❤️ Air traffic controller 🐽

"Air traffic control specialists, abbreviated ATCS, are personnel responsible for the safe, orderly, and expeditious flow of air traffic in the global air traffic control system. Usually stationed in air traffic control centers and control towers on the ground, they monitor the position, speed, and altitude of aircraft in their assigned airspace visually and by radar, and give directions to the pilots by radio. The position of air traffic controller is one that requires highly specialized knowledge, skills, and abilities. Controllers apply separation rules to keep aircraft at a safe distance from each other in their area of responsibility and move all aircraft safely and efficiently through their assigned sector of airspace, as well as on the ground. Because controllers have an incredibly large responsibility while on duty (often in aviation, "on position") and make countless real-time decisions on a daily basis, the ATC profession is consistently regarded around the world as one of the most mentally challenging careers, and can be notoriously stressful depending on many variables (equipment, configurations, weather, traffic volume, traffic type, special activities, governmental actions, human factors). Many controllers, however, would cite high salaries, and a very large, unique, and privileged degree of autonomy as major advantages of their jobs. Although the media in the United States frequently refers to them as air controllers, or flight controllers, most air traffic professionals use the term air traffic controllers, ATCOs, or controllers. For a more detailed article on the job itself, see air traffic control. Features of the job =Core skills of a controller= Air traffic controllers are generally individuals who are well organized, are quick with numeric computations and mathematics, have assertive and firm decision-making skills, are able to maintain their composure under pressure, and possess an excellent short-term memory. Through numerous studies throughout the decades, it has been demonstrated that traffic controllers usually have a superior visual memory, and in addition, studies have shown that air traffic controllers generally have a degree of situational awareness that is significantly better than the population average. In 'games' involving short-term memory, peer-induced stresses, and real-time risk analysis, air traffic control specialists scored better than the control group in every experiment. Excellent hearing and speaking skills are a requirement, and trainees undergo rigorous physical and psychological testing. Moreover, the position of the air traffic controller requires some of the strictest medical and mental requirements for any profession in the world; conditions such as diabetes, epilepsy, heart disease, and many mental disorders (e.g., clinical depression, ADHD, bipolar disorder, a history of drug abuse) almost always disqualify people from obtaining medical certification from the overseeing aviation authority. Almost universally, controllers are subjected to rigid medical and mental exams to ensure safety in the air traffic system. In the United States, for example, all air traffic controllers are required to take and pass a Minnesota Multiphasic Personality Inventory before being hired by the Federal Aviation Administration. Conditions such as hypertension, while not disqualifying, are taken seriously and must be monitored with medical examinations by certified doctors. Controllers must take precautions to remain healthy and avoid certain medications that are banned for them. Many drugs approved by the U.S. Food and Drug Administration (FDA) such as SSRI antidepressants and benzodiazepines, are banned. Almost universally, trainee controllers begin work in their twenties and retire in their fifties. This is due to an FAA requirement that trainees begin their training at the Academy no later than their 31st birthday, and face mandatory retirement at age 56.Clark, Anders (17 June 2015). "FAA Hiring Scandal Follow Up". Footnote 1. Disciples of Flight. Retrieved 24 September 2015. However, retired military air traffic controllers may qualify for appointment after reaching 31 years of age. Communication is a vital part of the job: controllers are trained to focus on the exact words that pilots and other controllers speak, because a single misunderstanding about altitude levels or runway numbers can have tragic consequences. Controllers communicate with the pilots of aircraft using a push-to-talk radiotelephony system which has many attendant issues, such as the fact that only one transmission can be made on a frequency at a time and can either merge or block each other and become unintelligible. Although local languages are used in ATC communications, the default language of aviation worldwide is English. Controllers who do not speak English as a first language are generally expected to show a certain minimum level of competency with the language. Controllers often work from a control tower like this one at Birmingham Airport, England =Area or en route= Area controllers are responsible for the safety of aircraft at higher altitudes, in the en route phase of their flight surrounding busier airports and airspace. Area controllers may also handle aircraft at lower altitudes as well as air traffic around small airports that do not have their own towers or approach controllers. In most nations they are known as "area," "en route," or, colloquially in the US, "center" controllers. Area controllers are