Podcasts about gpss

On today's show, we start with how to get our pets ready for the warmer weather, with Vet Danielle Jongkind. When is it time to focus on your colon health? Nutritionist Julia Karantjas says it's never a ‘waste' of time. Get it? In modern cities, can you make sense of the street corner as a blind or low vision person by simply listening? Or, are GPSs and other mapping tools absolutely necessary for accessible travel. We talk out the safety of it all with Orientation and Mobility Specialist Mark Rankin. Find Kelly & Company on YouTube!About AMIAMI is a media company that entertains, informs and empowers Canadians with disabilities through three broadcast services — AMI-tv and AMI-audio in English and AMI-télé in French — and streaming platform AMI+. Our vision is to establish AMI as a leader in the offering of accessible content, providing a voice for Canadians with disabilities through authentic storytelling, representation and positive portrayal. To learn more visit AMI.ca and AMItele.ca.Find more great AMI Original Content on AMI+Learn more at AMI.caConnect with Accessible Media Inc. online:X /Twitter @AccessibleMediaInstagram @AccessibleMediaInc / @AMI-audioFacebook at @AccessibleMediaIncTikTok @AccessibleMediaIncEmail feedback@ami.ca

Dr. Ravi Chaudhary, Assistant Secretary of the Air Force for Energy Installations and Environment, is a leader who has taught his team to, "Eat no for breakfast." He lives by a value he learned from his mother at an early age: "If you do your full duty, the rest will take care of itself."   SUMMARY In this edition of Long Blue Leadership, Dr. Chaudhary discusses his role in modernizing and reoptimizing Air Force installations to withstand kinetic, cyber, economic, and extreme weather threats. He emphasizes the importance of ruggedizing installations for the Great Power Competition. Dr. Chaudhary shares his background, including his upbringing in Minneapolis and his parents' immigrant journey, and highlights the values instilled in him. He also discusses his work on the implementation of microgrids and microreactors to enhance energy resilience at critical installations like Eielson Air Force Base.   5 QUOTES "If you do your full duty, the rest will take care of itself." - This quote from Dr. Chaudhary's mother reflects the importance of dedication and doing one's job well. "We eat no for breakfast." - This quote highlights Dr. Chaudhary's team's determination to not accept limitations and push boundaries. "Love what you do. Love our nation." - Dr. Chaudhary emphasizes the importance of passion and patriotism in leadership. "America is not about what goes on entirely in Washington. It's about neighbors. It's about what you do for your neighbors." - This quote reflects Dr. Chaudhary's belief in the power of community and service. "Get out of the way and let them in." - Dr. Chaudhary's advice on enabling the next generation of leaders to excel.   SHARE THIS EPISODE LINKEDIN  |  TWITTER  |  FACEBOOK   CHAPTERS 00:00 Introduction to Dr. Ravi Chaudhary and His Role 03:07 The Importance of Air Force Installations 06:08 Dr. Chaudhary's Early Life and Family Background 09:03 Lessons from Family: Service and Community 11:52 Reflections on the Air Force Academy Experience 14:54 Leadership Lessons from Cadet Days 18:01 The Role of Innovation in the Air Force 20:48 Strategic Imperatives for Future Operations 23:59 Optimism for the Future of the Air Force Academy 25:07 A Lifelong Dream: Becoming a Pilot 27:31 Launching Innovations: The GPS Program 28:36 Inspiring the Next Generation of Pilots 30:14 Adapting to Modern Challenges in Aviation 32:40 Navigating Change: The Evolution of Standards 34:57 Learning from Failure: A Personal Journey 35:42 The Role of the Assistant Secretary 38:55 Preparing for Great Power Competition 41:09 Innovative Energy Solutions for the Future 44:58 Leadership Lessons and Final Thoughts   5 KEYS TO LEADERSHIP Embrace failures as opportunities for growth. Dr. Chaudhary shared how his failures, like failing a check ride, ultimately helped him grow as a leader. Keep moving forward, even in the face of adversity. Dr. Chaudhary emphasized the importance of keeping your "legs moving" and not giving up when faced with challenges. Leverage the bonds formed with your team. Dr. Chaudhary highlighted how the bonds he formed with his classmates at the Academy carried over into his missions, demonstrating the power of camaraderie. Empower and enable the next generation. Dr. Chaudhary expressed optimism about the capabilities of the current cadets and emphasized the need to get out of their way and let them excel. Maintain a service-oriented, patriotic mindset. Dr. Chaudhary's passion for serving his country and community was evident throughout the interview, underscoring the importance of this mindset in effective leadership.   ABOUT DR. CHAUDHARY '93 BIO Dr. Ravi I. Chaudhary is the Assistant Secretary of the Air Force for Energy, Installations, and Environment, Department of the Air Force, the Pentagon, Arlington, Virginia. Dr. Chaudhary is responsible for the formulation, review and execution of plans, policies, programs, and budgets to meet Air Force energy, installations, environment, safety, and occupational health objectives. Dr. Chaudhary most recently served as the acting Deputy Assistant Secretary of the Navy for Energy. Prior to this role, he served as the Director of Advanced Programs and Innovation, Office of Commercial Space Transportation, at the Federal Aviation Administration. He provided technical leadership and oversight for the commercial space industry, to include research and development activities to support Department of Transportation and White House National Space Council initiatives. Prior to this role, he served as Executive Director, Regions and Center Operations, at the FAA. In this role, he was responsible for leadership, integration and execution of aviation operations in nine regions nationwide. Dr. Chaudhary served as second in command to the Deputy Assistant Administrator and was responsible for providing Department of Transportation and FAA-wide services in the areas of operations, safety, policy, congressional outreach and emergency readiness for the National Aerospace System. Dr. Chaudhary commissioned in the Air Force in 1993 upon graduation from the United States Air Force Academy. He completed 21 years of service in a variety of command, flying, engineering and senior staff assignments in the Air Force. As a C-17 pilot, he conducted global flight operations, including numerous combat missions in Afghanistan and Iraq, as well as a ground deployment as Director of the Personnel Recovery Center, Multi-National Corps, Iraq. As a flight test engineer, he was responsible for flight certification of military avionics and hardware for Air Force modernization programs supporting flight safety and mishap prevention. Earlier in his career, he supported space launch operations for the Global Positioning System and led third stage and flight safety activities to ensure full-operational capability of the first GPS constellation. As a systems engineer, he supported NASA's International Space Station protection activities to ensure the safety of NASA Astronauts. Dr. Chaudhary is a DoD Level III Acquisition Officer and has published numerous articles in future strategy, aircraft design, business transformation and space operations.  - Bio Copy Credit to AF.MIL   CONNECT WITH DR. CHAUDHARY LINKEDIN  |   INSTAGRAM  |  TWITTER     ABOUT LONG BLUE LEADERSHIP Long Blue Leadership drops every two weeks on Tuesdays and is available on Apple Podcasts, TuneIn + Alexa, Spotify and all your favorite podcast platforms. Search @AirForceGrads on your favorite social channels for Long Blue Leadership news and updates!          FULL TRANSCRIPT OUR SPEAKERS Guest, The Honorable Dr. Ravi I. Chaudhary '93  |  Host, Lt. Col. (Ret.) Naviere Walkewicz '99   Naviere Walkewicz 00:00 My guest today is the assistant secretary of the Air Force for energy installations and environment, the Honorable Dr. Ravi Chaudhary USAFA, Class of '93. Against the backdrop of Great Power Competition, Dr. Chaudhry leads the modernization and reoptimization of the Air Force to ruggedize our installations across the globe against what he describes as kinetic threats, as well as non-kinetic cyber, economic and extreme weather threats. He has served as acting deputy assistant secretary of the Navy for energy; the director of advanced programs and innovation, Office of Commercial Space Transportation at the Federal Aviation Administration; and he has led in the commercial space industry research and development in the support of the Department of Transportation and the White House, National Space Council. We'll talk with Dr. Chaudhry about his life before, during and after the Academy. We'll discuss his role, modernizing and re-optimizing initiatives and strategies for the Air Force. We'll touch on leading through new and changing threats and making decisions with climate in mind, and we'll discuss Dr. Chaudhary's work with the secretary of the Air Force and leadership at the base, command and warfighter levels. Finally, we'll ask Dr. Chaudhary to share advice for developing and advanced leaders. Dr. Chaudhary, welcome to Long Blue Leadership. We're so glad to have you.   Dr. Chaudhary 01:18 Navier, thank you so much. Thank you for that way too kind of an introduction, and I only have one regret. On this weekend, did you have to mention that I was in the Navy for a little while? You just about blew me away. I know you've got some white clear liquid here. I'm just about ready to find out what the clear liquid is.   Naviere Walkewicz Cheers.   Dr. Chaudhary 01:40 Off we go, and we'll let our audience speculate, and depending on how it goes, we'll critique ourselves. Just an honor to be here, and congrats to you on your career of service in the Air Force.   Naviere Walkewicz Thank you so much. This is truly a pleasure. And I think what we love about Long Blue Leadership is it's really about our listeners getting to know you. And we have so many different listeners that are really excited. So let's start with the hat. I've noticed we've got a hat on right here. “Air Force Installations: Best in the World.” Let's talk about it.   Dr. Chaudhary Yeah, let's talk about that. Because we do have the best installations in the world. Our installations are power projection platforms. Every Air Force installation has a mission that begins and terminates with it. If you go all the way back in our history, Gen. Hap Arnold had this to say about our installations: “Air bases are the determining factor in air operations.” Think about that. Think about why we need to make sure that our installations are ready to go, and why we invest in them as an Air Force. It's because you can't get the jets out of town unless they have a good runway that works, unless they are hardened and ready to absorb the types of blows that have come to us in the past. And I'm telling you right now that we've got to be ready for this future, in a decade of consequence in Great Power Competition. We've got to focus on ruggedizing and ensuring that our installations are as survivable as they ever have been.   Naviere Walkewicz Absolutely. Well, I can say that that is certainly true, having been at bases where we've seen some challenges, it does halt and sometimes stop operations. So yeah, you're right. Yeah. So it's incredible the work you're doing, and we're going to talk about that today. But before we get there, can we rewind the clock a little bit?   Dr. Chaudhary Please don't rewind it too far, but I have a feeling you will.   Naviere Walkewicz Just a little bit. Just enough to kind of get to know who Ravi was as a young boy. What were you like growing up? Tell us about your family and where you grew up.   Dr. Chaudhary That's cool. So, I was born and raised in Minneapolis, Minnesota. I grew up there all my life. My parents came from India in 1960s and they always dreamed to do the unusual, it was the American Dream that brought them to this country. And they had kids, you know, and growing up as a South Asian American, you know, people in community would be like, “Hey, you know, why are you going to join the military? Why are you going to, you know, once you just be a doctor or engineer or lawyer or something like that?” Kind of fit the stereotype. But I always thought about it this way: If my parents would give up everything they wanted in their life, their language, their culture, everything to pursue their dreams, wouldn't they want that for their children as well? And so off I went to the Air Force Academy, and the values that my parents instilled in me rang true just about every single day. In fact, when I grow up, my mom would always tell me this. She'd say, “You know, if you do your full duty, the rest will take care of itself.”   Naviere Walkewicz That sounds very familiar to me.   Dr. Chaudhary And she would say, in the Sanskrit word for that — and my faith tradition is Hinduism — the Sanskrit word for that is “dharm.” If you follow your dharm, everything will take care of itself. And lo and behold, I'm getting choked up a little bit, because when I showed up and opened that Contrails and saw that quote, I knew that Mom and Dad had prepared me, had prepared me for the challenges that would come, not just the Academy, but everything from 9/11 to deploying to Iraq to raising a family and making sure they have everything they need to prosper. So, all that brought me to an institution that honestly brought out the flavor and gave me in the same opportunity that this country gave my father. So, it's just been a pinch-me career, and it's just an honor to be here with you today and with the entire AOG team talking about this.   Naviere Walkewicz 05:36 That's amazing. I mean, I, thinking about what you just said, that your parents came and they pursued a dream. What was that like in your household? What did that look like?   Dr. Chaudhary 05:45 Here's what it looked like. My dad — he actually came to this country with about $165, $80 of which went to his tuition. He was at University of Missouri, and then he eventually went to University of Minnesota. The rest he used to get a house and fill the fridge. And so, when he was looking for an opportunity to serve, he wanted to be in the U.S. Department of Agriculture and serve as a fed and so he didn't get that chance. So, what he did, he literally drove, put me and my brother and my mom in a car and drove to Washington. When he drove to Washington, he dropped us off at the Lincoln Memorial and walked up the stairs of the Capitol. Two senators from Minnesota, one was walking out, Sen. Walter Mondale. He said hello to him. He didn't know him from Adam. And then he went to the office of Hubert Humphrey and he sat down with him, and he told his story to Hubert Humphrey and Hubert Humphrey said, “This is what America is all about.” And he was kind enough to give my dad a shot in Minneapolis. And he spent his entire career, 25 years, as a federal inspector in the U.S. Department of Agriculture.   Naviere Walkewicz My goodness.   Dr. Chaudhary It's an incredible story. But you know what? It all came together about a year and a half ago when I was confirmed and during my swearing, and it was honored to have Sec. Kendall swear me in, but to have my dad walk up the front steps of the Pentagon with my mom and I. We go up the stairs, and I said, “Dad, would you turn around for a second?” And he turned around. I said, “You know, you can see the Lincoln Memorial and you can see the Capitol.” And I said, “Look what you've done in one generation.” That is the embodiment of the American dream. And as he was kind of — I'm getting choked up — he wiped the tears from his eyes. He realized that that that what this country has given to us is something that we've got to always think about giving back and giving back, and that's really what my career has always been about, giving back to the country that has given my family everything.   Naviere Walkewicz 07:59 That is amazing. Wow. I mean, I'm almost without words, because I can see what your dad has instilled in you, made possible, but instilled in you as a servant leader as well. I'm just… that's pretty impressive. So, tell me about your mom, because it sounds like she also instilled some pretty incredible traits in you and some beliefs in how to treat people. What did that look like in, her leadership in your life?   Dr. Chaudhary 08:26 What can I say about my mom? She's a pillar of the community back in Minneapolis. She runs a nonprofit called Seva. In Hindi, seva means service, to serve, serve your fellow citizens, serve your nation. And again, I told you about her, her enduring quote, “If you do your full duty, the rest will take care of itself.” So, in that nonprofit, she is actually bringing cultural-specific services, health services, to the Asian American community. One thing she did during Covid was incredible. She pulled together a meal team, and she served somewhere around 20,000 seniors. And it wasn't just Asian Americans, anybody in the Minneapolis community that was struggling, that couldn't get food, that was having a tough time. And then, as you know, after the George Floyd tragedy occurred, the town, the city went through a tough time, and there was an area right around one of the police stations where the riots were going on and everybody was fleeing when. When the community was fleeing, she was mobilizing her team to go in. They were going in and they were rescuing people from shelters to get them to a safe place. And two days later, she brought a team into the community that was still smoldering and set up meal stations to just give people sandwiches, bread, whatever — to just make everybody feel good and move forward, and that's what America is about. Sometimes we get so wrapped up in the times and differences, but we realize that America is more than just Washington. America is about neighbors and neighbors caring for each other. So, where did I learn that? I learned that from my mom, but the Air Force Academy brought it out, and I applied that every single day, whether it was a mission launching GPSs, doing engineering — tough engineering problems, or flying missions into the CENTCOM AOR, where we had to bring crews to bear to execute incredible missions. And so, reflecting on that — boy, you're really tearing me up today…   Naviere Walkewicz No, not at all…   Dr. Chaudhary …because you're bringing this all out of my heart, and it's just an honor to be here and humbling to tell the story. But I know that there are thousands and thousands of grads out there that have just as inspiring stories, and that's why I love to come to AOG. That's why I like to spend time with our cadets today, which was just as incredible. I went down to Jacks Valley and got to see the assault course as well. Luckily, I didn't have too many flashbacks.   Naviere Walkewicz I was going to say, did you have your rubber ducky with you?   Dr. Chaudhary Yeah, I did not. They didn't push me through it, but the demo was incredible. And I know our secretary was equally impressed with the cadets and the caliber of students that are here, the caliber of our cadets, and how I'm so optimistic for the future of our Air Force and Space Force.   Naviere Walkewicz 11:33 Absolutely. And I can share, based off of what you shared about your mom and dad, there's no reason why you're [not] able to take on a job that almost seems impossible with the scope and breadth of what you're responsible for. So, I can't wait to get into that as well. Can we go to when you're at the Academy? I want to know more about you as a cadet, because as interesting as you are as an adult, what were you like as a cadet?   Dr. Chaudhary 11:54 There's a lot that I really shouldn't disclose. Okay, so we've got to be really, really careful. So, me and my classmates, we have this thing called “mutually assured destruction.” You know stories about me, I know stories about you. Just leave it there. But let me tell you, the Academy was just the honor of a lifetime. But you know what — going through it with your classmates is something. I was just having lunch with our cadets today. I was a grad of Delta Tau Deuce, and to spend time with them and tell them stories, and hear about their stories, about what Deuce is like these days, was absolutely just, I was just blown away with it. But yep, I was primarily in Deuce. I had the just pleasure of beaing a squadron commander and having peers that really care for each other, peers that I keep in touch with. To this very day, I have them up on text.   Naviere Walkewicz Oh, wow.   Dr. Chaudhary And we share with each other. We have challenges. We go through it together, but I will tell you one story about why your cadet story matters, and you don't realize it until the balloon goes up. When I graduated from pilot training, I graduated essentially the day after 9/11 and I was actually in the planning room when 9/11 happened, and within a few weeks — I did my check ride that day — within a few weeks, I was at Charleston Air Force Base, and my squadron commander had me look out the window and said, “We don't have time to mission qual you. We don't have enough pilots. We're going to marry you up with a crew to go down range.” And you know what he did? He married me up with two people, one who was my classmate from the Class of 1993,   Naviere Walkewicz Really?   Dr. Chaudhary Two was a member of my squadron from Deuce, and he was a new aircraft commander. We had an experienced first pilot, and I didn't know nothing from nothing. I was a brand-new co-pilot. And so, getting ready for that, for those missions, a new environment for me, required something that our squadron commander knew that if I put three Academy graduates together, the bond that they've had in their years was going to carry them through toughest conditions, in unknown conditions. And sure enough, we clicked and did well. But to anybody who's a current cadet and listening in and wondering, “Hey, is this bonding — is what's going on now, the time that we have together here in the Academy going to amount to anything?” I'm here to tell you, it does and through my own life experiences, and quite honestly, in a number of missions, we fly working it together as a team. The bonds we create as cadets carry over for decades.   Naviere Walkewicz 14:54 So maybe you can share some of those bonding moments at the Academy. You said you were a squadron commander. What were some of the lessons you learned from a leadership aspect, in leading your peers, but also while still trying to bond with them?   Dr. Chaudhary 15:08 Yeah, when you look back, sometimes you're separated by age and rank, right? You got age and you got rank and your peer groups kind of set you that way. At the Academy, it's completely different because your peers, as a senior, you're all peers and colleagues, and to take on a leadership role is what I would say is the toughest challenge of all. To lead a team of peers and colleagues can be challenging. And there's challenges that really kind of come with everything like that, but to me, you can't do it without collaboration, without consulting folks and being inclusive in how you give people a voice. Now the jury is out — I'm not going to judge whether I was successful or not. Probably not, you know? But I will say we did one thing: It was gonna be we were gonna be the athletic squadron of the year. We were a beast. In fact, we decided that we were gonna go for one thing: We were the athletic squadron. And so, we did.   Naviere Walkewicz That's impressive!   Dr. Chaudhary We kicked some serious buttt. So, back in the day, you do what was called a sweep. So, if you swept all your sports and intramurals that day, you would, the next day, you would get Mitch's Mountains. And so, the lore of Mitch's Mountains was incredible. And today, interestingly enough, we had what I would call Mitch's Mountain version 2.0 — probably half the calories and twice the caffeine. I don't know what it is. But I actually whipped out a picture of an old Mitch's Mountain. And I show them, they're like, it was really funny, because to see the look in their eyes and to see an original Mitch's Mountain, it was like, oh, you know they looked at and they're like, “That's what a Mitch's…” And they're like, “There's an Oreo cookie on top!” I'm like, for us, “Ok, this is a nice 2.0” and everything, like you gotta go back to…   Naviere Walkewicz 17:05 So, how many of those did you get? If you were actually the athletic squadron, you must have swept multiple days.   Dr. Chaudhary 17:12 You see the love handles on me right now? That was the one challenge. Because, you know, [you‘ve] got to stay in shape. But we kicked some serious butt; we would sweep all the time. I was actually on the water polo team…   Naviere Walkewicz 17:25 …we share that. I did not enjoy it. It sounds like you might.   Dr. Chaudhary 17:30 I don't know. So, I'm a decent swimmer. I'm pretty good. Grew up in Minnesota, tons of lakes. I could say I'm a decent swimmer, but I can tell you I am not a water polo player. So, what they used me for in water polo…   Naviere Walkewicz Were you the buouy?   Dr. Chaudhary I was the anti-buoy, because whoever was the good player, they'd say, “Go and put your arms over that one and get them underwater,” so that our fellow water polo teammate could go in and score. And so, probably one of my most beloved plaques in my life is my water polo plaque because we were Wing champs.   Naviere Walkewicz Oh, my goodness!   Dr. Chaudhary We ran the tables and were Wing champs, and that plaque still sits on my desk. It's one of my most beloved things. You know, my wife, she's getting ready to toss it. I'm like, “No, no, not that!”   Naviere Walkewicz Not the water polo plaque!   Dr. Chaudhary She's like, “Oh, what about this graduation plaque from the Academy?” You can get rid of that, but don't get rid of my water polo plaque. That is beloved. So anyways, I was asking cadets today, “What's Deuce like?” I'm like, “So are you guys a training squadron?”   Naviere Walkewicz What are they like?   Dr. Chaudhary They're like, “We're the standards squadron.” And I'm like, “Wow, that's impressive.” I'm like, “What about Mach One? Are they the training?” So, they're like, “Mach One. Nah, not really.” They're like, “We're No. 1 in SAMIs. We're No. 1 is…? I'm like, “Oh, wow, they still have SAMIs and stuff like that.” Have fun. Yeah, that was a haze for me. Triple threats were always a haze, yes, so I never liked that, because well…   Naviere Walkewicz 18:49 Maybe the Deuce team does now.   Dr. Chaudhary 18:53 Mach One, they loved it. I've got friends from Mach One. They're gonna kill me, but yeah, they love it. They're all into it. Cleaning their rooms and Deuce would be on the corner going, “Would Mach One please go to bed?” So anyway, sorry. But yeah, it was an interesting time, you know, talking with some of our cadets.   Naviere Walkewicz 19:26 I love these stories. So, were you this happy as a cadet?   