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Max talks about common gotchas with RNAV GPS approaches, especially when using vectors to final (VTF). The conversation picks up where Episode 383 left off, with listeners asking how vectors to final (VTF) influences glidepath capture on WAAS approaches. He explains that under normal circumstances—flying the approach via own navigation from an initial approach fix (IAF)—the GPS glidepath doesn't turn magenta or allow autopilot coupling until the FAF becomes the active waypoint. The magenta color indicates that the GPS receiver has completed a signal quality evaluation, verifying that the WAAS signal is good enough for LPV minimums. Until this point, the glidepath indicator remains a hollow white diamond, and the autopilot will not descend. However, activating VTF triggers this signal check immediately, regardless of the aircraft's location. If the aircraft's track is within approximately 100–110° of the final approach course, the glidepath indicator turns magenta and autopilot coupling becomes possible—even miles from the airport. This can be risky if the aircraft is outside the protected segment of the published procedure, especially in mountainous terrain where blindly following the glidepath can be hazardous. Max notes that activating VTF early, particularly from a downwind leg, may display the “SUSP” annunciator. He urges pilots not to press the SUSP button in this scenario, as it can inadvertently sequence legs inappropriately or disable the approach altogether. The SUSP annunciator will clear automatically during the final base-to-final turn, provided it's within 45° of the final approach course. The episode then shifts to a common gotcha with ILS and RNAV approaches when being vectored in close. If a controller brings an aircraft in at an altitude that puts it above the glidepath—and the vertical deviation indicator centers before the lateral CDI centers—the autopilot will capture lateral guidance but not vertical guidance. Max describes this firsthand from a recent Vision Jet flight into Orange County, where his awareness helped avoid a missed capture. If the autopilot fails to capture the glidepath due to this timing issue, pilots must use vertical speed (VS) mode to manually descend and re-intercept it. Responding to listener Matt's question, Max discusses the use of VNAV (Vertical Navigation) mode as another way to descend to the glidepath for early coupling. He clarifies that while VNAV is a separate topic, it's related because it can assist with managing step-down altitudes more precisely. If VNAV is properly configured—usually in conjunction with the APPR key—it can manage the descent and transition into the glidepath at the FAF. However, Max warns of several pitfalls: pilots often forget to dial in a lower altitude, which prevents descent; older G1000 systems may ignore VNAV commands if the top of descent (TOD) is more than five minutes away; and using VNAV may not align with ATC altitude restrictions. He concludes that while VNAV has become more reliable due to Garmin software improvements, it introduces complexity and requires careful verification of ATC clearances and altitude settings. If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon. 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 DOT Begins Search for Lead Contractor in ATC Overhaul GAMI G100UL not universal enough to replace avgas in California Beta Makes First Electric Flight into New York's JFK Airport Spatial disorientation: GA's deadliest threat Model injured during photo shoot with Aviat pilot Pilot loses control on landing when feet get stuck on rudder North Pole man accused of flying while intoxicated Mentioned on the Show Buy Max Trescott's G3000 Book Call 800-247-6553 Lightspeed Delta Zulu Headset Giveaway Video of the Week: Canopies Open during A-26 Intruder Flight NTSB News Talk Podcast UAV News Talk Podcast Rotary Wing Show Podcast 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.
Max Trescott examines the tragic crash of a Citation S550, N666DS, in San Diego during an attempted RNAV (GPS) 28R approach to Montgomery Field at approximately 3:46 AM. After departing Teterboro, NJ, and making a fuel stop at Wichita's Jabara Field, the pilot continued westbound overnight. After refueling, the flight continued to San Diego, where the Montgomery Field AWOS was inoperative, and weather was marginal. The pilot requested weather at nearby airports. The aircraft correctly crossed the final approach fix PENYY at 2500 feet but then flew below the glide path and failed to stabilize. Speeds decreased from 200 knots to 124 knots on final, increasing workload and destabilizing the descent. Flight path data suggests the pilot may have flown the approach as if it were a non-precision LNAV approach, mistakenly observing step-downs like the PALOS fix, which applies only to LNAV. Two level-offs occurred—one around 1300–1400 feet, then again at 500 feet—further evidence of a step-down approach profile, inconsistent with a stabilized LPV descent. Ultimately, the jet was 173 feet below LPV minimums and 440 feet below LNAV minimums when it leveled at 500 feet before crashing. The autopilot appeared to be disengaged near the end, with irregular lateral path and a brief climb after leveling at 500 feet. Fatigue may have played a significant role, as the pilot had been flying for over 7.5 hours and the crash occurred at 3:45 AM Pacific (6:45 AM Eastern), squarely in the circadian low period when alertness suffers. Max points out that older aircraft like this 40-year-old Citation often have non-intuitive or limited autopilot functionality for RNAV approaches. Social media commenters speculated the aircraft may have had either a non-WAAS FMS providing limited vertical guidance, or a Jet Tech STC'd Garmin 750 setup requiring autopilot workarounds. Either case complicates RNAV approach execution—especially when the pilot is tired. Given the ILS 28R approach was available and offered the same minimums, Max questions why the pilot didn't choose it. Even older autopilots generally handle ILS approaches more reliably than LPV. He concludes that while RNAV approaches are preferred in modern aircraft, an older jet with dated avionics at night, may warrant choosing the simpler, more robust ILS option. Max reiterates a fundamental safety takeaway: Always tailor your approach to the aircraft and situation. What works best in a G1000 or G3000 might not be safe in a 1980s-era Citation. And never underestimate the risks of fatigue, especially during early morning hours. If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon. 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. Mentioned on the Show Buy Max Trescott's G3000 Book Call 800-247-6553 Lightspeed Delta Zulu Headset Giveaway 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.
Max tackles a common frustration among pilots: why RNAV (GPS) glide paths sometimes fail to couple with the autopilot. A recent Facebook post from a pilot flying a Cirrus SR22T triggered the discussion, as the poster encountered exactly this problem during an LPV approach, mistakenly attributing it to an expired database. Max explains that the real culprit was a fundamental misunderstanding of RNAV approach procedures. Unlike an ILS glide slope, which is a physical radio beam transmitted from ground equipment, an RNAV glide path is a computed construct generated by the aircraft's GPS navigator. It only becomes “real” for the autopilot to couple to when flown properly, following all step-down altitudes as published. A key indicator is the glide path diamond: it remains hollow and white until the aircraft crosses the fix before the Final Approach Fix (FAF), at which point it turns solid magenta, signaling that the autopilot can engage. Max emphasizes that this behavior contrasts with ILS approaches, where pilots sometimes get away with intercepting the glide slope from above. Doing so on RNAV approaches, however, won't work because the computed glide path isn't extended infinitely; it's activated only within a defined segment of the approach. To verify this, Max conducted simulator flights on multiple RNAV approaches. He discovered a consistent pattern: the glide path diamond always turned magenta while crossing the fix immediately before the FAF—not at a set distance before or after a particular waypoint. This nuance is crucial for ensuring autopilot capture and a stabilized approach. Drawing a parallel to AIM 5-4-5b, Max reinforces that both ILS and RNAV approaches are designed to be intercepted at specific altitudes. Deviating from these procedures risks automation surprises, or worse, capturing false glide slopes in the case of ILS. He recalls the Air India Express Flight 812 crash as a tragic example of why proper interception altitudes matter. The key takeaway is a simple formula for reliably flying RNAV approaches: descend to each step-down fix altitude, and ensure you're at the target altitude when crossing the fix before the FAF. When done correctly, the glide path diamond will turn magenta, allowing the autopilot to capture it and guide the descent. Max's detailed breakdown underscores why relying on social media for technical advice can be misleading. Instead, pilots should seek information from authoritative sources and understand the underlying principles behind automation behavior. By following published procedures and recognizing cues like the hollow versus solid glide path diamond, pilots can avoid surprises and maintain safe, stable approaches. If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon. 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 ForeFlight integrates FAA weather cameras FAA Lifts Some Restrictions on Experimental Aircraft Duffy Will Allow Air Traffic Controllers to Work Past 56 ATC ‘hotline' between Pentagon and Reagan Washington National Airport broken since 2022 Pilot seriously injured when he forgets to remove wheel chocks Overrun Accident Traced to Pilot Fatigue, Other Factors Pilot Sentenced Over Threat to Kill Prospective Employer Mentioned on the Show Buy Max Trescott's G3000 Book Call 800-247-6553 Lightspeed Delta Zulu Headset Giveaway Video of the Week: Garmin AutoLand in SR22/G7 Tom Turner's Flying Lessons Weekly 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.
