Tag: <span>training</span>

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Leg training is a brutal type of training that many stay away from. Many think leg training in either running or gym work, and yes this is a form of leg training but leg training is so much more and more brutal than anyone could ever think.

Bodyweight training has come a long way, and just as it was making its way back bodyweight training went in another direction, it moved from standard more traditional bodyweight to gymnastic or circus type movements using about the same rep scheme as traditional weight training.

High rep bodyweight training is often over looked as a way only to condition the body and conditioning being the only benefit. The fact is when people try high rep conditioning they find that it is extremely difficult and instead of saying that it’s too tough they switch to less volume and more rest time.

Today’s society has more people training than ever before, and there are many types of training out there, there is something for everyone and everyone has the best way to train. The problem is people don’t stick with things long enough to get results or the training is too difficult to do and they move on.

Most people focus on glamor muscles, muscles that look good and that are not very useful. Magazine covers show amazing muscled up body of a man or woman that people think they can identify with and in reality it’s a dream.

The higher the reps and the higher the intensity, the harder the muscles work, and more oxygen is needed in the muscles and this where most men quit, this is called training to failure.

Stopping at failure trains the body to quit when the going gets tough, when you push on a little farther mental toughness is built.The pain is extreme the rests are short the results dramatic.

Leg conditioning is a whole different animal, it is the most result producing type of exercise you can do for building muscle, burning fat and building a level of conditioning that is almost superhuman. For years I avoided any real leg training because I thought that it would slow me down. Years later I found that leg training with high reps are workouts that make men.

Any one can train the upper body and most focus the majority of training on muscles that can be displayed easily.

The upper body is idolized, while the lower body is demonized. It’s a wicked way to live, but the benefits are great.

Workout that can be used is 50 jump squats and 50 pushups resting 1 minute and repeating this 3 times. Simple concept amazing benefits.

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Source by Johnny Grube

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What could be more frustrating to a pet cat owner than litter tray mishaps? Quite often cats that habitually have litter tray accidents are the ones that end up in animal shelters due to their owner’s exasperation! If a cat steadfastly refuses to make use of the litter tray, it means there could be an underlying reason or problem, so potty training your cat or in other words, toilet training your cat, may be the way to go. You may find that some cats that are not litter box trained or do not like using the litter tray are very difficult to toilet train so before going down this road, you may need to discover the reasons why the cat won’t use the litter tray.

One main reason you may find that cats refuse to use the litter tray is because it is dirty. Most cats are very particular when it comes to cleanliness and you may find that they will turn their nose up at a dirty litter tray and will refuse to use it, even if it has used the tray just the one time. So, one of the first things that need checking should you discover an ‘accident’ is the litter tray- make sure it’s not dirty.

Depending on how many cats you own, you may find the problem related to not enough litter trays around. Cats love their own space and privacy, especially when it comes to litter tray usage, so they should have at least one litter tray each. Indeed some veterinarians recommend two litter trays per cat as a kind of stress busting measure, though this would be beyond most people’s idea of a stress free life for themselves! Imagine the daily grind of cleaning out two litter trays per cat!

Accidents may occur because you may be using the wrong kind of litter. Some of our feline friends are particularly fussy when it comes to the smell and texture of a particular type of litter. Also, certain types of litter are very dusty which could cause problems with some cats.

Litter tray shapes and sizes have also been known to cause a few litter tray accidents. Some cats may prefer the privacy of an enclosed litter tray but some kittens or older cats may have problems getting in and out of this type of litter tray. Keep an eye on your cats actions on a litter tray and you may be able to gauge from this what particular tray your cat needs.

If you feel none of the above explanations apply to your cat then there could be an underlying health problem causing the litter tray accidents. The cat may have a urinary tract infection, kidney problems, bladder problems or even diabetes. Visit your local vet so they can give your cat an examination and if a problem does arise then medication can be prescribed for it.

Make sure that if your cat does have an accident of a litter tray nature, to clean the area thoroughly afterwards to remove all offending odours. If you don’t then you may find the cat going back to this particular area as a matter of habit because it can detect the odours and associate the area as a toilet space.

Lastly, another reason your cat may have stopped using a litter tray may have nothing to do with any of the above. Indeed there may be no underlying problem at all. The cat could just be ‘marking’ out its territory and these occurrences may be particularly true in multi-cat households or households where a new pet has just been introduced.