responsible for specific sectors of 3D blocks of airspace with defined dimensions. Each sector is managed by at least one Area controller, known as an "R-side" controller that handles radio communications. During busier times of traffic there may also be a second Area controller, known as a "D-side", assigned to the same area in order to assist the R-side Area controller. This can be done with or without the use of radar: radar allows a sector to handle much more traffic; however, procedural control is used in many areas where traffic levels do not justify radar or the installation of radar is not feasible, such as over oceans. In the United States, En-Route controllers work at Air Route Traffic Control Centers or ARTCCs. In other countries, area controllers work in Area Control Centers, controlling high-level en-route aircraft, or Terminal Control Centers, which control aircraft climbing from or descending to major groups of airports. =Aerodrome or tower= Aerodrome or Tower controllers control aircraft within the immediate vicinity of the airport and use visual observation from the airport tower. The tower's airspace is often a radius around the airport, but can vary greatly in size and shape depending on traffic configuration and volume. The tower positions are typically split into many different positions such as Flight Data/Clearance Delivery, Ground Control, and Local Control (known as Tower by the pilots); at busier facilities, a limited radar approach control position may be needed. The roles of the positions are; * Flight Data/Clearance Delivery: Issues IFR flight plan clearances, obtains squawk codes for VFR aircraft, helps with coordination for GC/LC, and cuts the ATIS (weather). FD/CD is commonly known in the profession as the secretary of the tower. * Ground: Issues taxi instructions and authorizes aircraft/vehicle movements on the airport except the active runway(s); controllers are not responsible for aircraft movement on ramps or other designated non-movement areas. * Local (Tower): Issues takeoff and landing instructions/clearances and authorizes aircraft/vehicle movements on or across runways. * Approach: Issues instructions to aircraft who are intending to land at the airport. This involves vectoring aircraft in a safe, orderly, and expeditious manner and, if needed, stacking the aircraft at different holding altitudes. =Civilian/military – public/private= Nimitz- class aircraft carrier (CVN-72). Civilian air traffic controllers, Memphis International Airport, 1962 Most countries' armed forces employ air traffic controllers, often in most if not all branches of the forces. Although actual terms vary from country to country, controllers are usually enlisted. In some countries, all air traffic control is performed by the military. In other countries, military controllers are responsible solely for military airspace and airbases; civilian controllers maintain airspace for civilian traffic and civilian airports. Historically, in most countries, this was part of the government and controllers were civil servants. However, many countries have partly or wholly privatized their air traffic control systems; others are looking to do the same. =Education= Civilian Air Traffic Controllers' licensing is standardized by international agreement through ICAO. Many countries have Air Traffic Control schools, academies or colleges, often operated by the incumbent provider of air traffic services in that country, but sometimes privately. These institutions are structured to provide training to individuals without any prior air traffic control experience. At the completion of academic training, the graduating student will be granted an Air Traffic Control license, which will include one or more Ratings. These are sub-qualifications denoting the air traffic control discipline or disciplines in which the person has been trained. ICAO defines five such ratings: Area (procedural), Area Radar, Approach (procedural), Approach Radar and Aerodrome. In the United States, controllers may train in several similar specialties: Tower, Ground-Controlled Approach (GCA), Terminal Radar Control, or En route Control (both radar and non-radar). This phase of training takes between 6 months and several years. Whenever an air traffic controller is posted to a new unit or starts work on a new sector within a particular unit, they must undergo a period of training regarding the procedures peculiar to that particular unit and/or sector. The majority of this training is done in a live position controlling real aircraft and is termed On the Job Training (OJT), with a fully qualified and trained mentor or On the Job Training Instructor (OJTI) also 'plugged into' the position to give guidance and ready to take over in a second should it become necessary. The length of this phase of training varies from a matter of months to years, depending on the complexity of the sector. Only once a person has passed all these training stages they will be allowed to control a position alone. =Work patterns= Typically, controllers work "on position" for 90 to 120 minutes followed by a 30-minute break. Except at quieter airports, air traffic control is a 24-hour, 365-day- a-year job where controllers usually work rotating shifts, including nights, weekends, and public holidays. These are usually set 28 days in advance. In many countries, the structure of controllers' shift patterns is regulated to allow for adequate time off. In the UK the most common pattern is two mornings, two late afternoons and