Dr. Chaudhary 19:31 No, I was not a happy cadet. I was a surviving kid. I was trying to get through the next day. And honestly, to me, it was always a wonder to be there, and I was always grateful for being there to serve. I was in a tough major, aero major, and honestly, it didn't come right away to me. And so I was not one of those sterling cadets that just rocks the house and everything. I was on the Comm List for a good portion of the time, but the academics took some time for me. I spent a lot of time in the aero lab. And, you know, the cool thing is, …  I did projects and drag reduction, and we we tested these winglets on the tips of wings, and we did flow visualization. I had this professor. His name was Tom Yechout, and I was talking to some aero majors today. They're like, “You know, Tom Yechout?” And I'm like…   Naviere Walkewicz He's still there.   Dr. Chaudhary “He teaches controls here” I go, “Well, he taught me flight controls as well.” But he supervised me, and one time, I think, maybe at the last reunion, he brought me to the cabinet, and he opened up the cabinet and he showed me the hardware that we used for our project.   Naviere Walkewicz 20:39 From your class?   Dr. Chaudhary 20:43 Yeah.   Naviere Walkewicz That's amazing!   Dr. Chaudhary And here's why I'm telling you that: When in my interview with Sec. Kendall, he sat me down and he was talking about, “Hey, in your in your team, we're doing some drag reduction activities.” And he's like, “What do you know about blended wing body aircraft?” And it turns out, not only had I done some research on that, I had done a project at Staff College and to me, you know, my message to cadets out there who are working on a project who are wondering, “Hey, is this going to amount to anything? Does this matter?” I'm here to tell you that it does, because the type of work that goes on at this Academy is literally out of this world. We got folks who are working with SpaceX. I went down and that we're actually doing a project called the blended wing aircraft, which is like a big flying manta ray. It's going to reduce fuel consumption by roughly 30% to reduce fuel for fuel consumption across our Air Force and extend our range.   Naviere Walkewicz How are we going to do that?   Dr. Chaudhary Well, we're going to build a prototype in 2027. One of my sections is operational energy, and we have a team dedicated to reducing drag on aircraft, finding efficiencies. Why is this important? Well, it's because in Great Power Competition, we know that our adversaries are going to come after our logistics and fuel — our resources. And as a logistician, you know that. Our adversaries are targeting our installations, they're going to target our fuel resources. So, what's the best thing we can do? We can be as efficient as we can with our fuel and flying C-17s, is one thing you get to know real quick that if you land at an austere location, you're going to drain that fuel bladder almost instantly. And what does that mean? That means less sorties. That's less fire missions if you're flying Apache's out of there. That means less fuel for generators if you lose power. That means less ability to get your CAPs in the air, and we've got to embody that as a department and be ready for what that challenge holds for us. So getting efficient with our field, to me, isn't something that we're going to do because we're nice. We're going to do it because it's going to be an imperative. It's going to be a strategic imperative, and we've got to be ready for that. And so, we've been working hard at those things. The blended wing body aircraft is a long-term thing that it's been out there for a long time, but we've got to proof it. And so, it's really cool…   Naviere Walkewicz It's almost full-circle for you.   Dr. Chaudhary Yeah, it's incredible. And we just were at this, at the plant for Jet Zero. We did a visit there to spend some time with them and look at look at their production facility. And what do I see when I walk in the conference room? Five cadets sitting on the end of the table, learning, taking notes, interacting with the top systems engineers. And interestingly enough, one of those cadets had come and visited me and spent the summer — actually, three of them. She was part of a team of three that came and visited my organization and worked on the impacts of strategic temperature changes and how it will affect payloads for tanker aircraft. And so, they did this research, presented me this paper, and now here I am seeing them at industry being on the leading edge. And to me — let me tell you that filled me with so much optimism and excitement for the future, and most importantly, what we're producing here at the Air Force Academy, a top-notch engineering school that is regarded across the industry. So, a little turn to academics there, but big shout out to what we're doing across our academic programs. I just think we're on the right track, and we need to keep up the momentum.   Naviere Walkewicz 24:30 No, that's huge. I was actually going to ask you, how are you leveraging some of our cadets in some of the things you're doing? But it sounds like they're already doing it.   Dr. Chaudhary 24:40 Check! Done. They're rocking the house. Just, just leading the way. It's awesome.   Naviere Walkewicz 24:43 That's amazing. Yeah. So, let's talk about — and I'm really curious — so, after you graduate the Academy, did you know you always wanted to be a pilot, by the way? Did you know you wanted to fly?   Dr. Chaudhary 24:50 I can't remember a day where I wasn't drawing airplanes. And you're asking me about when I was younger. You know, “What kind of kid were you?” I was a kid who was drawing airplanes. OK, I was the kid with the airplane books. I was a kid who was checking out every single airplane book and library and learning about them and trying to understand them and wanting to know more. And so naturally, it was just — I can't think of a day where I didn't want to be an aerospace engineer, be a pilot. And you know, sometimes the ebb and flow of demand for the Air Force —there was a time of reduction in pilots for the for the Academy, and I didn't get that opportunity then and it was a bummer. But you know, if you do your full duty, the rest will take care of itself. And so, I landed at Los Angeles Air Force Base where we launched this program. I got to launch rocket programs. And you may have heard of this particular payload: It's called GPS.   Naviere Walkewicz 25:44 I might have heard of that one, yes…   Dr. Chaudhary 25:47 …and it was the first time we were doing it. And we're young lieutenants, and we're at Los Angeles Air Force Base, and I was getting the responsibility for third-stage engines and ordnance systems and some of the avionics, and my boss said, “We don't have time. We're launching rockets every single month. I need you to go out to this corporation called Thiokol, and I want you to buy that rocket.” And by the way, he said it in a way that was like, “Don't screw this up,” right?   Naviere Walkewicz The undertone was there.   Dr. Chaudhary Yeah, we've had that don't-screw-it-up moment. And so that was one of them. And so, the one thing that I remember is that our Academy demands a lot, and it demands a lot for a reason. Because leaders will be demanding a lot of brand new officers. Now the jury's out as to how well I did, but we had three we had three successful missions, and we delivered full operational capabilities for our department. And to me, I look back on that. I, believe it or not, still keep in touch with the captain who welcomed me, who brought me on the team and, in 2018, I got the incredible opportunity to let the last Delta II rocket go. And I brought my wife and my daughter with me, and that kind of brought the whole band back together. And it was cool to have kind of the old space cowboys and in the room again going, “Well, let's, let's let this rocket go for one last time.”   Naviere Walkewicz That is really cool.   Dr. Chaudhary And the best part of it was, after that rocket went and you felt the rumble — the rumble of a rocket, there's nothing like it in the world. When you feel the rumble go into your stomach — I leaned over my daughter. I go, “What do you think?” She said, “I am doing that.”   Naviere Walkewicz 27:34 I was just going to ask you, did it bleed over into your daughter?   Dr. Chaudhary 27:38 Now, she's a cadet at Georgia Tech. She just finished field training, and of course, like every good Academy graduate should do, buck the system. So, she bucked the system with her dad and said, “I'm gonna do ROTC and go to Georgia Tech. So, good luck this weekend against Navy. I'll kind of vote for you, but just want to let you know the Academy is a lot easier than Georgia Tech.” So, she and I jaw back and forth, but watching her grow has been really cool. And I got a chance to take her up and fly and get her ready for her career. She wants to be a pilot. And let me tell you, we got nothing on this next generation. They are ready for technology. They are ready for the leading edge, and we've just got to enable them. Honestly, we've got to get the hell out of the way and let them in. There's one situation, we had new avionics on the aircraft. I won't bore you with the details, but it allows you to deconflict from traffic. It's a GPS-based instrument, and I was kind of flying with her one time a few years ago, and I said, “All right, well, this is what is so, you know that little piece, you know 2,000 below you, positive means 2,000 above you. It's closing it…” She's like, “Dad, Dad, Dad, stop, stop!”   Naviere Walkewicz 28:58 She knew…   Dr. Chaudhary 29:00 She knew how to interact with that technology, and honestly, I didn't. I was learning how to interact with that technology. So, we've got to really make sure that we're blazing a path for our next generation, but at the same time, make sure that that we're not getting in their way. And I think sometimes we do that as grads. We're like, “I was like this when I was there…” You know? I was at Mitchell Hall today, and I saw the 0-96 up there and it's memorialized. And I walked by that thing…   Naviere Walkewicz 29:32 Did you scan the QR code to fill one out?   Dr. Chaudhary 29:33 Yeah, I did not do the QR code. I was like, that's too much for me. But when you look at it, you know, I thought, I'm like, that's probably where that thing ought to be right now. It's a great remembrance of why it's important, why standards are important, and then the example of how it paid off in combat conditions and saved a life was pretty important. But I'll be honest with you, we find other ways today with this next generation. I can remember flying one mission and we lost SATCOMMS with a particular field, and we were roughly maybe six hours out for Iraq in the combat zone, and we didn't know the status of the field. And one of the things you need to do is make sure the field's not under attack. So, before we did that, we're like, “Hey, how do we get our 30-minute… You know, it just wasn't happening. But you know what we're doing. We had brevity codes. And all along the line, all the C-17s that were lined up miles after miles going all the way back to Azerbaijan at 30,000 feet. We're all on. We're communicating. … We're using brevity code, so, we're not giving anything away. We're using our brevity code, and we're saying this is the status of the field. And we're relaying, we're literally relaying a half world away. That's a testament to our pilot corps, testament to duty. And so it's really in the spirit of that 0-96 there that we've adopted. So, when people say, “Oh, that tradition is going to ruin us, you know, we're going to lose standards.” I could tell you that, even though we got rid of that thing, that we're still an effective force. And I think we have to understand that a little more and as we kind of move through a period of change at USAFA — I was talking to our cadets about, “Hey, what do you think about the changes?” and, “Yeah, well, restrictions, but I understand on the importance.” I'm going to hearken back to 1991 or so, when the first Gulf War kicked off, and we were cadets when that thing kicked off, and almost instantly we moved into BDUs. We started wearing those every day. We started creating the warfighter mindset. We sealed off to make sure that we had good security. We canceled a lot of passes, and you  know what we did? We moved from a fourth-class system to a four-class system. Sound familiar? Sound familiar? That was after the war kicked off. Think about that. After the war kicked off. Our superintendent is trying to do it before the war kicks off, to make sure that we're ready, ready to fight the fight and get into it. So, I have a lot of respect for our superintendent and taking this step. I do agree that we've got to get execution right. Sometimes you get some growing pains with those things, but I think we've got to step back in the grad community and digest a little bit and get behind some of the changes that have been going on. And I was talking to some cadets last night, I go, “What do you think of this?” And they're like, “We understand it. It hurts a little bit.” Because the expectations … the environment that we're in has now changed. And you know, honestly, I'll shoot straight from the hip and say that sometimes it feels like the goal post is being moved on you, because you meet one standard, and then they move again. Yeah, you know, things get tough, but we're a resilient institution, and when you get down to the brass tacks of who we are as grads, the core of what we do and execute our mission will never go away. And we've just got to blaze a path for our next generation to be successful.   Naviere Walkewicz 33:24 Absolutely. Well, speaking of blaze a path — and I think some of our listeners want to hear sometimes, you know they have times when they fail at things in leadership. How do you grow from that? Can you share a time when you experience failure and what it looked like, to help inspire them through that.   Dr. Chaudhary 33:42 Yep. Well, worst day of my life was when I failed a check-ride. I failed a simulator check-ride in the C-17. And it hurt. It hurt bad. I had aspirations in my career. I was like, “What's this gonna mean for me?” But you know some really smart folks, and that's when you turn to people who you really go to for advice, and it's like, you know, “Ravi, there are those who have and those who will.” So honestly, I just needed a smack in the head. They're like, “Get over it, man. You know, whatever you failed check-ride. Go out there, clean that thing up and those ups and downs in a flying career occur.” I'm being 100% honest with you, my failures are stacked up right next to my successes. And so, I think, to me, the failures were the things that helped me grow, grow through things and sometimes you think, “OK, well, that failure was unfair. I got, you know, I got a raw deal out of that.” Maybe I did, maybe I didn't, but you keep moving forward. Keep taking one step after another. Now I'm not a football guy. I love football. Watch about I never played football, but I do know what running back coaches say. I think, I'm not sure, they say, “Above all, always keep your legs moving. Don't ever up when you're running. Keep your legs moving.” And so, to me, I've always taken that advice. I've given that advice to other people too, especially when they come to me with challenges.   Naviere Walkewicz 35:09 That's great advice. So maybe we can talk about your role now a little bit. And so, can you actually explain what you do? It might actually be shorter to say what you don't do, because when I look at the description, it's quite a bit. We have listeners that are parents and that maybe don't have a lot of military background and really understand. So, I think it's wonderful to share with the full community.   Dr. Chaudhary 35:31 Yeah, let me talk about the position. So, the job is one of those long titles. It's the assistant secretary for energy, installations and the environment. First thing first. I'm not a military member. I am a presidential appointee, so my job is as an appointee, a Senate-confirmed appointee. That means that you go through a hearing like you see in TV, and you get voted on, right? You get the vote. I was lucky enough to have after a period of being held, I had a bipartisan vote. And so that was pretty neat to have that. But my role specifically is to ensure that our installations are ready for the fight, for the future fight, and for current conditions. Things that I lose sleep over: Right now we're in a decade of consequence that our secretary and chief regularly say that decade of consequence includes great power competition in which China and Russia seek to shape the world order in ways that that work to their advantage, in autocratic manner, and so we've got to be ready for that, and that includes establishing an important deterrence. So, my job is to make sure installations are strong and present an approach of deterrence, and when deterrence failed, be ready to win. So, what does that mean for us? That means ensuring that our installations have power capabilities, that have strong runways, that have strong hangars, strong facilities, and included in which — families live on installations as well — to ensure we have top-notch housing. So, you'll see me reaching across all those areas, but importantly enough, making sure that those installations have the right power is critical. Our adversaries have declared their intent and have the capacity to go after our critical infrastructure, and that's the one thing that keeps me up at night: making sure that we have critical redundancies and opportunities to if somebody comes after our infrastructure tries to cut our power, we have redundant capabilities, that our control systems are cyber hardened. And you mentioned earlier, both kinetic and cyber threats. So roughly in the past two decades, as China has modernized our CENTCOM theater has really shaped an environment in which CONUS installations are under threat a little bit, but not entirely. We could be relatively confident that Grand Forks would be generally safe from ISIS from a major attack. In Great Power Competition, all of that goes out the window. Our adversaries, to include Russia and China, know how to go after critical infrastructure. They know how to employ cyber capabilities, and that's why we've got to make sure that we are pursuing cyber hardened energy control systems that protect you from those threats, and the ability to island from the local grid when we need to. So, here's one thing we're doing. I'm on a march over the next five years to bring 20 or so micro grids across our most critical installations. A micro grid — it's kind of like a power bar. You plug it in the wall and you can plug in renewable energy, you plug in wind, geo, you know, all kinds of things into that — solar — to build critical redundancies. So ultimately, building those redundancies allows you to harden your capabilities at the installation and micro-reactors give you the ability to manage and distribute power where you need it. Now we can also put in battery storage. So, battery storage allows you to — when the balloon goes up, boom, put in a firewall with the local community and get the jets out of town. Keep your employed in-place mission moving and build critical redundancies. Then once the jets are out of town, plug back in and share that power with a local community, because we know that our adversaries are going to be driving civil disruption to affect the efficiency of our installations as well, too. So that dynamic is really complex.   Naviere Walkewicz Wow, and the time is compressed.   Dr. Chaudhary And the time is compressed, so we won't have time to react as quickly. So, we've got to prepare for an all-new environment in our installations. And it goes right back to the Hap Arnold quote. We've got to make sure that they're ready to ensure our operations are effective. And I was recently at Eielson Air Force Base, and what we're doing at Eielson is really novel. We're going to put in a small, modular micro-reactor, a small baby nuclear reactor.   Naviere Walkewicz Is there a small version of that?   Dr. Chaudhary Yeah, there is a small version, but it hadn't been developed yet, and we decided that we're going to push on with this new capability and bring it to Eielson Air Force Base. The key is to now — back in the day, we used to do something, proof it military-wise, and then see if it's viable in the in the commercial market, right? Not anymore. We're going to do it all concurrently. So, we're going to pursue a Nuclear Regulatory Commission license. We've been engaging the local community. They love it, including tribal nations, who know that power advantages are going to be important for sharing in the community. And so that will be the first micronuclear reactor in any installation. We're looking to award in the spring or sooner, and then get this thing up and running in 2027. Why is this important at Eielson? And you're like, “Whoa, it's way up in Alaska.” Eielson is a critical entry point for the INDOPACOM theater.   Naviere Walkewicz I was gonna say, where it's located…   Dr. Chaudhary It's where the one of the highest concentrations of our 5th-gen fighter force is at. It's where we do air defense, and it's where our mobility forces will be moving from Fort Wainwright all the way down range. So that's a critical node, and there's a few more of those that we've got to really, really stay focused on. So, energy and, by the way, a happy Energy Action Month as well. This month is Energy Action Month where we're looking at how we can improve power consumption across our Air Force and be more efficient. And bringing these micro-grids online is going to be a crucial, crucial aspect of that.   Naviere Walkewicz 42:07 Well, something I've learned about you is that you're not afraid to push the envelope, push the speed, but do it, like you said, concurrently and to find some solutions. And I don't know that there's anyone else that could do it just like are you're doing it.   Dr. Chaudhary 42:19 It's not me, it's my team. I have an incredible team of folks that refuse to accept anything [less] than excellence in our department. In fact, we have a saying in our organization that, “We eat no for breakfast.” So, I dare you to tell us no and that we can't do something. One of our coolest announcements recently that we were told “no” to for roughly three years, was a new apartment complex at Edwards Air Force Base. So, some folks may not know this, but Edwards Air Force Space is very isolated, and it's located in the desert, and so it takes roughly 45 minutes to get to the base once you get through the gate. And so, isolation of our military members, especially our junior enlisted, has been around for roughly four decades or more. And when we said, “Hey, let's do a venture-backed business model that allows us to bring state of the art departments not in MILCOM timeline like right now, timeline…” And so, we just announced an all-new venture commercial apartment complex that we just broke ground on, and we're going to start building, hopefully done by 2026 and these are timelines that allow us to move the Air Force forward aggressively. Another thing that we're doing is, I just announced a $1.1 billion investment in our dormitories and CDCs. As you know, quality of life is so critical. Back to this: If we're going to be, say that we're the number, have the number one installations in the world, we've got to live up to it, and that means our families need that too, as well. So, you've heard a lot about the GAO reports, everything from mold to decrepit housing. We're going to fix that, we're going to get ahead of it, and we're going to stay ahead of it. And so that's why our secretary, in our most recent president's budget, announced this. All we need is a budget now, yeah, and so, so our secretary is pressing hard for that, and we know that once that budget is approved, we can get working on these things and start changing quality of life and start upping our game in our installations.   Naviere Walkewicz 44:23 Well, I'm gonna take one of those leadership nuggets as “just eat no for breakfast,” but we're gonna learn more about your final takeaway lessons. Before we do that with you. Dr Chaudhary, I wanna thank you for listening to Long Blue Leadership. The podcast publishes Tuesdays in both video and audio, and it's available on all your favorite podcast platforms, watch or listen to all episodes of Long Blue Leadership at longblueleadership.org. Dr Chaudhary, this has been incredible. If you might leave our listeners with one thing, what would you like to share with them when it comes to leadership, or maybe just some lessons or anything about you that you'd like to share?   Dr. Chaudhary 44:57 Love what you do. Love our nation. I love my country because it's given me and my family everything. And I want everybody to believe that, you know, sometimes we get in these periods where we feel divided right across the spectrum, and it doesn't matter what your affiliation is, sometimes you just feel that. But I want folks to remember that America is not about what goes on entirely in Washington. It's about neighbors. It's about what you do for your neighbors. And to me, that's our biggest strength as a nation. You know, many years ago, our forefathers felt that the values of equality, fair treatment and self-determination would be enough to topple an empire, and it is. We should believe that too, and I want everybody to know that. So, it's an honor to be here. But before I go, I want to say thank you for just an intriguing hour. It's an honor to be here, and I want to give you my personal challenge coin…   Naviere Walkewicz Oh my goodness…   Dr. Chaudhary …and say thank you so much. It embodies a lot of what we do, military family housing, airfields, of course our beautiful 5th-gen fighter aircraft and our wind power and capabilities as a symbol of what we've got to do for installation school.   Naviere Walkewicz 46:16 That is an honor, sir. Thank you. Thank you so much. Oh my goodness, thank you.   Dr. Chaudhary 46:20 It was a great hour, and just a pleasure to spend time with…   Naviere Walkewicz 46:26 It was my pleasure. There's so much I wanted ask you and I know we're limited on time … Is there anything we can do for you?   Dr. Chaudhary 46:36 Just keep doing what you do. Keep making sure that our grads out there have a voice, have a say, and can contribute to all this institution has to offer our nation. And so, you're doing it, and I can't thank you enough for it.   Naviere Walkewicz 46:49 Thank you very much.     KEYWORDS Air Force, Dr. Ravi Chaudhary, leadership, installations, energy, community service, innovation, military, great power competition, sustainability, Air Force Academy, leadership, aviation, innovation, energy solutions, GPS, pilot training, military standards, personal growth, resilience     MORE FROM DR. CHAUDHARY ON THE FOR THE ZOOMIES PODCAST with C1C ANDREW CORMIER '25     The Long Blue Line Podcast Network is presented by the U.S. Air Force Academy Association and Foundation      