Studijā Eiropas Parlamenta deputāti Nils Ušakovs (“Saskaņa”) un Vilis Krištopans (LPV).
Richard joins Janet and Macca live on-air. Recap World AIDS Day – Minister of Health's engagement and tangible outcomes for LPV. Look ahead to 2025 Delivery of the Multicultural Engagement... LEARN MORE The post Saturday, 14th, December, 2024: Richard Keane, Living Positive, HIV-AIDS and Health Update appeared first on Saturday Magazine.
Studijā Saeimas Sociālo un darba lietu komisijas vadītājs Andris Bērziņš (ZZS) un Saeimas Sociālo un darba lietu komisijas deputāte Ramona Petraviča (LPV).
Diskusija pēc Eiropas Parlamenta vēlēšanām, kurā piedalās jaunievēlētie un pārvēlētie deputāti. Dalībnieki: Sandra Kalniete (JV) Reinis Pozņaks (AS) Ivars Ijabs (LA) Roberts Zīle (NA) Rihards Kols (NA) Mārtiņš Staķis (P) Vilis Krištopans (LPV)
HIV impacts people regardless of race, sexuality, or gender. With ¼ of people in Australia with at least one parent born overseas, or from other countries themselves - our communities are diverse. In Victoria, HIV impacts the lives of people from all cultures, and so providing information and services tailored to individual cultural and linguistic needs is vital. Michael talks to Jen Johnson, Program Manager at Living Positive Victoria about supporting our communities living with HIV who speak a language other than English through various multilingual resources and projects. Thank you so much to Beau Newham, the project lead on Translating the Facts for bringing these resources to life for our community. Resources Translating the Facts available in Arabic, Burmese, Simplified Chinese, Portuguese, Spanish, Thai, and Vietnamese Planet Positive GOES NORTH for Winter, LPV's social event at the Thornbury Bowls Club for people living with HIV, their families, and friends 2024 International AIDS Candlelight Memorial, May 19 at the Library at the Dock * This episode originally aired Thursday, May 2 2024 on JOY * Check out our other JOY Podcasts for more on LGBTIQ+ health & wellbeing. If there's something you'd like us to explore on the show, send through ideas or questions at wellwellwell@joy.org.au Find out more about LGBTIQ+ services and events in Victoria at Thorne Harbour Health and in South Australia at SAMESH. This episode was recorded on the lands of the Yalukut Weelam clan of the Boon Wurrung peoples. We pay our respects to their elders, past, present and emerging, and acknowledge that sovereignty was never ceded.
Macca and Paul are live in the studio with, Richard Keane, CEO Living Positive. LPV is staging the annual International AIDS Candlelight Memorial on 19 May and Richard would like... LEARN MORE The post Saturday, 27th April, 2024: Richard Keane, CEO Living Positive appeared first on Saturday Magazine.
Studijā Saeimas Sociālo un darba lietu komisijas vadītājs Andris Bērziņš (ZZS), Saeimas Sociālo un darba lietu komisijas deputāte Ramona Petraviča (LPV) un Latvijas Alkohola nozares asociācijas izpilddirektors Dāvis Vītols.
LPV er på tur til Gøteborg og får testet Volvos nye AERO-modeller. Etter en dag med kjøring får Jan Erik muligheten til å slå seg ned og ta en prat med produktsjef Thomas og PR-sjef Tobias.Se filmer og hør podcast på vår webside : www.livetpaveien.noFølg oss på Facebook
Largo Physical Vanadium CEO Paul Vollant discussed the company's growth and future plans in an interview with Steve Darling from Proactive. Largo Physical Vanadium (LPV) was established 18 months ago and has achieved significant milestones during that time. They have raised $30 million CAD, completed a reverse takeover, and listed on the Toronto Stock Exchange and OTCQX. Vollant explained that LPV is a physical holding company focused on purchasing and storing vanadium, a critical metal projected to experience a 173% increase in demand by 2050. Vanadium is primarily used in steel production and vanadium redox flow batteries (VRFBs). LPV aims to connect investors with the vanadium market and plans to deploy units into VRFBs, with a particular focus on emerging markets like the Asia-Pacific region. LPV's innovative model involves listing vanadium units to VRFB companies, providing investors with yield while reducing costs. The company has ambitious plans for expansion and market penetration, especially in the Asia-Pacific region, where VRFB adoption is on the rise. As LPV looks ahead to 2024, Vollant expressed excitement about deploying their first units into vanadium redox flow batteries and expanding into new markets, positioning the company for growth and success in the years to come. #proactiveinvestors #tsxv #vand #otcqx #vanaf #VanadiumInvesting, #VRFB, #RenewableEnergy, #EnergyStorage, #GreenTech, #CleanEnergy, #InvestmentOpportunity, #StockMarket, #MetalInvesting, #ResourceInvesting, #BatteryTechnology, #SustainableFuture, #ClimateChange, #EcoFriendly, #Innovation, #TechInvesting, #CarbonReduction, #AsiaPacificMarkets, #SteelIndustry, #MetalPrices, #VanadiumDemand, #OTCQX, #TSXListing, #PaulVollantCEO#invest #investing #investment #investor #stockmarket #stocks #stock #stockmarketnews
In this, our 88th RUCKCast, Jim and John are joined by a talent from one of our LPV partners.Alfredo Garicoche joins the mutts to discuss at a high level what technology challenges an LPV partner tackles on a regular basis, and just how RUCKUS assets can help them deliver a successful engagement.
Cīņu ar naudas atmazgāšanu Latvijā turpmāk vadīs Toms Platacis – iepriekšējās Finanšu izlūkošanas dienesta vadītājas Ilzes Znotiņas vietnieks, vēlāk arī – pienākumu izpildītājs. Kāpēc parlaments atbalstījis tuvu Znotiņas līdzgaitnieku, ja viņu pašu, par spīti uzvarai konkursā, amatā tomēr neapstiprināja, pārmetot, ka cīnoties, lai Latviju neiekļauj tā dēvētajā finanšu sektora “pelēkajā sarakstā”, iebraukts otrā – pārspīlētas uzraudzības grāvī? Un kādu pienesumu šī jautājuma risināšanā nesusi parlamentārās izmeklēšanas komisija? Par to šovakar raidījumā “Šodienas jautājums” runājām ar komisijas priekšsēdētāju Vili Krištopanu (LPV) un komisijas deputātu Edmundu Jurēvicu (JV).
