each objective, identify at least one new action or program that needs to be developed to ensure successful implementation of the organization’s strategy (initiative).
Comment briefly on the relationships of the learning and growth objectives that you’ve identified here to the financial objectives that you identified in the Module 1 SLP assignment, the customer service objectives you identified in Module 2, and/or the internal business process objectives you identified in Module 3. How do they help to fulfill those objectives? If they don’t (and they don’t have to), what makes them more important than objectives that would relate to customer service, business processes, or financial operations?
Most of the reports on aircraft accidents, especially those which were compiled by NTSB gave chilling documentation citing instances of pilot error which included (Wiener, 1993): One report cited a case where a crew was distracted by failing landing gear indicator light did not notice that the automatic pilot had been disengaged and consequently allowed the aircraft to descend into a swamp. In another report, a co-pilot who was concerned that the take-off thrust had not been properly set when departing in a snow storm, failed to get captain’s attention and consequently the aircraft stalled and crashed into Potomac River. Another report cited an incidence where the crew failed to review the landing charts and navigation position properly and further ignored warning from Ground Proximity Warning System and the aircraft crashed into a mountain below as the aircraft exceeded the minimum descent altitude. A crew who had been distracted by non-operational communication failed to complete all checklists and crashed on take-off because all the flaps had not been extended. Another reported cited constrained communication between captain, co-pilot, and the Traffic Control on the fueling of the aircraft and consequently crashed due to exhaustion of fuel. A crew crashed on take-off due to icing on the wings even after asking about de-icing facilities. Also, a flight attendant failed to communicate about the concerns that had been on by the pilot about de-icing. The theme that emerges in all these cases is that of human error, which is attributed to different factors ranging from interpersonal communication to ignorance. Even before these reports were documented, there had been other studies which had revealed the negative side of human errors in aviation and there was need to take immediate action to address the situation. Various studies in 1970s revealed that human errors in aircraft accidents could be classified in three broad categories based on behavior approach (Diehl, 1991). These included procedural, perceptual motor, and decisional task. Procedural task which could lead to pilot error include mismanagement of vehicle subsystem and configuration problems and other related errors like retracting the landing gear rather than flaps or just overlooking the provided checklist items. Perceptual motor tasks comprise of tasks like manipulation of flight controls and throttles which would lead to errors like shooting a glide-slope indication and many others. Majority of pilot errors were however attributed to decision task which can range from flight planning to hazard evaluation (Aviation Knowledge, 2010). These would result to errors like failure to properly delegate tasks during emergencies. Analysis of fatal accidents which could be attributed to pilot errors revealed that perceptual motor and decisional procedures were major contributors of pilot errors. CRM training was adopted in the 1980s as a measure to address the abov>GET ANSWER