Podcasts about Airframe

Thank You To Our Partners The Institute, AutoFlow, AutoLeap, Shop Dog Marketing, In-BoundWatch Full Video EpisodeIn our Episode Today: Listeners will recall the Pilot Talk (Episode 34) with Austin Brumfield - and this time our host Craig O'Neill welcomes Austin's amazing wife, Evangela, to the podcast!Evangela is a pilot, an Airframe and Powerplant Mechanic, and a missionary.As mentioned with Austin, the Brumfields are joining Arctic Barnabas Ministry's (ABM) which will take them and their aviation skills to the remote regions of Alaska. ABM aims to support and encourage those who serve in Alaska, so they don't decide to leave! Since do leave after confronting hardship and the remote nature of Alaska- it becomes unlikely for people who cannot leave their remote communities to develop trust with any future newcomers.The Word of the Day:Barnabas:Proper Noun Meaning: "son of encouragement”In the conversation listeners will enjoy hearing Evangela share and reflect on a number of topics including:Her passion for the mechanics of aircraft - and the importance of the A&P licenseWhat it is like communicating with your Certified Flight Instructor (CFI) - when you are married to your CFIHow speaking through the radio in a solo flight instills a sense of confidenceWhat it's like to speak in front of churches to raise supportWhy raising support for living in Alaska is nearly twice as hard as other missionsCompelling details about the challenges of remote living and isolation felt by people in the remote regions of AlaskaAirplanes as a bridge for communicationAlso airplanes in general. We do talk a bit about airplanes… Those who know Craig, know that when he entered college out of high-school - he wanted to become a missionary pilot himself. Meeting the Brumfields later in life when he took up flight lessons in 2021 cultivated a new friendship and a new means to fuel that passion by supporting the Brumfields and welcoming them to share their story.At Speak Up - we believe stories adjacent to our industry prove to illustrate solutions for our day-to-day situations. A key takeaway from Evangela is for us to remember to be proactive about being a Barnabas in your part of the world! Don't just wait to be called! And be prepared to go this distance necessary to support those who need support!We hope you'll follow the Brumfield's journey - details below!For more information on Arctic Barnabas Ministry - Check out their site: hereYou can follow Austin and Evangela on Facebook, where they post their updates and newsletters by clicking hereEvangela shared a wonderful Youtube video that was produced recently regarding missions in Alaska. ABM serves some of the individuals in the video so it's a great way to visualize the people, places, and need for ABM in Alaska. You can watch it by clicking here. Thank You To Our Partners The Institute, AutoFlow, AutoLeap, Shop Dog Marketing, In-Bound:The Institute at WeAreTheInstitute.com. "Stop stressing over your business, you deserve a good night's...

Register your feedback here. Always good to hear from you!I can't believe I haven't done a “Construction” episode already. The Bible is full of metaphors about builders and building, and lessons for us abound. Today we'll discuss the biggest construction project of your life and whether you should even start it; the blame that gets shifted, even toward Jesus, when the project goes wrong; the woes of dealing with poorly conceived and poorly executed projects; and the best Bible-themed game I have ever played – maybe the best game, period.Check out Hal on YouTube at https://www.youtube.com/@halhammons9705Hal Hammons serves as preacher and shepherd for the Lakewoods Drive church of Christ in Georgetown, Texas. He is the host of the Citizen of Heaven podcast. You are encouraged to seek him and the Lakewoods Drive church through Facebook and other social media. Lakewoods Drive is an autonomous group of Christians dedicated to praising God, teaching the gospel to all who will hear, training Christians in righteousness, and serving our God and one another faithfully. We believe the Bible is God's word, that Jesus died on the cross for our sins, that heaven is our home, and that we have work to do here while we wait. Regular topics of discussion and conversation include: Christians, Jesus, obedience, faith, grace, baptism, New Testament, Old Testament, authority, gospel, fellowship, justice, mercy, faithfulness, forgiveness, Twenty Pages a Week, Bible reading, heaven, hell, virtues, character, denominations, submission, service, character, COVID-19, assembly, Lord's Supper, online, social media, YouTube, Facebook.

While we get Season 10 ready we're bringing you this episode from our friends at the Federal Aviation Administration's Podcast, The Air Up There.Find our transcript here.Did you know that airplanes have two black boxes and they are actually orange? Or that airplanes have closets? Or that one of the tools used to fix an airplane's auxiliary power unit is referred to as a fishing rod? In this episode we're talking with Max, aka Airplane Facts With Max, an aircraft mechanic who hosts social media videos that cleverly blend airplane fact with fantasy fiction. Tune in as Max shares his favorite airplane facts and takes us behind the scenes of his career as an aircraft mechanic, where safety is at the forefront with little margin for error. You will find out what it takes to be an aircraft mechanic, a trade skill career that offers unique hands-on experiences, excellent compensation, and plenty of job prospects. Plus, hear the story behind the inception of Airplane Facts With Max.Whether you're an AvGeek, a fantasy geek, or just curious about the world of aviation, join us to celebrate one of the behind the scenes heroes of aviation – aircraft mechanics! As a wise grey wizard once said, “you shall not pass” up listening to this episode. Share with your friends, family, colleagues, hobbits, elves, rangers and other friendly folk of Middle-earth. Learn more about what it takes to become an FAA-certificated aviation mechanic. Meet Our Guest: Max is a certified Aviation Mechanic with Airframe and Powerplant ratings who creates social media content as Airplane Facts With Max. 

Are you good with your hands, mechanically inclined, or have a knack for fixing mechanical or electrical items? If so, a career in the constantly growing Aviation Industry might be a good fit for you! Transitioning from the military into a role as an Airframe and Powerplant (A&P) Mechanic allows you to continue building an exciting career while making an impact on the world around you. We have recently partnered with US Aviation Academy, an organization that provides world class training for A&P mechanics. US Aviation Academy's VA approved A&P Mechanic Program is designed to thoroughly equip all students with a profound knowledge of aircraft and prepare you for a successful career in the aviation industry. During this program, you will train at a live airport, get real-world experience working on jets, and work closely with knowledgeable instructors. Steve Kugler, Vice President of Business Development and Director of Admissions at US Aviation Academy, joins the podcast to discuss his passion for the Aviation industry. Additional topics include: • A&P Mechanic training program highlights • Benefits of the program and certifications earned • Why the Aviation Industry is a good fit for veterans If you'd like to learn more about A&P Mechanic training with US Aviation, visit https://www.oriontalent.com/military-job-seekers/usaviationacademy/

Rusty Sloane is a lecturer at Baylor University's aviation program, where he prepares student pilots for careers in the airlines. A former coast guard helicopter pilot, Rusty spent several years flying with me here at Airbus. In this conversation, I'll speak with Rusty about finding one's place as a pilot, a student, a leader, and everything in-between. We'll look at the truth behind the pilot shortage, the importance of camaraderie, and much more.

Editors James Pozzi and Lee Ann Shay discuss the return of Inside MRO's Top 10 MROs feature after a five-year hiatus and what some of its findings say about the current state of the commercial aftermarket.

To become a certified Aircraft Maintenance Technician in the US, you must take 9 total tests from the FAA, including General, Airframe, and Powerplant tests (Written, Oral, and Practical). On this episode, we are rejoined by Brian of Finding Demo Surf Fishing, and we recount his experiences with taking his tests to attain his Airframes and Powerplant certification.Check out more of Brian's surf fishing podcast at @findingdemosurffishing on all known podcast listening platforms -or-https://www.findingdemosurffishing.com/Follow us on Facebook- @cancelledformaintenance, Instagram- @canxformaintenancepodcast.Twitter- @cxmxpodcastDid you know we have a comic series? Check it out on the Tapas app or visit us at: https://tapas.io/series/CXMXcomicsVisit our website and check out our merch at www.cancelledformaintenance.com. Have ideas or stories for show? Send us a line at our contact us section of our website!Looking for the best lightweight, comfortable, and noise-cancelling headset? Visit: dalcommtech.com and use code "canxrules" to save 15% off their products or special orders!Check out Rockwell Time for awesome outdoor merch and apparel. Use code-CX4MX and save 10%!Tell us how we are doing, leave us a review if you listen to us on Apple, Stitcher, Podchaser, or IHeart Radio!Follow us on Goodpods and Podchaser!https://goodpods.app.link/1Ss1v4ODHlbThanks to our monthly supporters, with special shout outs to:Dylan K.Nordia K.Mike S.Eric S.Kiel K.Maxx1700Chris H.Dan S.Ryan F.Jennie D.Erica L.Carm M. ★ Support this podcast on Patreon ★

Construction projects are complex and no matter the size, there are risks of cost and deadline overruns. IT focused projects are no exception. Harvard Business Review states that at least one in six IT projects turn into a Black Swan with a cost overrun of 200%. A PWC study published on Forbes stated that there was an estimated $50-150 Billion in lost revenue from failed IT projects.On this episode, I turn to Rick Stuart, Vice President, Security Solutions - Technology Center of Excellence with Vision Technologies. Rick shared with me some of the common pitfalls that cause a project to go off the rails and then shares ideas on how to avoid these on your next IT/Low-Voltage project. We even talk on one of my favorite topics, company culture.Rick has over 25-year background in security operations spans surveillance systems, security needs assessments, project management, sales leadership, IT network design, and emergency management. He currently spearheads daily operations for Vision's growing security integration business.Rick is also a Commercial, Multi-Engine Instrument Pilot, an Airframe and Powerplant mechanic, and Officer in the USAF Auxiliary. Thank you for listening and please take a moment to subscribe, rate, and review our show on your favorite podcast app and YouTube.To get a hold of us here at Keepin' The Lights On, please email: podcast@graybar.comTo reach Rick Stuart on LinkedIn:  https://www.linkedin.com/in/rick-stuart-08147b13/Watch the episode on YouTube: https://youtu.be/_QgyTlkZ4xY?si=ia7-QK2H0tIxiAjxLearn more about Vision Technologies: https://www.visiontechnologies.com/Vision Technologies and Graybar video: https://youtu.be/KfbF1uxfWyQ?si=gpifvb512tkO5HoTVision Technologies Culture : https://www.visiontechnologies.com/our-cultureVision Technologies Integrated Technology Delivery : https://www.visiontechnologies.com/itdVision Technologies work : https://www.visiontechnologies.com/past-performanceThe Kentmorr Beach Bar and Grill: https://thekentmorr.com/ I would like to thank Virginia Lerian and Allison Akers and the entire team at Vision Technologies for the help and support in creating this episode.

Doc: The Scorpion Team by Doc JungFor forty years a man has kept his silence, never telling anyone he has ever met or worked with or for. Not even his family could be told; or repercussions, removal from service, and forfeit of all benefits would result.The government didn't want you to know they had a secret weapon: three Special Forces teams put together with the best of the best. The Honorable President Ronald Reagan had his hands full with terrorists and the Cold War with the Soviet Union. When Iranian militants seized the U.S. Embassy in Tehran on November 4, 1979, under President Jimmy Carter's term of office, they held 52 Americans captive for 444 days. President Reagan knew he wasn't going to ever allow this again.Now one brave man breaks his silence after forty years to honor his brave fallen brothers, and tells all his story, so you will know that they really did exist and their missions really did happen, despite the government's coverup. This is the story of his life, his journey, his love of a lifetime that slipped away, and his struggles with PTSD and those who helped him along the way.About the AuthorDoc Jung is a retired military Veteran of 32 years of service. After retirement he worked for James Avery as a handmade jewelry tech. Then the opportunity came where he used his Airframe & Powerplant IA license to work for Texas Aircraft Manufacturing as their Quality Assurance Manager, which he still does today. His hobbies include, of course, target shooting and building handmade one-of-kind personalized birdhouses that reflect a person's personality. They are pieces of artwork and are on his Facebook page: HeyZombieLLC.Doc has always wanted to write books and even has some other rough draft books, but he has never pursued publishing them. This book is the true story he had to come out of silence to tell all, to honor his fallen Special Forces team brothers, to speak of his love of a lifetime that slipped away, and to reach out to those others who may be suffering from PTSD in hopes of stopping them from ending their own lives https://www.amazon.com/Doc-Scorpion-Team-Jung-ebook/dp/B0CVLCZYGY/ref=sr_1_1?dib=eyJ2IjoiMSJ9.FSH8lJRVHvT0yrSz0hUP-ISVC18Km0YClBZzvo4nr7GHbcfZMKe8H7p8hIeYiyw8ZR8--bK9xbYbaCNRw7kDO98mOsJwI9XtDoUtPSFTG1-EGRDd57w9bVryqyAROukO14S9MQ9IK9-7lf4F2Swlj2BPZBhopXy0mxrgqACaqTnQ1lU51q7-KjOD96miMdvB6X163vN3A_KY8w_2_kX8O9lOF5m8gVYjKRGqhjpoOzc.fJP-Vo7BEZqNN3Wq7khHRjpXsbZtC_axiAhN17styPs&dib_tag=se&keywords=Doc%3A+The+Scorpion+Team&qid=1712330891&s=books&sr=1-1http://www.KingPagesPress.com    http://www.bluefunkbroadcasting.com/root/twia/41124kpp1.mp3  

En una alianza estratégica, Nokia y Dell Technologies colaborarán integrando servidores Dell PowerEdge en la infraestructura AirFrame de Nokia, mientras que, Dell elige a Nokia como socio preferido para soluciones inalámbricas en casos de borde empresarial.