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Source by Anthony J. Carter

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It was on a mild, flawlessly-blue, September 29, 1995 day that I pulled into the modern State University of New York-College of Technology at Farmingdale Aviation Center on Long Island’s Route 110, experiencing a degree of trepidation, that I began my Private Pilot Flight Training Program. That it technically constituted a “class” required for my Associate in Applied Science Degree in Aerospace Technology, shared with others I knew from the main campus facilities about two miles away, significantly extended the realm of experiential education beyond what could have been considered “routine.” That I had already had a decade-and-a-half international airline career at JFK International Airport certainly qualified it as a life-consistent theme. However, I was about to assume the pilot’s seat this time.

Greeted by my Certified Flight Instructor (CFI), I was told to take the apocopate Pilot Operating Handbook (POH) from the Aviation Center and deposit it into the respective aircraft on the ramp. My initial and introductory lesson would be in a Cessna C-172 Skyhawk, registered N73334, a high-wing, four-seat, general aviation airplane powered by a single 160-hp, dual-bladed Avco Lycoming O-320-H2AD piston engine. Its design and performance parameters were many: its maximum useful load was 910 pounds; its maximum take off weight was 2,300 pounds; its fuel capacity was 43 gallons; its maximum speed was 125 knots; its sea level rate of climb was 770 fpm; and its service ceiling was 14,200 feet.

Checklist in hand, I made a clockwise pre-flight inspection, from propeller to flight surfaces to sumping the fuel to verify its clarity, before assuming the left seat and shoulder- and seatbelt-harnessing myself in it.

“Prop clear!” I yelled to alert anyone in its vicinity of its imminent start, resulting in the engine’s grunting and grounding into slipstream-generating, elevator-bathing life. The aircraft felt alive and I was in control of it.

Requesting taxi clearance from the Aviation Center on the Republic Airport Ground frequency, I released the toe brakes without pushing the power lever further in and the rotating propeller naturally pulled the aircraft into movement along the ramp at a brisk walk’s pace.

Temptation to steer with the yoke had to be resisted: it only deflected the ailerons for in-flight banking and did nothing on the ground. Rudder pedal movements ensured the nose wheel’s direction.

Nudging onto the run-up pad near Runway 1’s threshold, I performed a full flight check-from brakes to magnetos to freedom of flight surface movement to adjustment of the altimeter’s current barometric pressure–and then switched to the Republic Tower frequency, inching on to the runway and receiving take off clearance.

Full engine power deafened the cockpit, sent a torrent of air over its aerodynamic surfaces, and propelled the high-wing aircraft into acceleration. Almost immeasurable rudder pedal pressures enabled me to keep the nose wheel on the center line, while the wheel itself, beginning to jump off the ground, was the Cessna’s signal that it had gained enough speed to surrender to flight.

A gentle pull of the yoke and a right rudder pedal depression to counteract the propeller’s torque, released it from its gravity constraints several thousand feet before the runway’s end, as I “rode the ball,” trying to keep it centered.

Ignorant of procedure, I banked to the right, upon which my flight instructor advised, “Maintain runway heading until you clear it.”

The ground receded and the sky’s blue purity became the new dimension of flight.

Climbing to 2,200 feet and reducing power to level off, I crossed Long Island to the Northport Stacks, as my instructor demonstrated banks and descents. The one-hour introductory flight passed rapidly.

Re-approaching Republic Airport, I radioed, “Republic tower, this is Cessna 73334, inbound for landing.”

Clearance was given to “continue.”

Unable, in my novice state, to actually execute the landing, I was nevertheless given the opportunity to fly a right-hand pattern, consisting of downwind, base, and final legs, the latter of which required progressive trailing edge flap extensions, which could only be counteracted by a push of the yoke to avoid the nose-rising tendency. A power reduced round out and flare reprofiled the aircraft into its immediate take off rotation angle and stripped it of its airspeed, enabling it to gently touch down on its main wheels. Brake application-assisted deceleration and a turn off to the taxiway preceded a frequency change to Republic Ground, which granted clearance to return to the Aviation Center while I “cleaned up” the aircraft by retracting its flaps. A pull of the power lever starved the engine of its fuel and all vibration, noise, and slipstream ceased.

A debriefing and logbook entry took place inside.