¡LACAP!, en donde hablamos sobre historia precolombina y más. Somos el podcast del Laboratorio de Arqueología Carlos Aguilar Piedra, del Centro de Investigaciones Antropológicas de la Universidad de Costa Rica Esta iniciativa es una invitación para todas las personas amantes de la historia precolombina. Queremos generar un espacio de conocimiento sobre las antiguas poblaciones que habitaron Costa Rica, ¿cómo vivían?, ¿qué hacían?, y aún más importante ¿cómo es que actualmente podemos conocer sobre ese pasado que no dejo huellas escritas? ¡Inauguramos nueva temática en el LACAP! Este año queremos brindar un espacio para reconocer la labor de las personas estudiantes de grado y posgrado, pues sus aportes son fundamentales para el desarrollo de la arqueología nacional. En este episodio nos acompaña Mauren Nuñez Azofeifa, quien acaba de concluir su investigación para optar por el grado de Maestría en Antropología, el estudio de Mauren se titula "Prácticas funerarias en el sitio la Pesa Vieja (C-423 LPV) y su relación con la organización social en la Fase Curridabat (300 d. C al 800 d. C)". Enlaces de interés: -Correo electrónico Mauren Núñez Azofeifa: maunuaz21@gmail.com - Repositorio Kérwá (https://kerwa.ucr.ac.cr/handle/10669/89377) Portada: Laboratorio de Arqueología Carlos Aguilar H. Piedra (2023). Excavaciones en La Pesa Vieja Guiones: Carolina Cavallini Morales y María López Rojas / Edición: Carolina Cavallini y María López Rojas / Música: "Examples", "Boppin-til-bed", "Becoming" "Patures" de Ketsa, en Free Music Archive (https://freemusicarchive.org/music/Ketsa) / Agradecemos al Centro de Investigaciones Antropológicas de la Universidad de Costa Rica y a Mauren Núñez Azofeifa.
Your weekly source for locksport news and sometimes interviews. Full show notes, including links, can be found at http://www.thelocksportscast.com In this week’s episode: 78% spike in postal robberies Locksmith Scams and How to Avoid Them 3d printed 3ks keys Experiment driven lockpicking Criminals Videos Products Events Meetups Sales Giveaways and more Announcements: Corrections: News: Postal carriers ‘outraged’ over 78% spike in robberies, often at gunpoint – demand USPS take action - TheBlaze FOX 8 Defenders: Thieves targeting post office boxes in Jefferson Parish 5 Common Locksmith Scams and How to Avoid Them - The Rhino Times of Greensboro Community News: First open of a 3ks with a 3d printed key generated from a photo to code the paths : r/lockpicking Thanks to @cackalackycon @cackalackycon LPV Contest winner @cackalackycon LPV trophies DEF CON 2023 Lockpick Village Call for Staff r/lockpicking - Locks for sale in the UK Videos: Open that ABUS PLUS DD (88/50) with Front Tension - TIPS Tutorial - yes with butterfly disks Finally! The 13th Edition Ilco Key Blank Directory Multipick Ares Opening System Blogs & Articles: Experiment driven lockpicking « Toool's Blackbag Other Resources: r/Locklot Products: STEALING MANHATTAN Amazon.com: STEALING MANHATTAN: The Untold Story of America’s Billion Dollar Gem Heist Masterminds eBook : Barer, Burl , Stanimirovic, Punch Ares DD tips fit Resin Bullet Meetups/Sales/Giveaways/Contests: The Lock Sportscast - News LPU Karate Belts: beltranking - lockpicking (reddit.com) Mentorship Monday 3: The Belt System 2: Breaking Rules and Getting the Belt All About The Lockpicking Belt Rankings System LPU Belt Explorer Lock Stories: Emergency Call: Criminals: Thieves blow church safes with explosives to steal parish silver missed out on his dumplings Executive Producers: Founding Executive Producers: Panda-Frog Michael Gilchrist Starrylock WilliamsBrain Dave 2BDCy4D Liibans Locksport Journey Pat from Uncensored Tactical threeraccoonsinacoat Chirael (Anthony) Associate Executive Producers: DoctorHogmaster Clayton Howard (Kewltune) Co-Producers: m0g Ratyoke MrPickur CrankyLockPicker Bare Bones Lock Picking Snake Paracentric John R Chief Content Producer: Chirael (Anthony) Content Producers: Bare Bones Lock Picking Chris Capune Good Guy GravityKarma I fisk I'm Gumby Jimy Longs Joshua Gonzalez LadyLocks LockpickingDev OpenLock Pocket Women Taquila Dave The Lock Picker 1969 Tony Virelli Contact Information: Email: podcast@thelocksportscast.com Twitter https://twitter.com/charlescurrent Reddit: currentc57 on r/locksport Discord: Lockpickers United as Current, Extraordinary League of Pickers as Current, The Lock Sportscast as Current Join the Discord at http://discord.thelocksportscast.com The Lock Sportscast on Odysee The Lock Sportscast on Rumble Donate: http://paypal.thelocksportscast.com https://patreon.com/thelocksportscast https://www.subscribestar.com/thelocksportscast
In this episode of the podcast, we dissect the vanadium market. Vanadium has been primarily used in the steel market to dramatically strengthen the material but the real growth in the market is expected to come from the Vanadium Redox Flow Battery (VRFB) – a battery that has many advantages over its lithium-ion cousin. My guest today is Mr. Johnathan Lee. Johnathan is a director at Largo Physical Vanadium (LPV), a seasoned market analyst, and a good friend. LPV is a vanadium holding company that has the mandate to purchase and hold physical vanadium and has relationships with Largo Resources and others. Largo is a tier-one vertically integrated operator of the Maracas Menchen vanadium mine in Brazil. By the end of this podcast you will: 1. Have a solid understanding of the fundamentals of the vanadium market 2. Have a solid understanding of the VRFB including its pros and cons relative to other battery chemistries 3. Hear Jonathan's thoughts on the state of the Battery Metals markets As a brief aside, there are two data points used in the podcast which we wanted to clarify. Regarding the McKinsey report referenced in the discussion, the report is calling for 7.5 TWh of cumulative storage capacity. Second, regarding the amount of vanadium pentoxide used in a VRFB, the ratio is 20 lbs per KWh. Please enjoy this wide-ranging discussion on the vanadium market with my friend Jonathan Lee.
Raidījumā "Šodienas jautājums" viesojas Saeimas deputāts Ainārs Šlesers (LPV) un Saeimas deputāts Rihards Kozlovskis (JV).
Milton Cohen is the president and CEO of Safe Rx, a company on a mission to fight America's opioid epidemic with its award-winning locking prescription vial (LPV®). Milton is a seasoned operator and prior private equity executive with experience in specialty manufacturing and business and healthcare services. Mr. Cohen holds a bachelor's degree in economics from Vassar College and an MBA from the Goizueta Business School at Emory University, which he attended under full scholarship as a Robert Woodruff Fellow. Mr. Cohen was elected to the Young Presidents Organization in 2011.
Kā jau bija gaidāms, Saeimas sēdē šodien tika skatīti un ar vairākuma balsīm arī atbalstīti iepriekš Juridiskajā komisijā noraidītie priekšlikumi par jaunas – Klimata un enerģētikas ministrijas – un arī ministru biedru amata izveidi. Vai paši grozījumi un arī to pieņemšanas process atbilst valsts pamatlikumam, ļoti iespējams, būs jāvērtē Satversmes tiesai, kurā sola vērsties potenciālās opozīcijas partija ZZS. Bet vai un kāds galu galā no šī visa būs ieguvums, un kā topošās valdības plāni jāpielāgo gaidāmajai recesijai? Par to šovakar raidījumā “Šodienas jautājums” sarunājāmies ar Saeimas budžeta un arī Nacionālās drošības komisijas deputātu Māri Kučinski (AS) un Tautsaimniecības komisijas deputātu Aināru Šleseru (LPV).