Listen in as Aviation Week Network editors ask a critical question: Will the capacity crunch ease this year? Airframe and engine maintenance slots have been tough to book since travel rebounded and supply chain pains strain turnaround times. 

aAt some point you have seen a movie scene with a crewmember in the back of a helicopter with a personality that could not exactly be defined, yet in an instant cameo appearance, it left an overwhelming impression upon you. There is something about the ones that sit in the back entrusting the two pilots up front with their lives no matter the weather, the mission, night or day. The seasoned flight veterans remain vigilant, cool, calm and collective no matter the environment or risk.In the half-deranged world of a U.S. Army Blackhawk Crewchief, you will gain a deep understanding of what it truly means to be a 15 Tango-a skilled and dedicated individual who lives a life filled with both challenges and rewards.Join Jon Griswold "Griz", a U.S. Army Blackhawk Crewchief, on a captivating journey that takes you behind the scenes of his world as a 15 Tango. Within this gripping narrative, you will experience the creation of brotherhood, with his classmates, the thrill of adventure through combat deployment, and the unexpected drama, and the heartache that comes with the sacrifices made by those who risk it all. Griz and his brothers in arms share a unique bond, united by their commitment to keeping their machines airborne and their fellow soldiers safe. About the Author: James Simmons possesses a wealth of expertise. He obtained his Bachelor of Science in Technical Management with a minor in Aviation Safety and Master of Science in Management with distinction from Embry Riddle Aeronautical University. Additionally, he actively maintains his Airframe and Powerplant (A&P) technician status with Inspection Authorization (IA) privileges.James is deeply involved in the aviation industry and contributes as a volunteer. He currently serves as the Chair of the Helicopter Association International (HAI) Workforce Development Working Group and represents the state of Alabama as an FAA Safety Team Representative. His dedication to the industry extends beyond his professional achievements.Utilizing his effective communication skills and extensive experience, James provides guidance and mentorship to aviation maintenance management teams. He excels at strengthening teams and organizations by fostering a vision-oriented approach, encouraging engagement, and promoting successful, quality-driven maintenance execution. Throughout his career, he has achieved notable outcomes, such as reducing preventable maintenance incident rates, improving customer satisfaction, minimizing the cost of poor quality and rework, and implementing Department of Defense trending applications for assessing maintenance performance.James Simmons has faced challenges head-on, overcome obstacles, and consistently displayed a tireless work ethic. He remains devoted to his profession, always striving for excellence and seeking to make a positive impact within the aviation community. As he continues to reach new heights, James remains focused on his goals and aspirations, constantly pushing boundaries and contributing to the advancement of the aerospace industry. To Buy the Book "15 Tango" visit https://15tango.com Follow 15 Tango on Facebook Host/Interviewer: M. Troy Bye, Owner, Our Town Podcast Website: www.ourtownpodcast.net Spotify Channel: https://spoti.fi/3QtpT8z Audio available on all platforms - just search for "Our Town Podcast" Follow us on social media: LinkedIn: http://bit.ly/41rlgTt Facebook: https://bit.ly/ourtownpodcast Instagram: https://www.instagram.com/ourtownpodcast/ TikTok: http://bit.ly/3XIFsgo Episode Timeline: 00:00 Start 00:10 Fort Eustis 03:30 Griswold Character 07:25 Putting the Book Together 09:45 Capturing Memories 11:30 Fearing for Life 15:19 Amy's Experience in AF 20:41 Technical Articulation 22:16 Picture Pack 30:24 Books Being Shipped | Self Published 34:44 Blackhawk Down 39:41 Negative Comments 42:50 State of Military 51:03 Final Thoughts --- Support this podcast: https://podcasters.spotify.com/pod/show/m-troy-bye/support

At some point you have seen a movie scene with a crewmember in the back of a helicopter with a personality that could not exactly be defined, yet in an instant cameo appearance, it left an overwhelming impression upon you. There is something about the ones that sit in the back entrusting the two pilots up front with their lives no matter the weather, the mission, night or day. The seasoned flight veterans remain vigilant, cool, calm and collective no matter the environment or risk.In the half-deranged world of a U.S. Army Blackhawk Crewchief, you will gain a deep understanding of what it truly means to be a 15 Tango-a skilled and dedicated individual who lives a life filled with both challenges and rewards.Join Jon Griswold "Griz", a U.S. Army Blackhawk Crewchief, on a captivating journey that takes you behind the scenes of his world as a 15 Tango. Within this gripping narrative, you will experience the creation of brotherhood, with his classmates, the thrill of adventure through combat deployment, and the unexpected drama, and the heartache that comes with the sacrifices made by those who risk it all. Griz and his brothers in arms share a unique bond, united by their commitment to keeping their machines airborne and their fellow soldiers safe. About the Author: James Simmons possesses a wealth of expertise. He obtained his Bachelor of Science in Technical Management with a minor in Aviation Safety and Master of Science in Management with distinction from Embry Riddle Aeronautical University. Additionally, he actively maintains his Airframe and Powerplant (A&P) technician status with Inspection Authorization (IA) privileges.James is deeply involved in the aviation industry and contributes as a volunteer. He currently serves as the Chair of the Helicopter Association International (HAI) Workforce Development Working Group and represents the state of Alabama as an FAA Safety Team Representative. His dedication to the industry extends beyond his professional achievements.Utilizing his effective communication skills and extensive experience, James provides guidance and mentorship to aviation maintenance management teams. He excels at strengthening teams and organizations by fostering a vision-oriented approach, encouraging engagement, and promoting successful, quality-driven maintenance execution. Throughout his career, he has achieved notable outcomes, such as reducing preventable maintenance incident rates, improving customer satisfaction, minimizing the cost of poor quality and rework, and implementing Department of Defense trending applications for assessing maintenance performance.James Simmons has faced challenges head-on, overcome obstacles, and consistently displayed a tireless work ethic. He remains devoted to his profession, always striving for excellence and seeking to make a positive impact within the aviation community. As he continues to reach new heights, James remains focused on his goals and aspirations, constantly pushing boundaries and contributing to the advancement of the aerospace industry. To Buy the Book "15 Tango" visit https://15tango.com Follow 15 Tango on Facebook Host/Interviewer: M. Troy Bye, Owner, Our Town Podcast Website: www.ourtownpodcast.net Spotify Channel: https://spoti.fi/3QtpT8z Audio available on all platforms - just search for "Our Town Podcast" Follow us on social media: LinkedIn: http://bit.ly/41rlgTt Facebook: https://bit.ly/ourtownpodcast Instagram: https://www.instagram.com/ourtownpodcast/ TikTok: http://bit.ly/3XIFsgo Episode Timeline: 00:00 Start 03:48 Community Gathering | Brotherhood 06:55 Blackhawks | Army Aviation 10:00 Choosing an MOS 13:00 Specialties 17:08 50th Anniversary 20:46 Amy's Career in AF 24:35 Crew Chiefs 28:11 Combative Patients 31:19 Marine 34:40 Blackhawk Down 38:38 Lessons Learned 40:06 Staying Dry 43:00 Fort Campbell 46:36 15 Tango Book Overview 49:40 Recruiting 52:00 Decline in Technicians 56:54 Main Character --- Support this podcast: https://podcasters.spotify.com/pod/show/m-troy-bye/support

Did you know that airplanes have two black boxes and they are actually orange? Or that airplanes have closets? Or that one of the tools used to fix an airplane's auxiliary power unit is referred to as a fishing rod? In this episode we're talking with Max, aka Airplane Facts With Max, an aircraft mechanic who hosts social media videos that cleverly blend airplane fact with fantasy fiction. Tune in as Max shares his favorite airplane facts and takes us behind the scenes of his career as an aircraft mechanic, where safety is at the forefront with little margin for error. You will find out what it takes to be an aircraft mechanic, a trade skill career that offers unique hands-on experiences, excellent compensation, and plenty of job prospects. Plus, hear the story behind the inception of Airplane Facts With Max.Whether you're an AvGeek, a fantasy geek, or just curious about the world of aviation, join us to celebrate one of the behind the scenes heroes of aviation – aircraft mechanics! As a wise grey wizard once said, “you shall not pass” up listening to this episode. Share with your friends, family, colleagues, hobbits, elves, rangers and other friendly folk of Middle-earth. Learn more about what it takes to become an FAA-certificated aviation mechanic. Meet Our Guest:  Max is a certified Aviation Mechanic with Airframe and Powerplant ratings who creates social media content as Airplane Facts With Max. Disclaimer: Reference in this podcast to any specific commercial product, process, service, manufacturer, company, or trademark does not constitute endorsement or recommendation by the U.S. government, Department of Transportation, or Federal Aviation Administration. As an agency of the U.S. government, the FAA cannot endorse or appear to endorse any specific product or service.  

Hour 1 -  Nick Reed and Sarah Myers are live at Scramblers Diner for the Friday Roadshow. Here's what Nick covers: Sen. Joe Manchin, D-W.Va., announced Thursday that he would not seek re-election to the Senate. ALSO -  Eric Rose, James Ferguson, and Kortni Tucker with Envoy Air join us this morning: Envoy has launched a new Military Transition Program (MTP) for former and active military service members with experience in aviation maintenance who want to pursue a career as a commercial airline mechanic but don't have their Airframe & Powerplant (A&P) license from the FAA. The MTP assists candidates with the specialized training needed to obtain their A&P license. They attend intensive classes over several weeks to help them prepare for their Oral and practical test with the FAA. Envoy Air is offering a hiring bonus of up to $15,000 based on your experience! Want to relocate? You can do that too! There is a current need for mechanics in the Chicago region. Envoy offers competitive pay, 410k matching, and vacation time. There are also great travel perks on American Airlines flights. Want more info? Call Kornti at: 417-521-5050. Rep. Darin Chappell stops by: So, what's up with the Missouri Speaker of the House? Darin is getting geared up for the next session. Chappell gives us a quick insight on several bills that he wants to introduce.

Hello everyone and welcome to 2023's first expose' episode. We're diving into the changes being put into effect for our Part 147 Airframe and Powerplant schools in the U.S and why these "changes" aren't all they appear... While I agree the curriculum taught in A/P school(s) needs to be upgraded, modernized it doesn't end there. As almost everything "aviation" nowadays, there always seems to be a 'background motive' ... On the outside it looks great mandating curriculum changes but once you start peeling away the FAA, "Filler", you find others stand to benefit... Will future A/P school graduates really be prepared? I'll give you my $.02, tune in! ** Correction in part 1 of the episode: I said this was 2023's first episode but it wasn't. I misspoke, its 2023's first EXPOSE' episode, my bad. Link to my experience in A/P school: https://spotifyanchor-web.app.link/e/iVTIG3M1CAb Some other Expose' episodes: https://spotifyanchor-web.app.link/e/yUoe7ZJ1CAb , https://spotifyanchor-web.app.link/e/4KcD4lS1CAb , https://spotifyanchor-web.app.link/e/rcH3fF81CAb Tune in!  Subscribe & share! New episode second Wednesday of each month. Please review the podcast on your favorite listening app, your reviews help the podcast grow :) Email:  apmechanicpodcast@aol.com , or Twitter @goodbadugly_ap    Facebook: PODCAST:The Good The Bad The Ugly:The Aviation Maintenance Industry | Facebook -or search for "PODCAST:The Good The Bad The Ugly:The Aviation Maintenance Industry" * Shout out to Matt, the shows producer! --- Send in a voice message: https://podcasters.spotify.com/pod/show/bryan-wheelz/message

One of the greatest things to happen for high school curriculums is the addition of aviation STEM related courses. The relatively new Tango Flight program is a prime example of what can be done to inspire high school age students to pursue careers in the aviation and aerospace sectors of technology. I had for incredible guests including the founder of Tango Flight, Dan Weyant; the Vice President of Engineering Programs for Airbus Americas, Inc., John O'Leary; the Director of the Pryor High School Innovation Center; and an impressive former high school student and benefactor of Tango Flight who is currently a certified Airframe and Powerplant technician, Emily Moore.All Things Aviation & Aerospace is an aviation career-oriented webcast providing insight on the variety of opportunities and possibilities in the aviation and aerospace industries. Its host and moderator, Vince Mickens, is a long time private pilot who flies frequently for both personal and business. Mickens background includes strategic partnership executive roles over the last 17 years with the National Business Aviation Association (NBAA), the Aircraft Owners and Pilots Association (AOPA), the AOPA Air Safety Foundation, and the Bob Hoover Legacy Foundation, all after a 28-year broadcast journalism career working in seven major television and radio broadcast markets nationwide.All Things Aviation & Aerospace is also available on my Private Air Media YouTube Channel, Facebook Live Page, and Linkedin Profile.https://www.youtube.com/channel/UCnAgvYp8gF4w8WSRdU7Dn4whttps://www.facebook.com/privateairmediagrouphttps://www.linkedin.com/in/vincentmickens-privateairmediagroup-allthingsaviationandaerospace/

A conversation with A&P student, Ethan Kirk.