Max talks about when to choose an IAF versus Vectors when Getting Vectors to Final. Like most things in aviation, the answer is “It Depends.” In older GPSs, choosing Vectors drops some waypoints, which is fine over flat terrain, but which can be dangerous when vectored over mountainous terrain. This is why CFIs often encouraged pilots to always load an approach with an IAF and not vectors, even when being vectored for an approach. Newer GPSs have solved this problem, and in most cases, it's fine to load an approach with vectors. Support the Show by buying a Lightspeed ANR Headsets Max has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let's you trade in an older Lightspeed headset for a newer model. Start with one of the links below, and Lightspeed will pay a referral fee to support Aviation News Talk. Lightspeed Delta Zulu Headset $1199 Lightspeed Zulu 3 Headset $899Lightspeed Sierra Headset $699 My Review on the Lightspeed Delta Zulu Send us your feedback or comments via email If you have a question you'd like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone. News Stories Accidents up in 2021, but increase in flight hours creates downward trend Aircraft Sales Up Across The Board Airline employee charged after loaded gun found in carry-on bag NTSB Final Report: Falco F8L Survey: Could you land a passenger airplane in an emergency UPS Pilots Take Buyouts, Regional Offers Soft Landing Cirrus Adds Second Vision Jet Simulator Record number of Master Pilots honored NTSB Prelim: Cessna 150K California man gets 1-year probation for flying drone Mentioned on the Show Foreign Certificate Conversions to FAA Certificate Reducing Runway Excursions in Business Aviation IFR X-Country Training: Which Approaches Flying IFR in Class G - Lamb interpretation Max's Books – Order online or call 800-247-6553 to order. Max Trescott's G3000 and G5000 Glass Cockpit HandbookMax Trescott's G1000 & Perspective Glass Cockpit Handbook If you love the show and want more, visit my Patreon page to see fun videos, breaking news, and other posts in the Posts section. And if you decide to make a small donation each month,  you can get some goodies! Free Index to the first 282 episodes of Aviation New Talk So You Want To Learn to Fly or Buy a Cirrus seminars Online Version of the Seminar Coming Soon – Register for Notification Check out our recommended ADS-B receivers, and order one for yourself. Yes, we'll make a couple of dollars if you do. Get the Free Aviation News Talk app for iOS or Android. Check out Max's Online Courses: G1000 VFR, G1000 IFR, and Flying WAAS & GPS Approaches. Find them all at: https://www.pilotlearning.com/ Social Media Like Aviation News Talk podcast on Facebook Follow Max on Instagram Follow Max on Twitter Listen to all Aviation News Talk podcasts on YouTube or YouTube Premium "Go Around" song used by permission of Ken Dravis; you can buy his music at kendravis.com If you purchase a product through a link on our site, we may receive compensation.

Articulation, Universities, initiatives and implementations, Zs, GPSs and Danny was at the diddy Clifton parkrun in Nottingham.

What is trauma? Can Christians have it?   Spoiler alert: they can! The impact trauma can have if you don't do the healing work might surprise you. In this episode of Couch Time, I sat down with Dr. Barabara Lowe to talk about how trauma shows up in Christians, the three stages of healing, and Dr. Barbara's Heart Journey Method to trauma healing.    Dr. Barbara Lowe is a licensed psychologist, founder, and owner of Greenleaf Psychological and Support Services (GPSS). GPSS is a large multi-site psychological practice in Raleigh/Durham North Carolina where clinicians deliver the best of psychological science and integrate faith upon request, for healing the soul and renewing the spirit.   Topics covered in this episode include: 3:05 - Do Christians really have trauma? Dr. Barbara weighs in 7:17 - The impact of trauma on Christians (that might surprise you) 11:01 - This is how we can become more like Jesus 13:19 - The three stages of trauma healing that you need to understand 19:36 - Can science and faith really mix? This is what you need to know 26:53 - The thing that sets Dr. Barabara's Heart Journey method apart from the rest 30:48 - The wounds women have and how Dr. Barbara helps heal them   If you have been looking for ways to heal the trauma from your past and get closer to Jesus, you are not going to want to miss this episode so tune in now!   Show notes available at http://amywine.com/episode86   Resources Mentioned: Check out Dr. Barbara's book: https://www.amazon.com/stores/Barbara-Lowe/author/B0CB1YQ5H8 Follow Dr. Barbara on TikTok: https://www.tiktok.com/@drbarbaraministries Follow Dr. Barbara on Instagram: https://www.instagram.com/drbarbaraministries/ Visit Dr. Barbara's website: https://drbarbaraministries.org/ I would love to connect on Facebook: http://facebook.com/amywineco and Instagram: https://www.instagram.com/amywineco!

As a prisoner for the Lord, then, I urge you to live a life worthy of the calling you have received. Be completely humble and gentle; be patient, bearing with one another in love. Make every effort to keep the unity of the Spirit through the bond of peace (Ephesians 4:1-3). In recent weeks, I offered devotions on finishing well and starting well. I ended the second one by alluding to the possibility of mid-life course corrections. That is what I want to pick up on today. Like many of you, our family has taken several long road trips. Today, with GPSs in our cars and on our phones, it takes some effort to get lost. Before such technology, when we used Triptiks from CAA it was much easier. For years, we had a big map atlas that had a page for each province and state. Of course, these quickly became outdated, thus inaccurate. On occasion, we would lose the road we intended to take and would have to find our way back. Such diversions happen in Christian discipleship as well. At times, they are caused by sinful choices we make. Other times, the events of life blow us off course. It might also be that we drift simply through inattention or minor distractions. And so, it can happen that we need a course correction. The words of our text are helpful in this regard. They contain two pointers for us. First, they remind us that God's calling to us is not primarily about our ‘occupation' in life. Rather, our calling is mainly about character, “be completely humble and gentle; be patient, bearing with one another in love”. Jesus is more concerned about how we live than what we do. How we behave while engaged in our occupation is more important to God than what we are doing (with some exceptions, of course). And second, Jesus is concerned that we have a healthy connection with the fellowship of believers. He calls each of us to contribute in a healthy way to the life of the church. We all need to participate in a way that leads to both unity and maturity in the fellowship. Here, we need to think beyond the structures of the church. Even if we do not have an official title, we are still called to contribute to the building up of healthy Chrisitan community. “Unity and Maturity in the Body of Christ” is the title the NIV editors gave this section. I think they are spot on. Starting well, finishing well, course corrections are all good things for us to reflect on. We should ponder them from a Christian perspective. Often, we think about those things from the perspective of ‘worldly success.' An old bumper sticker read, “the one with the most toys wins.” Toys are not necessarily material possessions; they can be accomplishments of any kind, things we have built for ourselves. Something we can point to at the end of life and say, “I built that.” If its time for a mid-life course correction, it is possible that you need to consider what you are doing. But it is more important to consider ‘how you are living.' Are you living a life worthy of the calling you have received from Jesus? Are you being ‘completely humble and gentle; patient, bearing with others in love'? Are you ‘making every effort to keep the unity of the Spirit through the bond of peace'? As you journey on into the week ahead, go with the blessing of God:           May the peace of the Lord Christ go with you : wherever he may send you. May he guide you through the wilderness : protect you through the storm. May he bring you home rejoicing : at the wonders he has shown you. May he bring you home rejoicing : once again into our doors.

Episode 387 of The Outdoor Biz Podcast features Expedition Superstore founder Justin Dowey. Justin has built on his early family outdoor experiences in creating the Expedition Superstore. The blend of an Off-road shop and a Camping store, it brings together all of the essentials you would need to use your vehicle as the base of your adventures ... Overlanding! Facebook Twitter Instagram   The Outdoor Biz Podcast   Love the show? Subscribe, rate, review, and share!   Sign up for my Newsletter HERE.   I'd love to hear your feedback about the show!   You can contact me here: email: rick@theoutdoorbizpodcast.com   Or leave me a message on Speakpipe!   Presented to by: Show Notes Intro to the Overlanding One of my first forays into the outdoor world was a four-wheel drive store in Newcastle. We would build rigs that were local and Australian touring rigs. At that point, I had a, 1989 Nissan Patrol, we had a sticker on the thing that says ‘size does matter' and you'll just laugh at the next comment. It had a three-inch lift on 33-inch tires. Back then that was huge. We did a lot of four by four touring set up for customers and vehicle maintenance and all that sort of stuff. So that kind of was the start to how I got to, where I am now. Was there a trip or an event that just got you connected to the outdoors? It was really that Australian Safari rally. That thing ran over seven days. It went from Alice Springs and drove through to Darwin. It was all off-road. Back then, they didn't have GPSs. They used at what's called a terror trip. So someone had already been out and mapped the course down to the meter, and your terror trip said Drive 30 meters, turn left. But you didn't turn left at 30 meters. You were lost that fast. Your business is Grasshopper Trading. That's a distribution company for other brands, correct? Yeah. So Grasshopper is the brand behind the brands. And really its job is to initiate relationships between the manufacturer of the products or us depending on what product we pick up. It actually sells to a distribution company in the state. So really what it does, is it sources products and brings them into the US or makes them in the US depending on where that's gonna fit. And then, so a couple of the brands are 23ZERO and the Expedition Superstore. So tell us about the Expedition Superstore. You said it was built with the influence from Overland stores in Australia; tell us about that. So again, my background a little bit working for a four-wheel drive store. In inverted commerce in Australia and then seeing that market evolve over 10 or 12 years, we weren't seeing that same kind of market. There's a handful of stores in the US that do the overland part very well. There are a bunch of stores that can build ridiculously good rigs, but we're finding there's a difference. You build a, I'm a rock crawler, and that's the store that you go to, right? I'm gonna build a V8 44-inch tire rock monster. And there wasn't much that was doing the other end, which was, I'm really just a family camper, but I needed my vehicle as my base cuz I, I've got a nine-year-old. If you've got kids, your backpacking days are done, so a lot of stuff is around that vehicle-based camping and that vehicle-based adventure, market. And we weren't seeing that. There wasn't anything here that did it. I think the term Overlanding was coined many years ago with actually a sheepskin company. But the Overland movement, which is the way that you could put it, really started, I think it was like, 2010 to 2012 and don't quote me on the window. That's when the first Overland Expo was born. I think that was kind of the birth of our industry, in the terminology that we now see. Was it more authentic back then, do you think? I would have to say yes. Because to be at that show, back then, you had to really be into it. Cause, again, there wasn't a choice. You had to be doing it cuz to get there; you had to do it. There was no hotel that was close. There was nowhere else you could stay. No one was showering. You're all on pot porta-potties. So now it's very much more commercial. which is, which is kind of good. You have three brands that are made there in Salt Lake City. What are those? We've got three brands that we import in Salt Lake City. We do manufacture some stuff in the US. We've tried to bring more in, but I tell you, there are some challenges right there that are extraordinarily difficult. Anyone that makes stuff in the US the first thing you wanna do is take your hat off and say, yeah, well done. And do you guys offer training courses or trips for customers? So the store, Expedition Superstore, does do trips. We've offered training courses. We actually have a conference room that. Our customers, whether it be a club or a group can actually use. And we'll actually stay open so they can use our conference room. So what do you think the big differences between US Overlanders and Australian Overlanders? It's a freshness to the market, I think. Aussies are, are really, ‘she'll be right, mate', sort of attitude, we've all heard that term before. ‘She'll be right, mate', that means, alright, I see it's broken, but we're doing it anyway. You know what, I'm gonna have fun with it regardless. so I think that comes with the amount of time that Australians generally spend outdoors, I think they're a little bit more accepting of environmental challenges. That's about as politically correct as I can get. In other words, if it rains, they're like, you know what? Screw it, it's raining, whatever, we're here. Yeah, yeah. yeah, there's a bit of rain that's coming in through that little gap. See that little inch gap? Yeah. Little bit. Rain's gonna come through that. How do I stop it? You don't, it's gonna rain, dude. It's an outdoor sport. That's why we're out here. Do you have any advice or suggestions for folks wanting to get into overlanding? if I shared one little piece of advice, it would be . . . be careful f where you take your advice. There are so many, and not to pick on the internet, but unfortunately, there is so much, and I see this because we're part of Facebook groups and all that sort of fun stuff. If you asked Facebook for a suggestion, take it with a grain of salt. Do you have a favorite piece of Overland/Outdoor gear that's under a hundred dollars? One of my favorites, and we just actually put this into the store. It's called a “ResQMe.” It goes on my key ring. It has a window smasher and a seatbelt cutter. And it's one of my favorites, it's made here in the US. It's a US-patented made-in-the-US product. It's under ten bucks. What, what are some of your favorite books? I do audiobooks these days cause I'm on the road so often. One that I just listened to, which impacted some more stuff that I did, and there are two that are probably the most impactful. One Minute Manager. Most of mine are self-help business-related books. So One Minute Manager was the last one. Traction: Entrepreneur's Operating System probably made the biggest impact on our entire company. Is there anything else you want to say to our listeners or ask of our listeners? I think it just repeats on the advice is be, is be mindful of where you seek your advice. Be mindful that a lot of the stuff on the internet, whether it be Instagram or Facebook or all of those, there's a pretty fair chance that someone's getting paid. So as you watch that, understand it, take it with a grain of salt that, although the marketing, the all of those things is really good. Someone's getting paid. Take your time. How can they find you? Where's the best way? 23Zero: info@23Zero.com. The store: info@expeditionsuperstore.com You can call the store at 801.871.0569 What's your current rig? What are you driving? Ram Chop is my current rig. The evolution of Ram Chop started as a Dodge 2500. So we built it, we put an AV lift on it. We put a RSI smart cap, a 23Zero Kabari tent and awning, and all the goods that went along with that. And we ran that for, I dunno, 15 months. So drag trailers all over the countryside. It did all the things we wanted it to do. This year we made some changes to the store, so we upped the game on Ramp Chop. We actually took the back off it and put a Bowen Custom flatbed on the back, we put a Four Wheel Camper, so it's got a Hawk flatbed camper on the back. t's got a 23ZERO awning that covers the entire back end of the thing. So it's got a massive amount of coverage. So it sits on 40-inch tires, airbags under the back, as I said, flatbed with all the goodies.

The boys discuss the toilet situations. Look at Chat GPT's joke writing ability. And chatty GPSs. All that and more!

Parsha and CHannuka thoughts come together with the shoresh of a hardly thought about mitzvah to give us an important mihalech in life!

Another Q and A Friday this Friday brings us the recap of a broken home and how they moved forward, a 22 year old male that may have committed statutory rape unknowingly, private investigators and GPSs. Also a girlfriend that not only cheated with roommate but they started a relationship after all this and more. Instagram page info: Ern_and_Iso holmonallen isosceles_jackson Twitter: Ern_and_Iso Holmon_ernest iso_jackson Tik Tok: Ern_and_Iso Email: ern_iso@yahoo.com Podcast website: https://www.podpage.com/ern-iso/ Voice note/ Message link https://anchor.fm/ernest-holmon6/message --- Send in a voice message: https://anchor.fm/ernest-holmon6/message --- Send in a voice message: https://anchor.fm/ernest-holmon6/message

I suggest to you that we do not really appreciate the depth of the tragic event that unfolded at the Tree of the Knowledge of Good and Evil as recorded in Genesis chapter 3 verse 6. Many of us grow up believing as long as we are good enough, we'll make it into heaven one day. What a lie that I myself believed to be the case. I was never taught properly and so many others remain deluded into thinking they will make it when the spiritual sirens are wailing in Heaven and on the Earth for the lost to know the truth before time runs out and the Master closes the door shut. (see Luke 13:25). In this program we look at how humanity fell and the catastrophic decision Adam and Eve took. That decision to obey Satan instead of God caused all of us to inherit a sinful nature going all the way back to the two individuals from that day in the Garden. All are going to hell, except for those who receive Jesus as Lord.Remember, Hell is not an 'option'. It's the DEFAULT setting in our GPSs.  Heaven through Christ IS 'THE' option.  It is ONLY an option because of the Father's love for you! (John 3:16).  So you MUST choose Jesus today. Make Him your Lord! Seek Him with ALL your heart, turn away from sin, repent, ask the Lord to come into your heart. Tomorrow is not promised!  As Jesus is recorded as saying:Luke 13:24 (AMPC): 24 Strive to enter by the narrow door [force yourselves through it], for many, I tell you, will try to enter and will not be able.This program covers the following Scriptures from the English Standard Version (ESV): Romans 5:12-14.Support the show