Episode 256 Show Notes Topic of the show: This week, AG and RH get into the details of transitioning from an IFR approach and circling maneuver to VMC while joining traffic at a non-towered airport. When should you cancel IFR? Should you remain IFR until reaching the ground? What other considerations should be made in determining when to cancel but remain safe. We also discuss straight in approach clearances and why an LPV can't always be published. If you wanted to know something about the career paths of AG and RH before aviation, you won't want to miss this episode! Timely Feedback: 1. Patron India Hotel barely avoided a planetary collision one night. #Jupiter 2. Patron Delta Romeo sent some Irish candy and defended the English language: https://www.collinsdictionary.com/dictionary/english/yoof Feedback Patron Romeo Foxtrot asks about straight in approach clearances. Patron Mike Golf asked about LPV minimums on an interesting approach. We reached out to the Terps Elf. https://www.faa.gov/air_traffic/flight_info/aeronav/procedures/ifp_initiation/ Mike Bravo sent audio about TCAS Ras while flying one day. Question of the Week/Month We finally reveal our pre aviation careers/jobs! You won't want to miss this episode. Have a great week and thanks for listening! Visit our website at OpposingBases.com You can support our show using Patreon or visiting our support page on the website. Keep the feedback coming, it drives the show! Don't be shy, use the “Send Audio to AG and RH” button on the website and record an audio message. Or you can send us comments or questions to feedback@opposingbases.com. Find us on twitter @opposing_bases. Music by audionautix.com. Third party audio provided by liveatc.net. Friends of the show and maker of bags to protect your ATC headset from dust and germs: ATCSaks.com. Keep the gunk and funk away from your most valuable pilot gear: https://pilotsaks.com/. Legal Notice The hosts of Opposing Bases Air Traffic Talk podcast are speaking on behalf of Opposing Bases, LLC. Opposing Bases, LLC does not represent the Federal Aviation Administration, Department of Transportation, or the National Air Traffic Controllers Association. All opinions expressed in the show are for entertainment purposes only. There is no nexus between Opposing Bases, LLC and the FAA or NATCA. All episodes are the property of Opposing Bases, LLC and shall not be recorded or transcribed without express written consent. For official guidance on laws and regulations, refer to your local Flight Standards District Office or Certified Flight Instructor. Opposing Bases, LLC offers this podcast to promote aviation safety and enhance the knowledge of its listeners but makes no guarantees to listeners regarding accuracy or legal applications.
The Isaac Newton Telescope monitoring survey of Local Group dwarf galaxies--V The star formation history of Sagittarius dwarf irregular galaxy derived from long period variable stars by Tahere Parto et al. on Tuesday 22 November We conducted an optical monitoring survey of the Sagittarius dwarf irregular galaxy (SagDIG) during the period of June 2016 -- October 2017, using the 2.5-m Isaac Newton Telescope (INT) at La Palama. Our goal was to identify Long Period Variable stars (LPVs), namely asymptotic giant branch stars (AGBs) and red supergiant stars (RSGs), to obtain the Star Formation History (SFH) of isolated, metal-poor SagDIG. For our purpose, we used a method that relies on evaluating the relation between luminosity and the birth mass of these most evolved stars. We found $27$ LPV candidates within two half-light radii of SagDIG. $10$ LPV candidates were in common with previous studies, including one very dusty AGB (x-AGB). By adopting the metallicity $Z = 0.0002$ for older population and $Z=0.0004$ for younger ages, we estimated that the star formation rate changes from $0.0005pm0.0002$ M$_{odot}$yr$^{-1}$kpc$^{-2}$ ($13$ Gyr ago) to $0.0021 pm 0.0010$ M$_{odot}$yr$^{-1}$kpc$^{-2}$ ($0.06$ Gyr ago). Like many dwarf irregular galaxies, SagDIG has had continuous star formation activity across its lifetime, though with different rates, and experiences an enhancement of star formation since $z simeq 1$. We also evaluated the total stellar mass within two half-light radii of SagDIG for three choices of metallicities. For metallicity $Z = 0.0002$ and $Z=0.0004$ we estimated the stellar mass M$_*$ = ($5.4 pm 2.3$) $times$ $10^ 6$ and ($3.0 pm 1.3$) $times$ $10^ 6$ M$_{odot}$, respectively. Additionally, we determined a distance modulus $mu$ = $25.27pm0.05$ mag, using the tip of the red giant branch (TRGB). arXiv: http://arxiv.org/abs/http://arxiv.org/abs/2211.10695v1
The Isaac Newton Telescope monitoring survey of Local Group dwarf galaxies--V The star formation history of Sagittarius dwarf irregular galaxy derived from long period variable stars by Tahere Parto et al. on Monday 21 November We conducted an optical monitoring survey of the Sagittarius dwarf irregular galaxy (SagDIG) during the period of June 2016 -- October 2017, using the 2.5-m Isaac Newton Telescope (INT) at La Palama. Our goal was to identify Long Period Variable stars (LPVs), namely asymptotic giant branch stars (AGBs) and red supergiant stars (RSGs), to obtain the Star Formation History (SFH) of isolated, metal-poor SagDIG. For our purpose, we used a method that relies on evaluating the relation between luminosity and the birth mass of these most evolved stars. We found $27$ LPV candidates within two half-light radii of SagDIG. $10$ LPV candidates were in common with previous studies, including one very dusty AGB (x-AGB). By adopting the metallicity $Z = 0.0002$ for older population and $Z=0.0004$ for younger ages, we estimated that the star formation rate changes from $0.0005pm0.0002$ M$_{odot}$yr$^{-1}$kpc$^{-2}$ ($13$ Gyr ago) to $0.0021 pm 0.0010$ M$_{odot}$yr$^{-1}$kpc$^{-2}$ ($0.06$ Gyr ago). Like many dwarf irregular galaxies, SagDIG has had continuous star formation activity across its lifetime, though with different rates, and experiences an enhancement of star formation since $z simeq 1$. We also evaluated the total stellar mass within two half-light radii of SagDIG for three choices of metallicities. For metallicity $Z = 0.0002$ and $Z=0.0004$ we estimated the stellar mass M$_*$ = ($5.4 pm 2.3$) $times$ $10^ 6$ and ($3.0 pm 1.3$) $times$ $10^ 6$ M$_{odot}$, respectively. Additionally, we determined a distance modulus $mu$ = $25.27pm0.05$ mag, using the tip of the red giant branch (TRGB). arXiv: http://arxiv.org/abs/http://arxiv.org/abs/2211.10695v1
Largo Inc. (TSX:LGO, NASDAQ:LGO) chairman Alberto Arias takes Proactive's Stephen Gunnion through the company's integrated business model of producing high-grade vanadium from its Maracás Menchen Mine in Brazil and developing its energy storage business in the US to support a low carbon future through its clean energy division. Arias also discusses the recent listing of Largo Physical Vanadium Corp. (LPV) shares on the TSX Ventures Exchange, giving investors direct exposure to vanadium, a key green transition metal central to clean energy storage and greener steel. #ProactiveInvestors #Largo #vanadium #energystorage #TSX #Nasdaq
Largo Inc. (TSX:LGO, NASDAQ:LGO) chairman Alberto Arias takes Proactive's Stephen Gunnion through the company's integrated business model of producing high-grade vanadium from its Maracás Menchen Mine in Brazil and developing its energy storage business in the US to support a low carbon future through its clean energy division. Arias also discusses the recent listing of Largo Physical Vanadium Corp. (LPV) shares on the TSX Ventures Exchange, giving investors direct exposure to vanadium, a key green transition metal central to clean energy storage and greener steel. #ProactiveInvestors #Largo #vanadium #energystorage #TSX #Nasdaq