Kelly Shortridge, Senior Principal Engineer at Fastly, joins Corey on Screaming in the Cloud to discuss their recently released book, Security Chaos Engineering: Sustaining Resilience in Software and Systems. Kelly explains why a resilient strategy is far preferable to a bubble-wrapped approach to cybersecurity, and how developer teams can use evidence to mitigate security threats. Corey and Kelly discuss how the risks of working with complex systems is perfectly illustrated by Jurassic Park, and Kelly also highlights why it's critical to address both system vulnerabilities and human vulnerabilities in your development environment rather than pointing fingers when something goes wrong.About KellyKelly Shortridge is a senior principal engineer at Fastly in the office of the CTO and lead author of "Security Chaos Engineering: Sustaining Resilience in Software and Systems" (O'Reilly Media). Shortridge is best known for their work on resilience in complex software systems, the application of behavioral economics to cybersecurity, and bringing security out of the dark ages. Shortridge has been a successful enterprise product leader as well as a startup founder (with an exit to CrowdStrike) and investment banker. Shortridge frequently advises Fortune 500s, investors, startups, and federal agencies and has spoken at major technology conferences internationally, including Black Hat USA, O'Reilly Velocity Conference, and SREcon. Shortridge's research has been featured in ACM, IEEE, and USENIX, spanning behavioral science in cybersecurity, deception strategies, and the ROI of software resilience. They also serve on the editorial board of ACM Queue.Links Referenced: Fastly: https://www.fastly.com/ Personal website: https://kellyshortridge.com Book website: https://securitychaoseng.com LinkedIn: https://www.linkedin.com/in/kellyshortridge/ Twitter: https://twitter.com/swagitda_ Bluesky: https://shortridge.bsky.social TranscriptAnnouncer: Hello, and welcome to Screaming in the Cloud with your host, Chief Cloud Economist at The Duckbill Group, Corey Quinn. This weekly show features conversations with people doing interesting work in the world of cloud, thoughtful commentary on the state of the technical world, and ridiculous titles for which Corey refuses to apologize. This is Screaming in the Cloud.Corey: Have you listened to the new season of Traceroute yet? Traceroute is a tech podcast that peels back the layers of the stack to tell the real, human stories about how the inner workings of our digital world affect our lives in ways you may have never thought of before. Listen and follow Traceroute on your favorite platform, or learn more about Traceroute at origins.dev. My thanks to them for sponsoring this ridiculous podcast. Corey: Welcome to Screaming in the Cloud, I'm Corey Quinn. My guest today is Kelly Shortridge, who is a Senior Principal Engineer over at Fastly, as well as the lead author of the recently released Security Chaos Engineering: Sustaining Resilience in Software and Systems. Kelly, welcome to the show.Kelly: Thank you so much for having me.Corey: So, I want to start with the honest truth that in that title, I think I know what some of the words mean, but when you put them together in that particular order, I want to make sure we're talking about the same thing. Can you explain that like I'm five, as far as what your book is about?Kelly: Yes. I'll actually start with an analogy I make in the book, which is, imagine you were trying to rollerblade to some destination. Now, one thing you could do is wrap yourself in a bunch of bubble wrap and become the bubble person, and you can waddle down the street trying to make it to your destination on the rollerblades, but if there's a gust of wind or a dog barks or something, you're going to flop over, you're not going to recover. However, if you instead do what everybody does, which is you know, kneepads and other things that keep you flexible and nimble, the gust you know, there's a gust of wind, you can kind of be agile, navigate around it; if a dog barks, you just roller-skate around it; you can reach your destination. The former, the bubble person, that's a lot of our cybersecurity today. It's just keeping us very rigid, right? And then the alternative is resilience, which is the ability to recover from failure and adapt to evolving conditions.Corey: I feel like I am about to torture your analogy to death because back when I was in school in 2000, there was an annual tradition at the school I was attending before failing out, where a bunch of us would paint ourselves green every year and then bike around the campus naked. It was the green bike ride. So, one year I did this on rollerblades. So, if you wind up looking—there's the bubble wrap, there's the safety gear, and then there's wearing absolutely nothing, which feels—Kelly: [laugh]. Yes.Corey: —kind of like the startup approach to InfoSec. It's like, “It'll be fine. What's the worst that happens?” And you're super nimble, super flexible, until suddenly, oops, now I really wish I'd done things differently.Kelly: Well, there's a reason why I don't say rollerblade naked, which other than it being rather visceral, what you described is what I've called YOLOSec before, which is not what you want to do. Because the problem when you think about it from a resilience perspective, again, is you want to be able to recover from failure and adapt. Sure, you can oftentimes move quickly, but you're probably going to erode software quality over time, so to a certain point, there's going to be some big incident, and suddenly, you aren't fast anymore, you're actually pretty slow. So, there's this, kind of, happy medium where you have enough, I would like security by design—we can talk about that a bit if you want—where you have enough of the security by design baked in and you can think of it as guardrails that you're able to withstand and recover from any failure. But yeah, going naked, that's a recipe for not being able to rollerblade, like, ever again, potentially [laugh].Corey: I think, on some level, that the correct dialing in of security posture is going to come down to context, in almost every case. I'm building something in my spare time in the off hours does not need the same security posture—mostly—as we are a bank. It feels like there's a very wide gulf between those two extremes. Unfortunately, I find that there's a certain tone-deafness coming from a lot of the security industry around oh, everyone must have security as their number one thing, ever. I mean, with my clients who I fixed their AWS bills, I have to care about security contractually, but the secrets that I hold are boring: how much money certain companies pay another very large company.Yes, I'll get sued into oblivion if that leaks, but nobody dies. Nobody is having their money stolen as a result. It's slightly embarrassing in the tech press for a cycle and then it's over and done with. That's not the same thing as a brief stint I did running tech ops at Grindr ten years ago where, leak that database and people will die. There's a strong difference between those threat models, and on some level, being able to act accordingly has been one of the more eye-opening approaches to increasing velocity in my experience. Does that align with the thesis of your book, since my copy has not yet arrived for this recording?Kelly: Yes. The book, I am not afraid to say it depends on the book, and you're right, it depends on context. I actually talk about this resilience potion recipe that you can check out if you want, these ingredients so we can sustain resilience. A key one is defining your critical functions, just what is your system's reason for existence, and that is what you want to make sure it can recover and still operate under adverse conditions, like you said.Another example I give all the time is most SaaS apps have some sort of reporting functionality. Guess what? That's not mission-critical. You don't need the utmost security on that, for the most part. But if it's processing transactions, yeah, probably you want to invest more security there. So yes, I couldn't agree more that it's context-dependent and oh, my God, does the security industry ignore that so much of the time, and it's been my gripe for, I feel like as long as I've been in the industry.Corey: I mean, there was a great talk that Netflix gave years ago where they mentioned in passing, that all developers have root in production. And that's awesome and the person next to him was super excited and I looked at their badge, and holy hell, they worked at an actual bank. That seems like a bad plan. But talking to the Netflix speaker after the fact, Dave Hahn, something that I found that was extraordinarily insightful, was that, yeah, well we just isolate off the PCI environment so the rest and sensitive data lives in its own compartmentalized area. So, at that point, yeah, you're not going to be able to break much in that scenario.It's like, that would have been helpful context to put in talk. Which I'm sure he did, but my attention span had tripped out and I missed that. But that's, on some level, constraining blast radius and not having compliance and regulatory issues extending to every corner of your environment really frees you up to do things appropriately. But there are some things where you do need to care about this stuff, regardless of how small the surface area is.Kelly: Agreed. And I introduced the concept of the effort investment portfolio in the book, which is basically, that is where does it matter to invest effort and where can you kind of like, maybe save some resources up. I think one thing you touched on, though, is, we're really talking about isolation and I actually think people don't think about isolation in as detailed or maybe as expansively as they could. Because we want both temporal and logical and spatial isolation. What you talked about is, yeah, there are some cases where you want to isolate data, you want to isolate certain subsystems, and that could be containers, it could also be AWS security groups.It could take a bunch of different forms, it could be something like RLBox in WebAssembly land. But I think that's something that I really try to highlight in the book is, there's actually a huge opportunity for security engineers starting from the design of a system to really think about how can we infuse different forms of isolation to sustain resilience.Corey: It's interesting that you use the word investment. When fixing AWS bills for a living, I've learned over the last almost seven years now of doing this that cost and architecture and cloud are fundamentally the same thing. And resilience is something that comes with a very real cost, particularly when you start looking at what the architectural choices are. And one of the big reasons that I only ever work on a fixed-fee basis is because if I'm charging for a percentage of savings or something, it inspires me to say really uncomfortable things like, “Backups are for cowards.” And, “When was the last time you saw an entire AWS availability zone go down for so long that it mattered? You don't need to worry about that.” And it does cut off an awful lot of cost issues, at the price of making the environment more fragile.That's where one of the context thing starts to come in. I mean, in many cases, if AWS is having a bad day in a given region, well does your business need that workload to be functional? For my newsletter, I have a publication system that's single-homed out of the Oregon region. If that whole thing goes down for multiple days, I'm writing that week's issue by hand because I'm going to have something different to talk about anyway. For me, there is no value in making that investment. But for companies, there absolutely is, but there's also seems to be a lack of awareness around, how much is a reasonable investment in that area when do you start making that investment? And most critically, when do you stop?Kelly: I think that's a good point, and luckily, what's on my side is the fact that there's a lot of just profligate spending in cybersecurity and [laugh] that's really what I'm focused on is, how can we spend those investments better? And I actually think there's an opportunity in many cases to ditch a ton of cybersecurity tools and focus more on some of the stuff he talked about. I agree, by the way that I've seen some threat models where it's like, well, AWS, all regions go down. I'm like, at that point, we have, like, a severe, bigger-than-whatever-you're-thinking-about problem, right?Corey: Right. So, does your business continuity plan account for every one of your staff suddenly quitting on the spot because there's a whole bunch of companies with very expensive consulting, like, problems that I'm going to go work for a week and then buy a house in cash. It's one of those areas where, yeah, people are not going to care about your environment more than they are about their families and other things that are going on. Plan accordingly. People tend to get so carried away with these things with tabletop planning exercises. And then of course, they forget little things like I overwrote the database by dropping the wrong thing. Turns out that was production. [laugh]. Remembering for [a me 00:10:00] there.Kelly: Precisely. And a lot of the chaos experiments that I talk about in the book are a lot of those, like, let's validate some of those basics, right? That's actually some of the best investments you can make. Like, if you do have backups, I can totally see your argument about backups are for cowards, but if you do have them, like, maybe you conduct experiments to make sure that they're available when you need them, and the same thing, even on the [unintelligible 00:10:21] side—Corey: No one cares about backups, but everyone really cares about restores, suddenly, right after—Kelly: Yeah.Corey: —they really should have cared about backups.Kelly: Exactly. So, I think it's looking at those experiments where it's like, okay, you have these basic assumptions in place that you assume to be invariance or assume that they're going to bail you out if something goes wrong. Let's just verify. That's a great place to start because I can tell you—I know you've been to the RSA hall floor—how many cybersecurity teams are actually assessing the efficacy and actually experimenting to see if those tools really help them during incidents. It's pretty few.Corey: Oh, vendors do not want to do those analyses. They don't want you to do those analyses, either, and if you do, for God's sakes, shut up about it. They're trying to sell things here, mostly firewalls.Kelly: Yeah, cybersecurity vendors aren't necessarily happy about my book and what I talk about because I have almost this ruthless focus on evidence and [unintelligible 00:11:08] cybersecurity vendors kind of thrive on a lack of evidence. So.Corey: There's so much fear, uncertainty, and doubt in that space and I do feel for them. It's a hard market to sell in without having to talk about here's the thing that you're defending against. In my case, it's easy to sell the AWS bill is high because if I don't have to explain why more or less setting money on fire as a bad thing, I don't really know what to tell you. I'm going to go look for a slightly different customer profile. That's not really how it works in security, I'm sure there are better go-to-market approaches, but they're hard to find, at least, ones that work holistically.Kelly: There are. And one of my priorities with the book was to really enumerate how many opportunities there are to take software engineering practices that people already know, let's say something like type systems even, and how those can actually help sustain resilience. Even things like integration testing or infrastructure as code, there are a lot of opportunities just to extend what we already do for systems reliability to sustain resilience against things that aren't attacks and just make sure that, you know, we cover a few of those cases as well. A lot of it should be really natural to software engineering teams. Again, security vendors don't like that because it turns out software engineering teams don't particularly like security vendors.Corey: I hadn't noticed that. I do wonder, though, for those who are unaware, chaos engineering started off as breaking things on purpose, which I feel like one person had a really good story and thought about it super quickly when they were about to get fired. Like, “No, no, it's called Chaos Engineering.” Good for them. It's now a well-regarded discipline. But I've always heard of it in the context of reliability of, “Oh, you think your site is going to work if the database falls over? Let's push it over and see what happens.” How does that manifest in a security context?Kelly: So, I will clarify, I think that's a slight misconception. It's really about fixing things in production, and that's the end goal. I think we should not break things just to break them, right? But I'll give a simple example, which I know it's based on what Aaron Rinehart conducted at UnitedHealth Group, which is, okay, let's inject a misconfigured port as an experiment and see what happens, end-to-end. In their case, the firewall only detected the misconfigured port 60% of the time, so 60% of the time, it works every time.But it was actually the cloud, the very common, like, Cloud configuration management tool that caught the change and alerted responders. So, it's that kind of thing where we're still trying to verify those assumptions that we have about our systems and how they behave, again, end-to-end. In a lot of cases, again, with security tools, they are not behaving as we expect. But I still argue security is just a subset of software quality, so if we're experimenting to verify, again, our assumptions and observe system behavior, we're benefiting software quality, and security is just a subset of that. Think about C code, right? It's not like there's, like, a healthy memory corruption, so it's bad for both the quality and security reason.Corey: One problem that I've had in the security space for a while is—let's [unintelligible 00:14:05] on this to AWS for a second because that is the area in which I spend the most of my time, which probably explains a lot about my personality challenges. But the problem that I keep smacking into is if I go ahead and configure everything the way that I should according to best practices and the rest, I wind up with a firehose torrent of information in terms of CloudTrail logs, et cetera. And it's expensive in its own right. But then to sort through it or to do a lot of things in security, there are basically two options. I can either buy a vendor's product, which generally tends to start around $12,000 a year and goes up rapidly from there on my current $6,000 a year bill, so okay, twice as much as the infrastructure for security monitoring. Okay.Or alternately, find a bunch of different random scripts and tools on GitHub of wildly diverging quality and sort of hope for the best on that. It feels like there's nothing in between. And the reason I care about this is not because I'm cheap but because when you have an individual learner who is either a student or a career switcher or someone just trying to experiment with this, you want them to begin as you want them to go on, and things that are no money for an enterprise are all the money to them. They're going to learn to work with the tools that they can afford. That feels like it's a big security swing and a miss. Do you agree or disagree? What's the nuance I'm missing here?Kelly: No, I don't think there's nuance you're missing. I think security observability, for one, isn't a buzzword that particularly exists. I've been trying to make it a thing, but I'm solely one individual screaming into the void. But observability just hasn't been a thing. We haven't really focused on, okay, so what, like, we get data and what do we do with it?And I think, again, from a software engineering perspective, I think there's a lot we can do. One, we can just avoid duplicating efforts. We can treat observability, again, of any sort of issue as similar, whether that's an attack or a performance issue. I think this is another place where security, or any sort of chaos experiment, shines though because if you have an idea of here's an adverse scenario we care about, you can actually see how does it manifest in the logs and you can start to figure out, like, what signals do we actually need to be looking for, what signals mattered to be able to narrow it down. Which again, it involves time and effort, but also, I can attest when you're buying the security vendor tool and, in theory, absolving some of that time and effort, it's maybe, maybe not, because it can be hard to understand what the outcomes are or what the outputs are from the tool and it can also be very difficult to tune it and to be able to explain some of the outputs. It's kind of like trading upfront effort versus long-term overall overhead if that makes sense.Corey: It does. On that note, the title of your book includes the magic key phrase ‘sustaining resilience.' I have found that security effort and investment tends to resemble a fire drill in—Kelly: [laugh].Corey: —an awful lot of places, where, “We care very much about security,” says the company, right after they very clearly failed to care about security, and I know this because I'm reading getting an email about a breach that they've just sent me. And then there's a whole bunch of running around and hair-on-fire moments. But then there's a new shiny that always comes up, a new strategic priority, and it falls to the wayside again. What do you see the drives that sustained effort and focus on resilience in a security context?Kelly: I think it's really making sure you have a learning culture, which sounds very [unintelligible 00:17:30], but things again, like, experiments can help just because when you do simulate those adverse scenarios and you see how your system behaves, it's almost like running an incident and you can use that as very fresh, kind of, like collective memory. And I even strongly recommend starting off with prior incidents in simulating those, just to see like, hey, did the improvements we make actually help? If they didn't, that can be kind of another fire under the butt, so to speak, to continue investing. So, definitely in practice—and there's some case studies in the book—it can be really helpful just to kind of like sustain that memory and sustain that learning and keep things feeling a bit fresh. It's almost like prodding the nervous system a little, just so it doesn't go back to that complacent and convenient feeling.Corey: It's one of the hard problems because—I'm sure I'm going to get castigated for this by some of the listeners—but computers are easy, particularly compared to the people. There are deterministic ways to solve almost any computer problem, but people are always going to be a little bit different, and getting them to perform the same way today that they did yesterday is an exercise in frustration. Changing the culture, changing the approach and the attitude that people take toward a lot of these things feels, from my perspective, like, something of an impossible job. Cultural transformations are things that everyone talks about, but it's rare to see them succeed.Kelly: Yes, and that's actually something that I very strongly weaved throughout the book is that if your security solutions rely on human behavior, they're going to fail. We want to either reduce hazards or eliminate hazards by design as much as possible. So, my view is very much again, like, can you make processes more repeatable? That's going to help security. I definitely do not think that if anyone takes away from my book that they need to have, like, a thousand hours of training to change hearts and minds, then they have completely misunderstood most of the book.The idea is very much like, what are practices that we want for other outcomes anyway—again, reliability or faster time to market—and how can we harness those to also be improving resilience or security at the same time? It's very much trying to think about those opportunities rather than, you know, trying to drill into people's heads, like, “Thou shalt not,” or, “Thou shall.”Corey: Way back in 2018, you gave a keynote at some conference or another and you built the entire thing on the story of Jurassic Park, specifically Ian Malcolm as one of your favorite fictional heroes, and you tied it into security in a bunch of different ways. You hadn't written this book then unless the authorship process is way longer than I think it is. So, I'm curious to get your take on what Jurassic Park can teach us about software security.Kelly: Yes, so I talk about Jurassic Park as a reference throughout the book, frequently. I've loved that book since I was a very young child. Jurassic Park is a great example of a complex system gone wrong because you can't point to any one thing. Like there's Dennis Nedry, you know, messing up the power system, but then there's also the software was looking for a very specific count of dinosaurs and they didn't anticipate there could be more in the count. Like, there are so many different factors that influenced it, you can't actually blame just, like, human error or point fingers at one thing.That's a beautiful example of how things go wrong in our software systems because like you said, there's this human element and then there's also how the humans interact and how the software components interact. But with Jurassic Park, too, I think the great thing is dinosaurs are going to do dinosaur things like eating people, and there are also equivalents in software, like C code. C code is going to do C code things, right? It's not a memory safe language, so we shouldn't be surprised when something goes wrong. We need to prepare accordingly.Corey: “How could this happen? Again?” Yeah.Kelly: Right. At a certain point, it's like, there's probably no way to sufficiently introduce isolation for dinosaurs unless you put them in a bunker where no one can see them, and it's the same thing sometimes with things like C code. There's just no amount of effort you can invest, and you're just kind of investing for a really unclear and generally not fortuitous outcome. So, I like it as kind of this analogy to think about, okay, where do our effort investments make sense and where is it sometimes like, we really just do need to refactor because we're dealing with dinosaurs here.Corey: When I was a kid, that was one of my favorite books, too. The problem is, I didn't realize I was getting a glimpse of my future at a number of crappy startups that I worked at. Because you have John Hammond, who was the owner of the park talking constantly about how, “We spared no expense,” but then you look at what actually happened and he spared every frickin expense. You have one IT person who is so criminally underpaid that smuggling dinosaur embryos off the island becomes a viable strategy for this. He wound up, “Oh, we couldn't find the right DNA, so we're just going to, like, splice some other random stuff in there. It'll be fine.”Then you have the massive overconfidence because it sounds very much like he had this almost Muskian desire to fire anyone who disagreed with him, and yeah, there was a certain lack of investment that could have been made, despite loud protestations to the contrary. I'd say that he is the root cause, he is the proximate reason for the entire failure of the park. But I'm willing to entertain disagreement on that point.Kelly: I think there are other individuals, like Dr. Wu, if you recall, like, deciding to do the frog DNA and not thinking that maybe something could go wrong. I think there was a lot of overconfidence, which you're right, we do see a lot in software. So, I think that's actually another very important lesson is that incentives matter and incentives are very hard to change, kind of like what you talked about earlier. It doesn't mean that we shouldn't include incentives in our threat model.So like, in the book I talked about, our threat models should include things like maybe yeah, people are underpaid or there is a ton of pressure to deliver things quickly or, you know, do things as cheaply as possible. That should be just as much of our threat models as all of the technical stuff too.Corey: I think that there's a lot that was in that movie that was flat-out wrong. For example, one of the kids—I forget her name; it's been a long time—was logging in and said, “Oh, this is Unix. I know Unix.” And having learned Unix as my first basically professional operating system, “No, you don't. No one knows Unix. They get very confused at some point, the question is, just how far down what rabbit hole it is.”I feel so sorry for that kid. I hope she wound up seeking therapy when she was older to realize that, no, you don't actually know Unix. It's not that you're bad at computers, it's that Unix is user-hostile, actively so. Like, the raptors, like, that's the better metaphor when everything winds up shaking out.Kelly: Yeah. I don't disagree with that. The movie definitely takes many liberties. I think what's interesting, though, is that Michael Creighton, specifically, when he talks about writing the book—I don't know how many people know this—dinosaurs were just a mechanism. He knew people would want to read it in airport.What he cared about was communicating really the danger of complex systems and how if you don't respect them and respect that interactivity and that it can baffle and surprise us, like, things will go wrong. So, I actually find it kind of beautiful in a way that the dinosaurs were almost like an afterthought. What he really cared about was exactly what we deal with all the time in software, is when things go wrong with complexity.Corey: Like one of his other books, Airframe, talked about an air disaster. There's a bunch of contributing factors in the rest, and for some reason, that did not receive the wild acclaim that Jurassic Park did to become a cultural phenomenon that we're still talking about, what, 30 years later.Kelly: Right. Dinosaurs are very compelling.Corey: They really are. I have to ask though—this is the joy of having a kid who is almost six—what is your favorite dinosaur? Not a question most people get asked very often, but I am going to trot that one out.Kelly: No. Oh, that is such a good question. Maybe a Deinonychus.Corey: Oh, because they get so angry they spit and kill people? That's amazing.Kelly: Yeah. And I like that, kind of like, nimble, smarter one, and also the fact that most of the smaller ones allegedly had feathers, which I just love this idea of, like, feather-ful murder machines. I have the classic, like, nerd kid syndrome, though, where I read all these dinosaur names as a kid and I've never pronounced them out loud. So, I'm sure there are others—Corey: Yep.Kelly: —that I would just word salad. But honestly, it's hard to go wrong with choosing a favorite dinosaur.Corey: Oh, yeah. I'm sure some paleontologist is sitting out there in the field on the dig somewhere listening to this podcast, just getting very angry at our pronunciation and things. But for God's sake, I call the database Postgres-squeal. Get in line. There's a lot of that out there where looking at a complex system failures and different contributing factors and the rest makes stuff—that's what makes things interesting.I think that there's this the idea of a root cause is almost always incorrect. It's not, “Okay, who tripped over the buried landmine,” is not the interesting question. It's, “Who buried the thing?” What were all the things that wound up contributing to this? And you can't even frame it that way in the blaming context, just because you start doing that and people clam up, and good luck figuring out what really happened.Kelly: Exactly. That's so much of what the cybersecurity industry is focused on is how do we assign blame? And it's, you know, the marketing person clicked on a link. And it's like, they do that thousands of times, like a month, and the one time, suddenly, they were stupid for doing it? That doesn't sound right.So, I'm a big fan of, yes, vanquishing root cause, thinking about contributing factors, and in particular, in any sort of incident review, you have to think about, was there a designer process problem? You can't just think about the human behavior; you have to think about where are the opportunities for us to design things better, to make this secure way more of the default way.Corey: When you talk about resilience and reliability and big, notable outages, most forward-thinking companies are going to go and do a variety of incident reviews and disclosures around everything that happened to it, depending upon levels of trust and whether your NDA'ed or not, and how much gets public is going to vary from place to place. But from a security perspective, that feels like the sort of thing that companies will clam up about and never say a word.Kelly: Yes.Corey: Because I can wind up pouring a couple of drinks into people and get the real story of outages, or the AWS bill, but security stuff, they start to wonder if I'm a state actor, on some level. When you were building all of this, how did you wind up getting people to talk candidly and forthrightly about issues that if it became tied to them that they were talking to this in public would almost certainly have negative career impact for them?Kelly: Yes, so that's almost like a trade secret, I feel like. A lot of it is yes, over the years talking with people over, generally at a conference where you know, things are tipsy. I never want to betray confidentiality, to be clear, but certainly pattern-matching across people's stories.Corey: Yeah, we're both in positions where if even the hint of they can't be trusted enters the ecosystem, I think both of our careers explode and never recover. Like it's—Kelly: Exactly.Corey: —yeah. Oh, yeah. They play fast and loose with secrets is never the reputation you want as a professional.Kelly: No. No, definitely not. So, it's much more pattern matching and trying to generalize. But again, a lot of what can go wrong is not that different when you think about a developer being really tired and making a bunch of mistakes versus an attacker. A lot of times they're very much the same, so luckily there's commonality there.I do wish the security industry was more forthright and less clandestine because frankly, all of the public postmortems that are out there about performance issues are just such, such a boon for everyone else to improve what they're doing. So, that's a change I wish would happen.Corey: So, I have to ask, given that you talk about security, chaos engineering, and resilience-and of course, software and systems—all in the title of the O'Reilly book, who is the target audience for this? Is it folks who have the word security featured three times in their job title? Is it folks who are new to the space? What is your target audience start and stop?Kelly: Yes, so I have kept it pretty broad and it's anyone who works with software, but I'll talk about the software engineering audience because that is, honestly, probably out of anyone who I would love to read the book the most because I firmly believe that there's so much that software engineering teams can do to sustain resilience and security and they don't have to be security experts. So, I've tried to demystify security, make it much less arcane, even down to, like, how attackers, you know, they have their own development lifecycle. I try to demystify that, too. So, it's very much for any team, especially, like, platform engineering teams, SREs, to think about, hey, what are some of the things maybe I'm already doing that I can extend to cover, you know, the security cases as well? So, I would love for every software engineer to check it out to see, like, hey, what are the opportunities for me to just do things slightly differently and have these great security outcomes?Corey: I really want to thank you for taking the time to talk with me about how you view these things. If people want to learn more, where's the best place for them to find you?Kelly: Yes, I have all of the social media which is increasingly fragmented, [laugh] I feel like, but I also have my personal site, kellyshortridge.com. The official book site is securitychaoseng.com as well. But otherwise, find me on LinkedIn, Twitter, [Mastodon 00:30:22], Bluesky. I'm probably blanking on the others. There's probably already a new one while we've spoken.Corey: Blue-ski is how I insist on pronouncing it as well, while we're talking about—Kelly: Blue-ski?Corey: Funhouse pronunciation on things.Kelly: I like it.Corey: Excellent. And we will, of course, put links to all of those things in the [show notes 00:30:37]. Thank you so much for being so generous with your time. I really appreciate it.Kelly: Thank you for having me and being a fellow dinosaur nerd.Corey: [laugh]. Kelly Shortridge, Senior Principal Engineer at Fastly. I'm Cloud Economist Corey Quinn, and this is Screaming in the Cloud. If you've enjoyed this podcast, please leave a five-star review on your podcast platform of choice, whereas if you've hated this podcast, please leave a five-star review on your podcast platform of choice, along with an insulting comment about how our choice of dinosaurs is incorrect, then put the computer away and struggle to figure out how to open a door.Corey: If your AWS bill keeps rising and your blood pressure is doing the same, then you need The Duckbill Group. We help companies fix their AWS bill by making it smaller and less horrifying. The Duckbill Group works for you, not AWS. We tailor recommendations to your business and we get to the point. Visit duckbillgroup.com to get started.