two evenings/nights followed by a four-day break. With NATS, the minimum age to start the application and training is 18 while the mandatory retirement age is 56. If an 18-year-old joins and is successful then they will have to be posted to an Area course which will ensure they are 21 years old on graduation, thus old enough to hold a radar license. =Stress= Many countries regulate work hours to ensure that controllers are able to remain focused and effective. Research has shown that when controllers remain "on position" for more than two hours without a break, performance can deteriorate rapidly, even at low traffic levels. Many national regulations therefore require breaks at least every two hours. Sylvia Noble Tesh documented the stresses and challenges faced by air traffic controller's in her 1984 study "The politics of stress: the case of air traffic control." published in the International journal of health services. =Computerization and the future= Despite years of effort and billions of dollars spent on computer software designed to assist air traffic control, success has been largely limited to improving the tools at the disposal of the controllers, such as computer-enhanced radar. It is likely that in the next few decades, future technology will make the controller more of a systems manager overseeing decisions made by automated systems and manually intervening to resolve situations not handled well by the computers, rather than being automated out of existence altogether. However, there are problems envisaged with technology that normally takes the controller out of the decision loop but requires the controller to step back in to control exceptional situations: air traffic control is a skill that has to be kept current by regular practice. This in itself may prove to be the largest stumbling block to the introduction of highly automated air traffic control systems. User acceptance or willingness to use such technology is another important consideration air service providers need to consider prior to implementing any new technology. In a recent study with over 500 air traffic controllers from around the world, Bekier and colleaguesBekier, M., Molesworth, B. R. C., & Williamson, A. (2012). Tipping point: the narrow path between automation acceptance and rejection in air traffic management. Safety Science, 50(2), 259–265. found that once the focus of decision-making shifts from the air traffic controller, support for the technology dramatically decreases. Unsurprisingly, they also found that air traffic controllers enjoy the core tasks of their role: namely, conflict detection and resolution.Bekier, M., Molesworth, B. R. C., & Williamson, A. (2011). Why air traffic controllers accept or refuse automated technology. Paper presented at the 16th International Symposium on Aviation Psychology, Dayton, OH. 2014 changes in the United States In 2014, it was reported that in the United States, the Federal Aviation Administration had stopped giving preferential treatment to air-traffic controller applicants who had passed classes from the 36 FAA-approved college aviation programs across the United States, with some speculating it was due to too many white males being hired over minorities. The FAA says it “is blind on the issue of diversity". At the same time, the FAA also stopped giving preference to applicants who were military veterans with aviation experience.https://www.wsj.com/articles/faa-closes-a-hiring-runway-for-air- traffic-controllers-1400799866? tesla=y FAA Closes a Hiring Runway for Air- Traffic Controllers, Wall St. Journal, May 22, 2014Half of air traffic controller job offers go to people with no aviation experience, Chicago Tribune, July 30, 2014Trouble in the Skies , Fox Business, May 20, 2015 See also *Air traffic controllers' strike of 1981 (United States) *Aviation safety *Flight planning *The Guild of Air Traffic Control Officers References External links * Air Traffic Control Association * Unique Aviation Career as an Air Traffic Controller, by James Wynbrandt, Flying (magazine) Controller Combat support occupations Occupations in aviation Aviation licenses and certifications "

❤️ Levator labii superioris alaeque nasi muscle 🐽

"The levator labii superioris alaeque nasi muscle is, translated from Latin, the "lifter of both the upper lip and of the wing of the nose". It has the longest name of any muscle in an animal. The muscle is attached to the upper frontal process of the maxilla and inserts into the skin of the lateral part of the nostril and upper lip. Overview Historically known as Otto's muscle, it dilates the nostril and elevates the upper lip, enabling one to snarl. Elvis Presley is famous for his use of this expression, earning the muscle's nickname "The Elvis muscle". A mnemonic to remember its name is, "Little Ladies Snore All Night." Snore- because it is the labial elevator closest to the nose. The levator labii superioris alaeque nasi is sometimes referred to as the "angular head" of the levator labii superioris muscle. See also * Levator labii superioris References Muscles of the head and neck "

❤️ Maxilla 🐽