Aloha friends! It's Robert Stehlik, welcome to another episode of the blue planet show, which I produce right here in my home office, in the garage. In today's interview, I speak with Adrian Roper, the man behind AXIS foils. We get into some tips for beginners, and then we talk in detail about foil design, how to set up the foil properly, how different things affect different things on the foil. New designs he is working on, the mast, importance of stiffness, the fuselage, the angles of the foil. So many cool technical things. I learned a lot from this show. I hope you do as well. I wanted to apologize in advance. The auto focus on my camera keeps going in and out focus, and it's very frustrating for me, but I didn't wanna stop the flow of the interview.  I hope you can just overlook that and focus on the technical details in the interview. You can watch this interview right here on YouTube, or you can listen to it on your favorite podcast app. So I hope you enjoy this show and as always, please give it a thumbs up if you like it, subscribe to the blue planet surf YouTube channel, and without further do here is Adrian: Okay. Adrian Roper. Welcome to the Blue Planet show. Thanks so much for joining me. How are you doing today? Good, thanks. Yep. Beautiful sunny day. And it's pretty glassy out there. So it might be a good day to go fishing. Nice. And you're for you. It's like the middle of winter right now, like for us it's summer, but you're on the other side, so it's pretty nice. Is it pretty cold or how cold is it? It's cold, like compared to Hawaii it's cold, but still went foiling yesterday and had quite a good session. Excellent. I didn't have a full on thick suit on either, so it's not too bad. Okay. Yeah. All right. So this season that I'm trying to start a little bit with beginner tips right away in the beginning. Last year, I always did that  as an afterthought at the very end, but I want to start with some good tips for people that are new to wing foiling. And then we're gonna talk a little bit about your background and and get more into. The equipment side of things and technique and so on. So let's start with that. What are some tips you have for people that are new to wining foing same look, we have quite a few learners around us and I guess one of the biggest things is when you're learning, you don't know how to pump properly and getting up on the coil is the biggest. Just getting up and going. So having a little bit bigger hydrofoil than you might normally think, is a good idea, cuz it helps you get up and also having a slightly bigger wing as you improve with your skills, you don't need quite so much having an easy writing foil makes a difference. And like with the access stuff the BSC range that we came out with, the bigger ones, the 1 0 6 oh and the nine 70, they were particularly good and they are particularly good for people to learn on. And then we've also introduced the recently the SES, which is like a complete package and that comes in 1 0 4 oh and nine 40 and it's basic and simple.  But it works really well. And it's a great entry into the whole access platform. You can, upgrade it as you want bits and pieces wise. But it they're both the BSC range and the SES are particularly good for learners. You can stand in slightly the wrong place, you get away with a murder with them and they just, they still ride along quite nicely easy to carve, nice to ride. Okay. So using a. Big foil and a big wing. That makes a lot of sense. And then, yeah, so you have that super easy start package now where I guess it's made particularly with beginners in mind. Yeah. Yep.  Same base plate, same mask. The fuselage is slightly different, but it's similar to our normal red fuselage. The front wing was based on a BSC wing. But we've rounded the ends off more so that you can't stab yourself so easily. And we also, because we're, it's a different construction, we've made it out of colonial wood. So it's a solid wood core with a fiberglass laminate. And that makes a strong wing, that's a bit more affordable. And we thin the profile out a little bit on it which is actually quite a good thing. It runs quite nicely and it's a fun setup to use. Okay. And then right now you have it in two sizes. So basically one for the the bigger riders with almost 2000 square centimeters and then one for li right. Lighter riders with 1668 square centimeters. So both of those should have plenty of lift, right? Yeah. I think a lot of people, when you're getting into foiling, they walk into a store and there's just so many foils and it's also confusing and they just, I don't even know where to start. This breaks it down to AO over 80 kg or less than 80 kg. This is the one that'll work for you, and it makes it a lot easier. And they can go away, get started, have fun and work it out from. Okay. And then obviously you're also using a floaty stable board, especially when you're starting out. Definitely makes it easier, right? Yep. Yep. Yeah. Some of our learner boards are, have ridiculous amounts of volume in them. We work with a school in Auckland here and we've got a board there. That's I think it's six foot eight and it's, I dunno, 160 liters or something. It's crazy volume. They've used that with the 1 0 4 oh SES package and it just gets people up and going. It's not you don't necessarily ride it too many times cuz it's such a big board, but no matter, someone can stand on it, wobble around, easy to get up and going. You've gotta make it easy. I think for beginners, it's not it's not an easy, not a super easy sport to learn at the start, so you've gotta make it so that everything lines up easy and not too hard to get into. Yeah. I would say though, like you progress pretty quickly past that beginner board stage there very quickly. So I would recommend, instead of buying one, maybe either borrowing a big board or using a big standup foil board or just renting one, or taking in a lesson and then if you have a school me, that's the best thing is to take a lesson from a school and they can, work you through a couple of boards so that the, by the time you buy a board, it's something you're actually gonna hang on to for a little bit, because you do move down. You're right. You do move down very quickly through the boards. And then in terms of like that, I mean that those are good tips for equipment, but what about technique or Conditions and so on. What kind, what are some other things selecting? Selecting good conditions are really important. Like finding somewhere that's not too choppy. And if there's waves and stuff, it's hard work to swim out through waves and try and, get up and going while there's waves around. So if you can find a sheltered Harbor or lake situation to learn, that makes it a lot easier and finding wind, like I said before, getting up and going is the difficult thing. So if you can still learn the lessons of standing up and holding the wing and getting things in five knots. But you are unlikely to get up and going. So when you are ready to get up and going, you need 15, 18 knots to get up and going. Really. It makes it easier if there's a bit of breeze, bit of power. Yep. Agreed that. Yeah. Ideally you want about a little bit 15 to 20 knots maybe and smooth water if possible. And then. Also a place where you can if you end up drifting down wind where it's easy to get back up wind or, where you don't end up getting blown offshore or something like that. Yeah. Our local beach manly here is really good for learning. You start at the top end, you go out, you make a couple passes and if you get going good, if you don't, you slowly drift down the beach and end up on the beach and just walk back up the beach again and have another go. It's, you don't wanna be in an offshore situation where without other people around where you're gonna get blown away, for sure. Okay, great. Yeah. Those are some good tips, I think for people starting out. And so let's talk a little bit about you your background, like where, where did you grow up and how did you get into water sports? How did you get into the foiling industry or, water sports industry I was actually born in America. I was born in chapel hill, in North Carolina. My father was going to university there and I lived there till I was about two. And then I moved back to New Zealand and to Auckland New Zealand and grew up here. I spent time in my father, did a sabbatical leave from university and I lived a year in Bristol when I was about, I don't know, maybe 10 or something. And then, but I basically grew up at the beach in Ross bay, in Auckland. I had a peak class at little sailing dinghy, and I learnt to sail yachts. As a young kid had a boat and did lots of fishing and stuff Ming around from there. And some of my mates started getting wind surfers and it was the early, early, early days of windsurfing. And I wanted to windsurfer as well. And my parents wouldn't buy me one. I was 14 or something, I think at the time. And my mother offered to help me build one. So I did lawn mining rounds and got the money for it. And I actually found a recipe for a windsurfer and a French magazine, and I had to learn French so that I could translate it. You didn't have internet back then, so it was a bit more tricky. And I built the windsurf for myself from scratch in the back room. It was Paula Styron. So there's bubbles everywhere in the back living room of the house. And it was plywood skinned and I made the sail and the mast and the boom and all the various bits of it. And my mother helped me with that. , I. They were trying to just help me learn to do things for myself. And they had ideas of me going to university and everything, but I just got so struck by windsurfing and building things that I got into that. And I've done that ever since. I got a job at a windsurfing shop when I was about 18 years old and I learned to laminate and I also worked in sales in the shop. And then when I was, where was this? Was this's in, in Aland. In Aland. Okay.   Okay. Okay. Yeah. And then when I was 19 20. I decided to move to Hawaii and I actually came to Oahu, cuz I thought that was the spot to go to. And I was in Lana, Kai, what's the spot there. I worked for windsurfing Hawaii for okay Kai. Yeah.  Yeah, Kai bay. And I went surf there for a bit. But after a month or so everyone kept coming back from Maui raving about Maui. So I thought, oh, I better go to Maui. So I rang a mate of mine, used to work for a. And and Mai SALs Maori. So I rang SALs Maori and asked if they had any work. And they said, oh, maybe try the factory. So I rang the factory and I got hold of some guy called Jimmy Lewis. And he said, what do you do? And I said I'll laminate. And he said I'll laminate her left yesterday. How soon can you get here? So I flew over and Jimmy gave me a job at Sal woods Maui, and that was run by Mike Walt and Fred Haywood and Jimmy. And it was in the old cannery. And that, so I worked there for a year or so and did that and that it was great fun. And I went back and forths between Hawaii and and and New Zealand. And when I came back to New Zealand I started shaping boards. Jimmy had given me a few ideas about shaping. So I learned to shape boards in New Zealand and built wind surface. I had many. Sorry, the time in you are in Mai, when was that? Like in the eighties or 83 or something like, that was one of those. Okay. Okay. It was pretty early on right a year or so since Mike Wal had discovered who keeper as a windsurfing destination. So it was great. That's when they just like, started using foot straps and like tiny boards and stuff like that, right? Yeah. Yeah. It wasn't that long after harnesses, even it was early. Things developed quite quickly there and over the trips I worked for various people, I worked for Angulo as a fiberglas for years. And then I ended up getting a job working for Peter Toman, who was the F two shaper. And he built all Bjorn, dunker, Beck, and Brit dunker, Beck's race boards and most of the world cup teams. So I did all a board building for them, and there was another guy did the Sandy and finishing, and Peter did all the shaping and learned. So much there, Peter was really great and very analytical with the way he did things. And it was a pretty good situation too, because they had, it was the heyday of windsurfing. And there was plenty of money for things. So we could try anything and, anything we'd tried, it didn't necessarily have to be sold to make money. It worked, it didn't work. We learned something from it, move on, it was so we learned a lot about construction quite quickly and had a lot of fun with that. So I did board building with that forever. And in my time when I was coming back and forwards, I started a company in New Zealand called underground and it was underground windsurfers at the time. And I built underground windsurfers for years. And I built them in Auckland originally and then built them in, I, one of the times I came back from ma I ended up being in Christchurch. So I built a factory in Christchurch and built windsurfers there. I'd windsurf at that stage for a lot of years and I was a little bit bored with it. Especially if it wasn't decent waves or whatever, and the local conditions, weren't that exciting. And then we saw videos of kite surfing and, from Maui and some of the early stuff and thought that looks cool. So thought we'd get into that. So we started building boards and found a. And Ash Burton, Pete, Peter Lynn and he was building kites and he was selling them in Europe. So we ended up hooking up with him and building kite boards. And, we started just doing Peter Lynn, kite boards, but then we did more and more underground kite boards and we sold those all around the world. And that for years built the factory up, had a lot of guys working full time and it was pretty full on. And then one day we had a fire and everything got burnt, gone overnight. So we lost the factory. The retail store sail loft, everything was gone and had to rebuild from scratch. And that was an absolute mission. And by the time I'd redone that I'd started to lose a lot of, a bit of enthusiasm for that. I just needed a break. And a guy in China offered to. My label underground and the whole setup and that their construction system. So sold that and moved that to China. And I went back and forth and learned to work in China basically. And that didn't go so well for them for various other reasons of things that happened in China at the time. And the underground label went bankrupt and there was a bit of a sad time, but it wasn't my baby anymore, but it was still something I'd created. So it was a bit sad. And at that stage Evan who I worked with in the states he had been selling my underground boards in San Francisco for years. And he was one, he was the first to sell my underground boards there. And he said, look, what you had was too good, let's start something new. So we came up. With the name access. And originally we were building kit boards and we did that. And then Evan got hooked on foiling and tricked me into getting hooked into foiling  and started with kite foiling and then learned to sub foil and did sub foiling for quite a long time. And then when winging came along, got into that. And did you come up with the name access? I'm curious. We had a lot of different, there was a struggle and we had a lot of different names. One of the problems with underground was always fitting it on the board. It such a long name. It always became a little skinny ribbon on the bottom of the board. So we figured it had to be something about three or four letters long. And, it took a long time, but what we liked about access was it, with kite surfing, it was rotating around an axis. So a lot of the kite loops were spinning around an axis, jumps off axis. Axis is a pivotal moment as well. It just, it, I don't know, it made sense and I like it and okay. You never know where a name you start with something and it changes to what the sport changes and it doesn't fit anymore. But I think access is a good name. I like it. Yeah. Okay. Okay, so then you got, so you got into kite foiling, keep going  kite foiling, and then start foiling and did that in Christchurch a lot and developed stuff foils to a point we started doing that and we started using our original mask that we had back in the day. And it was an OEM mask. It was only 15 mill thick aluminum, and it was pretty wobbly. And our first wings that we built were, nine, 20 sort of span. And we pretty quickly realized that mask just wasn't gonna work. While a lot of other companies were jumping onto. Sport and building product, we were desperate keen to build product, but we felt like everything needed to be redesigned. And so starting with that mask, we worked out that for kite foiling, it was okay at about seven 50, but at 900, it was just a noodle and it was impossible to use. So we worked out that it needed to be 224% stiff. To be the same feel at 900. So that was our target figure. And we actually came up with our original 19 mil aluminum mass, which we still build now. And that was, it was 224% stiffer than the original. And it was only an 8% weight gain. So when you build a, an aluminum extrusion, you can draw it up on the computer and you can analyze the bending moment of it and change. See the stiffness. You can work out how long a masks gonna be, how much it's gonna weigh, how stiff it's gonna be and analyze all that way before you even build it. So we went through that and did that and came up with a 19 mill mast. Originally it was designed for sub foiling and relatively slow speeds. And it's absolutely fine for that. It's actually fine for winging as well, but as the sport has evolved and things have got going a lot faster 19 mills is thick and it's not perfect for high speed to foiling for example, but the stiffness we felt is really important. And that's something that we've always run with our foils from day one. Yeah, I mean that the stiffness of the whole setup, not just the mass, but also the way the fuselage connects to the front wing and all that's what sold me on access and why I started using it. And and also of course the many different wing designs you have available and always evolving with more and more. Yeah, so we'll get into the gear, but so then basically just wanted to finish the story of like how you got into this. So then from the making foils for standup paddling yeah. So then what was the evolution from there? We also, as a sideline back then we built a foil for windsurf foiling and it was a 900 span. And I can't even remember how narrow the cord was, but was quite a narrow high aspect wing at the time. It was completely different to anything else. And we ended up using it for surfing a lot and for prone and for for supp as well. And that was a turning point as of discovering that wings don't have to be these low aspect, big fat piggy things. So . Yeah. And that was the first wing that I used for the 900 was the first wing that I used when I went wing. Okay. Okay. And then it's, it seemed like when you first started access, it was more focused on board building and so on. And now it seems like you're more focused on foils. What's your percentage of like foil sales versus board sales, what approximately? I don't know exactly without looking at a thing, but I we, I've spent a lifetime building boards and I feel like I've tried just about everything that you can try. And very quickly I can say, yep, that works, doesn't work. And I know that, cause I know it inside out and then foiling came along and I didn't really know how to build hydrofoils. And just the way that I work, like I questioned everything, there was other foils on the market and, they were doing, Everything that like, for example, some of the early fours, the front wing was set at the same angle as the fuselage. And I said why is that? And everyone said, oh, it's just how it is. And it's had been, the first people did that. And then everyone just copied that. And I tried to question everything that we did. And try and work out. I think if you can understand the reason for something, it makes it a lot easier to nut out what, how you're gonna build it better. I try and do that with customers as well. When I'm talking to people, I probably give 'em too much information, but I try and educate them so that they can actually understand it and then they can make a sensible decision. Cause it kind makes sense. But that, that front wing fitting on there, for example, we, every foil that we analyzed has a, an angle of attack where like obviously more angle of attack you generate more lift a flatter angle of attack. You generate less lift, but it can go faster. Every foil section has a different sort of sweet spot and you can analyze that. And our original wings, we set at about two degrees to the fuselage and now the modern a R T HBS they're set at one, one degree to the fuselage, the idea being that the fuselage is running. For the most part through the water in a straight line, like an arrow, not dragging like this, not, up or down, just straight through  that foil angle changes as you go faster and slower, but generally for most of you, you are riding it. It's running straight. Yeah. And I guess I like, and I know a lot of people shim their their plate Mount between, between the board and the plate Mount. And that kind of, I guess if the board has, it seems if the board has a little bit of tail rocker, then the board you can lift up on the foil, but it's, I guess if the, I noticed that if the boy, if the foil is angled up too much, then when you're flying at high speeds, you end up flying with the nose slightly pointed downward, and then that's like catastrophic if you touch down because you're basically wipe out right away. And it seems like it's easier, definitely easier to control the foil once it's up. If the nose is, if any, if anything, a little bit higher flying a little bit high than, or flat, but definitely not pointed downwards, right? Yep. I think with your board, when it, my fingers don't go straight anymore, but when a board touches down if it touches down tail first like that it's gonna crash pretty badly. If it touches down those first, obviously that's complete disaster. You want it to touch about where the base plate is or just in front and it just pop back up again. So right. That the angle that you need to set your board at, and , generally when I build an access foil and an access board, everything works together with no need for any shim on the base plate, but right off using an access foil with some other board. And there's nothing wrong with that, but sometimes you need to adjust the angle that the board flies on a little bit with a  shim. Yeah, yeah. Cuz yeah, basically if you add more angle to the front wing that, that angle of attack it's a little bit easier to take off. Like the takeoff speed is lower a little bit, but then at the same time sometimes it's harder to control it at high, higher speeds. I've not, I've noticed if it have too has too much angle, but yeah. So ideally if it's tuned you want it to be easy to lift off, but also easy to control at higher speed. So it should just run along without too much, lifting up or dropping down. It should just run along nicely. I've actually just, I got pissed off with the whole shimming thing because it seems to be a complete and utter confusion for most people. And a couple of three days ago, I just wrote it, wrote, I sat down and explained it all and wrote it all down properly and we're actually adding it to our brochure and it will be in there. And it explains shimming of the rear wing and also base blade shimming and. Like I said before, if you explain it to people, it's pretty basic. And once it's explained, it's a lot easier to understand happy to go through that a little bit and explain that the shim rear wing the shimming, the rear wing. Yeah. Let's get into that. Yeah. I find that my, on my axis wings that I've used, I've been able to just use 'em without any shims not necessary, but I guess, yeah, I have tried adding the shim in the tail in the back, but I didn't really, how much do you weigh? Sorry, go ahead. Oh, how much do you weigh? I'm like   like 1 95 pound hundred 95 pounds. Which is I think around 90 or around, yeah. Around 90 kilos. So you're, you are the correct weight if you are the correct weight, same as me. Then everything should run smoothly. If you're outside that weight range, if you're really light or if you're really heavy, then adding some shims helps a little bit. Okay.  Just, I've got some bits here to try and explain it. There's your fuselage and there's your front wing and that bolts on that front wing there, this is an a R T 7 99. Access always does their wings by span, and I can go into that later as well, but that, that front wing is set at one degrees to, to diff fuselage the more angle of attack the more lift, the less angle of attack the faster it goes. . I'll try and explain this as, as well at the moment now. So the angle that this wing flies at you can't trick the wing into riding at a different angle that rides at the angle that it wants to ride at. And more angle of attack is more lift and then less angle of attack is less lift. It happens. I'll quit that stupid mail in, yeah, my mail app too.  go ahead. When you are riding along it, if you are riding it too much of an angle of attack, the foiler will come up and will jump out of the water and you'll crash. If you're riding it too lower, an angle of attack, the foyer will drop down and your board will hit the water. So you don't actually have to think about it, your wing automatically, you automatically set the angle of that wing so that it's about right for this. And the angle of that wing rides at is dependent on your weight and how fast you're going. So I generally set it all up for winging and around 85 kg. So if you are, most of the wings will run straight, no gyms, no need for anything at if you are around about that weight now. So the front wings angled up slightly, one degree the rear. This is a 3, 2, 5 that's actually angled downwards slightly. So the front one's angled up. The rear one's angled down. The reason that's angled down is it actually, and the foil sections upside down. So it's actually pushing downwards. That downward force actually pro provides a lifting force, which balances a against your front foot. When you are foiling, you have a front foot pressure and back foot pressure. And you're basically standing around that wing and, trying to balance nicely on that. The size of this rear wing the bigger it is, the more force it, it gives you. And when you are learning and you are more clumsy, you need more force to actually balance against, but as you get better, you can use smaller and smaller wings and you need less to balance against. So that back wing as stock on the fuselage. The progressive wings, that's angled downwards at one and a half degrees. So the most important thing about shimming is the angle between the front wing and the back wing. So if that front wing is angled up at one degrees, the back wing is angled down at one and a half degrees. The difference between the two is two and a half degrees. So that number two and a half degrees, that's it. That's the one that actually matters. And that's the one that counts. Everything else is hoo-ha, the angle to a tree over there or whatever, it doesn't make any difference. This is the one and a half degrees. This one degree here, two and a half degrees difference. Now the shim that we have, the stock ones that you can download and get is the that's a positive shim, and that is a negative shim. Now the reason for the naming convention on that, which here's the biggest confusion is because a lot of companies use something different on that now to get more front foot pressure, if you are heavier and you need a bit you want this rear wing to be more active, you need to angle it down a bit more. That makes it do its job a little bit more so that if you add a degree of angle down this rear, Wing's now on two and a half degrees. So you've got one plus two and a half. You've got three. So I describe that as positive shimming. Because it's in addition to what the original one was three and a half, you mean? Yeah, three and a half, three and a half.  With the if you flatten it off, if you're lightweight or can cope with a flatter angle on the rear the wing, the foyer will run faster. But it'll be a bit more twitchy and a bit harder to balance unless you're smaller and then it'll be perfectly comfortable for you. So if you reduce the angle of that rear, you've got one degree at the front, let's say you've reduced this one degree at the back. This is only now half a degree. So you've got a difference of one and a half degrees. So I call that a negative shin because the number is smaller than the stock. Does that make sense? Yes. Okay. Much easier if you can talk about it in those terms, because the moment everyone talks to each other and says, oh yep. I've done negative Shing. Is that negative? Or is it not negative? No, there's no established terminology as to why it would be negative or positive. I've seen some videos of some guys trying to explain it and I've sat through the whole thing. And at the end of it, I had no idea what they're talking about.  how's the customer supposed to actually look at? I like how you, yeah. I like how you explain it as a difference between the front and the back. Do you have anybody that's shimming the front angle, the wing the angle of the front wing at all, or not really not re not really. You can on an axis wing, you could actually put a packer in here. Yeah. And we have done that. And so the wing has got more angle of attack at the front. Yeah. But all that's gonna do is like I said before this wing finds its own way. So what are you really adjusting is the angle of the fuselage, right? This is unchanged. Yeah. Yeah. No, makes sense. Yeah. Cause but basically you want the fuselage to be flying more or less parallel to the to the water surface. You don't want that to be dragging either direction. Yeah. Yeah. That's the end. But in with that in mind as when you take off, when you first take off, you actually have a slightly more angle of attack and then as you go faster and faster, you flatten that off. So the angle of the fuselage is it's not absolutely always gonna be parallel to the water, but we said, so that when you're at your average sort of speed, it's generally going dead, flat parallel to the water. Load dry. Makes sense. Yeah. Okay. Adrian, I'm gonna, I'm going since we're talking about equipment and stuff, I'm gonna get into some questions here. I got these questions from guys in New Zealand from Dan, our distributor, like he collected some questions for you from his friends. So the first question was regarding weight that, saying the access gear is heavy compared to other foils, any thoughts on developing a lighter high modus, mass and carbon fuselage? And what effect does weight really have? When under the water. So can you talk a bit about the effect of the weight? Yep. As far as I I wouldn't say axis is heavy. I would say it's actually, like I said before, the stiffness of the mask, like the stiffness of everything, like the front wing, the way it joins to here is really important. That joint is really important.  