Welcome to Top Landing Gear Full Flaps and the second part of our interview with Tony Hoskins who is restoring a rare photo reconnaissance Spitfire PR4 to full flight. Back in 2018 Tony and his team recovered the wreckage of Spitfire AA810 from a mountainside in Norway where it had laid undisturbed for 76 years having been shot down on a mission to photograph the battleship Tirpitz. The pilot Sandy Gunn bailed out but was later captured and sent to Stalug Luft III to become one of those immortalised in The Great Escape. Tony's aim is that 810 should become a flying memorial to the men and woman of the Photograph Reconnaissance Unit during World War Two. And as well as restoring the aircraft is campaigning to have a permanent monument to the PRU erected in London. We visited Tony at Airframe Assemblies on the Isle of Wight where 810 is being painstakingly restored. In this episode we take you around the workshop where you can hear how the restoration is taking shape. If you missed last weeks episode, please listen back to part one as Tony talks us through his ambitions for the project and the fascinating story of a very rare Spitfire and it's pilot.  Please visit to https://www.spitfireaa810.co.uk to find out more and  how you can support this incredible project. You can also purchase Tony's wonderful book ‘Sandys Spitfire', order signed prints of the aircraft or even have your name  engraved forever on the engine cowling HERE

How many 22-year-olds do you know get a vision for financial freedom and crush it in just three years? Today's episode is about someone who went on to pursue something completely different than what he trained for. People with stable jobs usually take the safe route of going to work every day and waiting for the paycheck that comes twice a month instead of trying something different. They make their dreams wait for the perfect time until it's too late. But Josh Ferrari took the plunge and ventured into a path he had no previous experience of, but he chose to learn and work with a mentor. Even after losing 60k, Josh pushed forward, revisiting his strategy and adjusting as he went toward his goal. Today, he has achieved financial freedom and can live a life of his design. And he's willing to show you the way.Top 3 Things You'll Learn:Your mentor matters.Never give up on your dreams.If you get clear on what you want, building a strategy to get there will be easier than you think. About Our Guest:Josh Ferrari is the founder of Ferrari Capital and the co-founder of Three Beach Capital. He was born in Omaha, NE, moved throughout the Southeast during his childhood due to being in a military family, and currently resides in Mobile, AL. Josh graduated from Tennessee College of Applied Technology with his Airframe & Powerplant License to pursue his passion of becoming an Aircraft Technician. Shortly after entering the aviation industry, Josh found his second love–Real Estate. Within four years, Josh has accumulated over $50MM AUM, 650 units, raised millions of dollars from various private investors, and at the age of 25, was able to retire from Corporate America from the passive income he had generated through real estate. Resources:Vivid Vision: A Remarkable Tool For Aligning Your Business Around a Shared Vision of the Future by Cameron Herold - https://www.amazon.com/Vivid-Vision-Remarkable-Aligning-Business/dp/161961877XBest Ever Apartment Syndication Book by Joe Fairless - https://www.amazon.com/Best-Ever-Apartment-Syndication-Book/dp/0997454326Connect with Josh Ferrari:Website - https://ferraricapital.com/Take Advantage of a Free Financial Strategy Call:https://go.wealthwithoutwallstreet.com/free-financial-callTurn Active Income Into Passive Income:https://go.wealthwithoutwallstreet.com/PIOSDetermine How Close You Are to Financial Freedom:https://go.wealthwithoutwallstreet.com/quizKnow Your Investor DNA: https://www.wealthwithoutwallstreet.com/investordna

If you thought the air travel fiasco could not get worse, consider the scary news that airlines are offshoring the maintenance work needed to keep planes safe. It's the same greedy cost-cutting behind the outdated computer systems and gutted airline staffing that is causing the epic air travel meltdowns upending millions of peoples' lives. In the race-to-the-bottom offshore aircraft maintenance facilities in El Salvador, Singapore, China, and Brazil mechanics' special aircraft certifications, security and background checks, and drug testing is waived. And of course there are no FAA inspectors doing spot checks. Just like with the flight schedule Hell, the Department of Transportation is letting the airlines get away with it. Experts say it's just a matter of time before there is a horrific incident. In this episode of Rethinking Trade with Lori Wallach, we are joined by the two people in the country who know the most about this threat. William McGee, Senior Fellow for Aviation and Travel at the American Economic Liberties Project, is America's leading aviation consumer safety and rights expert with 22 years at Consumer Reports. He's a former FAA licensed aircraft dispatcher. Gary Peterson is the Vice of the Transport Workers Union and a certified Airframe and Powerplant aviation mechanic by trade. He is Executive Director to the International President and former Air Division Director at the union. Gary worked for decades for American Airlines leading the teams who safety inspect and rebuild planes. He also served as crew chief doing maintenance on aircraft in the Air Force. Gary, Bill and Lori talk about the lunacy of offshoring aircraft safety inspection and maintanace lunatic practice has been allowed and how to fix the problem now.