The following week’s lesson entailed operation of the smaller, two-seat Cessna 152, registered N67856, with a takeoff from the reciprocal of Runaway 1-in this case, 19-and a cruise to Long Island’s south practice area over Jones Beach-connecting, erector set resembling Captree Bridge. The return required the radioing of, “Republic Tower, this is Cessna 67856 over Captree, inbound for landing.”

The five-session, 5.7-hour flight training course, designated “Introduction to Flight I” and running from September 29 to October 27, also involved aircraft N757AA, another C-152, and the curriculum entailed the four fundamentals of flight, minimum controllable airspeed, 30-degree banks, approaches to stalls, descents, and landings on Runway 14.

The succeeding six-flight, six-hour “Introduction to Flight II” course, running from February 27 to April 19, 1996, entailed all Cessna 172 aircraft, although in two registered N734HD and N1517E I had not yet flown. I was also introduced to a new flight instructor.

Although the standard curriculum included such practice maneuvers as traffic pattern flying slow-flight, and coordinated flight, a man-machine merge in continually changing meteorological conditions created some challenging moments.

A half-hour sector on Marah 15 in aircraft N734HD, for instance, prompted a rapid return after take off in rain and nothing more than a traffic pattern circuit because of low, visual flight rule (VFR)-threatening conditions.

Coordinated flight on April 12 in aircraft N1517E over the north practice area was made amid a soupy overcast and 35-knot winds blowing from the forward, right side, buttressing the Skyhawk and rendering it difficult to maintain control.

And the following week’s sortie, with N734HD on April 19, entailed the grinding roar of the engine when it was throttled to a setting above 2,200 rpm, leaving the flight instructor to take control and immediately return to Republic Airport from the south practice area, all the while at a slight climb angle. An engine inspection was clearly in order afterwards.

The fall 1996 semester’s “Primary Flight I” course, with the same flight instructor and the Cessna 172s with which I had now become familiar, entailed eight sectors and 8.7 hours during the September 19 to December 5, 1996 period. It included some of its own surprises and challenging situations.

On two occasions-September 19 and November 1-both with aircraft N734HD, I flew 15,.5 nautical miles airline-reminiscent sectors from Farmingdale’s Republic Airport to Islip’s Long Island MacArthur and landed before return. During the first, I made crosswind take offs and landings, the latter with only ten degrees of flap, and was introduced to radio communication in Class C airspace. Upon return from the second I made a left downwind turn beneath clouds that were at 1,600 feet, experiencing moderate turbulence, a 50-degree crosswind at 25 knots gusting to 32, wind shear on final, the incessant blare of the stall warning horn, the left wing’s continual dip to the ground, and insufficient rudder travel, causing my flight instructor to desperately assume control and correct each lateral axis upset until enough airspeed had been bled off to flare and snatch Republic’s Runway 32 with its main wheels.

The rest of the fall curriculum involved the more “mundane” maneuvers of airspeed and configuration changes, 45-degree banks, s-turns, and turns-around-a-point.

The spring 1997 continuation of “Primary Flight I,” spanning the four-month period from January 27 to May 12, included eight sectors and 7.7 hours, and the re-introduction of my original flight instructor. The first three flights were made in aircraft N734HD, with the remaining five in N1517E, all obviously Cessna 172s. Its lessons included climbing and descending turns, tracking, air traffic control procedures, straight-and-level flight, airport entries, an inadvertent plunge into cloud-causing instrument meteorological (IMC) conditions, and a rapid, short-final descent from 1,200 feet to Republic Airport’s Runway 14.

Coupled with a private rental of a C-172 Skyhawk from Republic’s Nassau Flyers fixed base operator (FBO) back on January 30, 1996 (registered N5700E) for a one-hour Long Island South Short cruise, during which one of my airline colleagues constituted my first “passenger,” my flight training program concluded with 32 sectors and 29 hours in my logbook.

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Source by Robert Waldvogel

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“A lot of indie developers who became ‘Overnight Successes’ were working at it for ten years.”

– Dan Adelman

The gaming industry is on a totally different level these days. Whether it’s the Virtual Reality or Artificial Intelligence, game development techniques have made a difference to the market space throughout the globe. I am sure you must have heard about these names: Clash of Clans, Pokemon Go’, PlayerUnknown’s Battlegrounds (PUBG), or Candy Crush Saga. All these games were an overnight success. But that’s not the point. How did they reach there or should I keep it this way, what was the key to their success?