The joint from the fuselage to the ma is critical. The stiffness of the mask is critical and the stiffness of the whole thing, if you've got wobble or play or anything, you, you lack control of that front wing, you are only riding that front wing. That's basically what you're writing. So anything that compromises that attachment to the front wing is not gonna make writing better. It's gonna make it more difficult cuz it's wobbling round and not connected to you. I actually think. Access is a realistic weight. And I think that some of the ones that you might be comparing it to the mask is not sufficiently stable. The joints are not sufficiently stable and if you were selecting foils and you would looking at the important things. The weight might be questioned number 234. And by the time you get to that question, everything else is eliminated anyway. So I don't agree. That is a heavy setup. I think some of the other ones are actually too soft altogether. Yeah. And I would agree with that. That's in my opinion, like the act like the, yeah, the rigidity comes first and then the weight is in my opinion, like a secondary concern after rigidity and also the foil, because the foil is underwater. And the, has the, basically a lower center of gravity than the board and everything above the water. It I think the weight on the foil seems to matter less than the weight of what's above the water. And I've, I've had an, a prototype early on that was CNC CNC out of a solid block of G 10 fiberglass. And the front wing was like a, a heavy, beginner wing. And it was super heavy. And I thought it'd be impossible to use because it's so heavy, it was really heavy to carry to the water and stuff like that. But then in the water, it felt really solid. Like it had a very basically a low center of gravity. It's like a keel. And even when I was flying it, it felt very very stable. So the, I guess the weight is not in, in a foiler and the fus slides is not always a bad thing. I would say. We've used G 10 to prototype quite a few of our rear wings. And it's, it's good for testing out. It's not, ideally it's not really stiff enough. And as the wings become more high aspect, like the, that 7 99 that I had there before something that's long and skinny like that you build that in G 10, it's gonna be too floppy to even use. It's just not gonna be stiff enough. Yeah the rigidity is really important. I, one of my favorite wings that I'm writing at the moment, it's I think it's a 1100 span. And it's got a mean average cord of about 89. So it's, and it's quite thin. But we built it in several different constructions. And one of the constructions, just as a test, we built it out of solid carbon all the way through the wing itself is about two and a half kilograms. You give it to people and it's just, you just about drop it. It's really heavy. Ride's fine. I can't even feel any difference to it. I don't think weight is as important as a lot of people think. I do think there is a change to that, and that is if you are riding with your foil in the water. So if you're toe foiling, if you are surfing, if you are winging, most of the things like if the foil is in the water, most of the time, no problem at all. But if you're doing freestyle, if you're doing jumps and spins and tricks, having a lighter weight mast and foil so that you can do your freestyle stuff, that would for sure be better, but yeah. Also rotations and things. It's a massive compromise. It's a massive compromise for when you're falling along on a straight line, because you just lost that connection for. Yeah. Agreed. So then the next question was regarding foil design, are we fast approaching a point of peak performance for foils where we can't get much better and where to go from there? No. I think we're just getting started. That's the fun part. Yeah. I agree. I think there's still so much R and D to do and things. It seems every time something new comes out, it's like a big jump forward. I don't think we'll that we're anywhere close to being at the point of peak performance. I should poke that in there at this time. Yes. That's the new mass. So yeah we talked about this earlier, but you said you're just getting ready to release this. And I guess by the time I'm posting the interview, this is gonna be available, right. Yep. It's actually we're doing the release, but we don't necessarily have stock ready to send out. We were trying, we normally, when we do a release, we actually have stock built and it's already to go. But in this case here, it's, taking time to build a decent amount of stock and there's too many people have seen this mask already. And they're asking questions and we can't really answer questions because, it's not officially released. So we've had to just say let's do it. This is a seven 50 version of the axis power carbon mask. Now the power carbon ma comes in a high modules and it comes in a standard modules. Construction. Our previous carbon masks that we've done, they, they were not as stiff as our 19 mill menu mast. But they were thinner like a 19 millimeter. Mast is an extrusion. So it's 19 mills top to bottom. So that means you're pushing 19 mills through the water, perfectly fine for a learner for SAP, for a lot of things. It's absolutely fine for dock start pump where the rigidity of the ma is really important, fantastic mask for that. But with the advent of more high aspect wings and running faster it, 19 mills is just too thick. The new power carbon mask, the bottom section of the ma here, where it goes into the fuselage, the bottom 300 mils is about 15 mils thick, and then it gets thicker and thicker and a hundred mils down. It's still 20 mils thick. When you  Like when you design anything on computer, you can use finite element analysis and you can actually bend that mast and see where the stress in it is. And when you bend it, all of the stress is concentrated around this area here on a mast. And you know that from all of the masks that have, failed in the shop, they always kink at the base plate or break there. So one of the most important things, if you wanna try to build a decent mask is that it's one piece, the fibers from here run all the way down and right through and into the base plate. Any sort of a join in here to me seems like way too much of a compromise. This is the most important part of building a stiff mask. Back to the stiffness of this ma like the two versions the standard carbon one is 25% stiffer than the 19 aluminum. And the high medulous is 35% stiff. Now that's a massive amount. And the first time I rode this ma I was using the 1 0 9, 9 wing. So sorry to interrupt you. But in terms of that, the, how do you measure the stiffness? Is it like torsional stiffness or side bending or like how do you define that? What I do is I bolt that ma to a wall and then at this end here, I hang 25 kilograms off these two bolts, and I measure the deflection at the sharp edge of the back of the mast. So it's the sideways bending, yeah, sideways bending, but what about the torsional stiffness cuz that's really important as well, right? The twisting. Absolutely. Absolutely. So that's one way of bending. So I isolate the both. So that purely then is only bending testing for sideways bend. Yes. The other bend we do is we put a fuselage on there. We use a a standard fuselage because it's got the longest tail section on it. And I put a pivot point here to the ground, to a concrete floor so that the mask can no longer be in sideways at all. And then off the rear. Screw. I hang 25 kilograms and I measure the deflection of the fuselage at the end. So that's measuring the twist force of the mask only. Okay. Poor little mask with 25 kg hanging off the back of the fuselage. It gets quite a twist in it. Yeah. And so that extra 25 or 35% stiffer, is that the case in both directions or cuz I know depending on how you lay up the carbon inside the carbon layer, the direction of the carbon makes a big difference on the, that torsional those stiffness, for sure. You can do it a lot with that. But the truth is to get a master stiff as the 19 mil aluminum ma it would need to be 19 mil stick all the way through. And you can't do that because of the, this is 15 mil, so it's lower drag down here. The torsional rigidity is about the same as the aluminum ma, but the sideways bend is a lot more. Okay. Yeah. And yeah. When you write it the first ride I ever had on the high ulus mask, when we finally built one I was on the 1 0 9 9 and the mask was 900 length. The other thing is the length obviously is a big change. So if you're comparing the bend from one mass to another, you have to compare a seven 50 to a seven 50 or a, an eight 20 to an eight 20, or a 900 to a 900, as it gets longer, the movement at the end is gonna be longer just nature of how it is. My first go was on a 1 0 9, 9 front wing a 900 power carbon, high modules. And it was the first time ever that I'd felt that connection to the front wing. I felt totally connected so I could carve and do whatever. You're talking about weight before this mask is not really any lighter than the 19 mil aluminum with a base plate and a do that in it. But the stiffness in the field, the connection is just through the roof and it there's quite a big price difference too. They is, it cost by like almost 10 times as much as a aluminum mass. That's expensive. Yeah. Yeah. And so one thing I wanted to mention for that, those of you who are interested in getting a stiffer mass, is that what really makes a difference too is like you said, the length of the mass, obviously if you have a longer mass, you need, it needs to be stiffer, basically. So if you're lightweight using a narrow WK span, smaller foil, Or yeah, or, and, or a shorter mass, you can get away with using a more flexible mask. And also in the surf, sometimes having a little bit of flex, you get used to it, but if you're heavier rider, if you're going fast and using a wider WPA, a bigger wingspan foil and you're yeah. And you're going faster than in all those situations, I think that you really notice the mass flex, like it really affects the performance, even when you're doing down winters and just taking off with a big foil. If there's some mass flex, the whole setup feels very unstable and bouncy, you're always gonna have mass flex that's just the nature of it. You've got, 900 mil away from your board. You've got a big foil. It's a long dangly thing. There's gonna be some movement. It's never I don't think you can get too stiff. With that in mind, we had a team rider in Australia and he's light, he's about 70 kg and he pumps for an hour, from wave to wave connecting. And I sent him an eight 20 that's the lengthy rides of the. High mods and the normal medulous carbon. And he rode both and he was amazed, at how stiff the normal carbon was. But after writing both, he said, why wouldn't you have the extra stiffness, the stiffness it's more expensive. And I think it's better. But like you said, if you are. A lighter weight person, if you're riding a smaller foil and a shorter mast, you'd probably, the other one's fine. But the high ulus is the stiffest good point about the stiffness? I think it's yeah. And for most people's stiffer is just gonna work better and I want to apologize, my camera's going crazy up here. I don't know what's wrong with it. Check the settings, but I can't really do it right now, but anyways so another question here is what is now considered the fastest foil combo, in the fo in your range and what is the recommended access track positioning set up on a new boot planet? Wingmaster fusing straps. I don't, that's something I can answer, but I guess you can answer the first part about the fastest foil combo. I guess the fastest at the moment would be the 7 99. And paired with either a a three 80 or a the high aspect three 80 rear or the like a 3, 2, 5 or a 300 rear would be considered the fastest setup we've got at the moment. I guess the a R T range. What we've tried to do with that is make something that's really GLI and easy to use and fun to use. It was never intended to be the fastest wing in the world. It actually goes pretty fast, but the GLI is perhaps the most amazing thing with it. We are working a lot on more race stuff now for for down winding and we will have stuff we're doing a lot of stuff with James Casey, cuz he wants to, have race gear for down winding. I should say while we're talking about that ma there like when we came out with that stiffer mast, loved it, amazing, huge difference, massive leap forward. But we also noticed that all of a sudden, we could feel flex in the front wing, the narrow high spec front wings. We could feel differences in that. You could never feel that with a soft Damas because everything was just moving. But now with a stiffer mask, you can isolate that. So we've actually gone back and analyzed the flex and the wings and done all sorts of different constructions in the front wings to to stiffen them up and change the way that is. And so construction is becoming far more, an important part of wing building. If you think back to the early days with the nine 20 with a massive cord and huge thick wing, The thing didn't flex much anyway, if at all. But some of the wings now, like there's a prototype I've been writing at the moment it's 1200 wide and it's got a mean average cord of 87. It's 13.4 aspect ratio and it, wow. To get that to hold together is quite some trick. And again, a wing like that, there's just no way you could have used it on the old mast or even the aluminum cuz it runs too fast for that. This new mast for me is a huge breakthrough and it means that we can actually advance all sorts of things from here. Okay. Like you also have that high performance speed range, but you're saying actually the a R T range or the a R T 7 99 is actually faster than the the high performance speed range. It has less cord it, it came before the its higher aspect. Yeah. Yeah, I describe any, when I describe any wing at all my, my way of analyzing it too is a bit different to a lot of other wings. So the first thing I look at is the span, how wide is the wing? The next thing I look at is the mean average cord, the mean average cord is the different distance from the back of the wing to the front of the wing. The mean average cord is what's the average of the whole entire wing. And then I look at the foil section that's been used inside to, to create that foil. And every foil section has a certain amount of Canberra in it. Canberra is the amount, it's a line that's halfway between the there's the top of the wing. There's the bottom of the wing. There's a line that's midway halfway in between that's the CAMBA line and that's curved upwards. And if you compare that to a dead straight line, the cord line you look at it as a percentage. So every foil has a certain amount of camber. And generally it's between, one or two up to 4% or four and a half percent camber the higher, the camber, the higher lift at lower speeds generally. And the flatter, the caner, the faster, the. Goes that wing. You've got there. That's the a, I T they're all a a two and half percent can in them. And it's relatively low drag. And what I like about this, the whole RT range is the glide. It just keeps on running and it's easy to use. I like the glide. They are pretty fast because they've got quite a narrow cord. But if you want to go faster than that, you need a faster foil section and with a FA faster foil section, you also get other compromises in the performance. They're harder to get going. That don't work necessarily through such a wide range. So you become wings that are very specific for certain tasks. The HPS, the BSC HPS, and a R T they're all a fairly general purpose foil section, which I would say is easy to use, relatively fast for what they are and fun and easy to drive to go beyond that, to really fast stuff is gonna take different portal sections and they won't be so user friendly. Yeah. So I want to share a little bit my own experience. I was using for a long time using this one here that BSC seven 40, and this is a really nice wing. I really enjoy this for surfing it's like a nice all round kind of wing that carve well and so on. And then you recommended that I try this one here, the a R T 8 99, and it has a bigger wing span. So it's wider. Move back a little bit, but it also but it has actually about the same surface area, I think, pretty close to the same surface area and what I noticed that yeah, it has amazing glide. Like it it just keeps keeps going once you it just has less drag, less it's more efficient. So when you're coming or going through attack or something like that, it just keeps going a little bit longer. Like it, it just flies, it just keeps going, running less drag,   I'm also using the smaller tailing and then the short. This is the 3 23 25 tailing. Yep. And then the ultra short fuselage. And I've only used this a couple times. So the first time I used it I also was using a shorter mass. So kind of everything, a little bit different. And the, first time I had to definitely get used to the different feel of it. But now I noticed I can get it going in about the same amount of wind. It seems like it needs slightly little bit tiny, little bit more wind to get going than this one. This one has really nice, low end. Like you can fly really slow and also take off pretty easily for considering how small it is. But yeah, once you're going, it feels very efficient. You can go upwind. I can go upwind, I think at a steeper angle. And so on. And then, yeah, compared I also have this one here, the 700 that this one is the I guess that, is that the high speed or whatever it's called HPS. Yep. HPS. Yeah, the 700. So this one has I think a thinner profile it's a really fast foil, but. It takes also takes more speed to get it going. And it stalls a little bit sooner than, also because it's a small foil. So this one I, I found for winging, it's only really good and really high wind. When you have enough, plenty of wind to get it going. Yeah, you, this one, I think, is gonna be a good wing for me in any kinda conditions, not just strong win. I kinda, I'm kind the kind person that once I find something I like, I'm not. Changed it around a lot, just gonna get used to it. And then unless I have someone like you telling me to try something new I don't really, I just kind different. And every that's the beauty of avoiding is you find what set up works for you. And everyone's got a slightly different idea of what they want to do. I hardly ever ride that 8 99 cuz for me, I like BLI. I like to drop my wing and just coast along surfing, near invisible swell. So I need a bigger span for that. So I ride generally wings that are a thousand or 1100 span. But probably no more cord than that one. The span, the wider, the span, the more glide the bigger, the cord, the more hand. That's on. If you cut the cord down, it just cuts the drag and it just keeps on rolling. And that that lower drag you'll find on that 8 99, you'll sail through a gas and you're in a lull and the thing will just keep running. It won't actually stop. Whereas if you're on your older thicker bigger, a  bigger cord foil, there's more drag on it. And it wants to run down and slow down. Whereas that one, there just, it just keeps on going. There isn't much drag. So that's why they're so good for down winding as well, because they just don't once you're up, they don't slide slow down, little bit tricky to get up. And you would've felt that the first time you had a go of it, you can't really use angle of. To actually get up. You need to almost, when you feel a lift coming, you almost need to hold it down and just do two much bumps to get up to speed, and then it just comes up and you're away. Yeah. If you pop it up too early, it just wants to stall or we install it up down. Yeah, exactly. But that's pretty much normal with a high, little bit more high aspect flow. I noticed the other thing I wanted to mention is I switched from the black series, short fuselage to the advanced fuselage ultra short. And I noticed right away that holding them up against each other. If you match the same mass, the mass in the same place, it's quite a bit longer in the front. Like this is the short versus the ultra short or yeah. And then in the back it's about the same difference in the back as in the front. So the diff it's. It's shorter in the front and the back by almost the same diff same amount. It is exactly the same. So the ultra short is exactly the same length fus overall, but the, so are they both ultra short? No, no one is short and one is ultra short, but I noticed, yeah. The, yeah, so there, so the advance is a new one that we've just come out with and basically what it is like the ultra short is the same. This is a good, this is a good chance to explain something here. So when we first started  when we first started building four, this is back in the nine 20, the original first wing we ever did. We we actually put the mast directly on top of the front wing. And our theory was that from an engineering point of view, that was the strongest point to attach it. And we went and forwarded it. It forwarded fine. But it didn't steer, like you'd try and turn and you'd just fall off the side. It didn't actually turn. And we thought perhaps the wing had too much turned down on the tips. So we started making some new tips for it. And the rearing was also doing some crazy stuff as well. So we started experimenting with the rearing to try and change that. And in as, as well as that, we also built a fuselage with the mask further in a more sort of standard position in the fuselage and straight away we found that's it actually worked fine. After that, we actually built a whole series of fuselage with the mast in different positions. Further forward and further back, the further back you have it, obviously the more challeng it is to the mast, torsionally it actually tries to twist the mask more. You can imagine if you had to fuselage at the rear wing you'd have no control over your front wing. There'd be just too much flex and movement. So we found a spot that was a sweet spot and it worked pretty well. And since then from the thickest point of the front wing to the mast has remained the same distance. We've done everything that we've designed has been the same. Whether it's a red fuselage or a black fuselage, whatever wing, the thickest point is about the same distance from the mast. And we've just run with that and that's worked pretty good. But a while back, we thought it's probably with the super high aspect wings we're doing as the cord gets narrow and narrow the distance between the ma and the front wing starts to look quite great. So we thought it was a good time to revisit that. And so we built a bunch of black fuselage and we did them with again with a master all various positions. So the advanced fuselage is 40 mil further forward. So when you use it, you have to move the base plate 40 mils further forward as well, so that the wings are in the same place. When you're foiling your front wing, your sorry, your front foot and your back foot is balanced over your front wing. Yeah. So that's exactly what I just wanted to mention, cuz that was part of the question too. Like when I was using the BSC with the short fuselage the mat, the basically the wing is a little bit more forward. So I had to move the plate pretty much all the way back. You can see the marking like from the rubber on the board, but this was the back of my plate Mount. And then with the ultra short, there's like maybe like a difference where the foil is slightly further back. So I had to move everything up by, about that same close to that same amount. That fuselage is shorter in the front, basically. Ah, for me, that's what kind of how it worked out. The advanced Fu lies definitely needs moving forward, but it is slightly complicated and that is the, a RT also because it's such a straight across wing. If you consider the BSC the thickest point of the front wing actually has some curvature as it goes out. Your average lift, if you like for that front wing is slightly further back with thet. They're relatively straight across cause the pips are quite far forward. And that means that when you go from, if without changing the fusel loads, take the fuselage change outta the equation. When you change from the BSC to the a I T the a, I T probably needs to go back about 20, 30 mil in the box to get the center of lift in about the same position. But then, so I guess it's a combination of the fuselage being being closer or like the fuselage being shorter between the mass and the front. And also the, I guess the thickest part of the foil is a little bit further back on this wing than on this one. It's a little bit further forward, right? Is that what you're saying? The thickest point's sort of, not that different in those two wings, the thickness is very different and there's a lot of other things that are different, but the percentage point of the thickest point is about the same in those two foils. Okay. I should explain more about that. So that, that what I, yeah, what I'm saying is cause the cord is smaller. So then if you look at the thickest point, like you said, it's about a third back or whatever. So it's about here versus the, if you have a wing that has a thicker wider cord than that center of the thickest part of the foil is a little bit further back, right? Wouldn't no. So that the thickest the thickest point of the BSC. The thickest point of that front wing is about the same as the thickest point of the a R T. Okay. They're about the same, but obviously, because it's got bigger cord, the front of the wing goes further forward. The back of the w goes further back, but the thickest point we've always done about the same. That's how we've done it. We've set them all up with the thickest point of the wing about the same from when to wing, but the fuselage you were mentioning there, that's an advanced fuselage compared to a normal one. So the normal ones here, the advance is 40 mils further forward, and simply what they done. And another difference too, is that it has thicker sidewalls, right? Like I it's a little bit more beefy, right? That's they're about the same. I'm trying to look at them there. There's not a lot of difference in it. Yeah. Okay. Yeah, I thought it looked a little bit thicker. Like the sidewalls were a little bit more beefed up. I thought it's about the same design, but it's just further forward. So the position of that mask, so you're writing your front wing and your feet are balanced around that front wing. So when you go for an advanced fus, large, you move the base plate 40 miles further forward. So your wings are in the same place and your feet are in the same place nothing's changed. But the only thing that's changed is the position of the mast for forward and backwards. Relative to everything. Now that mast is a bit like your fin position in a surfboard. If you move AFIN forward in a surfboard, it makes it looser. If you move it further back, it makes it more stable. And at a faster speed . So the position of that ma is it affects the way it rides. So the advanced fuselage moving the mask 40 mil further forward, hence the name advance. The reason for that is for a more surfing situation. So if you're riding prone or ORs, or even if you're winging, but you are primarily trying to ride waves, the advanced fuselage is a, it does the job better and feels a lot better for that. There's some negative effects for it as well. Our normal fuse with the mass further back is a lot more stable at winging speeds. When you're going faster. Also when you're trying to go up wind you can drive against that mast and it goes up wind a lot better on our standard fuselage. So for most people, probably the standard fuselage is just perfect and there's no need to change anything. The advance is more for people that are dedicated, trying to surf and in a surfing situation. It seems to go from, we say rail to rail, you've got your wing in the water. So it goes from side to side in a smoother way, you don't get a power spike with a mass further back, you tend to turn and then it gets a bit of a power spike. The same with you turn, when you go the other way with a mask further forward, it just seems to smooth it out. And it feels more like a surfboard turning. Yeah. So one thing I was surprised by with the the a R T range was that it, it feels really actually pretty easy to carve from rail to rail. As compared to other high aspect flow that I've tried that have more of a stiffer feel. So how did you achieve that? So if we grab that it's pretty hard to try and show it in there. This is an a R T 7 99. So as this wing goes out, the tip is actually twisted off this way. Okay. It's lifted up. And the idea of that is that it's supposed to give the wing more range. I told you before that you are, you have your angle of attack that you're riding on. And as you go faster, that gets lower and lower, that gets flatter and flatter. If you think of that tip, which is lifted up, as you get flatter, the tip might actually be pointing downwards and creating negative lift. And with that in mind, the very last fall section and the tip of that wings actually symmetrical fo section. So it's neither lifting, it's just a foil section, a parallel foil section. So we put that in there really just to give the foil more range, which it does do, but a weird side effect of that is when you tip it over to turn, the blade is twisted like a helicopter blade or a, a propel blade. And it just pivots around that. And some of these wings, they're very straight across and it's not what you'd imagine a surfing wing should look like. But they surf unreal. They turn really good.  And some of our prototype stuff, we've taken that to even more of an extreme. And, you historically, we always thought that you needed sweep in the outline of the wing to make it surf, but I don't believe that. So some of the wings that I've had that are just the straightest ugliest straight across wings ever ridden if you can get the twist right in it, you tip them over and they just turn beautifully. Interesting. Okay. So a little bit of a twist in the wing and change, and basically, so they have a different profile in the center versus the tip is symmetrical and the center is more. It's the same foil section all the way out. Yeah. But just the very last foil section that we've put in thet is a symmetrical foil section. I see. We should talk about the tip of that. W too, like people say, why isn't that to a point with a wing that with the Reynolds number of water, as you get to a smaller point the if it came out really skinny here, there's a bit where it just becomes drag. It's not actually doing any beneficial lift or anything. So we thought just to chop it off and it, what it does is it makes the wing more E. So this is a 7 99 wing. It actually behaves like a slightly wider wing. It's almost got that Phantom tip on there, still this but you don't have the drag of that. Yeah. It's interesting. It's also better if you hit the bottom  yeah, it's better if you stick it into yourself, it's not quite so gnarly. That's true too. Yeah. Okay. Here I have another question. Can us older 55 year old guys go as fast as the young guns for that one? I would say watched last, the last interview with Alan Cade on Mau he's yeah, he's 60 and he just beat everyone in the race, including yeah. Guys like Kilen and stuff. So definitely you can still go fast at any age, I would say. Yep. And then can the HPS wing be pushed as hard? Go as fast as a R T wings, if they are similar sides. Not really, they have more cord, so they're never gonna go fast as an a R T I think I describe wings a little bit differently. Like I'd ID, I'd primarily look at the span. That's the most important thing to me. And then I said after that, the mean average cord, and then I'd analyze the foil section that was used, how much can it's got. And then after that I might go to the color of the. Whether it's blue or red or black or carbon or whatever. And then after that, I might consider area. So I guess what I'm saying is area is something that I just don't even take any notice of whatsoever. I might look at volume before I look at area. A lot of wings are described by area, which, is a bit of a nonsense to me. The span is the most important thing. And as, as kind of proof of that the BSC eight 90 and the nine 80, sorry, the nine trying to think of three wings that are about the same span in our range. They all get going at about the same speed, but the narrow. It just goes faster. It's got less drag and it runs faster, slightly different trick to get it up and going. But it's really a trick rather than one doesn't go on lighter winds. You can still get them the high aspect wings up that you just have to have a slightly different technique to get them up. Yeah. I've noticed that too. Okay. Span, span. Span is the most important number. And if you're comparing wings span, and then mean average cord, and that tells you more than anything, about a wing. Okay. Actually you have follow up question would be, so what's coming next. You said you were working on pro new prototypes where you are working on that twist and are they even more high aspect than the a R T range or. Yeah we've done a lot of different stuff and we've got some stuff that's, good genuine advances at the moment. We still feel like we're making big gains. So we're just keeping on going with it. What about building flex into the wing tips of the front wing? Cuz you were saying that, we established that probably in a mass. You want it to be as rigid as possible and the kind