This episode is also available on our YouTube channel as a full video episode! Watch it hereBob Bookman is a Hollywood manager and literary agent who has worked with some of the biggest authors in the world and helped turn their novels into award-winning movies. He has represented Michael Crichton, Tom Stoppard, Bill Broyles, John Irving, Jojo Moyes, David Nicholls and Peter Moffat along with many others and has been responsible for bringing movies such as Jurassic Park and Hannibal to the big screen.We had a fascinating and fun chat with Bob, learning all about how Hollywood works and what role he plays in many authors' dreams of turning their novel into a huge Hollywood movie. We loved hearing his many Hollywood tales, including how he made the biggest ever book-to-film deal for Michael Crichton's Airframe, and also the role he played in getting The Silence of the Lambs to the big screen.Page One - The Writer's Podcast is brought to you by Write Gear, creators of Page One - the Writer's Notebook. Learn more and order yours now: https://www.writegear.co.uk/page-oneFollow us on Twitter: @ukPageOneFollow us on Facebook: www.facebook.com/ukPageOneFollow us on Instagram: @ukPageOne Hosted on Acast. See acast.com/privacy for more information.

 In this episode Josh Ferrari tells us how he was able to raise private money that has gotten him the title of primary capital raiser at over $7,000,000 raised in less than 3-years in his real estate investing journey. He currently has over $13MM AUM which equates to 239 units. Come join us and listen in!Joshua Ferrari, founder of Ferrari Capital and co-founder of Three Beach Capital, was born in Omaha, NE, moved all throughout the Southeast during his childhood due to being in a military family, and currently resides in Mobile, AL. Josh graduated from Tennessee College of Applied Technology with his Airframe & Powerplant License so he could pursue his passion of becoming an Aircraft Technician. Shortly after entering into the aviation industry, Josh found his second loveIn April 2020, he started a podcast titled, Creative Capital, to not only learn more about the industry from experts, but to help teach others as well. He currently releases two episodes per week, and since its inception he now has over 500K downloads with tens of thousands of loyal weekly listeners.[00:01 - 01:42]• We welcome back Josh Ferrari to the show. [01:43 - 04:05]• Josh Ferrari's update and his background how he started investing in real estate.[04:06 - 11:10] • How did he and his wife's vivid vision helped them achieve their recent accomplishments? • What has been the biggest challenge for him going into real estate full-time?  •  How Josh was able to utilize his time more effectively, and the importance of spending more time with his family? [11:13 - 19:42]• Josh on when do you stop moving the goal post after achieving one after the other?• Challenges and how to navigate around to raise capital in today's market?• Helping potential investors understand through education, that the investment they put in will build Generational Wealth. [19:57 - 30:09] •Josh on, people losing confidence in the current situation of the market and just holding onto their money.• Why do you have to be Always be the Doctor?  [30:37 - 37:36]•Closing Segment•  Asking Josh Ferrari the Adventurous Four Tweetable Quotes: "I would just figure out what their problem is, so then I can figure out how to tailor the education. So that it is something that is actually beneficial for them, because maybe it's not. "  - Josh Ferrari Connect with Josh Ferrarihttps://ferraricapital.com https://threebeach.comhttps://www.facebook.com/joshua.ferrari.16/https://www.instagram.com/ferraricapital/ https://www.linkedin.com/in/joshua-ferrari-6b9107160/  Explore more. Adventure awaits. Please subscribe and leave an honest review  - how do you want to create an impact in your world?Check out Adventurous REI and our social media channels: Facebook, Instagram, and LinkedIn.Michael on LinkedInSuzy on LinkedIn   Invest with us! Start here. GRAB A FREE copy of The Complete Guide to Generating Passive Income for Avid Travelers & Adventure Seekers  

The aftermath of an airplane disaster.

Wow! Over 12 years in the making!  There's 149 episodes of these guys working up to this very day.  Through trials and tribulations, this team has worked tirelessly to produce the most entertaining aviation podcast in the world.  So, here it is.  The Best of Everything.  And….please welcome our special guest host, Hangar 49 founder, Jim Leighty So: Sit down.  Shut up. And hold on. Top 10 Movies: #10: Pushing Tin #9: Fail Safe #8: The High and the Mighty #7: Planes-Fire and Rescue #6: The Dam Busters #5: Memphis Belle #4: The Blue Max #3: One Six Right #2: Airplane #1: Top Gun & Top Gun Top Destination/Places to Fly or Drive To:  Oshkosh Top 10 Books:   #10: Tales of An Old Bold Pilot Who Lived To Tell His Story Of Flying The North by Jack McCallum #9: Airframe by Michael Chrichton #8: Flying Tigress by Norah O'Neill #7: Forever Flying by Bob Hoover #6: Straight On Till Morning: The Life Of Beryl Markham by Mary S. Lovell #5: 99 Ways to Make a Flight Attendant Fly--Off the Handle!: A Guide for the Novice or Oblivious Air Traveler by Joann Deveny #4:  Naked in Da Nang: A Forward Air Controller in Vietnam by Mike Jackson #3: The Wild Blue-Men & Boys Who Flew The B-24's Over Germany by Stephen Ambrose #2: Flight-The 100 Greatest Airplanes by Mark Phelps #1: Stick and Rudder by Wolfgang Langewiesche Best all time Interview:  John & Martha King Best Aviation Website/App:  Foreflight Best Comedy/Sound:  Louis CK/Flying Top 10 Songs:  #10: Stephen Still/Tree Top Flyer #9: Jefferson Airplane/Planes #8: Chilliwack/Fly At Night #7: Fifth Dimension/Up, Up, and Away #6: Frank Sinatra/Come Fly With Me #5: Arlo Guthrie/Coming Into Los Angeles #4: Elton John/Rocket Man #3: Kenny Loggins/Danger Zone #2: Mary Chapin Carpenter/Why Walk When You Can Fly #1: Michael Jackson/Fly Away  

View our full collection of podcasts at our website: https://www.solgoodmedia.com or YouTube channel: https://www.solgood.org/subscribe

Bars and Nightlife to "Officially" Re-open in Thailand | GMT Thailand's CCSA meeting agreed to officially reopen the entertainment venues in the Green and Blue provinces. TAT targeting 50% occupancy rate for hotels. Thailand introduces strict screening for arrivals from countries with monkeypox. Thai Airways to auction off Boeing 737-400 Airframe via Facebook Live. All this and more on todays Good Morning Thailand For an amazing hotel experience and stay in Phuket visit Dewa Phuket Resort and Villas: https://www.dewaphuketresort.com/ Phuket Hotels Association charity online auction, massive deals up to 60 percent off on vouchers for leading hotels across thailand, maldives, bali, vietnam, japan, australia, new zealand, middle east, europe and more, all proceeds support our 22 thai hospitality school scholars see the deals at https://phab.phukethotelsassociation.com/silent-auction/ To purchase Thaiger merchandise visit Thaiger Shop... https://thethaiger.com/shop/ BROWSE to read the latest news: https://thethaiger.com

Bryan Wheelz is an Airframe & Powerplant Mechanic who has worked across multiple aircraft types. He has worked in aviation maintenance supervisory and management positions and is passionate about aircraft safety. He is also the host of the podcast The Good the Bad and the Ugly: The Aviation Maintenance Industry – Raw!

How aviation weather intelligence affects airlines and airports, the FAA wants radio altimeters replaced, Easyjet has a solution to fly with less crew, Spirit Airlines says no to JetBlue, an electric airplane first, jail time for some unruly passengers, and Virgin Atlantic flight training requirements. Guest Scott Gilmore is the Global Vice President and GM of Aviation at Tomorrow.io, a company that provides an aviation weather and climate security platform. Scott has over 40 years in the aviation industry, including 27 as a pilot. He drives Tomorrow.io's aviation go-to-market offerings, including sales activity, revenue management, and the product roadmap. Scott explains the sources and uses of aviation weather data, and how weather intelligence results in fewer turnbacks, more payload, and better fuel load. He also tells us about the impact on airport ground staffing and de-icing planning. Tomorrow.io is deploying its own constellation of LEO weather satellites equipped with radar and microwave sounders. This will provide global coverage with a significantly improved refresh rate. Scott describes the goal of being able to machine generate a custom “TAF” (Terminal Aerodrome Forecast) for any selected location. It's with noting that the non-profit TomorrowNow.org is committed to helping vulnerable populations adapt to the climate changes that are happening now. Prior to Tomorrow.io, Scott served as the Head of Flight Deck Solutions with The Weather Company, an IBM Business; Senior Manager of Strategic Partnerships at the International Air Transport Association (IATA); and Director Of Business Development Airline Industry Solutions, and Head Of Application Development Aircraft Mission Kit / Electronic Flight Bag at Unisys. Scott was a Senior Strategic Airlift Manager C-5, C-17, and Tanker Operations with the United States Air Force. He's an FAA Rated Flight Engineer with over 21,000 hours in the flight deck, an Airframe and Powerplant Mechanic, and a member of the American Association of Airport Executives. Aviation News FAA wants U.S. airlines to retrofit, replace radio altimeters The FAA wants to establish "an achievable timeframe to retrofit/replace radar altimeters in the U.S. fleet" due to possible interference from C-Band 5G wireless service. So they are meeting with telecom and airline industry officials where they can hear "options and commit to actions necessary to meet these objectives." EasyJet to take out seats so it can fly with fewer crew Staff shortages are affecting commercial flight schedules globally and EasyJet has a solution to reduce its cabin crew from four to three legally: Take out the back row of seats in its A319 fleet. The Civil Aviation Authority (CAA) regulates the number of cabin crew based on seats, not passengers on board. Nigerian airlines are threatening to ground domestic flights amid soaring jet fuel prices Nine Nigerian airlines issued a statement saying that the cost of imported jet fuel had increased nearly fourfold as a result of Russia's invasion of Ukraine and that they are threatening to stop domestic flights. Airline operating costs have increased from about 40% to nearly 95% Frustrated Alaska Airlines Pilots to Vote on Strike Alaska Airlines pilots have been without a contract for some three years. Pilots started voting on May 9 on whether to strike. Balloting will end on May 25. The Air Line Pilots Association is seeking higher pay and better scheduling for its pilots. Spirit Airlines rejects JetBlue's buyout bid, citing approval concerns The Spirit Airlines board rejected the $3.6 billion takeover bid by JetBlue Airways. They say Spirit will continue to pursue a merger with Frontier Airlines. The Board determined that the JetBlue proposal involves an unacceptable level of closing risk that would be assumed by Spirit stockholders. We believe that our pending merger with Frontier will start an exciting new chapter for Spiri...

Today, we get an incredible firsthand lesson from Roy Williams on small aircraft wing construction, corrosion, corrosion treatment and corrosion prevention.

Garrett Montoya (25) joins the studio again to talk about Aviation Maintenance Technology, and Airframe. Garrett Montoya was on episode #1 and his transformation over the months have been truly inspirational. --- Send in a voice message: https://podcasters.spotify.com/pod/show/youradventurepodcast/message Support this podcast: https://podcasters.spotify.com/pod/show/youradventurepodcast/support

Airplanes have come a long way in 100 years. Controlling the way we move through the air involves many different forces and equipment to do it efficiently and safely. There are terms and components that are unique to aviation. Knowing what these are and an overview of how they all work together is important to making sense of the more detailed training that's to come.

Max McElroy's main task as an Airframe Lead Technician is to ensure that the airplanes are out the door on time, squawk-free, with a happy customer. Listen as he discusses what it's like being an Airframe Lead Technician at Duncan Aviation. A Day In The Life series of Duncan Aviation Straight Talk podcasts is intended to give you a glimpse of what it's like working in different departments at Duncan Aviation. Listen as team members in the airframe, engine, avionics, FBO, quality assurance, NDT, and interior departments discuss their backgrounds, what a typical day looks like, their job duties, and advice for individuals interested in a career at Duncan Aviation. We truly believe a career with Duncan Aviation is an experience, unlike any other. See what opportunities are waiting for you: https://www.duncanaviation.aero/careers/

As an Airframe Technician, there is no light task. Listen as Casey Dick discusses what it's like being an Airframe Technician I at Duncan Aviation, and how it's all worth it in the end when you get to see a plane leaving the hangar delivered to the customer. A Day In The Life series of Duncan Aviation Straight Talk podcasts is intended to give you a glimpse of what it's like working in different departments at Duncan Aviation. Listen as team members in the airframe, engine, avionics, FBO, quality assurance, NDT, and interior departments discuss their backgrounds, what a typical day looks like, their job duties, and advice for individuals interested in a career at Duncan Aviation. We truly believe a career with Duncan Aviation is an experience, unlike any other. See what opportunities are waiting for you: https://www.duncanaviation.aero/careers/

Welcome to Episode 12 of The Darlington Podcast! In this http://www.darlingtonschool.org/Alumni/DarlingtonConnects (Darlington Connects) episode, Julie Lucas ('97), chief advancement officer, catches up with her classmate Dawit Lemma ('97), founder and CEO of https://krimson.aero/ (Krimson Aviation) – an aviation support services company based in Ethiopia and Switzerland since 2015. Julie and Dawit talk about their time at at Darlington and what he's been up to since leaving the Lakeside.  Dawit is a Swiss citizen, but of Ethiopian origin, and has lived and worked all over the world; from Zambia to Afghanistan, the USA to Switzerland - making him a true global citizen. Dawit returned to Ethiopia in 2012, after almost 30 years abroad, as he recognized the thriving potential and opportunities being displayed by Ethiopia's economic resurgence.He is a graduate of Purdue University, where he earned a degree in Aeronautical Engineering & Flight Technology, followed by an MSc. degree in Aviation Management & Marketing from the Basel Business College in Switzerland. Dawit also holds an Airframe and Powerplant Mechanic's License (American FAA), Commercial Pilot's License (American FAA, South African CAA, Swiss FOCA/EASA), and an EASA Frozen ATPL. https://www.darlingtonschool.org/Today/Details/5592784 (Click here) for complete show notes.

Cap Interviews RAF Chinook, C-17, Tristar & Nimrod Airframe Technician

Today's episode is all about A Fall Of Moondust (1961) by Arthur C. Clarke, his eighth novel. Co-host: Heather Other science fiction discussed: The Martian, Operation Avalanche, The Faculty, Airframe, Disclosure, Ready Player One, Snow Crash, Tales From The “White Heart,” Total Recall, The Poseidon Adventure, Devil (2010), Jumanji

Kevin Harvey - Alaska born and raised, a Firefighter in the Interior of Alaska where temperatures range from triple digit highs in the summer to the rare but always bragged about temps -40F and below. Started in the fire service at North Star Volunteer Fire Department in 1987 and have held all positions from recruit to acting Fire Chief during my tenure. I spent some time in the United States Marine Corps 1989-1994 where I was hand picked to serve as a member of the Presidential Helicopter Squadron HMX-1 as a Crew Chief on the Presidents helicopters, serving Presidents Bush Sr. and Clinton. Traveling all over the world with the President made me realize that while I loved the job, I knew that I would return to Alaska when I was finished. While in the Corps I stayed active in the fire service by volunteering in Stafford County Fire at Company 2 working my way from firefighter to Engine Officer and then moving to the Truck working my way through all positions including Tillerman and ending at the Truck Captain position upon my departure for home. Upon returning to Alaska I enrolled in college to pursue a degree in Fire Science and with the hopes of landing a job in the fire service. I accepted an internship at North Star Fire Department which turned into a full time position. I left there in 1996 and made a shift to the DOD Fire Service and went to work at Ft Wainwright Fire and Emergency Services. Trying to decide on a career in municipal or the DOD fire service, I switched teams a couple times but settling in for the long haul in the DOD remaining in the Interior of Alaska. Practicing and honing the craft by teaching at conferences throughout Alaska, attending courses both in resident and local with the National Fire Academy in Emmitsburg Maryland, as a guest instructor for the University of Alaska Fire Science Program, State of Alaska Fire Service Training and with my local F.O.O.L.S. Chapter “Farthest North Fools” to which I am proud to say, a founding member. I hold certifications in Automotive repair from ASE, Airframe and Powerplant Certificate from the FAA, FFI,FFII, Apparatus Operator, Confine Space Rescue Technician, Hazmat Technician and Incident Commander, Health and Safety Officer, Incident Safety Officer, Alaska State EMT III, Fire Officer 4, Instructor 2, Inspector 2, Public Educator Instructor and Water on Wheels instructor. Fluent in both Western Canadian and Eastern Austrailian languages and one helluva guy. Proud father of Madison and Killian Harvey and husband to my Queen, my main support staff, my rock my wife Veronnica. Together, we host a class called Married to the Fire Service where we are lucky enough to help people associated with the fire service and firefighters gain a better understanding of the family aspect of the fire service.