A recent report on the gaming industry states that the international gaming market is expected to become a multi-billion-dollar industry by 2022. I am sure this will give a reason not just to play games but make one.

I know game development seems to be kind of a rockstar job, but the reality is totally different. Hence, it’s one of the most innovative and creative industry; it needs ideas which can make a difference. Adding more to it, game development is a hectic task sitting hours and hours in front of a screen and doing crazy coding over it.

Now the question is what you need to do to get into the gaming industry? Game development is just like any other coding language. Whether its Unity, CRYENGINE, Frostbite, or Havok.

While going through a game development training module, you must focus on a few things. What are the essentials of design elements, what are the key stages in game development, how to use the law of physics, and what AI techniques are required creating interesting characters?

About the game development training process

Game development training must include few steps of detailed learning. This includes steps like STORY, LAYOUT, DEMOCRATIZATION, AUDIO AND SAMPLES, AGILITY, and lastly a perfect PROTOTYPE.

A perfect story leads to a perfect end.

Before even starting your game development training you need to think about what’s the story? Frame a circle around it and look for the minute details. This will give you an overview or a map to your game.

Define a layout to make things visible

Next step in your game development training must include the designing process. You may go with the Game Design Document (GDD). This will become a pole star for your ships sailing across the oceans. If not this, you may end up with a document which no one can really read.

Agility is what you need!

Once you are ready with a story and a layout, next thing is agility. In a game development training module, you must understand the importance of Project Management System which will help you organize your tasks, especially when working in teams.

Fortune come through tech!

Most developers in the gaming industry don’t even know how lucky they are! Remember those days when every now and then you need to install a gaming engine? A big thanks to DEMOCRATIZATION of technology. These days we can find numerous game engines ranging from 2D, 3D, AI, and free and subscription-based engines.

The Audio Track

It may sound easy to choose a track for your game, but it’s not that easy. Choosing a wrong soundtrack can add up in your failures. Most of the developers add a file at the end, and that’s where they commit a mistake. Usually, graphics and programming are more important, right? No, wrong. Audio files are equally important to persuade the right audience for your game.

The Prototype

A prototype is worth a million. This is the final stage where you need to convert all your hard work into a face. This is the last stage of your game development training. After all your coding, layout, audio file selection, all you need to do is, make a prototype out of it. You must iterate many times until you get the perfect feel.

That’s all about your game development training process. If you are really a gaming freak or coding geek, then don’t just sit back and read. Connect to us anytime anywhere and we’ll make your journey easy and interesting.

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Source by Prashant Bhatia

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While some people prefer getting cute, huggable, and adorable puppies, other people like getting a full grown dog instead. Older dogs tend to be more mature and perhaps better companions, the best friend that a human would need.

However, some people have qualms about getting an older dog because of the common notion that people cannot teach old dogs new tricks, especially potty training. But this is not actually the case, older dogs can still be potty trained with some important things in mind.

Here are some tips for potty training an older dog:

1. When potty training an older dog, your focus should be teaching the dog to eliminate outside, instead of teaching it not to eliminate inside. It is easier to teach an older dog to DO something instead of NOT DOING something.

If the dog already has an old habit of doing it inside, it would be hard to focus too much on eliminating that habit. It is rather easier to help it learn a better alternative to an old bad behavior.

2. Select a spot where you want the dog to do its business, such as a small corner in the lawn. It would be easier to potty train an older dog, if you are consistent about where you want it to poop. Going to the same place, over and over again, would help the dog learn the right place faster. It also helps if you do not clean the spot much until your dog learns to go there when it needs to go potty.

3. Use the same words in referring to potty. An older dog might get confused if you use different phrases to mean the same thing. When you want it to go potty, use the exact same phrase so that it would somehow become like a command to do the behavior you want it to do.

4. Remove every trace of potty accident inside the house. Dogs’ sense of smell are very keen and the smell of urine or excrement in your house might make it think that it is the place to go potty. Use a deodorizing cleaning solution to eliminate odors that might stick to your floors and carpets.

5. Keep your dog’s sleeping area as tight as comfortably possible. Dogs do not want potty in their sleeping quarters and by keeping the area just enough for it to sleep and, maybe, turn around, there would be no space for it to go potty. Ever morning, when the dog wakes up, take it to its regular potty place so that it would do its business there.

