What is formative assessment?
Formative assessments refers to measurements and conclusions that are made during the course of a learning program. This method is intended to determine whether or not an existing learning program is functioning satisfactorily or should be modified before it is completed.
What is summative assessments?
Summative assessment refers to measurement made at the end of a learning unit or learning program. It will result in final judgment about the achievement of learners and the effectiveness of learning activities.
Criterion
Criterion referenced assessments are intended to determin whether or not a learner has achieved an objectively set level of competence.
Norm
Norm referensed assessments are usually selected when learners are studying material for which there is no agreement on what a person must know
Self-referenced
Self-referenced assessments are used when the learning goals are personal.
Self-directed learning
People that are self-directed learners take the initiative and the responsibility for what occurs. They are able to manage and asses their own learning activities.
Monday, January 24, 2011
Monday, January 10, 2011
Blog #1 Constructivist vs. Positivist
Epistemology is the branch of philosophy that seeks to define "knowlege," that seeks to explain what is means "to know" something, that seeks to understand how humans come to "know" things.
Positivist believe knowledge to be a thing. They say it's born of scientific investigation. Certain facts, truths, relationships exist and they can be found if we explore the world. Knowledge constitutes factual and verifiable information. Knowledge and information are the same thing.
Constructivist believe knowledge can be defined as something very different from verifiable facts. When talking about knowledge it is the meaning assigned to facts that matter not just the facts. The facts are inert and meaningless until we attempt to interpret them and make them into a coherent picture. Knowledge is a matter of human interpretations. There is no knowledge with out a knower.
I identify with the Positivist. I believe that facts speak for themselves and don't change due to human interpretation. No matter what people think things will stay the same.
Positivist believe knowledge to be a thing. They say it's born of scientific investigation. Certain facts, truths, relationships exist and they can be found if we explore the world. Knowledge constitutes factual and verifiable information. Knowledge and information are the same thing.
Constructivist believe knowledge can be defined as something very different from verifiable facts. When talking about knowledge it is the meaning assigned to facts that matter not just the facts. The facts are inert and meaningless until we attempt to interpret them and make them into a coherent picture. Knowledge is a matter of human interpretations. There is no knowledge with out a knower.
I identify with the Positivist. I believe that facts speak for themselves and don't change due to human interpretation. No matter what people think things will stay the same.
Sunday, October 31, 2010
Blog Post #6
I felt that I learned a lot from this class. Getting a great knolege base is making things a lot easier and saving me a lot of time as I'm starting to work with my instructor. Not only is this saving me time it is saving me money. Going over all of the procedures has made the transition into the airplane a lot easier then I think would have been other wise. I am able to learn things quicker and also able to retain what I am taught.
I do feel that writing my thoughts down in the block was was limited in it's helpfulness, but I think it would have been better if we had gotten more feedback from other students. I guess that students that had got responses did find if more helpful.
I am also very glad we took a day and went out to the airport. This made learning preflight and the components very easy.
I give the class two thumbs up.
I do feel that writing my thoughts down in the block was was limited in it's helpfulness, but I think it would have been better if we had gotten more feedback from other students. I guess that students that had got responses did find if more helpful.
I am also very glad we took a day and went out to the airport. This made learning preflight and the components very easy.
I give the class two thumbs up.
Blog Post #5
Today I will be blogging about my observation flight. I made this flight with Emilee Williams and her instructor David Axenty. The aircraft was N978wc.
This was the first time I had been up in the plane. I had not started any of my multi flights. We were there for the 7am block and lucked out with missing the weather. This flight got me really excited for getting my milti. While flying a multi his it's similarties with what I had done so far it's new parts were getting me very exicted. I was able to get more familiar with the plane before I actualy went up in the plane on a flight myself. I was able to not only familiarize my self with the systems of the plane, but also the procedures. I brought my check list with me and followed along with the two of them while they had their lesson.
This was the first flight the Emilee had been introduced to engine failures. I felt this was also a great chance for me to learn a lot. they were still coving some of the basics and also coving everything when we started working on engine failures. If I had jumped into a latter flight I think I may have had more difficulty following along with what they were doing and would not have been able to learn as much.
It was a very cold morning. I hope that I am able to do some flying in some warmer weather so I can see what the change in temperature can due to density altitude and what it can do to single engine operations.
Even though I was not the one who was flying I was also able to get a feeling for what the flight in the plane. this helped me out a lot on my first flight. I was able to get a better feeling for pattern work at the faster airspeeds. I think this helped me not make overly large patterns at the faster airspeeds of the multi engine planes.
I learned a lot while doing this observation flight and feel it was a great opportunity for me.