My guest today helps you and I to travel across the globe. He is an Aircraft maintenance technician, also known as an Airframe and power plant mechanic.A fascinating, often technical conversation which will open your eyes to the world of commercial aviation maintenance, which we all rely on for the safety of our aircraft, taking us to the destinations we love and back home safely. He is based in Maryland USA and his name is Jeffrey Linares.Episode Highlights[03:35] - Licensed for 15 years.[04:39] - when changing company, have to start over in lower seniority[05:54] - works on both Boeing and Airbus aircraft models[06:35] - Safety of both comparable, Airbus easier to work on, more maintenance friendly. Fault isolation better. Cockpit computer can self diagnose.[08:14] - Both generally as reliable. Airbus A320 vs Boeing 737. Workhorses of short haul flights. 737 rarely comes back to the gate. Airbus more comfortable for most passengers.[09:44] - Integrity of airframe the same on both.[10:34] - 5,500km range perfect for flights under 6 hours, prominent planes in our skies.[11:17] - Experience needed to work in your capacity? Schooling short. FAA (Federal Aviation Administration) requires 2160 hours of classroom & practical training. 3 different exams done on a computer. Oral and practical on all 3 sections.[13:45] - What is involved in the practical part?[15:43] - What advice for someone wanting to train in this field?[17:06] - Training costs around $30,000 U.S, inc books / classroom time but not testing.[18:33] - Social dynamics / Shop culture of the job.[21:36] - cultural differences & pride can interfere with job being done safely.[24:27] - Amazon have many of the Boeing 767, servicing these planes is difficult. Older airplane uses antiquated technology. Compares it to old Ford or beat up Chevy.[25:00] - Airbus more digital airplane, Boeing less automated. Boeing still use cables for flight controls Vs. hydraulic actuators, more efficient way to fly.[26:15] - Will we move over to planes with more automation? Newer models of Boeing, 787 / 777 / 747-8 more advanced.[27:30] - Routine Daily check. Oils, filters, differential pressure indicators, tyres, brakes, leaks, no dents on airframe and wings. General overview electronically.[29:47] - Basic visual inspection takes ~ 20 minutes.[31:54] - How can certain crashes be avoided in future? Redundant systems and pilots being trained differently in future. Additional checks for maintenance.[35:24] - Do all pitot tubes have to agree? Speaks about margin of error.[38:20] - "Did I fit that bolt correctly?!"[40:58] - Has a plane you or colleagues worked on never come back safely?[42:52] - Stats on air travel are good. Passenger mile travelled flying much more safe.[44:40] - Examples of redundant systems[46:28] - Mutually exclusive redundant systems[49:22] - flying on RAT, last resort![49:50] - Working under time pressure. Punctuality vs safety[51:54] - Not safe to fly vs pressure from management[52:53] - "Would you put your family on this plane?"[55:20] - Repairs in categories of urgency[58:36] - Has your industry been affected by COVID-19?[01:01:35] - How are you as a passenger? Less nervous or not?[01:04:22] - DUCT tape over the engine?! No, that's high speed tape!

In this episode we chat with Airframe and Powerplant mechanic Aaron Boulias. Everyone in aviation knows the mission cannot go on without maintainers. Aaron talks about his time as a A&P Mechanic and his progression through the career field. Special thanks to our sponsor CNC Technologies

This is the OC Club Style show based on Ep5 from the Main Show, Episode 5 is The Grumman Strike Package! we send to war the entire Grumman Bethpage and Grumman Calverton Assembly Lines, all designed and built together to support each other. We Brought a Seasoned Aircrew Reprsentative aboard from each Airframe to discuss their part in the Strike Package...................E-2 Hawkeye.. BiffA-6 Intruder...RollerEA-6B Prowler...IceF-14 Tomcat Host Leekster & SyphinCOMMENT BELOW!PRESS THAT LIKE BUTTON LIKE IT WAS THE AIM-54 LAUNCH BUTTON!SHARE! LET A FRIEND KNOW!find us on Instagam, Apple Podcast, Spreaker Podcast, FaceBook or even simply just google F-14 Tomcat Radio Show! JOIN THE MOVEMENT!

The Grumman Strike Package! We send to war the Grumman Bethpage and Grumman Calverton Assembly Lines, all designed and built together to support each other. We Brought a "Seasoned Aircrew Representative" aboard from each Airframe to discuss their part in the Strike Package...................COMMENT BELOW!PRESS THAT LIKE BUTTON LIKE IT WAS THE AIM-54 LAUNCH BUTTON!SHARE! LET A FRIEND KNOW!Find us on Instagram, Apple Podcast, Spreaker Podcast, Facebook or even simply just google F-14 Tomcat Radio Show! Subscribe: JOIN THE MOVEMENT!

In this episode we discuss That Wild Country by Mark Kenyon, Airframe by Michael Crichton, and Silence of the Lambs by Thomas Harris. We also discuss new music by Sturgill Simpson and Metallica. Final talks revolve around the 2020 Masters. Enjoy! Don't forget to subscribe to and rate the podcast! We don't really know the point of this other than to make us feel good...but we think it helps other people find us! Also don't forget to follow us on Instagram Website coming soon! --- Support this podcast: https://anchor.fm/bourbon-bookshelf/support

In this first episode of several with Dell Birch, Ph.D., we discuss his background as a consultant, business strategist, and ministry leader. Dell takes us on a journey from childhood to adulthood where he overcame childhood adversity to become truly a trusted advisor to leaders in business and ministry alike. This episode is enlightening and inciteful and a must listen to both the believer and non-believing leader alike.Dell's Background:Dell is currently an executive in the automotive industry. He is responsible for strategy and strategic development for the division including market intelligence, industry research and outlook. Previously, Dell served as a senior consultant for many firms across multiple industries globally. He has held executive roles in software development, high tech firms, and service industries. Dell has also served in bi-vocational aspects including ministerial leadership. In ministry, Dell has led the design and development of campus development globally, new church launches, church expansions, and ministry development on a strategic and tactical level. He is also an ordained pastor and has served in pastoral leadership roles. He is also chairman of the board of a non-profit agency that provides afterschool support and development for middle school and high school students in Zimbabwe. Dell holds a Ph.D. in Organization and Management, an M.S., and a B.S. in Technology Management. He holds a Lean Master, Lean Six Sigma Master Black Belt certification, and an Airframe and PowerPlant license. He has developed a curriculum on soft skills for STEM leaders and has co-authored articles on mentoring, leadership, and small business development. He also serves as a visiting professor for business and global supply chain management courses at DeVry University and Keller Graduate School of Management.

Meet Seth. He's an assembler. With his certificate in Airframe & Powerplant, his path led to a position as an Assembler. His favorite tool? A profilometer. Listen and learn about his path as Seth talks shop. FOLLOW ON INSTAGRAM // FACEBOOK

Author of Once Upon A Time: Retribution - is an exciting new Sci-Fi novel from Kansas writer Jack Lawrence, set before earth's last Ice Age, in our own solar system, between major planetary wars. In it, Siri, a battle-hardened combat veteran, retired from the 30-year Karta'n War, sets out with a partner to build a resort and spa on the planet of Agridev, where they face and overcome numerous challenging construction problems. One day, on Siri's way home for a much-needed rest, his space cruiser is attacked by a Karta'n ship captained by an old enemy of his, and Siri is captured. A spy covertly assigned to watch the Karta'n after the last war rescues him. Siri rejoins his old military outfit, which goes after the Karta'n force in what turns into a fresh space war that could endanger the entire solar system. After Siri's forces appear to be on the verge of victory, the Karta'n unveil a plot that threatens Siri's home planet of Axia. Colorado Springs ophthalmological assistant Theresa Herbert declares, "What I liked about ONCE UPON A TIME was how it kept hold of my attention. It was a very easy read and took me to another very interesting place for a while. I am not much of a sci-fi reader, but I enjoyed this one very much." Everett WA realtor Patricia Strand calls it, "Fascinating, intriguing and believable science fiction." Wichita art student Kaitlin Sewell, praises both its "heroic feel" and "the sparkling humor interspersed between the dramatic plot elements." Lawrence has always been a physics, astronomy and sci-fi buff. When he was a boy and his friends were all collecting baseball cards, he was reading Newton's Principia and learning about principles of motion and gravity. Kansas writer Jack Lawrence grew up in San Diego, spent two years in the Marine Corps and studied quantum physics at Butler County Community College. He earned an Airframe and Powerplant rating and worked in the aviation field for several years, five of which he spent as a service department inspector at Learjet. Lawrence now runs his own construction and remodeling business. - www.amazon.com

The struggle to stay current.Owning vs. Renting Aircraft.Shopping for Tri-Pacers and Colts.Grandma Griffing's favorite airplane.Cost of redoing fabric.Airframe time vs. Engine time.TBO's.Engine overhauls.Should you buy a Cessna 172 or 150?Being both a pilot and a mechanic (unicorn).Fixed costs vs Operating costs.Aircraft Insurance.Cessna 172 vs. Piper Archer/Warrior.Find your flight instructor first.Rebuilding SuperCubs.Send Us An Email:faraim@LeeGriffing.comfaraim@ScottBores.comfaraim@RobertBerger.com

Today we are reviewing the Top 10 performing Stocks over the last decade, in the S&P 500.    Below are the best performing stocks of the last decade.  10.) Old Dominion Freight Line (ODFL) - Old Dominion Freight Line, Inc. operates as a less-than-truckload (LTL) motor carrier in the United States and North America. It provides regional, inter-regional, and national LTL services, including expedited transportation. The company also offers various value-added services, such as container drayage, truckload brokerage, and supply chain consulting. As of December 31, 2019, it owned 9,296 tractors, as well as operated 236 service and 42 maintenance centers. Old Dominion Freight Line, Inc. was founded in 1934 and is based in Thomasville, North Carolina. 9.) Ulta Beauty (ULTA) - Ulta Beauty, Inc. operates as a beauty retailer in the United States. The company's stores offer cosmetics, fragrances, skincare and haircare products, bath and body products, and salon styling tools; professional hair products; salon services, including hair, skin, makeup, and brow services; and others, including nail products and accessories. 8.) Align Techonologies (ALGN) - Align Technology, Inc., a medical device company, designs, manufactures, and markets Invisalign clear aligners and iTero intraoral scanners and services for orthodontists and general practitioner dentists, and restorative and aesthetic dentistry. 7.) Regeneron Pharmaceuticals (REGN) - Regeneron Pharmaceuticals, Inc., a biopharmaceutical company, discovers, invents, develops, manufactures, and commercializes medicines for treating various medical conditions worldwide. The company's products include EYLEA injection to treat wet age-related macular degeneration and diabetic macular edema (DME); myopic choroidal neovascularization; and diabetic retinopathy in patients with DME, as well as macular edema following retinal vein occlusion, including macular edema following central retinal vein occlusion and macular edema following branch retinal vein occlusion. 6.) United Rentals (URI) - United Rentals, Inc., through its subsidiaries, operates as an equipment rental company. It operates in two segments, General Rentals; and Trench, Power and Fluid Solutions. The General Rentals segment rents general construction and industrial equipment, including backhoes, skid-steer loaders, forklifts, earth moving equipment, and material handling equipment; aerial work platforms, such as boom lifts and scissor lifts; and general tools and light equipment comprising pressure washers, water pumps, and power tools. 5.) Abiomed (ABMD) -Abiomed, Inc. engages in the research, development, and sale of medical devices to assist or replace the pumping function of the failing heart. It also provides a continuum of care to heart failure patients. The company offers Impella 2.5 catheter, a percutaneous micro heart pump with integrated motor and sensors for use in interventional cardiology; and Impella CP, a device used by interventional cardiologists to support patients in the cath lab and cardiac surgeons in the heart surgery suite. 4.)Broadcom (AVGO)  - Broadcom Inc. designs, develops, and supplies a range of semiconductor devices with a focus on complex digital and mixed signal complementary metal oxide semiconductor based devices and analog III-V based products worldwide. The company operates through three segments: Semiconductor Solutions, Infrastructure Software, and Intellectual Property licensing. It provides set-top box system-on-chips (SoCs); cable, digital subscriber line, and passive optical networking central office/consumer premise equipment SoCs; Wireless local area network access point SoCs; Ethernet switching and routing application specific standard products; embedded processors and controllers; serializer/deserializer application specific integrated circuits; optical and copper, and physical layers; and fiber optic laser and receiver components.  3.) Transdigm  ( TDG) - TransDigm Group Incorporated designs, produces, and supplies aircraft components in the United States and internationally. The company operates through three segments: Power & Control, Airframe, and Non-aviation. 2.) MarketAxess Holdings Inc (MKTX) - MarketAxess Holdings Inc., together with its subsidiaries, operates an electronic trading platform that enables fixed-income market participants to trade corporate bonds and other types of fixed-income instruments worldwide. It offers institutional investor and broker-dealer firms the access to global liquidity in U.S. investment-grade corporate bonds, emerging markets and high-yield bonds, Eurobonds, U.S. agency bonds, municipal bonds, leveraged loans, and other fixed-income securities. 1.) Netflix (NLFX) - Netflix, Inc. provides subscription streaming entertainment service. It offers TV series, documentaries, and feature films across various genres and languages. The company provides members the ability to receive streaming content through a host of Internet-connected screens, including TVs, digital video players, television set-top boxes, and mobile devices. It also provides DVDs-by-mail membership services. The company has approximately 167 million paid members in 190 countries. Netflix, Inc. was founded in 1997 and is headquartered in Los Gatos, California. This show was originally recorded on Dec 21 2019

In this podcast, Director of Sales & Design, Ryan Huss, and Vice President of Aircraft Services, Kasey Harwick, discuss what can happen to the airframe of your aircraft if you leave it grounded for an extended period of time, and how to ensure your aircraft is ready when your flying activity resumes.