In the August 2022 edition of the Duncan Intelligence, Eric Anderson brings you technical tips and advice on topics in business aviation. This month's edition includes: Video: Benefits of an LPV upgrade in aging business jets Greased-up landing gear reduces maintenance costs Duncan Aviation adds service bulletin capabilities for the Honeywell SG-705 symbol generator Video: How to care for your gyro How to troubleshoot radar spoking You can read the newsletter here: https://duncanaviation.aero/intelligence/2022/August Contact Information Eric Anderson Eric.Anderson@DuncanAviation.com Links mentioned in the podcast Video: Benefits of an LPV upgrade in aging business jets Greased-up landing gear reduces maintenance costs Duncan Aviation adds service bulletin capabilities for the Honeywell SG-705 symbol generator Video: How to care for your gyro How to troubleshoot radar spoking
Episode 239 Show Notes Topic of the show: AG and RH give their opinion on a disagreement between pilots at a non-towered airport and discuss the importance of timely radio calls and announcing your position. We also discuss LPV approaches and get to more of your feedback regarding missed approach instructions. Timely Feedback: 1. Patron CWS got a great tour! 2. Patron TG shares some kind words about the show. Thank you! 3, 4, 5. Patrons AW, GF, and CH share their thoughts on alternate missed approach instructions. KG got to send his first student to solo and watch from the tower! Feedback Patron DW asked about LPV approaches in Hawaii and we got some feedback from the Terps Elf!https://www.nstb.tc.faa.gov/RT_VerticalProtectionLevel.htm MN shares her thoughs on the show using audio feedback! #savethepenguins Patron SH asks about active MOAs and how to plan for them along your route of flight. Check this article out: https://www.boldmethod.com/learn-to-fly/airspace/flying-through-military-operations-area-moa-vfr/ Have a great week and thanks for listening! Visit our website at OpposingBases.com You can support our show using Patreon or visiting our support page on the website. Keep the feedback coming, it drives the show! Don't be shy, use the “Send Audio to AG and RH” button on the website and record an audio message. Or you can send us comments or questions to feedback@opposingbases.com. Find us on twitter @opposing_bases. Music by audionautix.com. Third party audio provided by liveatc.net. Friends of the show and maker of bags to protect your ATC headset from dust and germs: ATCSaks.com. Keep the gunk and funk away from your most valuable pilot gear: https://pilotsaks.com/. Legal Notice The hosts of Opposing Bases Air Traffic Talk podcast are speaking on behalf of Opposing Bases, LLC. Opposing Bases, LLC does not represent the Federal Aviation Administration, Department of Transportation, or the National Air Traffic Controllers Association. All opinions expressed in the show are for entertainment purposes only. There is no nexus between Opposing Bases, LLC and the FAA or NATCA. All episodes are the property of Opposing Bases, LLC and shall not be recorded or transcribed without express written consent. For official guidance on laws and regulations, refer to your local Flight Standards District Office or Certified Flight Instructor. Opposing Bases, LLC offers this podcast to promote aviation safety and enhance the knowledge of its listeners but makes no guarantees to listeners regarding accuracy or legal applications.
As Latvia suffers through a massive heatwave, Otto and Joe discuss some of the biggest stories of the week including a looming teacher's strike, trouble with KNAB for Ainārs Šlesers LPV party, new electric trains (finally!) and much more! Theme song "Mēs esam ārzemnieki" by Aarzemnieki, used with permission Closing theme song: Think Tank by Audionautix audionautix.com Creative Commons — Attribution 3.0 Unported — CC BY 3.0 Free Download / Stream: bit.ly/_think-tank Music promoted by Audio Library youtu.be/mbV9t1Z0rA8 Image: Kārlis Dambrāns, used with a Creative Commons 2.0 license, https://www.flickr.com/photos/janitors/19144575731
Antariksh Matters #1: Telangana’s SpaceTech Framework— Aditya PareekIn its latest policy document, “SpaceTech Framework”, the Government of Telangana acknowledges the central role of private enterprise in the rapidly growing global space economy. The twelve page long document lays down a framework to nurture the state’s own private space tech sector. There is a notable focus on enabling entrepreneurship in both upstream and downstream applications as well as removing many bottlenecks and regulatory hurdles.The policy seeks to attract global investment and setup partnerships with international entities to boost space related manufacturing in the state. Telangana also wishes to become a globally preferred destination for setting up new space related ventures and as a sandbox or testbed for SpaceTech applications like remote sensing. The framework laid out to achieve these objectives, has four key policy pillars - enabling access to infrastructure, business facilitation & collaboration, skill development & training, promoting research and innovation. The policy also pays due regard to involving varied stakeholders and deriving socio-economic benefits across areas & sectors - such as agriculture, insurance, urban development & planning, disaster management, digital connectivity and ecological protection etc. Hyderabad, Telangana’s capital, already has many advantages, including being the base of institutions and high-tech facilities like ISRO’s National Remote Sensing Centre (NRSC) and the International Advanced Research Centre for Powder Metallurgy and New Materials (ARCI). Telangana has also contributed a significant share to ISRO’s national space efforts, most recently with supplying almost 30% of parts used in India’s Mars Orbiter Mission(MOM).Building on this momentum, the Government of Telangana has identified a “space market value chain”, which stretches from identifying end users to the upstream manufacturing sub sectors. To support this value chain, Telangana aims to encourage public private partnerships and the sharing of expensive high-tech testing and Research & Development(R&D) facilities by both government institutions and startups who can’t afford to set up their own. Some specifically identified R&D and testing facilities apart from the above mentioned ISRO-NRSC and ARCI include - Electronics Corporation of India Limited(ECIL) and the regional complexes of Defence Research and Development Organisation (DRDO). By identifying some high-impact use cases, the Government of Telangana also aims to prioritise solving problems which are pressing and have a direct impact on the state, its industry, populous and the nation at large.The government of Telangana also plans to provide competitively priced land in strategic locations inside the state for SpaceTech companies to set up their facilities - including commercial ground stations for satellite constellations. Telangana also has plans for an INR 1,300 crore fund meant for supporting startups under its Information and Communicational Tech.(ICT) policy, the policy explicitly says that space tech startups would also be eligible for support from this fund. As a way to harmonise its other high-tech initiatives such as Telangana’s AI Mission (T-AIM) and Open Data Platform, the policy also advocates for the State Government, Union Government and space tech companies involved in geospatial applications like earth observation, to synergise all efforts. Furthering the cause for synergising the state’s development goals and national space endeavours, Telangana hopes to facilitate partnerships between its own space tech industry and national Public Sector Undertakings (PSU), Union Government agencies, and foreign companies. The Government of Telangana also plans to support individuals and startups in the space tech sector with Intellectual Property (IP) development and preservation by providing advisory services in filing patents and ensuring legal compliance both domestically and internationally. The focus is also on the insurance, banking and financial services sectors. The policy highlights the need for a better understanding in analysing the risk associated with building and operating big ticket items like privately owned and built space launch vehicles and satellites. Matsyanyaaya: How Does the India-EU Trade and Technology Council Work?