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to promote the use of psychologic know-how, research, capabilities and practices for well-being and evolution in the Carribean, while taking into account the occupational interests of professionals, scholars and scientists. The CANPA member federations are numerical federations of counsellors in Carribean countries/territories and an organisation of personal counsellors in Carribean countries/territories where there is no nationwide federation for counselling or in the Carribean divide.
The CANPA leaders during the introduction of the U. of Guyana Psychology Programs (L to R: Dr. Ishtar Govia; Dr. Katija Khan, Dr. Zuri Amuleru Marshall, Dr. Omowale Amuleru Marshall, CANPA Chairman, Dr. Ava Thompson, Dr. Rita Dudley Grant, founder of CANPA/Chair of the Education and Training Committee. Officers of the University and the Ministry celebrate the formal start (L-R) Dr. Amuleru Marshall, CANPA Chairwoman, Sylvie Fouet, Resident Representative, UNICEF; Dr. Karen Cummings, Minister of Health, Professor Ivelaw Griffith, Vice Chancellor and Rector, U of Guyana; Professor Paloma Mohamed, Deputy Vice-Chancellor, Office of Philanthropy, Alumni and Civic Engagement (PACE), Univ of Guyana.
Symposium Presenters, Dr. Griffith, Ms. Fouet, Dr. Cummings, Dr. Amuleru Marshall, Professor Michael E. Scott, Vice Chancellor; Academic Commitment.
Non-Precision Approach (CANPA)
Flight Safety Foundation has conducted many research on the hazards of non-precision landing and diving and propulsion technology. Too many things have to go together to make the process work. Aeroplanes must have outstanding situation consciousness during the landing and must steer the aircraft masterly in order to align themselves at the minimal take-off and landing height (MDA) when the take-off and landing runways are within view.
Flight Safety Foundation has released an paper on landing accident reduction (ALAR) that describes the advantages of a CANPA based landing accident reduction system. First I would like to describe the processes a flight leader has to go through while approaching a non-precise flight with the diving and propulsion methods. Diving and driving methods consist of climbing down relatively quickly to the new descent height with each change.
As we see, a CRFIT hazard is much higher than a precise estimate (or a vertically guided approach). This is a classical diving and cruising flight to Teterboro, NJ. Diving and propulsion technology means getting to the next stage down as quickly as possible.
Inclination and performance will be continuously adjusted by the glider pilots to keep the altitude during touch. Okay here are some interesting crashes that caused a monitored ride into the field while not approaching precisely. What does it take to achieve a steady angular decline? Reading my earlier contributions, you will find that I have to loose the mathematics for how many legs we have to loose in a nautical miles while keeping a slip of 3°.
When descending at a fixed incline, the real tip is to find out where the gap between the desired downhill and the sill is. When you can remain at 3161' (3152' for the 3 glider and 9' for the TDZE), you can get off at the AYIYE junction with stabilisation and thus significantly reduce the pilot's work load.
You are still stabilised on the slope at 1560' at Anogle. Alternatively, you can find out where the descend begins from a certain height. Again you are crossing Anngle at 1560' MSL. There is a lack of understanding in the United States of how mighty a CANPA concept can really be.
They will hopefully join the fellowship of Europe in what they do with non-precisionism. Some things to note about this VOR23R concept in Manchester, England. At the top of the top view you can see a DME range of I-NN and a height that is incredibly similar to the above CANPA card.
It is the notion to reach any height when passing the DME-range. When the plane does this, it is in a stabilised, steady declimb. A number of Europeans go one stage further and make each of these non-precision approaches a level of decission (DA) instead of a MDA.
If you don't have the necessary slope visibility at 550' MSL, it's best to miss it for the Teterboro option above. This flight to Manchester, at 690' MSL without the view of the runways, means a missing-over.