In this episode, we discuss a trip to the shoe store, where I might've told some lies and picked up some speedy slippers. Then we get into the famous Hitchcock classic Rear Window, where Jimmy Stewart spends a whole lot of time behind a pair of binoculars. Did the neighbor do it? Of course he did, but I really want to know if the composer made Hamilton happen. And finally, we talk about Michael Crichton's 1996 hit Airframe, where the plane goes up and down like a porpoise and the pages fly by like an airplane. Did the union do it? Did the journalists get it wrong? No, of course not. It was bring your kids to work day! Give the pod a listen and don't let the union boys run you over with a forklift.

Today's Story: Using High Tech to Reduce Risk

This week's construction tech news with James Benham (@JamesMBenham), and Rob McKinney (@ConAppGuru) Featuring: - Interview with Joseph Zawaideh from Levitate Technologies - Construction Tech News of the Week Follow @TheConTechCrew on social media for more updates and to join the conversation! Listen to the show at http://thecontechcrew.com Powered by JBKnowledge Learn more at http://thecontechcrew.com or follow @JBKnowledge & @TheConTechCrew on Twitter.

Been thinking about wrapping your air frames in a smooth fiberglass coating, and not sure where to even begin?  Well, this episode is for you! We'll talk about that, plus: CG talks about his Rocketry radio telemetry project. (Below) Pictures of CG's hand-built "Block One" Telemetry system flight computer.   Official "Block Two" (printed circuit board) version coming soon! CG's Rocketry Telemetry Receiver. (Yes, a typo on the name of the box in the pic). ;-) The hand built "Block One" flight computer, ready for testing...CG's telemetry receiver.                     CG introduces our Amazon store where you can easily buy Rocketry Show Tee-Shirts! Links to buy TRS tee-shirts is here: https://www.amazon.com/dp/B084JHV6Q7  (US) https://www.amazon.co.uk/dp/B084JJHPXW  (UK) We then move to the main topic, and that is all about techniques to fiberglass coat your airframe tubes to add strength, and a wonderful surface to apply your paint & designs.   More pictures for your reference....

In this 8th episode of Chicks Who Fly we tried something different. I had arranged to interview Erin Olivier, and on the day our call was scheduled, she happened to be spending time with another female pilot friend so, in this episode, I get to have a conversation with TWO pilots. Private Pilot Erin Olivier, who was still working on her instrument rating at the time we recorded the episode but she has since passed her instrument rating check ride! Congratulations Erin!! Erin also has her AGI and A&P (stands for Airframe and Powerplant and is the certification required for an aircraft mechanic) as well as being an instrument-rated Private Pilot. The second pilot in today’s conversation is Jenna Samuelian who is a Private Pilot is working on a Bachelor’s Degree in Aviation Management. In this fun and all-over-the-place conversation, we get to talk about the ups and downs of flight training, options and approaches one can take in flight training and on the aviation career path. We talk about aviation business, favorite aviation shows and career paths, flying for animal rescue missions, why we prefer women flight instructors, apps that can help student pilots study, fun flights with loved ones, flying competitions, the benefits of getting a job at a local airport, the confidence that comes from learning to fly an airplane and so much more! Follow and reach out to Erin on IG Photos courtesy of Erin Olivier Theme music by Diego Jinkus. --- Support this podcast: https://anchor.fm/inaia/support

Aaron is a pilot, an Aircraft Maintenance Technician, a UAS mechanic, and comes from a bloodline of aviators. This episode dives into the career and schooling of becoming an AMT, pilot, or general technical school careers. Really enjoyed our conversation!

Imagine reaching above your shoulders to change hundreds of light bulbs in a row with no rest, day after day. It wouldn't take long for this to take a toll on your body--your neck, arms, shoulders, and back especially. Not many of us think about it, but this is essentially what's required of surgeons as they perform minimally-invasive laparoscopic procedures day in and day out. It was from this realization that Mark Doyle invented AIRFRAME, wearable upper body exoskeleton for surgeons in the operating room. Soon after the prototype was made public, a number of manufacturers began expressing interest in trialing it, including BMW, Toyota, John Deer, and aerospace tech companies. It turns out that the exoskeleton prototype created by Doyle was not only perfectly suited for surgeons, but for industrial workers on assembly lines, painters, construction workers, and those who work within fulfillment centers and for maintenance operations in various industries. Mark Doyle joined forces with Joseph Zawaideh to found Levitate, a company focused exclusively on providing this wearable exoskeleton for industrial workers who are forced into an ergonomic red zone due to the nature of their jobs. On today's episode, Zawaideh discusses the details of the product, describing how it's been proven to move workers from the red to green ergonomic zone, how it functions mechanically, and why it will never impede a worker's productivity. Tune in to hear the full conversation, visit levitatetech.com to learn more, and don't hesitate to email your questions to info@levitatetech.com.

Stephen takes us through a tale of corporate espionage in the high flying world of aviation with Michael Crichton's Airframe. Joel begins a magical journey through all possible fictional stories in Jim C. Hines, Libriomancer. This is also the beginning of our first Book Giveaway. Subscribe, Rate and Review our podcast to be entered into a drawing to win one of the books we have recommended!!

A tail strike can occur during either takeoff or landing. Many air carrier aircraft have tail skids to absorb energy from a tailstrike. On some aircraft, the tail skid is a small bump on the aft underside of the airplane, while on others it is a retractable skid that extends and retracts with the landing gear. Most tail strikes are the result of pilot error, and in general, landing tail strikes cause more damage than takeoff tail strikes. In 1978, Japan Airlines flight 115 experienced a tail strike during landing that caused damage to the aft pressure bulkhead. The aircraft was repaired (although the repair was faulty) and returned to service. Seven years later, the aircraft, operating as Japan Airlines Flight 123, crashed as a result of the failure of the improperly-repaired pressure bulkhead. This Boeing document is an excellent analysis of tailstrikes. A portion of the document is reproduced below: Takeoff Risk Factors Any one of these four takeoff risk factors may precede a tail strike: Mistrimmed stabilizer. Rotation at improper speed. Excessive rotation rate. Improper use of the flight director. MISTRIMMED STABILIZER A mistrimmed stabilizer occurring during takeoff is not common but is an experience shared at least once by almost every flight crew. It usually results from using erroneous data, the wrong weights, or an incorrect center of gravity (CG). Sometimes the information presented to the flight crew is accurate, but it is entered incorrectly either to the flight management system (FMS) or to the stabilizer itself. In any case, the stabilizer is set in the wrong position. The flight crew can become aware of the error and correct the condition by challenging the reasonableness of the load sheet numbers. A flight crew that has made a few takeoffs in a given weight range knows roughly where the CG usually resides and approximately where the trim should be set. Boeing suggests testing the load sheet numbers against past experience to be sure that the numbers are reasonable. A stabilizer mistrimmed nosedown can present several problems, but tail strike usually is not one of them. However, a stabilizer mistrimmed noseup can place the tail at risk. This is because the yoke requires less pull force to initiate airplane rotation during takeoff, and the pilot flying (PF) may be surprised at how rapidly the nose comes up. With the Boeing-recommended rotation rate between 2.0 and 3.0 degrees per second (dps), depending on the model, and a normal liftoff attitude, liftoff usually occurs about four seconds after the nose starts to rise. (These figures are fairly standard for all commercial airplanes; exact values are contained in the operations and/or flight-crew training manuals for each model.) However, with the stabilizer mistrimmed noseup, the airplane can rotate 5 dps or more. With the nose rising very rapidly, the airplane does not have enough time to change its flight path before exceeding the critical attitude. Tail strike can then occur within two or three seconds of the time rotation is initiated. If the stabilizer is substantially mistrimmed noseup, the airplane may even try to fly from the runway without control input from the PF. Before reaching Vr, and possibly as early as approaching V1, the nose begins to ride light on the runway. Two or three light bounces may occur before the nose suddenly goes into the air. A faster-than-normal rotation usually follows and, when the airplane passes through the normal liftoff attitude, it lacks sufficient speed to fly and so stays on the runway. Unless the PF actively intercedes, the nose keeps coming up until the tail strike occurs, either immediately before or after liftoff. ROTATION AT IMPROPER SPEED This situation can result in a tail strike and is usually caused by one of two reasons: rotation is begun early because of some unusual situation, or the airplane is rotated at a Vr that has been computed incorrectly and is too low for the weight and flap setting. An example of an unusual situation discovered during the DPD examination was a twinjet going out at close to the maximum allowable weight. In order to make second segment climb, the crew had selected a lower-than-usual flap setting. The lower flap setting generates V speeds somewhat higher than normal and reduces tail clearance during rotation. In addition, the example situation was a runway length-limited takeoff. The PF began to lighten the nose as the airplane approached V1, which is an understandable impulse when ground speed is high and the end of the runway is near. The nose came off the runway at V1 and, with a rather aggressive rotation, the tail brushed the runway just after the airplane became airborne. An error in Vr speed recently resulted in a trijet tail strike. The load sheet numbers were accurate, but somehow the takeoff weight was entered into the FMS 100,000 lb lower than it should have been. The resulting Vr was 12 knots indicated air speed (kias) slow. When the airplane passed through a nominal 8-deg liftoff attitude, a lack of sufficient speed prevented takeoff. Rotation was allowed to continue, with takeoff and tail strike occurring at about 11 deg. Verification that the load sheet numbers were correctly entered may have prevented this incident. EXCESSIVE ROTATION RATE Flight crews operating an airplane model that is new to them, especially when transitioning from unpowered flight controls to ones with hydraulic assistance, are most vulnerable to using excessive rotation rate. The amount of control input required to achieve the proper rotation rate varies from one model to another. When transitioning to a new model, flight crews may not consciously realize that it will not respond to pitch input in exactly the same way. As simulators reproduce airplane responses with remarkable fidelity, simulator training can help flight crews learn the appropriate response. A concentrated period of takeoff practice allows students to develop a sure sense of how the new airplane feels and responds to pitch inputs. On some models, this is particularly important when the CG is loaded toward its aft limits, because an airplane in this condition is more sensitive in pitch, especially during takeoff. A normal amount of noseup elevator in an aft CG condition is likely to cause the nose to lift off the runway more rapidly and put the tail at risk. IMPROPER USE OF THE FLIGHT DIRECTOR As shown in figure 1, the flight director (FD) is designed to provide accurate pitch guidance only after the airplane is airborne, nominally passing through 35 ft (10.7 m). With the proper rotation rate, the airplane reaches 35 ft with the desired pitch attitude of about 15 deg and a speed of V2 + 10 (V2 + 15 on some models). However, an aggressive rotation into the pitch bar at takeoff is not appropriate and may rotate the tail onto the ground. Landing Risk Factors Any one of these four landing risk factors may precede a tail strike: Unstabilized approach. Holding off in the flare. Mishandling of crosswinds. Over-rotation during go-around. A tail strike on landing tends to cause more serious damage than the same event during takeoff and is more expensive and time consuming to repair. In the worst case, the tail can strike the runway before the landing gear touches down, thus absorbing large amounts of energy for which it is not designed. The aft pressure bulkhead is often damaged as a result. UNSTABILIZED APPROACH An unstabilized approach appears in one form or another in virtually every landing tail strike event. When an airplane turns on to final approach with excessive airspeed, excessive altitude, or both, the situation may not be under the control of the flight crew. The most common cause of this scenario is the sequencing of traffic in the terminal area as determined by air traffic control. Digital flight recorder data show that flight crews who continue through an unstabilized condition below 500 ft will likely never get the approach stabilized. When the airplane arrives in the flare, it invariably has either excessive or insufficient airspeed, and quite often is also long on the runway. The result is a tendency toward large power and pitch corrections in the flare, often culminating in a vigorous noseup pull at touchdown and tail strike shortly thereafter. If the nose is coming up rapidly when touchdown occurs and the ground spoilers deploy, the spoilers themselves add an additional noseup pitching force. Also, if the airplane is slow, pulling up the nose in the flare does not materially reduce the sink rate and in fact may increase it. A firm touchdown on the main gear is often preferable to a soft touchdown with the nose rising rapidly. HOLDING OFF IN THE FLARE The second most common cause of a landing tail strike is a long flare to a drop-in touchdown, a condition often precipitated by a desire to achieve an extremely smooth landing. A very soft touchdown is not essential, nor even desired, particularly if the runway is wet. Trimming the stabilizer in the flare may contribute to a tail strike. The PF may easily lose the feel of the elevator while the trim is running; too much trim can raise the nose, even when this reaction is not desired. The pitchup can cause a balloon, followed either by dropping in or pitching over and landing flat. Flight crews should trim the airplane in the approach, but not in the flare itself, and avoid "squeakers," as they waste runway and may predispose the airplane to a tail strike. MISHANDLING OF CROSSWINDS A crosswind approach and landing contains many elements that may increase the risk of tail strike, particularly in the presence of gusty conditions. Wind directions near 90 deg to the runway heading are often strong at pattern altitude, and with little headwind component, the airplane flies the final approach with a rapid rate of closure on the runway. To stay on the glidepath at that high groundspeed, descent rates of 700 to 900 ft (214 to 274 m) per minute may be required. Engine power is likely to be well back, approaching idle in some cases, to avoid accelerating the airplane. If the airplane is placed in a forward slip attitude to compensate for the wind effects, this cross-control maneuver reduces lift, increases drag, and may increase the rate of descent. If the airplane then descends into a turbulent surface layer, particularly if the wind is shifting toward the tail, the stage is set for tail strike. The combined effects of high closure rate, shifting winds with the potential for a quartering tail wind, the sudden drop in wind velocity commonly found below 100 ft (31 m), and turbulence can make the timing of the flare very difficult. The PF can best handle the situation by exercising active control of the sink rate and making sure that additional thrust is available if needed. Flight crews should clearly understand the criteria for initiating a go-around and plan to use this time-honored avoidance maneuver when needed. OVER-ROTATION DURING GO-AROUND Go-arounds initiated very late in the approach, such as during flare or after a bounce, are a common cause of tail strike. When the go-around mode is initiated, the FD immediately commands a go-around pitch attitude. If the PF abruptly rotates into the command bars, tail strike can occur before a change to the flight path is possible. Both pitch attitude and thrust are required for go-around, so if the engines are just spooling up when the PF vigorously pulls the nose up, the thrust may not yet be adequate to support the effort. The nose comes up, and the tail goes down. A contributing factor may be a strong desire of the flight crew to avoid wheel contact after initiating a late go-around, when the airplane is still over the runway. In general, the concern is not warranted because a brief contact with the tires during a late go-around does not produce adverse consequences. Airframe manufacturers have executed literally hundreds of late go-arounds during autoland certification programs with dozens of runway contacts, and no problem has ever resulted. The airplane simply flies away from the touchdown.