This was the first time I had been up in the plane. I had not started any of my multi flights. We were there for the 7am block and lucked out with missing the weather. This flight got me really excited for getting my milti. While flying a multi his it's similarties with what I had done so far it's new parts were getting me very exicted. I was able to get more familiar with the plane before I actualy went up in the plane on a flight myself. I was able to not only familiarize my self with the systems of the plane, but also the procedures. I brought my check list with me and followed along with the two of them while they had their lesson.
This was the first flight the Emilee had been introduced to engine failures. I felt this was also a great chance for me to learn a lot. they were still coving some of the basics and also coving everything when we started working on engine failures. If I had jumped into a latter flight I think I may have had more difficulty following along with what they were doing and would not have been able to learn as much.
It was a very cold morning. I hope that I am able to do some flying in some warmer weather so I can see what the change in temperature can due to density altitude and what it can do to single engine operations.
Even though I was not the one who was flying I was also able to get a feeling for what the flight in the plane. this helped me out a lot on my first flight. I was able to get a better feeling for pattern work at the faster airspeeds. I think this helped me not make overly large patterns at the faster airspeeds of the multi engine planes.
I learned a lot while doing this observation flight and feel it was a great opportunity for me.
Friday, September 24, 2010
Blog Post #4
There were many factors that lead to this accident in aspen Colorado. The main contributing factor was the pressure that was put on the flight crew to get the flight in and not have to go to their alternate airport. It was made very clear by "the boss" that they needed to get the plane on the ground. Even though they were running late and it was going to be very close to not making it before the night, they still chose to go anyways.
As they got closer into the airport there was a error chain. They let the passenger into cockpit and then proceed to make a chain of errors as they made there way into the airport. Many of these errors should have been avoided and they should have just gone around. Especially after multiple planes went missed on the approach before them.
They should have not let themselves be pressured into trying that landing. They should have not even attempted the approach or at least went missed. They should have not let the passenger in the cockpit. That just added to thing and made the pressure worse.
Even if my job was on the line I would do what is safe. It is not worth risking my life to keep a job.....
As they got closer into the airport there was a error chain. They let the passenger into cockpit and then proceed to make a chain of errors as they made there way into the airport. Many of these errors should have been avoided and they should have just gone around. Especially after multiple planes went missed on the approach before them.
They should have not let themselves be pressured into trying that landing. They should have not even attempted the approach or at least went missed. They should have not let the passenger in the cockpit. That just added to thing and made the pressure worse.
Even if my job was on the line I would do what is safe. It is not worth risking my life to keep a job.....
Monday, September 20, 2010
Blog Post #3
The main tip that I gained from reading this article on single pilot IFR is the importance of preparation and pratice. I will want to make sure that I'm well prepared with quality equipment before I go on any flight. Even if I don't plan on going on any SPIFR flights I will plan on practicing multi-tasking and seeing my priorties. I will make sure to stay as proficient as posible by practicing fight on a regular basis, even if in an simulator. I will also continue to ask experience pilot of their adivise in these types of operations.
Right no there is no way that I would consider flying Single Pilot IFR operations. My proficiency level is way too low right now. I would be way too much of a risk trying to do these operations. I will get a lot more experience, practice, and advice before I consider it.
Right no there is no way that I would consider flying Single Pilot IFR operations. My proficiency level is way too low right now. I would be way too much of a risk trying to do these operations. I will get a lot more experience, practice, and advice before I consider it.
Wednesday, September 8, 2010
Blog Post #2
When a circuit breaker is bypassed and is unable to be tripped you most likely have a short circuit. The electricity can find a different path to take and will not be protected by a breaker. This can cause huge amounts of current to be pulled through the wire causing a risk for fire.
The recommendations made in the article are very similar to our electrical fire checklist. Both our checklist and the article say to immediately turn off the master and then turn off all other electrical components. They both also say to use the fire extinguisher if needed and to land as soon as possible. You should also only try trouble shooting the if conditions permit and for essential equipment only. The article say that some aircraft you should open you vents and other you should not. It say to consult you own emergency check list. Our list say do not open.
I am going to be prepared for next time that I have an electrical fire. I will be familiar with the check list and have them memorized. I will be careful for the subtle signs that may be showing. In the event that the fire does occur I will use my checklists and stay calm while flying the aircraft. I will also notify atc when available and use all resources that are available to me.
The recommendations made in the article are very similar to our electrical fire checklist. Both our checklist and the article say to immediately turn off the master and then turn off all other electrical components. They both also say to use the fire extinguisher if needed and to land as soon as possible. You should also only try trouble shooting the if conditions permit and for essential equipment only. The article say that some aircraft you should open you vents and other you should not. It say to consult you own emergency check list. Our list say do not open.
I am going to be prepared for next time that I have an electrical fire. I will be familiar with the check list and have them memorized. I will be careful for the subtle signs that may be showing. In the event that the fire does occur I will use my checklists and stay calm while flying the aircraft. I will also notify atc when available and use all resources that are available to me.
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