— Arjun GargeyasI had written long back in this newsletter about the proposed US-EU Trade and Technology Council and how it actually reveals the fissures that divide them with respect to technology cooperation and regulation. Fast forward to the present and we have the president of the European Union (EU), Ursula von der Leyen visiting India during the ongoing Russia-Ukraine war. An interesting aspect of the visit was the harmony between both India and the EU on most matters with the exception of the Ukraine war. But the highlight of the visit was the establishment of the India-EU Trade and Technology Council modeled after the US-EU agreement. This is the first time India has signed any such agreement with any of its partners. It will allow the two partners to address challenges in trade, trusted technology, and security, deepening cooperation in these fields. The primary objective behind the agreement is to ensure both sides can work in collaboratively in fields such as 5G, artificial intelligence, climate modelling, and health-related technology.While the talks behind the proposed India-EU Free Trade Agreement (FTA) have gone on for over a decade, this agreement comes as a positive step towards building a partnership between India and its third-largest trading partner. It should also be noted that the EU has extended this kind of agreement in technology-related domains only to the US and India thus far. Reports say that the Trade and Technology Council will provide the political steer and the necessary structure to operationalise political decisions, coordinate technical work, and report to the political level to ensure implementation and follow-up in areas that are important for the sustainable progress of European and Indian economies. The current Technology Council between the US and EU has introduced the concepts of different working groups and departments in charge of translating the political decisions into actual deliverables. These working groups range from investment screening, climate technologies, and supply chain resiliency among others. A similar working setup is likely to be adopted in the India-EU agreement depending on the comparative advantages that both partners have to offer in the technology markets.But one of the other questions that still needs to be answered is the effectiveness of the agreement. This depends on the extent to which the EU is amenable to sharing critical technology with India. There are some strategic areas of technology that domain leaders like the EU might not be willing to pass on to India. The question of how they can navigate this kind of impasse can determine the extent to which the agreement can flourish. Similar to the US-EU Trade and Tech Council agreement, this agreement will have the clouds of technology regulation hanging over it. Both partners view the process of regulating technology from a different perspective. The differences in the EU’s General Data Protection Regulation (GDPR) and India’s proposed Personal Data Protection Bill highlights the change in approach taken by both parties. Finding a common ground to important questions like these is imperative if the signed agreement can actually result in deliverables. It is indeed a welcome surprise that the India-EU Trade and Technology Council has been initiated considering the indecisiveness that existed in finalising the FTA. This offers a great opportunity for both countries to tap into each other’s strengths and overcome their weaknesses in the technology sector through consistent cross-border trade and flow of labour, capital and IP.Antariksh Matters #2: ISRO’s Annual Report Looks at Both Hits and Misses— Pranav R. SatyanathThe Indian Space Research Organisation (ISRO) released its annual report last month, which highlights the organisation’s major activities in the past year and plans for future missions and satellite launches. Main highlights of the report are as follows:ISRO’s accomplishments in developing indigenous navigation capability: The Navigation Indian Constellation (NavIC) consists of a constellation of eight satellites which provide standard positioning services for civilian use and restricted services for the government and military services. According the the report, ISRO has worked towards enabling NavIC services on mobile devices, and integrated the Second Generation Distress Alert Transmission (SG-DAT) to provide services such as the broadcasting distress alerts in remote locations.Advancements in indigenous launch capabilities According the ISRO’s annual report, there have been two major improvements in the development of indigenous launch capabilities, First, the development of the three-stage solid-fueled Small Satellite Launch Vehicle (SSLV) which can launch small satellites weighing upto 500 kg into Low Earth Orbit (LEO). Second, the development of the Reusable Launch Vehicle (RLV) is currently under initial ground-testing stage using a demonstration vehicle.Development of the Gaganyaan Human Space Flight missionThe 2021-2022 annual report provides a greater level of detail into the Gaganyaan Programme in comparison to last year’s year’s report. Information regarding the design of the orbital module, crew module and the parameters of testing along with the results of the initial testing of the service module propulsion systems have been provided. Although an initial date for the launch is yet to be confirmed, it is likely that the first unmanned launch will occur some time in 2023.Other highlights include ISRO’s steps in building space situational awareness (SSA) capabilities. The report highlights the use of the radars and electro-optical telescope for tracking objects up to 10cam or higher in LEO, and tracking objects 40cm or higher in Geosynchronous Earth Orbit (GEO). In March 2022, ISRO released its first report on Space Situational Assessment, which goes into greater detail regarding India’s debris mitigation activities. During the recent US-India 2+2 Ministerial Dialogue, India and the US signed a Memorandum of Understanding on SSA cooperation. The US currently operates the world’s largest SSA network, called the United States Space Surveillance Network and provides open-access data of all indexed objects in space.Although ISRO’s annual report highlights several developments in the past year, it is also a reminder of some of the key shortcomings that India faces in the space sector. The most prominent of which is the lag in the number of launches. India conducted just one launch of the PSLV between 2021 and 2022. Further, ISRO also faced a major setback when the GSLV F10 failed to launch due to low pressure in the cryogenic upper stage of the rocket. At a time when the world has witnessed a record number of space launches, India’s lack of sustainable launch capability is a reminder that India must build capacity — in both state-owned and private space industry.Antariksh Matters #3: Developing an Indian Augmentation for GPS— Aditya RamanathanLast week, ISRO and Airports Authority of India (AAI) made significant progress on the path to operationalizing the homegrown satellite-based augmentation system (SBAS) called GAGAN.On 28 April, an IndiGO ATR 72 aircraft landed at Kishangarh airport near Ajmer, Rajasthan, using GAGAN-based Localiser Performance with Vertical Guidance or LPV. LPVs are similar in concept to the more conventional Instrument Landing System (ILS) used in larger airports, which enables aircraft to land in less-than-ideal conditions. The key difference is that while ILS requires the airport to have the requisite antennae and transmitters, LPV uses satellite signals from an SBAS. In effect, LPVs allow aircraft to land at smaller airports that lack ILS, even when there’s poor visibility or bad weather. The SBAS PromiseGAGAN is a relatively new entrant in the SBAS club. The American Wide Area Augmentation System (WAAS), which covers North America, was a pioneer. Other systems include the European Union’s EGNOS and Japan’s MSAS. China is developing an SBAS of its own based on its BeiDou constellation of navigation satellites. South Korea, Australia, Russia are among other states either operating or developing their own SBAS. The primary use of SBAS is for aviation, and any operational SBAS must be