A High School Aviation Program offering students an opportunity to graduate with their Federal Aviation Administration issued Airframe and Powerplant Rating.

www.airframecomponents.com Roy’s YouTube Channel: https://www.youtube.com/channel/UCCDXt8LoCm6m4z1h-Cqv9XwRoy’s Video on SB 1244B: https://youtu.be/-D5vCoWKgII Today, we get an incredible firsthand lesson from Roy Williams on small aircraft wing construction, corrosion, corrosion treatment and corrosion prevention. Roy answers questions on the following topics:The aging GA fleetPercentage of aircraft are afflicted with corrosion issues?How does corrosion start?Are there any particular models which are more susceptible than others?He tells us about Service Bulletin 1244B.What inspections can owners/renters/pilots do?How can you detect spar/attachment corrosion?What can be done if major corrosion is detected?Besides wing spars, are there other areas/components which are particularly troublesome?How do the different piper wings relate to each other? PA28 v. PA32. Hershey Bar v. Semi-tapered.An AD about spraying linseed oil inside the wings to prevent corrosion?What would it cost to install an inspection panel?What’s the proper way to burn fuel in the Cherokee Six?Are these things safe to fly? Like, are we all ok? Special thanks to Fred Inniger and Sean Lathrop at WAWK 95.5 “The Hawk”Live Stream: http://www.bteradio.com/wawk1.html Support: https://www.patreon.com/podcastingonaplaneYouTube: https://www.youtube.com/channel/UCx1DKOUuGxohHU5YxEC_w0w?view_as=subscriberInstagram: https://www.instagram.com/podcastingonaplane/Twitter: podcastonaplaneWebsite: www.podcastingonaplane.com Music by: Mattijs Muller

Talking Aircraft Maintenance with Peter Reyes! Peter gives us his experience of recently going through Airframe and Powerplant school and being hired quickly by a major airline! --- Support this podcast: https://anchor.fm/flyconversations/support

On this episode of TFP we talk with ForeFlight weather scientist, Scott Denstaedt about icing. Scott is a former meteorologist, CFI, and active pilot who flies all over the U.S. We discuss strategies for avoiding icing conditions and tips for getting out if that proves impossible. Fly Your Best!

This week Brandon, Megan, and Eric discuss music and songs/bands they hate. …

We talk with faculty members from Embry-Riddle Aeronautical University about their unmanned systems degree programs. Embry-Riddle Worldwide's College of Aeronautics currently offers a Master of Science in Unmanned Systems, a Bachelor of Science in Unmanned Systems Applications, and an undergraduate minor in Unmanned Aerial Systems. We talk about how programs are developed, the types of programs offered, the value they provide to students, and the opportunities available in this emerging industry. Embry-Riddle actively works to bring UAS awareness to the aviation community with participation at events like AirVenture Oshkosh and the Reno Air Races. For a detailed look at the career opportunities, see the Embry-Riddle study, ERAU-Worldwide Unmanned System Related Career Opportunities: 2015 [PDF]. Guests Faculty from Embry-Riddle Aeronautical University - Worldwide Dr. Ken Witcher is the dean of the College of Aeronautics. In this role, Ken leads a team of more than 700 active faculty members who support more than 14,000 students enrolled in 15 degree programs. Witcher's aviation experience includes 20 years of service in the United States Air Force. During this time, he served as superintendent of an operational test and evaluation squadron and field training detachment chief for F-15, F-16, F-22, H-60, A-10, MQ-1, and MQ-9 aircraft and supporting systems. He also served as a team member of the United States Air Force Air Demonstration Squadron, Thunderbirds. Witcher was an appointed member of the Nevada UAS test site selection panel and previously served as Chair of the Nevada Aerospace and Defense Sector Council reporting directly to the Governor's Workforce Investment Board. Reach Dr. Witcher at Kenneth.witcher@erau.edu. David Thirtyacre is an assistant professor and chair of unmanned flight operations in the College of Aeronautics. He has a bachelor's degree in mechanical engineering, master's degree in aerospace science, and is currently a doctoral student in aviation at Embry-Riddle's Daytona Beach campus. Thirtyacre recently retired from the U.S. Air Force with 27 years of duty in the fighter community and over 3,500 hours in fighter aircraft. He spent the last 17 years of his career at Nellis Air Force Base in Las Vegas and served as an operational test pilot and director of advanced programs at the U.S. Air Force Warfare Center. In this role, he was the point person for advanced program operational planning; and the integration of air, space, and cyberspace domains with fifth-generation aircraft, unmanned systems, national capabilities, and other Department of Defense assets. Additionally, he is a multi-engine commercial pilot and certified flight instructor - instrument. Reach David Thirtyacre at thirtyad@erau.edu. Stefan Kleinke is an assistant professor and program chair for the Bachelor of Science in Unmanned Systems Application (BSUSA) degree program in the College of Aeronautics. Stefan earned a Master of Aeronautical Science degree from Embry-Riddle Worldwide in 2010 and is a military aviation veteran with 15 years and 3,000 total flying hours experience as pilot and instructor on Tornado and T-38 jet aircraft. In this role, he was heavily involved in student and instructor training, standardization and evaluation, and aspects of air traffic control and airfield management. He also holds civilian qualifications that include Airline Transport Pilot License, Commercial Pilot License for helicopter and seaplane, Airframe and Powerplant Mechanic and Aircraft Electrical Technician certifications, as well as FCC GMDSS Radio Operator and Maintainer license with Ship Radar Endorsement. Reach Stefan Kleinke at kleinkes@erau.edu. Video of the Week AtlantikSolar - 81 hour endurance world record flight The Swiss Federal Institute of Technology, Zurich recently established a new world flight endurance record with an 81-hour continuous solar-powered and autonomous flight. The 6.

I've recently been away from work for a couple of weeks having to take some remaining leave before the deadline of 31 March when all leave resets. I've done a few things; I went on a long hike with the wife, went to see some family - that sort of thing. But when you are away from the cockpit for any period of time you have to 'come down' from the level that you have been operating at. Conversely, before you go back to work you need to re-energise yourself to get back up to speed. This is the same with any job; the more complicated the profession the harder it is to 'switch off' when on holiday. Some people take a few days to fully relax and some need longer. One of my pilots will only take his holidays over two weeks as he says that he can't fully 'switch off' from work with only one. When I was a student pilot I would sometimes not be able to 'switch off' at all or would find that I could be quite relaxed by the Tuesday of my holiday but by the Thursday I was starting to think about the cockpit again and would get worked up about it.  Training as a fast jet pilot has to be one of the most uncomfortable and stressful things that you can doIt only takes one failed trip for the instructors' eyes to start looking in your direction and if you don't pass the next trip then you are definitely in trouble. So how do I get myself back into the groove after a lay-off. As it stands, tomorrow I have an 'Emergency Sim' which is a 60 day currency that tests me on my emergency handling. Fast jets can be complicated little things and the Hawk T2 is no exception. Although the aircraft has two cockpits in tandem, the simulator has only the front cockpit represented. We have two simulators on the squadron - they are called Full Mission Simulators (FMS) and you have to wear your full Aircraft Equipment Assembly (AEA)  when in them. This means that you dress as if you were going to fly the actual aircraft wearing your flying helmet, mask, Life Jacket and g-pants. The FMS isn't a motion simulator as these tend to be used for multi-engine aircraft to simulator asymmetric thrust which, as long as you're not flying a Canberra, SR-71 or Maverick's F-14 in 'Top Gun', should not present too many issues in modern fast jet aviation. The FMS has 360 degree visuals and we use it to not only prepare students for an airborne sortie but also to consolidate the students learning at the end of a flying phase - the FMS can be the last event on the Air Combat Manoeuvring (ACM) phase for example. But, unlike the Hawk T1 on our sister squadron, we also have 6 Flying Training Devices (FTDs) which are very similar to the FMS but are an extension of something that we used to use in the old days which was the 'Cardboard Cockpit'. The 'Cardboard Cockpit' is just that - it is a cardboard representation of the aircraft's cockpit and in the good ol' days you were issued one to learn your checks on when you were in ground school and before you started flying. On the Hawk T2 we don't have these anymore and we use the FTDs instead. The FTD is something that you can sit in without all your flight gear on and practise your checks but it also flies like the FMS! It isn't a truly representative flight model, for example it will climb faster than the actual aircraft but it has 90% of the switches you'd find in the actual aeroplane. It has 3 touch-screen monitors that you can setup the Multi-Function Displays (MFDs) with - these are like very small monitors that show things such as your weapons stores page, moving map, synthetic radar display and even your hydraulics status page as there is no analogue display for this anymore. The great thing is that you can pretty much use the FTDs at anytime to practise any of your checks.  In the FTDs you can even get airborne and practise your circuits or link them up and just chase your course mates around the sky hoping that an instructor doesn't walk in and tell you all to stop acting like childrenSo the FTD, and before that, the 'Cardboard Cockpit' are two great ways to practise getting back up to speed with the complicated task of flying the Hawk T2. But, at home I don't have a 'Cardboard Cockpit' as none were made for the Hawk T2 and the FTDs are, well, at the squadron. So how else might I work myself back up for the simulator tomorrow? When you are learning to fly for the first time, this might be on gliders at 16 or on a light aircraft in the military/civilian flight school later on, your instructor will introduce the notion of 'chair flying' to you.  Chair flying is a very powerful tool which allows you to imagine yourself actually in the aircraft practising whatever it is you are needing to do on your next assessed sortieThe 'Cardboard Cockpit' was actually very good in this respect as you could touch the printed dials and switches and instil some aspect of muscle memory into your checks sequence. Chair flying is a visualisation technique that pilots, racing drivers, public speakers and sport persons have all used to enhance their performances.   When I prepare for a complicated sortie or have been out of the cockpit for longer than a week I will invest time in visualising that return to the cockpit - this is also essential if your flying rate (the number of hours you fly per month) is low. It is critical that a pilot keeps themselves up to speed and each person will have subtly different ways of doing it. I prefer to give myself a hour alone with my Flight Reference Cards (FRCs) - these are the checklists for the handling and emergencies that can affect the aircraft.  I then use the Overview - Preview - Inview - Review processOverview. I normally go through each card first, skim reading them really - this I call an overview. Unlike in other aircraft, the checks that are done in fast jets are not routinely done from the cards. This is not true on the Tornado GR4 as the Weapon System Officer (WSO) will initiate a challenge and response from the FRCs but on single-seat aircraft and fast jet training aircraft such as the Hawk T2 your FRCs are unlikely to be used in flight at all. All of your drills are memorised as there is rarely enough time (or space in the cockpit) to be dragging your check cards out the whole time! It is important then that you are familiar with the cards in case you need to use them. This overview is a process of just looking at the layout of the normal drill cards and looking through the boldface emergencies. The boldface emergencies are the drills that a pilot or WSO must know verbatim; students are routinely challenged on their boldface drills at the morning meteorological brief, on airborne sorties and in an emergency simulator - just like mine tomorrow.  As part of my overview I will imagine me getting into my flight gear, going to the Operations Room and signing the jet out and then walking out to the aircraft I might even look at tomorrow's weather so I can forecast what runway we might be on and can plan which way I will taxy out of the line. I will imagine doing my initial checks, the aircraft walk around and strapping into the ejection seat. I will visualise the dials and displays in front of me - I'll think about what radio calls I need to make before engine start and I might even look at the flying programme (if it's been emailed out the night before) to see what callsign I'll be using so I can practise using it - it all helps to build a mental picture. If I had a cardboard cockpit I'd use that - some people close their eyes but you need to make the environment as similar to the one you'll be in when you are actually doing the event - this is why using a simulator to practise or the FTDs on the squadron is so good. When chair flying there is little point in having music playing in the background if there isn't going to be music in your aircraft - we're not on an EasyJet flight here, well - not just yet anyway! I might practise my start-up and pre-take-off checks here too but I don't go any further than visualising lining up on the runway. I then visualise that I'd just landed and I was taxiing back in - I'd go through those checks too right up to and including vacating the aircraft and walking back in. I separate the actual airborne content and save that for the preview - it just works better for me that way, you might like to do it differently. Preview. If you were looking at a textbook the overview would've been to look at the front and back covers and maybe the index. The preview extends on this - you'd now read the first and last paragraph of each chapter. In the world of aviation this is the bit where I'd look at the sortie content - I'd write this down on an A4 piece of paper as a list something like this (the italics are for your understanding):  SUTTO (start-up, taxi, take-off) SID 31R  (Standard Instrument Departure - runway 31 Righthand) HASLLT Cx (Checks we perform for every sortie to make sure we are tolerant to the effects of 'g' and that we are operating in a safe area) Stall Max Performance Manoeuvres Spin LL (Low level) Instrument Recovery - TAC/PAR Circuits (Norm, LL) - Flapless straight-in approach  Inview. So, the preview part gave me some more information and I can now visualise the sortie in more detail. The inview part is when I fill in the blank spaces. I'd get my charts out and read up on the SID (departure) that I might be flying anticipating level-off heights, radio calls and power settings required. I would go and make sure I know my HASLLT cxs and practise them so they are fluent - Height, Airframe, Security (for an inverted check), Location, Lookout and TCAS. I would read up on what the Stall entails, what is the fight profile? I would draw it out and then run it through moving my hands to where the gear and flap levers are.I even go so far as to anticipate the trim changes required Are they pitch up or pitch down? I would read up on the max performance manoeuvres and then think about the area I need to fly to in order to get my spin done - I need to be above 25,000 ft to enter my spin so I'll need a handover to a different Air Traffic agency for that and I can practise that radio call now so I don't stumble over it tomorrow. I'd read and write about all of the sortie content and put it on an A4 piece of paper - it will become a crib sheet that I can look at before the sortie briefing tomorrow. Some people use a mind map but I prefer a list of how the sortie will flow. It is also critical to think of your 'link' flying here - how are you going to transition from one event to the next? Will you speed up or slow down, change height or transit to a different piece of airspace? Review. This step is the most critical one and I normally do this twice, once after the inview and then I repeat it prior to the sortie briefing the next day to refresh my knowledge. The review is looking at that A4 piece of paper on which you have written a crib sheet that will help to jog your memory the next day. Take this opportunity to add any more information that you feel might be pertinent to the sortie you are about to fly. And that's it - put the crib sheet somewhere safe, take a break and don't spend longer than an hour on this; the mind gets tired after 30 mins so maybe do the Overview/Preview - tea break - Inview/Review and only then can you go back and watch cats falling off chairs on YouTube. Visualisation is a powerful tool that, used correctly, can really improve your chances of success in the cockpit and in businessRemember, you lose half of your capacity when you put on your flight helmet and strap a jet plane to your back. It's the same in business, don't wait until you're making that sale or giving the presentation, it'll be too late and you'll look like an idiot - practise IS your friend.  Until we slip the surly bonds of Earth again - fly safe!   See acast.com/privacy for privacy and opt-out information.

7 AM - 1 - The whole Brian Williams lied fracas; NY Times columnist bashed Brian Williams; . 2 - More on B-Will's rounds coming into the airframe; Joe talks being on vacay with food poisoning in Mexico last week. 3 - Marshall's News. 4 - ABC News correspondent Ali Weinberg reports on Angela Merkel meeting with Obama at the White House about the Ukraine; Joe read 2 books on vacation.

We wrap up our three-day program blitz at the Arlington Fly-In with this episode. We found an airport with an official song!  OK...it's a really old song.  And the airport has been around for awhile, too.  We have the usual book, movie, and song, plus some special guests.  It's all packaged with the usual tacky banter from the three hosts.  Enjoy.Movie:  Firefox-Clint EastwoodSong:  Susan Raye-LA International AirportBook:  Airframe by Michael ChrichtonWebsite:  Global AircraftSpecial Guest: Warplanes to SiberiaEpisode Sponsor: Spencer Aircraft