В этом выпуске: как MacOS менеджит ядра M1, прошлое настоящее и будущее I/O в PostgreSQL, пытаемся разобраться в Spectre (и не сильно в этом преуспеваем), а также что нового в FoundationDB 7.0, зачем Rust’у статический анализатор, и зачем нужен GPSS. [00:02:07] Чему мы научились за неделю [00:19:04] [в закладки] How macOS manages M1 CPU cores… Читать далее →

What does decolonizing music education look like? Are there steps you can take to make sure you're making your music classroom equitable for every student who comes through your doors? In this episode, I brought on Giuliana Conti to discuss this with me. The advice she shares throughout the entire episode is awesome and you'll get practical tips you can apply into your teaching right away. One of the best quotes from this episode is that equity means access, accountability, and opportunity to learn. In the classroom, equity means thinking critically about what you're presenting, how you're presenting it, and your role in it. After listening in, I can't wait to hear what your key takeaways are. Giuliana Conti is a proud educator, education researcher, and leader. She has committed five years to representing nearly 15,000 colleagues in local, state, and national arenas while evaluating and developing the advancement of GPSS as an organization. She also has five years of teaching experience in the K-8 music setting. Her recent focus has been on increased communication with stakeholders and partners, professional development programming for our constituents, and providing her team with a strategic plan grounded in inclusive, effective, and sustainable processes for the next three years. As a PhD researcher she has carried out a sizable portfolio of qualitative and quantitative studies. These have involved standard and innovative processes within study design, need assessment, data collection, analysis, evaluation, and impact measurement. While my Doctorate is in music education specifically, she has a deep understanding of the practical and theoretical intersections between psychology, sociology, cognition, culture, learning, policy, reform, and student-centered curriculum development in K-12 settings. She loves teaching, and contributing to the success of others within education. Links mentioned in this episode: Connect with Giuliana on Twitter The Smithsonian Folkway website World Music Pedagogy books by Patricia Campbell Find out more about and sign up for the HARMONY membership waitlist here. Head to my website to grab your free music teaching resource. I'd love for you to leave a rating and a review of the podcast on I-tunes, be sure to share the podcast with any music teacher friends who would find it helpful and be sure to tag me on Instagram or Facebook.

We don’t have a main topic today, but we do have a mega crap ton of news, some listener feedback, and a fun contest that could win you $50. So about this news; we’ve got a handful of truck recalls, Canadian ELDs, lots of driverless trucks being ordered, some useful tips for tax time, another reroute around a busted bridge, and yet another safety blitz (yes, really). But hey, all is not lost. We'll also tell you what qualifies as an out-of-service violation when it comes to lights and hours-of-service. This one might surprise you. We’ll even discuss how some of these violations are actual crimes! Whaaaa? We’ll address some myths around the COVID vaccine and if you’re still freaked out, how to clean your truck to reduce your chances of getting it. But hey, at least you won’t die from a truck rollover if this prototype fifth wheel makes it to market! And once again, the powers that be are making truckers unhappy with talks of the new Vehicle Miles Traveled tax, the push for speed limiters and automatic emergency braking, and why DOT physicals still won’t go directly onto your CDL for years to come. Not to mention the courts ruling against lease operators and a survey showing not much faith in the Biden administration. But hey, at least a new FMCSA director has been nominated. So there’s that. And to finish up, we’ll show you how to value your time more, how to extend the life of your DPF filter (yes, I realize that’s redundant), and I’ll tell you about a new addition to the Garmin dēzl™ OTR series of truck GPSs and a new feature they all have. What? I told you there was a lot of news. Did you think I was lying? Oh yeah, I nearly forgot. I'm also giving away this Trace tablet from FleetUp to the first person who emails me at TruckerDump@gmail.com Listen to the podcast version or read the full article and the podcast show notes on AboutTruckDriving.com or search for Trucker Dump in your favorite podcast app. Be sure to check out the 25% off ebook combo pack for Trucking Life and How to Find a Great Truck Driving Job while you're there. This episode of Trucker Dump is sponsored by: Volvo Trucks - Check out the new D13TC engine in the Volvo VNL series. Links mentioned in the news segment: Possible steering issue leads to recall of 18,000 Freightliner trucks from TruckersNews.com Two recalls hit 11K Freightliner, Western Star trucks from OverdriveOnline.com Thousands of International trucks recalled from OverdriveOnline.com Recalls issued for certain International, Mack trucks from OverdriveOnline.com Repairs to I-40 bridge over Mississippi could take 'months, not weeks' from TruckersNews.com Operation Safe Driver Week to Focus on Speeding from TruckingInfo.com With Roadcheck under way, here's a refresher on the OOS violations for lights, hours from OverdriveOnline.com Trucking Law: Some safety violations can turn into misdemeanor or felony convictions from OverdriveOnline.com Paul O. Taylor is managing partner of Truckers Justice Center and has represented truck drivers for over 25 years. He can be reached at 855–943-3518 or at TruckersJusticeCenter.com. IRS' 100% meal deduction does not apply to owner-ops' per-diem deductions from OverdriveOnline.com Partners in Business tip: Have a fixed residence from OverdriveOnline.com Fleet Complete’s BigRoad Officially Submitted for Canadian ELD Certification from FleetComplete.com ATRI puts $20B price tag on vehicle-miles-traveled tax from FreightWaves.com Can taxing trucks on miles traveled work? from FreightWaves.com Speed limiters, automatic braking on NTSB Most Wanted List from FreightWaves.com Smart anti-rollover coupling can jettison the trailer to save truckies from NewAtlas.com Autonomous truck maker says it has nearly 7,000 driverless truck orders from OverdriveOnline.com FMCSA petitions to delay implementation of electronic med cert rule until 2025 from OverdriveOnline.com Debunking truckers’ four favorite myths about COVID-19 vaccines from OverdriveOnline.com Dr. Alexander E. Underwood works at KT Health Clinic near Springfield, MO. He can be reached at 855–943-3518 or email him at mail@kthealthclinic.com. Cleaning truck cabs in the age of COVID from FleetOwner.com Know the value of your time to assess true profit from OverdriveOnline.com Federal court rules California's AB 5 applies to trucking, dealing blow to owner-operator model in state from OverdriveOnline.com California AB 5: Likely next steps, wait-and-see mode, unanswered questions prevail among small fleets, leased operators from OverdriveOnline.com Higher costs, reduced opportunity – worries dominate small fleets' Biden administration outlook from OverdriveOnline.com Biden announces nominee for FMCSA boss from OverdriveOnline.com 3 ways to extend DPF life and keep filters running cleaner from OverdriveOnline.com Garmin adds dēzl OTR500, a compact addition to its line of truck navigators from OverdriveOnline.com TD151: In-Depth Review Of The Garmin dēzl OTR1000 Truck GPS from AboutTruckDriving.com Buy a Garmin dēzl OTR truck GPS using this handy dandy Amazon Affiliate link! Links mentioned in the listener feedback segment: TD74: Doing Dallas from AboutTruckDriving.com TD75: Who's A Trucker? from AboutTruckDriving.com TD76: The Spitting "Christian" Zealot from AboutTruckDriving.com TD80: 'Twas The Night Before Christmas - Trucker Style from AboutTruckDriving.com TD83: A Trucker Visits Carhenge from AboutTruckDriving.com Show info: You can email your comments, suggestions, questions, or insults to TruckerDump@gmail.com Join the Trucker Dump Facebook Group Join the Trucker Dump Slack Group by emailing me at TruckerDump@gmail.com Got a second to Rate and/or Review the podcast on iTunes? Download the intro/outro songs for free! courtesy of Walking On Einstein

“Are we there yet?” Don't make us turn this podcast around! This week, we're swapping travel tales. Come on an all-expenses-paid trip into the past, when Ireland was the arson capital of the world, GPSs constantly screwed us over with their lies, and any traffic ticket could be dismissed if you just flirted hard enough. Email us to say hello or ask for advice at botherus@canibotheryou.com! If you'd like to support us monetarily, you can do that at our Ko-fi! It's celesta, Tim “LA BIBLIA ES VERDAD. LEELA.” Hoof-and-mouth disease (a.k.a. foot-and-mouth) Blarney Castle Blarney Stone Tipping in Ireland (Tim was only partly right) Taylor, TX Ruidoso, NM Neil Patrick Harris “Wind Beneath My Wings" What is a Five & Dime? Santa Fe, NM Texas Capitol The Alamo The Alamo IMAX movie TX capitol ghost stories “Gimme More” Rivercenter Coonskin caps David Bowie Jim Bowie Davy Crockett The Lion King Glengarry Glen Ross (2005) In-N-Out Hollywood Sign Getty Guadalupe Mtns. Nat'l. Park Golden Gate Bridge Mission District Castro Can I Bother You? Instagram Twitter Facebook Bother AJ! YouTube Instagram Facebook Twitter Bother Timothy! timothydaileyvaldes.com Instagram Facebook Twitter --- This episode is sponsored by · Anchor: The easiest way to make a podcast. https://anchor.fm/app --- Send in a voice message: https://anchor.fm/canibotheryou/message

Have you ever wondered why Zane always repeats the middle stuff "for the GPSs"? Finally! The truth comes forward! He spills the beans! Will, on the other hand, spills the beans on what makes a chameleon a bad chameleon. TALKING POINTS: Sounding Smart on Dates Eating in the Parking Lot Cabbage Prank Bad Chameleons Send in Questions: saveyourbaconpodcast@gmail.com Listen to the podcast: https://anchor.fm/saveyourbacon Support Us: https://anchor.fm/saveyourbacon/support --- This episode is sponsored by · Anchor: The easiest way to make a podcast. https://anchor.fm/app --- Send in a voice message: https://anchor.fm/saveyourbacon/message Support this podcast: https://anchor.fm/saveyourbacon/support

Road captains are leaders but rarely winners. They are usually experienced, but not always. They are a link for communication between sports directors and riders and they need to have detailed knowledge of the course, acting almost as human GPSs. Now, with ever more information available to riders and sports directors, there is a greater emphasis on clear communication and quick decision making — and on the role of road captain. In this episode we hear from some road captains and their sports directors, including Mitch Docker, Nikias Arndt, Heinrich Haussler, Sam Bewley, Logan Owen, Tao Geoghegan Hart, Luke Roberts and Dario Cioni. Kilometre 0 by The Cycling Podcast is supported by Hansgrohe showers & taps. Photography courtesy of Gruber Images (https://www.gruberimages.pro) .