reliable and accurate enough for such “safety of life” uses. Besides aviation, SBASs can also be used by ships maneuvering in narrow canals or by public road and traffic management services. GAGAN is short for GPS Aided GEO Augmented Navigation. Like all other augmentation systems, it uses a combination of ground stations and satellite-based transmitters. On Earth, 15 reference stations receive GPS signals, which are then collated at two master control centres, which correct them for ionospheric distortion, orbit errors, and timing errors on the atomic clocks that navigation satellites use. Three geostationary satellites (GSAT-8, GSAT-10 and GSAT-15) then broadcast the corrected signal back to Earth. Adopting GAGANIndia’s aviation regulator, the Directorate General of Civil Aviation (DGCA) has already made it compulsory for all aircraft registered in the country after July 2021 to have GAGAN receivers onboard. However, for adoption to really take off, SBAS around the world will have to ensure seamless interoperability. India is part of an Interoperability Working Group with representatives from GAGAN, WAAS, EGNOS, and MSAS. But the task of interoperability is only likely to get more complicated in the future, as SBASs begin to rely on multiple satellite navigation constellations and transmit in multiple frequencies. This newsletter will keenly track these developments.Our Reading Menu[Opinion] How should India respond to the US's unilateral ASAT test ban? by Pranav R. Satyanath who is also a contributor to this newsletter[Article] How military technology reaches Russia in breach of U.S. export controls by David Gauthier-Villars, Steve Stecklow and John Shiffman[Article] Data as a weapon: Psychological Operations in the age of irregular information threats by Jon Reisher, Charity Jacobs and John Beasley[Blog] On space barons and global poverty by Harun Onder This is a public episode. If you would like to discuss this with other subscribers or get access to bonus episodes, visit hightechir.substack.com
Episode 223 Show Notes Topic of the show: How do we stay off the landline and why is it an important controller skill? On this week's show, RH goes off on a rant about the misuse of landlines and the lessons he learned as a trainee to use them sparingly. We also talk about “landing assured”, a busy flight school pattern, and LPV approaches. This is a packed episode and you don't want to miss a minute! Enjoy! Timely Feedback: 1. Sierra Golf shares some feedback about small GA aircraft going to Metroplex. 2. PATRON Juliet Charlie reminds us of another phone book nuance. 3. SGAC PATRON Charlie Mike has a request of the show and the Terps Elf. 4. PATRON Mike Golf enjoyed us having Captain Dana as a guest co-host. 5. PATRON Sierra Echo offers a pro tip on hitting a gap on final. Feedback Sierra Papa Delta has some comments about wake turbulence and callsign mishaps. PATRON Whiskey Tango Foxtrot shares some information on equipage and approaches. PATRON JEC has a question about “landing assured”. PATRON AMB shares some audio from a busy pattern. PATRON Papa Victor wants to know how we stay off the land lines like pros. PATRON Echo Hotel wants everyone to know how cool his car was in 1998. https://fb.watch/bkWjs-_0pA/. Mentioned on the show: Pilot has engine failure and works with ATC to find an airport and lands on the numbers with no engine from 9000'. Well done! https://www.youtube.com/watch?v=CEMlny_ExuU Have a great week and thanks for listening! Visit our website at OpposingBases.com You can support our show using Patreon or visiting our support page on the website. Keep the feedback coming, it drives the show! Don't be shy, use the “Send Audio to AG and RH” button on the website and record an audio message. Or you can send us comments or questions to feedback@opposingbases.com. Find us on twitter @opposing_bases. Music by audionautix.com. Third party audio provided by liveatc.net. Friends of the show and maker of bags to protect your ATC headset from dust and germs: ATCSaks.com. Keep the gunk and funk away from your most valuable pilot gear: https://pilotsaks.com/. Legal Notice The hosts of Opposing Bases Air Traffic Talk podcast are speaking on behalf of Opposing Bases, LLC. Opposing Bases, LLC does not represent the Federal Aviation Administration, Department of Transportation, or the National Air Traffic Controllers Association. All opinions expressed in the show are for entertainment purposes only. There is no nexus between Opposing Bases, LLC and the FAA or NATCA. All episodes are the property of Opposing Bases, LLC and shall not be recorded or transcribed without express written consent. For official guidance on laws and regulations, refer to your local Flight Standards District Office or Certified Flight Instructor. Opposing Bases, LLC offers this podcast to promote aviation safety and enhance the knowledge of its listeners but makes no guarantees to listeners regarding accuracy or legal applications.
Episode 217 Show Notes Topic of the show: What if the controller denies your request for a weather related course deviation? How can the pilot stay safe but comply with air traffic instructions? We will offer our tips on how to negotiate and communicate when you're flying towards imminent danger! We also discuss snow and ice, preparation for a shift, and super low LPV minimums. You don't want to miss this episode! Timely Feedback: 1. PATRON Juliet Mike sent in awesome audio about wake turbulence avoidance. 2. The Terps Elf shares a site to help instructors find creative ways to teach their students: https://flyguycfi.com/instrument-approach-map/ 3. PATRON Charlie Hotel shared a fun fact about temporary towers. Check out the links: https://www.natca.org/2021/08/26/natca-members-work-fire-towers%EF%BB%BF-amid-heavy-wildfire-season/ https://www.idahocountyfreepress.com/news/faa-temporary-tower-handles-airport-traffic/article_dc19c262-d79e-5d34-8df6-60e673bda9b5.html Feedback PATRON Bravo Yankee was denied a deviation for weather. What should he do? The Terps Elf breaks down the minutia with LPV and ILS minimums. Juliet Sierra shares some hilarious audio. #Cougar PATRON Juliet Echo Charlie has a TRIAD snow/ice question. PATRON Fox Echo's pooch is IFR certified and has WIKI equipped feet! PATRON Oscar Sierra wants to know how we prepare for a shift. Have a great week and thanks for listening! Visit our website at OpposingBases.com You can support our show using Patreon or visiting our support page on the website. Keep the feedback coming, it drives the show! Don't be shy, use the “Send Audio to AG and RH” button on the website and record an audio message. Or you can send us comments or questions to feedback@opposingbases.com. Find us on twitter @opposing_bases. Music by audionautix.com. Third party audio provided by liveatc.net. Friends of the show and maker of bags to protect your ATC headset from dust and germs: ATCSaks.com. Keep the gunk and funk away from your most valuable pilot gear: https://pilotsaks.com/. Legal Notice The hosts of Opposing Bases Air Traffic Talk podcast are speaking on behalf of Opposing Bases, LLC. Opposing Bases, LLC does not represent the Federal Aviation Administration, Department of Transportation, or the National Air Traffic Controllers Association. All opinions expressed in the show are for entertainment purposes only. There is no nexus between Opposing Bases, LLC and the FAA or NATCA. All episodes are the property of Opposing Bases, LLC and shall not be recorded or transcribed without express written consent. For official guidance on laws and regulations, refer to your local Flight Standards District Office or Certified Flight Instructor. Opposing Bases, LLC offers this podcast to promote aviation safety and enhance the knowledge of its listeners but makes no guarantees to listeners regarding accuracy or legal applications.
Bienvenidos a la 4ª temporada de Aviación RACV, estamos deseando compartir con vosotros nuestra pasión por la aviación desde nuestro punto de vista algo ¿alternativo? , muchas gracias por acompañarnos. 00:14:24 - ILS / ( MLS ,LPV, LNAV, VNAV ) 00:54:05 - Cañones y Armas aéreas raras y " bestiajas ".