"The maxilla (plural: maxillae )OED 2nd edition, 1989. in vertebrates is the upper fixed (not fixed in Neopterygii) bone of the jaw formed from the fusion of two maxillary bones. In humans, the upper jaw includes the hard palate in the front of the mouth.Merriam-Webster Online Dictionary. The two maxillary bones are fused at the intermaxillary suture, forming the anterior nasal spine. This is similar to the mandible (lower jaw), which is also a fusion of two mandibular bones at the mandibular symphysis. The mandible is the movable part of the jaw. Structure Inferior surface of maxilla In humans, the maxilla consists of: * the body of the maxilla * four processes ** the zygomatic process ** the frontal process of maxilla ** the alveolar process ** the palatine process * three surfaces – anterior, posterior, medial * the Infraorbital foramen * the maxillary sinus * the incisive foramen =Articulations= Each maxilla articulates with nine bones: * two of the cranium: the frontal and ethmoid * seven of the face: the nasal, zygomatic, lacrimal, inferior nasal concha, palatine, vomer, and the adjacent fused maxilla. Sometimes it articulates with the orbital surface, and sometimes with the lateral pterygoid plate of the sphenoid. =Development= Figure 5: Anterior surface of maxilla at birth. Figure 6: Inferior surface of maxilla at birth. The maxilla is ossified in membrane. Mall and Fawcett maintain that it is ossified from two centers only, one for the maxilla proper and one for the premaxilla. These centers appear during the sixth week of prenatal development and unite in the beginning of the third month, but the suture between the two portions persists on the palate until nearly middle life. Mall states that the frontal process is developed from both centers. The maxillary sinus appears as a shallow groove on the nasal surface of the bone about the fourth month of development, but does not reach its full size until after the second dentition. The maxilla was formerly described as ossifying from six centers, viz.: * One, the orbitonasal, forms that portion of the body of the bone which lies medial to the infraorbital canal, including the medial part of the floor of the orbit and the lateral wall of the nasal cavity. * A second, the zygomatic, gives origin to the portion which lies lateral to the infraorbital canal, including the zygomatic process. * From a third, the palatine, is developed the palatine process posterior to the incisive canal together with the adjoining part of the nasal wall. * A fourth, the premaxillary, forms the incisive bone which carries the incisor teeth and corresponds to the premaxilla of the lower vertebrates. * A fifth, the nasal, gives rise to the frontal process and the portion above the canine tooth. * And a sixth, the infravomerine, lies between the palatine and premaxillary centers and beneath the vomer; this center, together with the corresponding center of the opposite bone, separates the incisive canals from each other. Changes by age At birth the transverse and antero-posterior diameters of the bone are each greater than the vertical. The frontal process is well-marked and the body of the bone consists of little more than the alveolar process, the teeth sockets reaching almost to the floor of the orbit. The maxillary sinus presents the appearance of a furrow on the lateral wall of the nose. In the adult the vertical diameter is the greatest, owing to the development of the alveolar process and the increase in size of the sinus. Function Fracture of the left lacrimal / maxillary bone The alveolar process of the maxillae holds the upper teeth, and is referred to as the maxillary arch. Each maxilla attaches laterally to the zygomatic bones (cheek bones). Each maxilla assists in forming the boundaries of three cavities: * the roof of the mouth * the floor and lateral wall of the nasal cavity * the wall of the orbit Each maxilla also enters into the formation of two fossae: the infratemporal and pterygopalatine, and two fissures, the inferior orbital and pterygomaxillary. -When the tender bones of the upper jaw and lower nostril are severely or repetitively damaged, at any age the surrounding cartilage can begin to deteriorate just as it does after death. Clinical significance A maxilla fracture is a form of facial fracture. A maxilla fracture is often the result of facial trauma such as violence, falls or automobile accidents. Maxilla fractures are classified according to the Le Fort classification. In other animals Sometimes (e.g. in bony fish), the maxilla is called "upper maxilla", with the mandible being the "lower maxilla". Conversely, in birds the upper jaw is often called "upper mandible". In most vertebrates, the foremost part of the upper jaw, to which the incisors are attached in mammals consists of a separate pair of bones, the premaxillae. These fuse with the maxilla proper to form the bone found in humans, and some other mammals. In bony fish, amphibians, and reptiles, both maxilla and premaxilla are relatively plate-like bones, forming only the sides of the upper jaw, and part of the face, with the premaxilla also forming the lower boundary of the nostrils. However, in mammals, the bones have curved inward, creating the palatine process and thereby also forming part of the roof of the mouth. Birds do not have a maxilla in the strict sense; the corresponding part of their beaks (mainly consisting of the premaxilla) is called "upper mandible". Cartilaginous fish, such as sharks, also lack a true maxilla. Their upper jaw is instead formed from a cartilaginous bar that is not homologous with the bone found in other vertebrates. Additional images File:Maxilla anterior.pngSkull. Maxilla shown in green. Maxilla - animation 02.gifSkull. Maxilla shown in white. See also *Maxillofacial surgery *Maxillary crest References Further reading External links * Bones of the head and neck Dental anatomy Irregular bones Human mouth anatomy "