Craig is on the WGAN Morning News with Ken and Matt. They talked about the Y2K-like bug that would strike GPS systems on April 6th, the hackable smart alarms, and Craig's stern warning to ditch Windows 7 and upgrade to Windows 10. These and more tech tips, news, and updates visit - CraigPeterson.com --- Related Articles: 'Gps Systems Will Be Struck By Y2k-Like Bug On April 6': Security Expert Says He Will Not Fly On 'Day Zero' After Governments Warn Global Devices Will Reset Due To Calendar Glitch Google Recommends Windows 7 Users To Upgrade To Windows 10 If Possible, As A Kernel Vulnerability Allows For Local Privilege Escalation On The Operating System. No Guns Or Lockpicks Needed To Steal Modern Cars If They're Fitted With Hackable 'Smart' Alarms --- Transcript: Below is a rush transcript of this segment, it might contain errors. Airing date: 03/20/2019 Dangers Of Smart Remotes - GPS Y2K Craig Peterson  0:00 Hey, good morning, everybody. Craig Peterson here again. And I was on this morning being Wednesday with three stations up in Maine, up in Maine's capital city, as well, and I was on with Ken and Matt. We chatted about a few different things. I ask them some questions about demonetizing deplatforming. What are the legal requirements there? And it was kind of interesting because of course Ken is an attorney to find out what's going on. The mom in Arizona with the kids on YouTube. Boy, what a mess that is. We've got representative Nunez who is threatening suit due to something very similar and we've seen this happen a lot so where is this line supposed to be drawn? Kind of interesting we also of course talked a little bit about technology and Matt's problem where Matt had his fob reprogrammed for his car and tied right in to a story this week about the smart alarms and how imminently hackable they are. So here we go. Matt Gagnon1:09 Alright, we are back again on 7:37 on the WGAN Morning News. Wednesday morning and get a matter here. And so is Craig Peterson, our tech guru. He joins us now. Craig, how are you? Craig 1:22 Hello. I'm doing well. I am I'm really interested in what's happened here. You guys have been reporting on this case of the Arizona mother who was abusing their children. And we also have I'm trying to remember who this was, someone in Congress just threatened suit or bringing suit against I think it's Twitter. Matt 1:48 Yeah. You were thinking about Mr. Nunez. Craig 1:48 Yeah, yeah. Exactly. Ken Altshuler  1:51 That's what you call a publicity stunt. Matt  1:52 Yes. He's gonna fail miserably. Craig 1:53 You think so? You think that's what it is? Ken 1:54 Of course. Of course. Matt 1:55 Because he knows he's gonna lose. So what else would it be? Ken  1:51 Public figure. Craig 1:56 Yeah. Well that's a really good point. How about we've got the Hallmark Channel cutting ties with Laurie we know this whole college admissions scandal and stuff. How far can that go ultimately? Because, again, they've got clauses in their contracts on saying that they have to be a good character, Ken 2:21 By the way, I pay nearly half a million dollars for my children to go to college, I don't see what the big deal is. Craig 2:28 In Arizona again, obviously, this woman what she's charged with is just absolutely crazy. But can we have all of these social media platforms and other ways that people are making money and trying to get messages out? Can people be deplatformed at the drop of a hat? And should they be? It's an interesting question. I don't know how far this goes. I've heard Nunez and and his complaints. And I've heard other people, particularly conservatives saying that their messages are being stopped or they've been deplatformed. And we've certainly seen that with Alex Jones and some others who Alex isn't accused of anything illegal. It just being a real jerk, I think is is kind of the bottom line for him. But is it again, interesting territory? I don't know. Ken, had the courts really settled any of this stuff yet? Ken 3:20 I think it's basic libel and slander law. I think if you're a public figure it's virtually impossible to be... Matt 3:22 But as it relates to like deplatforming and stuff like that, that's their company, they can do whatever they want with it. I mean, it's if they want to, they want to ban me for having brown hair or blue eyes. I mean, they could do that. Whenever. And perhaps it's not the wisest thing for them to do. And I think it opens a gigantic door for a competitor that isn't such a, you know, terrible company to actually operate. But you know, they want to do that they could do that. Craig 3:51 Yeah, yeah, I agree on that part. That's certainly the libertarian to me coming out for that. Anyhow, it was interesting, I thought I would ask the experts this morning. Ken 4:00 Well, talking about experts, since you're the expert guru in computers, are we going to have another Y2K thingamajiggy? Craig 4:09 Oh, this this is really weird. This one that hit me a few weeks ago and hit my inbox as it were. And Y2K of course, we have a problem with the rollover from a computer is able to use just a two digit year to figure out the time and elapsed time, you know, where they were just use, like 74, I wrote code that just choose the last two digits of the year back in the you know, in the 70s and and it's been going on for a long time. So everyone was worried what's going to happen when it turns from being able to issues 99 to zero, because they're always lower than 99. But it turns out most businesses had fixed the problems and none of these problems were were anything that would have been really earth shattering if they had to get at least not in most cases. Now we've got a security expert who about two weeks ago out at a security conference in San Francisco said that he's not going to fly on April 6 and the reason for that is that older GPS systems don't have the ability to handle dates past April 6 it's actually a specific time on April 6. But here's the problem the counters in the old GPS systems don't have enough digit so they are going to roll back to zero. And we look at what's happening right now with Boeing's jet, the 737 Max 8 right and that jet airliner. How long ago was that designed? Do you guys know? Matt  5:57 The 737? Craig 6:00 What is it? Is that it? Yeah, the Max 8. Matt 6:01 Yes, Max. Yeah, the 737 Max. I have no idea what it is. No, I can't even begin to claim that I have any idea Craig 6:07 Such a 50 year old design and what's been happening over the years is they've been making a minor changes kind of, you know, few changes of the time. So the whole jet airliner has not had to be retested. So for instance, right now they added this system that people are saying like be the problem could be the problem. Boeing saying it's more along the lines of the pilots weren't trained enough, they only had a few hundred hours of flight time. But inside these airplanes are systems that were designed 50 years ago. And so this expert is saying, Hey, listen, this could be a real problem because the GPSs from 20 years ago, cannot handle the rollover the guy's name is Bill Malik. He's a VP over Trend Micro which is a basically a security company and he's concerned because these GPS systems aren't just to use in things like airports and airplanes although I'm sure in pretty much every case the airplane have been updated, right? I'm I don't have a problem with flying on April 6 personally. But we also have these embedded systems that are used for their clock source for that signal. And they're using everything from traffic control systems through a computer systems. Some of the older ones, the bridges, some of the automatic bridges that we have in Maine, like one going down to New Hampshire that that goes up and down based on what the traffic is on the on the water below. A lot of these systems are based on using clocks from GPSs. So Ken we could have a Y2K type problem with anything with an older embedded GPS in them on April 6. And it does bring up the problem of, again, updating our software, our firmware, our hardware, you know, when was the last time you updated the software in your firewall in the router in your home. This statistics on the more or horrific. People just aren't updating them. So it brings it to light. And yeah, GPS could be a problem. And you might even have it with your car GPS, if you have an old GPS for your car. It might just plain old completely stopped working on April 6. Matt 8:38 And we're talking to Craig Peterson, our tech guru joins who us on Wednesdays at this time to go over what's happening in the world of technology. Craig, I had a little bit of a car issue a while back a couple weeks ago had to get somebody to basically break into my car and reprogram a fob which he was able to do by basically plugging in a little computer to my car. And about 30 seconds later, he had now taken over the entire security system and it was able to start it remotely and basically we had complete and total control over the car by plugging something in. Is my car a little vulnerable to being taken over by surreptitious evil people trying to steal it in some fashion, or maybe perhaps taking it over for other nefarious purposes? Craig 9:25 You know what kind of car I drive, right? Matt 9:29 Yeah, like an old one. Yeah. Craig 9:30 1980 Mercedes diesel okay. There is missing electronics on it. Yeah, actually, you are. And it's yet another reason to lock your car. Because if they get can gain access to that little computer port inside, many of the cars can be totally hacked. Now, the manufacturers are trying to keep that technology kind of secret. But man is it gotten out and it's in the hands of even people that change locks, you know, the fob you talked about. But we've got this week as a British firm. They're called Pentest Partners. And they had heard about some vulnerabilities with some of the smart alarms that people have been putting in their cars. So they did some testing. And they've come out with a warning and they're warning is that they found that the Viper Smart Start alarm Viper Smart Start alarm, which I'm sure many people here have in their cars get is great to start your car get warmed up in the wintertime and get into a nice warm car. But the Viper Smart Alarms as well as product from Pandora where they're making, not Pandora, the radio app that you might be using, but Pandora, the guys that make the smart alarms. Both of them are riddled with flaws. According to the report. That's a direct quote from them. And it turns out that the manufacturers had inadvertently exposed around 3 million cars to theft and users to hijack. Because what they can do is without even having access to that computer port in the car, they're able to get on remotely and do anything that that smart alarm could do and do it to your car. And it turns out even more than you think the smart alarm might be able to do just like with your car Matt where he could get in and do a whole bunch of different things inside your car. These can too and they found they could remotely hack the car that they could then from that car not only unlock it or start the engine but if you're driving down the highway in that car, they could control the accelerator so they could take you for ransom, floor the car have that car going full speed down the turnpike as fast as it could possibly go with you sitting behind the wheel unable to do anything about it you know. Burn outs, your brakes, etc. So there they did a live proof of concept demo, they could do geo-locate the target car using the Viper Smart Start account. Built in functionality. They set off the alarm so that the driver went out to investigate and stopped, activated the cars and mobilizer once it was stationary, remotely unlock the cars doors. They clone the key fob. They issued RS commands from a user's mobile phone. And even worse, they discovered this function in the Viper API that remotely turned off the cars engine. There, these devices can do a whole lot. So check your smart alarm, your smart remote start, see if it's vulnerable, what the vulnerabilities are not all of the vulnerabilities I mentioned are true for both of these alarms. But they have been shown in the past. We've seen Chrysler's be able to be taken over. Remotely driven off the road. But the hacker had to have access to the car first. Now we're seeing that some of these smart alarms have way more access than we thought they did. And could turn out to be very, very dangerous. Ken 13:15 We are talking to Craig Peterson, our tech guru. By the way you can go to https://CraigPeterson.com anytime you want to know anything about technology. Thank you, Mr. Peterson. We'll talk to you on next Wednesday at 7:38. Craig 13:27 Hey, take care. Gentlemen, I want to make one quick warning. Before I go. Google has now issued a warning to everyone to abandon Windows 7 right now. They say there's a major security problem with Windows 7 there. Google is advising you to upgrade to Windows 10. And this is a kernel vulnerability problem. Local privilege escalation something. Ken 13:55 I think I have Windows 7. Matt 13:57 I think I have Mac. Ken 13:58 But I have Windows on my Mac. Matt 14:00 That's old. Craig 14:00 Well, it's true for that too. So if you're still running Windows 7, if this isn't the siren call to upgrade, quote unquote, to Windows 10 do it now. But you might be better off and upgrade to a Mac. That's what I did. Ken 14:14  Yeah. But I have a Mac but have Windows on it. Craig 14:16 Yeah, but you're still gonna have to do it. You're gonna have to upgrade your Windows on your Mac that's living in the VM or the dual boot loader Ken 14:23 That's living in VM. That's where it's living. Craig 14:26 Yeah. Which is good that helps keep it separate but you're gonna have to upgrade it. This is bad, this is really bad. Ken 14:33 Okay, thanks for the warning.  Matt 14:35 Craig Peterson. Thanks a lot. Alright, we are going to take a quick break here are we not? Craig 14:41 Hey everybody. Plan is to be here  tomorrow and Friday as well with my security thing, you know, it's just a security thing. Well, how does it matter, right? So hopefully I'll be able to get those done today and we'll get those out. But it's stories of individuals and companies who have been hacked or who averted a hack, what happened? What they did? And what could have been done better about it?. So if you're enjoying those let me know. me@CraigPeterson.com. --- More stories and tech updates at: www.craigpeterson.com Don't miss an episode from Craig. Subscribe and give us a rating: www.craigpeterson.com/itunes Follow me on Twitter for the latest in tech at: www.twitter.com/craigpeterson For questions, call or text: 855-385-5553

Craig is on with Danny Farrantino once more on the Jim Polito show. They talked about the GPS security flaw that is worse than the Y2K bug which could cause havoc in a lot of computer systems on April 6th.  These and more tech tips, news, and updates visit - CraigPeterson.com --- Related Articles: 'Gps Systems Will Be Struck By Y2k-Like Bug On April 6': Security Expert Says He Will Not Fly On 'Day Zero' After Governments Warn Global Devices Will Reset Due To Calendar Glitch Google Recommends Windows 7 Users To Upgrade To Windows 10 If Possible, As A Kernel Vulnerability Allows For Local Privilege Escalation On The Operating System. No Guns Or Lockpicks Needed To Steal Modern Cars If They're Fitted With Hackable 'Smart' Alarms ---  Transcript: Below is a rush transcript of this segment, it might contain errors. Airing date: 03/19/2019 Major Problems With GPS - Car Security Systems Hackable Craig Peterson: 0:00 Good morning. Craig Peterson here. I was on this morning with the Jim Polito show. It was actually Danny because Jim is on a tour. He is over touring in Italy. He was in Venice yesterday. And he's going on to Ireland. He sounds like he's just having a great time. So Danny and I chatted this morning, and I did some explanations here of GPS, what it is, how it works and how it's going to affect you. I think this is much better explanation than I did last time on the radio. Oh, well. Anyways, here we go with Mr. Danny Farrantino. Danny Farrantino 0:35 Yes, by now. You know what that music means? Time for Tech Talk expert, Craig Peterson. And Craig. GPS systems are going to be struck by a Y2K bug. Come on, this can't be real. Craig 0:48 Hey, good morning, Danny. Yeah, this is a real problem. And most people don't understand what's going on. And this is something I wasn't even aware of just a week and a half, two weeks ago, before I came across this. You know, we've been having these issues with the airplanes, right? And, and the Boeing jet that has been grounded pretty much worldwide. And the reason for that seems to be new software, some new systems and things on board. But you know, how long ago that base airplane was designed, Danny? Danny 1:23 I do not, Craig, know. But I'm sure you do. Craig 1:27 About 60 years old. 6 zero years old. Yeah. And what's been happening. And this is common for airplane manufacturers. But what's been happening is they make small changes to the airplane and they get it approved. So the whole plane doesn't have to be rechecked. And they eventually end up with a situation like today, where it's no longer the pharaohs boat, for those of you from law school, remember that story. But we will get into that right now. But the here's the problem we're looking at today. GPS has been around for many, many decades now. And of course, it works by having satellites up in the air above us and and in in space, and they send a signal down and our GPS units pick it up. Well, that signal is actually a primarily a clock signal. Craig 2:25 Have you ever been ever heard something loud in the distance, like lightning? For instance, right? Danny 2:31  Yep. Craig 2:31 And you see it before you hear it usually, right? What happens with lightning? If you see it and hear it at the same time? How far away is it? Danny 2:42 Pretty, pretty damn close. Craig 2:45 Exactly, you know, the closer it is between seeing it and hearing it, the closer that lightning is. So that's the same basic way that GPS works. All of these satellites are in orbit, they're all in a fixed spot. The software knows exactly where they are. So the satellite identifies itself, and then sends a high precision time code. So satellites that are further away the time code is going to be older than satellites that are closer to you, they're going to have a newer time code. So that's how GPS works. And sitting there listening to those times code and deciding, oh, that satellite is further away than that satellite. And it's so much further based on this real high precision time code. So there you go. There's a geek moment of the morning. But the problem that we're looking at right now is these older devices, including older airplanes, bridge control systems, systems that change traffic from one direction to another direction at a certain time of day, many of those relies heavily on GPS, not to position themselves necessarily, but to get an accurate time. So they will they want to know when 3pm is why not listen to those high precision atomic clock that are being broadcasted all over the world? Danny 4:14   We have one here. Craig 4:16  And you do exactly. Now I have one at my house, do we use them to synchronize all of our computers' clocks. Well, older GPS systems have an overflow problem. I know you mentioned earlier this morning Y2K. And we were very worried about Y2K, because many programmers like myself programming in the 70's and the 60's, we were too worried about whether or not 70 meant 2070 or 1970. We knew that 70 meant that our clock or our timestamp was really 1970. And so we had that two digit year, here comes 2000 that rolls over, there were some problems but it wasn't catastrophic. Well, how about all of these embedded systems, when was the last time you upgraded the firmware in your car? Craig 5:09 When was the last time you updated the firmware in your firewall or your router. And hopefully, you do that pretty frequently. But I can tell you 99% of people never ever touched them. So about two weeks ago, in San Francisco, there was a conference, a security conference, and there was an expert out there saying that he will not fly, he will not get in an airplane on April 6. And the reason for that. And this by the ways of VP over at Trend Micro and Bill Malik is his name. And the reason is because the counters in the older GPS systems are going to overflow on April 6. It is going to reach the end of their counters are going to ramp back to zero. Danny 5:57 So in theory the GPSs might not be set up properly. And you,yeah, I know, it makes sense why you might not want to fly that day. Craig 6:03 Exactly. So there's more than him that just isn't going to fly that day. But this is a warning that was initially issued in April 2018. We have all of these older systems, and then some of them are guaranteed to have problems on April 6th. Hopefully, none of our airplanes do. But this could this could be real catastrophe. He's saying, now Trend Micro, they deal a lot with computer security systems. And, and, you know, maybe, maybe he's trying to get a little bit of news. But I know personally that the GPS systems that were made 20 years ago were very primitive. They're embedded in all kinds of devices. And the risk here is substantially greater than the risk we had with Y2K because the Y2K bug, there were very few systems that could, if they failed, cause people to die. These GPS systems that are embedded could cause people to die. And April 6 is the day. So fingers crossed, the manufacturers and owners of all these systems have taken care of it. Danny 7:10 So that was my next question then. So here's the big question is what's being done to either prevent this, or we just waiting till April 6 and saying waiting to see what happens? Craig 7:20 Well, there are a lot of companies that waited until January 1, 2000, to figure out if anything was going to happen. This time around. I think there's a lot of companies that aren't even aware, including government agencies that aren't even aware that there could be a problem. So there's certainly a lot of companies that have taken care of this already, some government agencies that have but if there is 20 year old hardware out there somewhere and think about military systems. And again, think about airplanes, 20 year old hardware, is it going to have this problem. Commercial airlines, I would expect to all of them have taken care of this problem. They've looked into it, these aren't idiots out there. But when it comes to some of these systems that are sitting in the back corner, just plugging away every day. That's where I'm getting really worried. Craig 8:09 Well, that's it. You have that from Craig. Moving on though, I do want to hit a couple more topics before we have to let you go. The hackable smart alarms turns out, thieves may not even need a key or tools to steal your car from that one. Craig 8:22 Yeah, this goes back again to so many businesses, just not being aware of the security implications of what they're doing. Car security alarm companies for years and decades. I remember buying these things in the 80's right and earlier, they were very simple. And if a switch was thrown, the alarm went off. Nowadays, they're putting APIs, application programming interfaces into their software, and just all kinds of smart technology. And we now have some penetration testing companies, including one over in the UK called Pentest Partners. They've been looking at these smart alarms after they heard about a problem. So they found that the Viper smart alarm and products from Pandora who makes alarms were riddled with all kinds of security flaws. And they found that they could steal a car fitted with any of these affected devices. They could steal them, they could shut off the engine and talking about wrecking havoc, they could cause the cars to go into full throttle mode while they're out on the road. Which means if you want to kill a lot of people and create a lot of havoc, sounds like it's simpler than we would hope. Danny 9:42 There's a lot more than just stealing a car. It's taking complete control of that cars there, Craig. Craig 9:48 Exactly. without doing anything, you know, we had the Chrysler problem where you could hack their entertainment system and take over the whole car, but you had to have physical access to that Chrysler car in order to do it. This doesn't require any physical access to the car. It can all be done remotely.  Danny 10:09 It's certainly scary stuff Craig. Thank God, we have people like you keeping us safe. As always, we have so much stuff here. We never didn't get to somebody wants to hear more. What can they do? Craig 10:18 Well, they can text me and I want to put one more quick warning in. Google's warning, everyone that's using Windows 7 to abandon it immediately. Windows 7. This is a warning out of Google and their security department. They say you need to upgrade to Windows 10 immediately. There is a huge security flaw with Windows 7. But you can text me 855-385-5553. That's 855-385-5553. Danny 10:50 Standard data and messaging rates do apply. Craig, appreciate the time and we'll talk again next week. Craig 10:55 Hey, thanks Danny. Take care. Danny 10:56 As always. Craig Peterson there with some great stuff for us here on a Tuesday morning. Craig 11:03 Hey, everybody. If you enjoy my podcast, make sure you let me know and subscribe. subscriptions is how we move up in the charts. That's how other people find us. So go to  http://CraigPeterson.com/iTunes. That'll take you directly to the 800 pound gorilla, which of course is Apple and you can subscribe right there. You can subscribe on almost anything frankly, I'm out there all over the place. And then once you subscribe. If you think I'm worth five stars, by all means, please put in a five star rating. I'd appreciate it. All right, everybody take care of we'll be back tomorrow from Maine. --- Don't miss any episode from Craig. Visit http://CraigPeterson.com/itunes. Subscribe and give us a rating! Thanks, everyone, for listening and sharing our podcasts. We're really hitting it out of the park. This will be a great year!  More stories and tech updates at: www.craigpeterson.com Don't miss an episode from Craig. Subscribe and give us a rating: www.craigpeterson.com/itunes Follow me on Twitter for the latest in tech at: www.twitter.com/craigpeterson For questions, call or text: 855-385-5553

What's happening, everybody on YouTube? Steve here, Raiken profit, coming to you guys with another video. I'm actually right behind Savers. Saver's is right over here. We got Walmart back here. I actually do quite a bit of sourcing in this area, but in any event, I wanted to make this video, because I want to share with you some cool items that I just recently found, and to the untrained eye, to the average person, I honestly believe that most people will just pass this opportunity up. Click To Watch This Video On YouTube... So I wanted to share with you what I found. It's in the book category, but it's a little different. It's a little unique. It's a little outdated, and I was actually quite surprised that these items that I found and scanned were actually selling for some pretty decent money. Let me share with you what I came across here. I ended up picking up four of these old, outdated roadmaps. Right? These little atlases, and they're pretty old. I mean, they've got to be 10 to 20 years old, and I saw them sitting on the shelf over at Saver's, and I ended up getting these for $1.79 each. And I said, you know what. These things have got to be rare. They got to be hard to come across. Let's just scan them. I scanned a couple of them. One was going for $70. I think this one was with a 1.1 million rank which isn't horrible. This one right here wasn't the best but I don't think there were any FBA offers so I'm probably going to shoot for like $25. It does have a 2.8 million rank so that was quite a bit high. But there was another one in here. I don't know if it was the Cape Cod or Metro Boston Atlas but one of them had a 300,000 rank. It was going for like $60. So one was going for $70, another was $60, another was $25, another one was right around that same ballpark area and I was just quite surprised that people were still buying these. Now that I think about it I know that there are some folks that, maybe they're in their 70s or 80s and they're accustomed to that. They're not used applications and Google maps and GPSs and they grew up with good old maps. Believe it or not there was a day and time when we didn't have GPSs. So that was a cool little find that I came across at Savers, $1.79 each. Should make some decent profit but I just want to make this video and share this little bolo item with you because I almost passed it up. But I thought to myself, this is different. This is unique. Let's just give it a quick scan. I used the Amazon seller app and lo and behold there's some good profit to be made in these items. In terms of the actual brand names on these items, this one's American Map right here. The one that was selling for the most, this Western Connecticut one, I believe the name was Hagstrom right here. You can even see these were only selling for $24.95 back in the day. I'm going to see if there's a date in here. I don't see a date but it's got to be the '90s I'm assuming, but yeah, pretty cool find right there. So if you've ever found one of these old-school roadmaps, these ancient pieces of history let me know. If you ever see them, scan them. I'm not an expert when it comes to those but there were literally four of them sitting on the rack, on the book rack and I scanned them all and they were all selling for decent money. Now the ranks weren't spectacular but you want to know what? If I can get something for $1.79 and wait four or five months to flip it for 25 or 30 bucks, I'll do that all day long especially if there's not many FBA sellers. So yeah. Hopefully you guys are all doing well. Sorry for not making so many videos. I've been super busy, focused on my health. Been doing a great job with the working out and been busy with the different businesses that I've been running but I do want to consistently and continue to make more videos. I've got a lot of cool things planned that I've been working on behind the scenes that I mentioned in ...

Based in Vermont, Stephen Schaub made his first visit to Singapore to exhibit some of his work at X Edition, part of the GPSS photo art fair at the Regent Hotel.

Bem vindos de volta a Desleituras, o podcast com áudio-contos de autores cujas histórias vêm de labirintos perdidos e lugares assustadores. Em nosso trigésimo quarto episódio, faremos a narração do conto Perdido, do autor, guitarrista e podcaster Dan Endo, do Japão. Joguem fora seus mapas, GPSs e referências, que eles de nada servirão neste episódio, e vamos embarcar num conto talvez sem retorno, passando por lugares que vocês provavelmente não gostariam de visita. Provavelmente, claro.

Bem vindos de volta a Desleituras, o podcast com áudio-contos de autores cujas histórias vêm de labirintos perdidos e lugares assustadores. Em nosso trigésimo quarto episódio, faremos a narração do conto Perdido, do autor, guitarrista e podcaster Dan Endo, do Japão. Joguem fora seus mapas, GPSs e referências, que eles de nada servirão neste episódio, e vamos embarcar num conto talvez sem retorno, passando por lugares que vocês provavelmente não gostariam de visita. Provavelmente, claro.