6. Lessen your dog’s food and water intake before it sleeps. This prevents accidents from happening because when your dog is full of water or food while sleeping, it might not have the capacity to control the call of nature.

7. Make it easy for your dog to go outside through a doggie door or leaving the back door open. If this is impractical in your area, leave a bell for your dog to reach. Take the dog out each time it rings the bell so that it would know that ringing is a signal for going out.

Whoever says you cannot teach your older dog new tricks might just be too lazy. Potty training an older dog is indeed possible if you know these tips and if you just have the right amount of patience.

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Source by Tim Lee

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I have been training iron palm for over 100 days now. As you probably know, iron palm is a kung fu training program designed to toughen the hand so you can hit harder without injuring yourself.

There seems to be some special significance about 100 days when it comes to this. I have even seen programs called things like “iron palm in 100 days” that are supposed to teach you a quick method that will have you breaking bricks like a pro in only a few months.

My experiences have been a bit different, but I’m also taking my time and going slower rather than faster. I know that you can injure yourself if you try to progress too quickly (I’ve even done it before) and so I started very slow and soft and am slowly increasing over time.

I’m beginning with an iron palm bag (a canvas bag) full of mung beans

I’ve been keeping a log of my training. Here is a summary of the first 100 days or so.

The first 10 days were me just getting started and getting used to the program. I started doing each strike only 20 times with each hand. I let my hand fall onto the iron palm bag rather than hitting it by using muscle force. I know there’s a traditional reason to do it this way, but I’m just doing it to take it easy.

By the 30th day it had become a part of my routine. I no longer felt like it was something that was new, but instead was just another part of my training. My hands started to feel different, too. For lack of better description, they felt like they had more “energy” than before. It’s entirely possible this was just in my head, since I had been spending more time thinking about my hands, too.

By day 40 I had increased the repetitions to 25 reps of each strike with each hand. Training was fun and I looked forward to it.

While doing the qigong portion of the training on day 47 I experienced some strange sensations in my arms that felt like rushing waves. I’m not sure what to make of it, and while I know a lot of people would say it’s the qi flowing through my arms, I’m not so sure I believe that.

That same sensation happened again on the 51st day.

By the 8th day I had increased the reps to 35 of each strike per hand. I’m feeling like I’m making progress at this point, and I don’t feel it as much in my hands when I hit the bag.

Day 100! I feel like I am through the beginner phases and on my way to good conditioning. Eventually I will move on to a bag full of gravel which is like an intermediate bag.

I didn’t see 100 days as the goal. I saw it as the beginning. I’m now ready to take my training to the next level.

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Source by Bob Klein

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It’s no secret serving many people an hour is more lucrative for a personal trainer than serving one person per hour. It’s also more affordable option for a customer. It is quite a secret though how some personal training businesses seem to make a large profit and some don’t. Rookie mistakes can cost you money short and long term.

Below are eight reasons why your percent of revenue from small or large group training is not higher. If you’re seeking help to guide you through starting a group training or a veteran group training leader wanting to grow your business, this is for you.

It is easier to avoid these pitfalls in the first place but if you’ve made them change them as quickly as you can. No matter how long you’ve been going down the wrong path, turn around.

1.) Charging by the hour or session. Charge by the outcome and results. Increase the value and the experience. Read Priceless by William Poundstone.

2.) Underpricing. If you’re not making incrementally more for training two, four, five and 10 there is something wrong. Somehow though most trainers drop the rate for training four for example to a quarter of their rate. Your income per hour is the same if you do this. You’ve devalued your service.

3.) Underselling. There is no reward in thinking that if you build it they will come. If they weren’t heating up your phone lines requesting the service they are not going to be registering in droves because you decided it was a go. Who knows about it? Who has the problem you’re solving with the group program? You’ll still have to go where they hangout and connect with them.

4.) One Level Programs. Start with the end in mind. If you start a boxing group you are going to have a lot of beginners. What do you offer next for them? If you think of your groups as a sequence of options for each level of exercisers your programs grow by 66%.

5.) Neglecting the Social Interactions. Participants in groups value social connections that come from group exercise. The loyalty of that group becomes not only to the program but to each other. Faciliatate that.

6.) Failing To Renew Before Recruiting New. Your current customer is far more valuable than your next one. Focus on renewing them before recruiting others. How can you make it irresistible?

7.) Ignoring Past Participants. People do drop out for various reasons. You never want to lose contact. If you’re not emailing at least weekly people who have been your customers, why? A current offer might no longer fit their schedule. Don’t wait until you have a promotion to contact them again.

8.) Flyer By The Seat Of Your Pants. If you think your promotion is done when you have created a flyer and put it up on the wall, keep your other job. First, flyers are usually not well designed with images and copy for the target customer. Second, no one will see it. Ads alone are not going to work for you in the future. Learn how to write, make video, and create press releases.

Group Training is a lucrative business for the savvy and creative personal trainer. For the trainer who thinks through the program, positioning, and marketing then delivers value consistently greater profit is a group away.

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Source by Debra Atkinson

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A Claims Adjuster is someone who investigates insurance claims. Job duties include reviewing applicable documents such as insurance policies, receipts for lost or damaged property, interviewing claimants and witnesses, and an on-the-scene investigation of losses.

While the first step in becoming an insurance claims adjuster is to obtain a Florida All Lines License, those considering becoming an adjuster often have questions about what type of additional training, other than licensing, may be required to obtain a job. The simple answer to that question is often ‘none’.

Insurance and adjusting companies have extensive internal training programs for new hires. The training usually includes classes on claims software and claims handling procedures. Therefore, someone considering entering this field for the first time should be cautious about spending money on Xactimate or other claims training classes offered by independent providers.

Florida has recently seen trainers coming in from other states, particularly Texas, offering classes that can cost between $500-$1000 for pre-licensing and software training. Unfortunately, many companies do not use the software the students will pay for. In addition, some of the courses are advertised as accredited for Adjuster Continuing Education.

NOTE: A Florida resident cannot receive Adjuster Continuing Education credits before becoming licensed as a claims adjuster. In addition, the CE credits advertised are for Texas, not Florida!

The bottom-line is that prospective adjuster students should proceed very carefully before spending money on any training other than licensing. A Florida All Lines license is the key that opens the door to the adjuster job market.

What Type of All Lines Adjuster License Is Available?

The 5-20 All Lines license is the Independent adjuster license. This is the license that is available to a new applicant who is not employed by an insurance company.

The 6-20 All Lines license is the Company adjuster license. This license is only available to insurance company employees.

The 3-20 All Lines license is the Public adjuster license. A Public Adjuster represents property owners against insurance companies. As of January 1, 2009, all PA candidates must serve a 12 month apprenticeship under the direction of a licensed public adjuster before taking the state licensing exam.

The All Lines 5-20 and 6-20 licenses are available without taking the state licensing test by ‘designation’. The Accredited Claims Adjuster Designation is a course that exempts or excuses the student from the state test. For more information on the licensing designation Google ‘UCF Adjuster Licensing’ and review the information you find.

What Type of Work Experience Do Insurance Companies Look for When Hiring Adjusters?

The type of work experience that insurance or adjusting companies look for depends on the type of adjuster that is being hired.

If a company is hiring Catastrophe adjusters, typically those with construction or auto body experience are going to be first-in-line for the job. Catastrophe adjusters go to the scene of a hurricane, tornado and flood to adjust property claims. Often these adjusters are also flood certified by the NFIP (National Flood Insurance Program) and may have extensive training in other areas as well.

If you are interested in becoming a CAT Adjuster read ‘Catastrophe Adjuster Training’ on Ezine.

If a company is hiring an inside adjuster to take and process claims, often no prior experience is required. This is a customer service oriented job so good communication skills are a must. The company will give you substantial training when you are hired.

Other types of background that may be helpful in landing a job as an adjuster include paralegal training, business law courses, negotiation training, engineering or mechanical trades, and a financial background.

In summary, to become a Florida claims adjuster you must obtain a license. Be very careful before you spend any additional money on outside, independent training courses!

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Source by Michael Birzon

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Quite often people that own small dogs say that their dog doesn’t need training because it is just a small dog. That isn’t true. Small dogs need training just like the big guys do and here are just a few of the reasons why.

1. Because they are always with you

Small dogs seem to always be with you at your side no matter where you go in the house. For that reason having a trained dog is important for the manners.

2. They need house training

Big or small they all need house training. Nothing worse than a little guy that just does it business anywhere and anytime. Just because the piles are smaller does not mean that you should not worry about house training. Keep in mind that the number 1 reason dogs of all sizes end up in a shelter is because of house training issues.