How do you find a good coach? We've all done courses that have been a waste of time, money and energy. Yet, finding a great coach isn't easy, is it? There doesn't seem to be any way to know in advance how good (or bad) a coach will be. Or is there? There are a few benchmarks that make the difference between average and special coaches. And strangely, your first point of due diligence is located right on the sales page in the testimonial section. In this episode Sean talks about Factor 1: Look for the “End Point” in the testimonials Factor 2: Why you need to focus on the next play Factor 3: The Rollercoaster Design Training System Read it online: Unusual Methods to Find Outstanding Coaches ------- I wanted 200 gm of coffee. The Russian behind the counter was only willing to sell me 50 gm. My idea of a great coffee, was instant coffee, Nescafé to be precise. At which point I was introduced to New Zealand's amazing coffee culture. To improve my coffee taste buds, I first  moved to a slightly fancier brand; a Dutch barista-style coffee called Moccona. It consisted of coffee granules in a reasonably sized jar. However, that wasn't enough. My journey to becoming a coffee-snob involved buying a pack of pre-roasted coffee called Gravity. Shortly after, I ran into the Russian. The Russian ran a boutique roasting company not far from my house When I needed coffee, I'd go over and order about 200 gm (about 7 ounces). Until the day he decided not to sell me that quantity. He was only willing to sell me 50 grams (about 2 ounces). “You live close by,” he said. “What's the point of buying coffee and letting it oxidise for the whole week? When you're out of coffee, you come back and take the next 50 gm.” A good coach is like my Russian coffee “dealer”. Good coaches know that you can't consume massive amounts at one go, and so they slow you down so that you get a far deeper, richer experience. Over the years, I've had the luxury of having good coaches. Coaches that take speed up your progress. And there are also the bad coaches, who in their own way, teach you what good coaching is all about. In this series, we'll take a look at how you pick a good coach that moves you forward on the journey from a “Nescafé” to a delicious “brew of excellent coffee”. In this series, we'll cover three factors that will help you spot good coaches. Factor 1: Look for the “End Point” in the testimonials Factor 2: Focus on the next play Factor 3: Rollercoaster design Factor 1: Look for the “End Point” in the testimonials If the sky is filled with cirrus clouds, what will the next 24 hours bring? Cirrus clouds are those feather-like clouds you see high up in the sky. In fact they're so high up at 20,000 feet that they're composed exclusively of ice-crystals. But here's an interesting fact: if you see a sky filled with cirrus clouds, you'll get rain and cooler, if not cold weather within the following 24 hours. What's fascinating about this fact is that almost all of us have seen those fairy-like cirrus clouds, because they can cover up to 30% of the Earth's atmosphere at a time. Even so, we've missed the obvious—that rain and cold soon follows. Missing the obvious is something we tend to do a lot when trying to find the right coach—or even the right course to attend—online or offline. And that obvious fact is in the most obvious place of all, in the testimonials. Almost every coach or coaching system will have testimonials, and it's through scanning the testimonials that you're likely to find a lot of incredibly valuable information. But what does a mere testimonial reveal? Here are just some of the things you should look out for in the testimonials. Let's say you joined a class to learn to make sushi. When you finish the class, what would you expect to be able to do? Silly question, isn't it? Almost all of us would “want to make sushi”. That's why we joined the class, and that would be the end point, wouldn't it? Which means that as you scanned through the testimonials, you should see row upon row of words talking about how the attendees were able to make flawless sushi. In fact, we'd be a little concerned if we didn't see testimonials with a clear end result. Yet when we sign up for courses, we don't bother to check the fine print of the testimonials Let's say the course makes some bombastic claim like how you can treble your client list in 60 days. Now we know what to look for in the testimonials, don't we? The testimonials should talk about how everyone (yes, everyone) saw a 300% jump in client growth. Instead, you rarely see any talk about 300% growth. Most of the testimonials seem to talk about the amazing quality of the videos, about the stunning modules in the course or how the person conducting the course is a great teacher. Almost none of the clients talk about the fact that their list numbers have gone up 300% or more. And if such a testimonial does sneak in, it's probably just one of the many testimonials that seem to say little or nothing. The reality is that every client should reach a clear “End Point” If you're about to sign up with a coach, your goal is not vague, is it? Which is why if you run into a coaching program, whether it be offline or online, ask to see the testimonials or reviews. Peer carefully through them and you'll find the first clue to locating a coach that's focused on results instead of just another barrage of information and blah-blah. But that's just one of the points to look for, in a good coach. The second is “the focus on the next play”. What's the next play all about? Factor 2: Focusing on the “next play” Think of a GPS for a moment and you'll get an idea of how a coach tends to work. A GPS knows your starting point, and knows where you need to go. Yet, at all times, the GPS is tracking where you are. It's focused on your current situation and the the traffic that's building up or easing around you. Good coaches are like walking-talking GPSs themselves They are focused on the next turn, not something that is going to come down the road. They have that end point in mind, but right now the only thing that matters is the next left or right turn; the next play. One of my earliest coaches in New Zealand was Doug Hitchcock Doug was a coach who focused on the next play. He got me to do my goal setting and I wrote down half a million goals. Doug was the one who pulled me back and got me to get the tiny bit done, then the next and the next. “Keep to just three goals”, he'd say and then he'd get me to work on the first one. This concept of focusing on the next play is what I use today almost 17 years later. When I write an article, it's not about the article, it's about the stages of the article. First the idea, then the outline, bit by bit, play by play. When I look at projects that I haven't finished, it's because I didn't pay attention to Doug—and every brilliant coach's simple advice—focus on the next play. When looking for a coach look for someone who has a GPS-like functionality And to be like a GPS, that coach can't have too many clients. If you're considering a course where you can't see the number of likely participants, you're probably signing up for just another dose of information. A good coach is likely to have a fixed number of clients, not an endless number. You can't watch the next play of a client if you have 500, 200 or even 50 clients. That's just too much activity for a coach to handle and it's almost certain that many clients will simply slip through the net and not do as well as they hoped to do so. There's a difference between a rally and true coaching You wouldn't send your kid to a class with 200 other students—let alone 50 students. So why sign up for a coaching program like that yourself? If your goal is to hide among the other students, then it's a good strategy. However, if you want to dramatically move forward, find yourself a coach who can help you focus on your very next move. In my early twenties, a good friend of mine taught me to do the dance called the “jive” I wanted desperately to go out and dance well. My parents are great dancers, but that wasn't helping me at all on the dance floor. So great was my desperation that I joined a dance class, but I was just one of many at the class. Many sessions and months later I was no better than before. I have come to realise that the same story plays itself out for the all the classes where I failed. Whether it’s photography classes, the Spanish class, watercolours—pretty much every class where I hadn't learned skills was simply because I didn’t do my due diligence. In every situation, I was crammed in with others and the only goal of the coach was to get to the “End Point”. In every situation, the end point wasn't a clearly defined scenario, but merely a point where the class term ended. It's not like no attention was given to us at all, but it's impossible for a trainer to do what Doug Hitchcock did. Or to get the same level of support that Phelps got from Bob Bowman. Like a GPS, every turn is just as important as the final destination. And good coaches, pay close attention to these points. Even so, a great coach has one more trick up his or her sleeve. It's the system of “rollercoaster design”. Factor 3: Rollercoaster Design of Training My first tour of New York was done at a screaming pace. I was with my friend, Mark Levy, Author of “Accidental Genius”. Mark is a great guy, but he also wanted to make sure I didn't miss anything in New York. We set out early that morning from New Jersey and went through New York at breakneck speed. I guess I remember the day so very clearly even though it was back in 2004 because it was all go-go-go. A frenzied tour through a city, with no stops, is sometimes the way to go when you want to see all the sights and have little time. However, when you're looking for a coach, one of the main factors to watch for is what can be called the “roller coaster” learning design. So what is the roller coaster design? Even if you've never been on a roller coaster, you know somewhat how it operates. It sets off gingerly, then takes you up slowly and then throws you into a few screaming loops. What's important in roller coaster design is that there's a time to scream and a time to get your breath back. A coach should have “rollercoaster” modules in place when designing a training regime as well. Almost any skill acquisition will have really tough sections Which is why a coach must draw out the sequence of the course in advance. The coach or trainer must intersperse tough tasks throughout the training, but always go back to the easy wins. That way the person being coached doesn't feel like they're on the scream machine all the time. Too much screaming is terrible for learning, but then so is too easy learning. If there isn't a scream session, the roller coaster is not much of a roller coaster. And while not one of us wants to battle it out through a course, there are going to be tougher sections in any sort of training. Sections the coach needs to figure out well in advance. But it's not enough to have the roller coaster alone The training system needs to have some sort of breathing space as well. Let's say you're learning to write articles. The course may start out nice and easy but then run into some difficult concept. Concepts that may need more time, understanding and practice. Is there any leeway in the system or does the coach just barrel through? Is there room for an additional amount of practice? Can the coach take the participants on a detour for a while before getting back to the syllabus again? Most training rarely has any breathing space. Instead, it's just like the NY tour. The coach takes the clients at breakneck speed across from one point to another. And this need for getting mindlessly to the other point has real ramifications You find that people drop out at a high rate simply because they can't cope with the intensity. However, the impact has far greater implications than just dropping out of a course or training. If you drop out of enough Spanish classes, for example, you tend to get the erroneous idea that you were never meant to learn Spanish. Which is when the “give up” sign flashes madly in your rearview mirror. Granted, just putting in the roller coaster design isn't going to solve every problem. Clients can still go off track for many reasons, but having breathing space in terms of “easy assignments” as well as just “breathing space” to catch up, is critical. Which brings us to a crucial juncture about how to do our investigations about coaches It's easy enough to look at the testimonials for any coach. Almost every website will tend to have a string of testimonials that allow you to do your own due diligence. A quick look through the testimonials will clearly tell you whether there's an end point in place. But how do you find out about whether the coach has a next play or some sort of roller coaster design in place? Unfortunately, there's only one way to tell, and that way is to call or email some of the people who you see in the list of testimonials. The best way would be to e-mail them first, then get on the call and ask questions about how the course is conducted. Remember that what works for them won't necessarily work for you. If they became rich, famous or acquired skill, it doesn't mean you'll be bestowed with the same shower of goodness. Which is why you should stick to the questions that involve the structure of the training. The structure is what shows you whether this is just a random run of endless information from start to finish, or instead, a well-thought out, well-executed course. Finding a coach isn't easy. Finding a great coach is a lot harder. However, in a rush to grow our business or improve our skill, it's easy to avoid doing the appropriate amount of due diligence. Or we may simply not know what to look for in a good coach. Many elements mark a good coach, but the easiest way of all is to get to the website and look for the testimonials. Then once you're there, read between the lines and the story of the coach will reveal itself to you. One more thing: don't be afraid to bail out I once went for a community college photography class. No, I didn't do any due diligence. I figured it was just $200 or so for the tuition and I failed to do my homework. In the first session itself, the trainer went off on a tangent. He talked endlessly about his family, and we learned almost nothing about photography. I didn't go back again. My brother in law also signed up for the course with me. There wasn't any way to get a refund, so he continued to go for the rest of the sessions As it turned out, they were all a waste of time. Trainers tend to show their colours very early. Sloppy coaches are sloppy right from the very start. It's a good idea to bail out very quickly and to spend the time doing something else. Even with all the due diligence, you can make an error of judgment. However, once you've figured out your mistake, get out there quickly and use the time to learn something more constructive instead. Next Step: Have a look at—Good to Great: How To Take Your Small Business To Greatness    

Podcast Show Notes - Ep 2 After the News, I give my review of my flight in a 2017 Cirrus SR22 G6, which uses the Perspective+ glass cockpit. Here's a list of some features from that review. For full details, or if you're trying to decide between buying a new or used Cirrus, contact me and I can give you some guidance on the tradeoffs. For anyone interested in eventually buying the SF50 Cirrus jet, you may want to start your training in a 2017 Cirrus SR22 G6, since it has virtually the same cockpit! Most of the features differences I discuss about the 2017 Cirrus SR22 G6 are related to differences between the Perspective and Perspective+ avionics. But there are some external differences. For example, the Cirrus has keyless entry, so you can unlock it with a key fob. When you do, the new light tubes which wrap around the length of the wing tips illuminate. The lights stay on until you climb above 300 feet, when they switch to a pulsating "wig-wag" functionality, which greatly enhances the plane's visibility to other pilots. Some of the 2017 Cirrus SR22 G6 features you'll find inside include: Cell phone storage pocket on front of pilot seat. Optional automatic yaw damper turns on at 200 feet and off at 300 feet Weight & Balance page lets you enter weights, fuel, TKS, baggage, & plots position on graph. QWERTY keyboard makes it easier to enter flight planes At shutdown, flight plan saved and transponder set to 1200 Can load a Visual Approach to any runway using the PROC key Choice of Straight in, which takes you to a 5.1 mile final Or Vectors, which provides a curved path to a 1.4 mile final Visual approach also calculates a descent profile to fly Option to display sectionals, IFR high, or IFR low en route charts on MFD You can transfer flight plans between the airplane and an iPad or smartphone On Traffic Page, turn knob to sequentially view info for each aircraft Some of the new 2017 Cirrus SR22 G6 features on the PFD include: Can displays maps in HSI on PFD Coms – displays name of facility you’re talking to Aircraft Callsign displayed on PFD near Coms SurfaceWatch displays description of where you are located on ground Groundspeed displayed next to TAS at bottom of Airspeed tapeCirrus says the Perspective+ has ten (10x) times faster processing speed than prior Cirrus Perspective® avionics. I found no delays in using the displays. If you're interested in the new 2017 SR20, it has a power upgrade to a Lycoming IO-390 engine with 215hp! And it comes with a useful load increase up to 150lbs more. It also has the same wingtip lights and Perspective+ found in the 2017 Cirrus SR22 G6. General Aviation News ForeFlight Glide Advisor™️ helps you to quickly assess your landing options in case you ever lose engine power in flight. Using terrain, GPS data, and your aircraft’s best glide speed and ratio, ForeFlight shapes a glide range ring around your own ship icon on the moving map display. When Garmin released its NXi upgrade of the G1000 integrated flight deck in January, it also announced the new visual approach feature, and that has now been added to the GTN 650/750 touchscreen GPS/com/navigators. The visual approach guidance feature adds a new visual approach in the procedure menu, and it provides advisory vertical guidance “based on a published glide path angle or a three-degree glideslope from the threshold of the runway, while considering terrain and obstacle clearance,” according to Garmin. The procedure is designed to help pilots fly a stabilized approach. If the pilot hasn’t already selected the visual approach when nearing a destination airport with a flight plan loaded, the GTN automatically provides a short cut to load and activate the visual approach when the aircraft is within five miles of the airport. The Garmin G5 is a low cost, drop in replacement for attitude indicator and/or a directional gyro. It will be soon be available for certificated aircraft. The TruTrak autopilot will also soon be available for certificated aircraft. Aspen Avionics is offering a $1000 discount in April only on the VFR version of their PFD. UAvionics, introduced four new ADS-B products. And there's a new dual band ADS-B receiver from Dynon for LSA and experimental aircraft. In LSA news, the Viper SD-4 light sport aircraft was introduced at Sun n Fun. Belite introduces the low cost Chipper kit aircraft. In Privatization news, American Airlines CEO Doug Baker argues that airline trips have increased a half hour since 1979 and it attributes that to ATC delays. Max Trescott puts that myth to rest; in 1979, the airlines were flying 727s and 747s that were faster than any of today airliners. Also, airlines weren't padding their schedules so that they could improve their on-time performance reports now compiled by the Commerce Department. Also, members of the Trump administration are visiting Canada this week to see their privatized ATC system. In International news, the new electric Volta helicopter will give a demonstration flight at AERO 2017 in Friendrichshafhaven, Germany. It recently hovered for 15 minutes. And REMOS AG, has delivered the first production line copy of a GXiS that conforms to German Ultralight standards. The aircraft, registered as D-MIDA, expands the fleet of a flight school operation known as UTC, based in Schoenberg (EDPK), Bavaria. Once again, a California flight school, this time in Fresno, is closing its doors, and foreign students from Taiwan and other countries, who've paid as much as $58,000 to attend, may be out their money. NEVER pay a flight school more than 10-20% in advance, even if they offer you a discount. Drunk pilots in the news. A drunk pilot headed to San Diego overflew his destination by 70 miles and landed his Cherokee in a parking lot. And an airline pilot who passed out in the cockpit of an airline in Canada is sentenced to 8 months in prison. Harrison Ford has his day in court. After remedial flight training, his incident in which he landed on a taxiway at the John Wayne Airport is now behind him. Listener Question An air traffic controller asks "Is LPV the most accurate and is it considered a precision approach. Do you prefer ILS or RNAV?" Max tells him the LPV is the low minimums to which you can fly an RNAV (GPS) approach, and while it's almost exactly like a precision approach, it doesn't meet the international definition for a precision approach. Max prefers the to fly an LPV approach, though flying an ILS is easier for pilots who aren't expert at using their GPSs!

Kim YoungOk저는 길치입니다. I am directionally challenged. 길 선배님을 만나러 가던 길에 지금 같은 내비게이션만 있었어도If only there were GPSs back then when I was on my way to meet him똑바로 잘 찾아갔을텐데. Then I wouldn’t have gotten lost.

Kim YoungOk저는 길치입니다. I am directionally challenged. 길 선배님을 만나러 가던 길에 지금 같은 내비게이션만 있었어도If only there were GPSs back then when I was on my way to meet him똑바로 잘 찾아갔을텐데. Then I wouldn’t have gotten lost.

Kim YoungOk저는 길치입니다. I am directionally challenged. 길 선배님을 만나러 가던 길에 지금 같은 내비게이션만 있었어도If only there were GPSs back then when I was on my way to meet him똑바로 잘 찾아갔을텐데. Then I wouldn’t have gotten lost.

Kim YoungOk저는 길치입니다. I am directionally challenged. 길 선배님을 만나러 가던 길에 지금 같은 내비게이션만 있었어도If only there were GPSs back then when I was on my way to meet him똑바로 잘 찾아갔을텐데. Then I wouldn’t have gotten lost.

Kim YoungOk저는 길치입니다. I am directionally challenged. 길 선배님을 만나러 가던 길에 지금 같은 내비게이션만 있었어도If only there were GPSs back then when I was on my way to meet him똑바로 잘 찾아갔을텐데. Then I wouldn’t have gotten lost.

The Apple Watch promises new functionality from a smartwatch. John dissects the detail behind the power demands of wristwatches, screen types, movement types, GPSs, super-capacitors, batteries and why the Taptic engine could be a big deal.

This month has been full of great experiences from interviewing two of our listeners to eating many lobster dinners in the RV. A week on Cape Cod in the off season was a great way to introduce us to the best of New England via some great beaches, scenic campgrounds, bike paths, good eateries, and new friends. This is RVing at it best. Leaving was hard, but we headed up the Maine coast to see some of the picturesque fishing harbors for which this state is famous. Boothbay was one of the most interesting but we found many smaller towns full of fishing boats just waiting to be photographed. With the trees beginning to change, we headed off to NH and Lake George (NY). Unfortunately the weather has not held out so our enjoyment has been diminished as the rain falls. The POI (point of interest) file that I purchased for my GPS last month did not pan out. This file for a cost of $49, was supposed to give our GPS new power by installing a huge number of new searchable points of reference like campgrounds, state parks, and similar RV related destinations. The company could not deliver the product to me without a great deal of aggravation (who ever heard of a 24 hour download window that expired two hours after notification?) so I use an alternative source for this info, POI-factory. com. This website posts POI files (usable in most GPSs with a USB port or connection) created by fellow GPS users. These files are a free download and can be combined into a very useful set of additional POIs for your GPS. As an example, I downloaded Superwalmarts, Flying Js, State Parks, NH covered bridges and many others. Downloads are quick and transfer to the GPS is even faster. Once in the GPS, using the search function makes them accessible. We also tried casino camping this month. Free is always a nice way to camp as long as you are self contained. The casino camper website provides lots of info and useful tips and a database of casino that welcome RVers. Our casino camping proved to be not only economical but scenic to boot. We always wondered how it is to start off on an RV lifestyle without any experience. Our interview with listeners Geoff and Ellyn give us some insight into their decision to sell the house and belongings, buy an RV and head out on the road. I am sure that you'll be interested in their decision making process and can do spirit as they move into their RV. UPDATE: It looks like their house has sold so they plan to be full timers by October 1st. Great news and good luck. As full timers you'd probably don't have to winterize the RV, but the rest of us in colder climates have to shut down the RV during cold weather (at least for a few months). We share our winterizing procedures and techniques with you during this October episode. Last major topic this month is my purchase of a new hand held GPS. Geoff showed me a cool feature of his hand held GPS, its ability to create tracks. Tracks map your movements on a map for later download. Put the GPS in your pocket and it follows you on your sight seeing for the day. Not only didn't my old GPS not do tracks, but it needed a full view of the sky to read the satellites. My new Garmin Oregon 300 tracks us almost everywhere - even indoors. Amazing. Once you have the tracks, your digital photos can be tied to a specific location using the GPS info. Digital photos have a data record called metadata where all sorts of info about the photo is kept - and a blank space for GPS coordinates. Unfortunately, most cameras do not have a built in GPS so this data is missing - until now. Once the track is downloaded, it can be easily synced with your photos AND plotted on a Google map.