Training your pet establishes the dog master relationship and teaches your dog that you are the master and that there are rules that need to be followed.

3. Little dogs need manners

Nothing is worse than going to someone’s home that has a barking, jumping little dog that is snapping at your ankles. We have all seen it and don’t like it. Taking your dog through an obedience training program is important even for the little guys. Don’t forget they also need proper socialization before they are 20 weeks old just so you don’t have an aggression issue when they turn one year.

4. To save their life

Training your small dog a few simple exercises can actually save its life. Teaching the come command is important when your dog is heading for the street. If it comes when you call then it did not get hit by the car.

5. So you can be proud of them

So many people are constantly making excuses for their poorly behaved dog. When you stop and think, it is not the dog’s fault it is the owner that just wouldn’t take the time to train their dog so that they had a pet they could be proud of.

Dog training is not that expensive or difficult to do. Give your dog one 15 minute session a day and you will have a trained dog. Training will also develop that dog master bond that is so important to have a well behaved dog that you can truly enjoy.

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Source by Wayne Booth

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Horse owners who are history buffs may recognize the name Jesse Beery. Beery was an enormously famous horse trainer from the 1800’s and early 1900’s.

He learned to train horses at a very young age. It was clear he had a gift for horse training and made it his life’s work.

Among the almost countless things Beery could do with a horse, he taught them tricks. One of the most amazing tricks he taught was teaching a horse to drive without lines. (In layman’s terms, you have no long reins (known as lines) connected to the horse. The only connection to the horse is the buggy hitched to the horse) This trick almost defies belief!

Beery said this about driving a horse without lines: “While I do not advocate it as being a universally practical way of driving a horse, yet it is possible to so thoroughly train the horse to certain signals that he can be controlled more reliably under excitement and in case of danger than it would be possible to manage him with bridle and lines.”

Beery says there are a number of ways to teach this to a horse but suggests his method as the most reliable.

In a nutshell, Beery first turned his horse loose in an enclosure about twenty-five feet square. He would walk in with a whip and teach the horse to have confidence in him and not fear the whip. (The horse is never whipped).

Once the horse has learned to come to handler at the command of “Come Here” and shows no fear of the whip while it’s gently waved over his head and body, and will follow the handler all about the ring, then you have laid a good foundation for further instruction.

Put the horse away until the next day where the horse learns signals of the whip.

That process is as follows: Stand close the the horse’s hip and take a short whip and tap lightly on the right shoulder until the horse, in anticipation of driving a fly off, will swing his head around to where the tapping is. Step forward quickly and hand him a few oats, or a small piece of apple, almost in the act of turning his head around. Step back and continue the tapping and rewarding.

After a while, in his eagerness for the reward, he will take a step or two to the right when the tapping begins. Then caress him and treat him very kindly for that act. Soon, the idea will be conveyed that when tapped on the shoulder the horse will know to turn in that direction.

Remember to train both sides of the horse.

Once both sides are trained now an open bridle can be put on. Use short lines that come back as far as his tail only – but they are used only if he becomes unruly or to convey your idea to him.

The handler’s whip should not be over five feet long at this stage and the handler should stand directly behind the horse. (Beware of kickers) Let the whip extend to about the middle of his mane.

The signal you wish for him to stop for is raising the whip and holding it in a perpendicular position. Associate the meaning of this movement, and position, just as the whip is raised so the horse can see it. Pull hard on the reins and say “Whoa” – all at the same time. After a few repetitions the horse will know what to do. (Assuming you have thoroughly educated your horse to whoa)

The first few times he stops without a pull of the reins step forward and reward him immediately. Much of the success of teaching this trick depends upon how you give the rewards. If the reward is given in a manner so that the horse can fully comprehend it was complying with the handler’s wish, it will greatly enhance fixing this impression on the horse’s brain.

But if not given in the right manner, the reward will be worse than none at all.

In the same manner, the horse is taught to turn left and right. This is done by giving the horse a pretty smart tap on the lower part of the shoulder and immediately place the point of the whip three or four feet in that direction. Should he attempt to jump and go ahead too much, you can hold him in check with the action and signal to stop him.

Essentially, these are Beery’s instructions for training a horse to drive without lines. It’s important to note this is a shortened version of Beery’s instructions and there is more to know.

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Source by Andy Curry