In this series of 3 episodes, Geeta Gupta, MD, discusses strategies for optimizing ART in heavily treatment–experienced patients with HIV, including management of virologic failure and switching ART in virologically suppressed patients with underlying resistance. The 3 episodes will include analyses from:BENCHMRK, which demonstrated that the number of active drugs predicts outcomes in treatment-experienced patientsTMB-301, a study that added the monoclonal antibody ibalizumab in pretreated patients with multidrug-resistant HIV and demonstrated significant decreases in HIV-1 RNABRIGHTE, which showed that the addition of fostemsavir in heavily treatment–experienced patients with HIV led to a significant decrease in HIV-1 RNAVIKING-3, a study that demonstrated the addition of DTG dosed BID in INI-resistant patients was effective in decreasing HIV-1 RNASWITCHMRK, a study that showed underlying resistance matters when deciding to switch regimens in a treatment-experienced, virologically suppressed patient, especially when switching to a regimen with a low barrier to resistanceDAWNING, a study that demonstrated that DTG, when added to 2 NRTIs, was superior to RTV-boosted LPV in patients with virologic failure on an NNRTI plus 2 NRTIsBRAAVE, which evaluated safety and efficacy of switching to BIC/FTC/TAF in Black patients virologically suppressed on 2 NRTIs plus a third agentIn addition, Dr. Gupta reviews current DHHS ART guideline recommendations related to managing virologic failure, including drug resistance testing and drug selection, as well as switching recommendations in patients with viral suppression and underlying drug resistance.Presenter:Geeta Gupta, MDProfessorDirector, AIDS Education and Training CenterUniversity of California, IrvineOrange, CaliforniaFollow along with the slides at:https://bit.ly/3zxKBfLContent based on an online CME program supported by an educational grant from ViiV Healthcare.Link to full program:https://bit.ly/3ux6FF8
In this series of 3 episodes, Geeta Gupta, MD, discusses strategies for optimizing ART in heavily treatment–experienced patients with HIV, including management of virologic failure and switching ART in virologically suppressed patients with underlying resistance. The 3 episodes will include analyses from:BENCHMRK, which demonstrated that the number of active drugs predicts outcomes in treatment-experienced patientsTMB-301, a study that added the monoclonal antibody ibalizumab in pretreated patients with multidrug-resistant HIV and demonstrated significant decreases in HIV-1 RNA BRIGHTE, which showed that the addition of fostemsavir in heavily treatment–experienced patients with HIV led to a significant decrease in HIV-1 RNA VIKING-3, a study that demonstrated the addition of DTG dosed BID in INI-resistant patients was effective in decreasing HIV-1 RNASWITCHMRK, a study that showed underlying resistance matters when deciding to switch regimens in a treatment-experienced, virologically suppressed patient, especially when switching to a regimen with a low barrier to resistanceDAWNING, a study that demonstrated that DTG, when added to 2 NRTIs, was superior to RTV-boosted LPV in patients with virologic failure on an NNRTI plus 2 NRTIsBRAAVE, which evaluated safety and efficacy of switching to BIC/FTC/TAF in Black patients virologically suppressed on 2 NRTIs plus a third agentIn addition, Dr. Gupta reviews current DHHS ART guideline recommendations related to managing virologic failure, including drug resistance testing and drug selection, as well as switching recommendations in patients with viral suppression and underlying drug resistance.Presenter:Geeta Gupta, MDProfessorDirector, AIDS Education and Training CenterUniversity of California, IrvineOrange, CaliforniaFollow along with the slides at:https://bit.ly/3zxKBfLContent based on an online CME program supported by an educational grant from ViiV Healthcare.Link to full program:https://bit.ly/3ux6FF8
In this series of 3 episodes, Geeta Gupta, MD, discusses strategies for optimizing ART in heavily treatment–experienced patients with HIV, including management of virologic failure and switching ART in virologically suppressed patients with underlying resistance. The 3 episodes will include analyses from:BENCHMRK, which demonstrated that the number of active drugs predicts outcomes in treatment-experienced patientsTMB-301, a study that added the monoclonal antibody ibalizumab in pretreated patients with multidrug-resistant HIV and demonstrated significant decreases in HIV-1 RNABRIGHTE, which showed that the addition of fostemsavir in heavily treatment–experienced patients with HIV led to a significant decrease in HIV-1 RNA VIKING-3, a study that demonstrated the addition of DTG dosed BID in INI-resistant patients was effective in decreasing HIV-1 RNASWITCHMRK, a study that showed underlying resistance matters when deciding to switch regimens in a treatment-experienced, virologically suppressed patient, especially when switching to a regimen with a low barrier to resistanceDAWNING, a study that demonstrated that DTG, when added to 2 NRTIs, was superior to RTV-boosted LPV in patients with virologic failure on an NNRTI plus 2 NRTIsBRAAVE, which evaluated safety and efficacy of switching to BIC/FTC/TAF in Black patients virologically suppressed on 2 NRTIs plus a third agentIn addition, Dr. Gupta reviews current DHHS ART guideline recommendations related to managing virologic failure, including drug resistance testing and drug selection, as well as switching recommendations in patients with viral suppression and underlying drug resistance.Presenter:Geeta Gupta, MDProfessorDirector, AIDS Education and Training CenterUniversity of California, IrvineOrange, CaliforniaFollow along with the slides at:https://bit.ly/3zxKBfLContent based on an online CME program supported by an educational grant from ViiV Healthcare.Link to full program:https://bit.ly/3ux6FF8
Armando Rafael Padilla, Juan Ignacio Velandia y Diego Mauricio Peñuela, hablan con Rodolfo Barrios, entrenador argentino del equipo Tayronas que participará en la liga profesional de baloncesto masculino LPV. También, Nairo Quintana da sus impresiones sobre su desempeño en la primera etapa de la Tirreno Adrático. Microfútbol, Atletismo, Rugby, Tenis de mesa y fútbol también hacen parte de los temas del día. Además, las infaltables zona rosa y la hora del guayo. --- Support this podcast: https://anchor.fm/extrategia-medios/support
CommscopeJim Palmer BlogRGNets
In today's episode we discuss: —Climate: A systematic review by an international team of researchers highlights the significant underrepresentation of geriatric patients in published COVID-19 randomized control trials (RCTs). In the 12 RCTs included in the review, patients had mean age of 56.3 years, and were on average 20 years younger than patients from large observational trials. One explanation for this discrepancy is the strict exclusion criteria used for RCTs, which commonly exclude patients with cognitive impairment and multiple comorbidities frequently seen in the elderly population. The authors strongly advocate for future RCTs to include this vulnerable population that has been disproportionately affected by the COVID-19 pandemic. —Epidemiology: Pediatric ischemic stroke is an infrequent complication of SARS-CoV-2. Physician members of the International Pediatric Stroke Study Group surveyed 61 international sites to assess the prevalence of SARS-CoV-2 infection in pediatric stroke patients. They found 3.6% (6/166) of pediatric arterial ischemic stroke, 0.9% (1/108) of neonatal arterial ischemic stroke, 1.9% (1/54) of pediatric cerebral sinovenous thrombosis, and zero (0/33) neonatal cerebral sinovenous thrombosis patients were positive for SARS-CoV-2. Authors suggest these results indicate that SARS-CoV-2 does not appear to increase the risk of stroke in neonatal and pediatric populations but acknowledge that more robust testing is needed to determine any role the virus has in pediatric stroke. —Transmission & Prevention: Dry heat incubation and ambient temperature fail to consistently inactivate SARS-CoV-2 on N95 respirators. Internists and microbiologists from University of New Mexico assessed whether dry heat incubation could decontaminate N95 respirators and found SARS-CoV-2 was not inactivated when N95 coupons inoculated with the virus were heated to 60-75 degrees Celsius for either 30 or 60 minutes when placed on parchment paper but was inactivated when placed on tissue culture plates. When intact 3M 1860 N95 respirators were incubated at 70-75 degrees Celsius for 60 minutes, SARS-CoV-2 was not inactivated. Authors suggests that dry heat incubation is not a consistently effective method for deactivating SARS-CoV-2 on N95 respirators. —R&D: Diagnosis & Treatments: Efficacy of lopinavir/ritonavir in the treatment of COVID-19 was not found to be considerable according to a systematic review. An international research team from Nested Knowledge, Inc conducted a systematic review of 16 studies assessing the effectiveness and safety of lopinavir/ritonavir (LPV/r) in the treatment of COVID-19 and found the majority of included studies showed no significant improvement in clinical outcomes (RT-PCR negativity, chest-CT findings, mortality, adverse events) following LPV/r treatment, though they could not perform meta-analysis due to the high heterogeneity of the comparison groups. Though their review suggests little survival or clinical benefit of LPV/r in COVID-19, authors recommend larger clinical trials are needed to more definitively explore its potential benefits due to the limitations of currently available data. —Mental Health & Resilience Needs: Experiences of New Zealand registered nurses of Chinese ethnicity during the COVID-19 pandemic are brought to light in one study. --- Support this podcast: https://anchor.fm/covid19lst/support
Paul J. Wang: Welcome to the monthly podcast! On the Beat for Circulation: Arrhythmia and Electrophysiology. I'm Dr. Paul Wang, Editor-in-Chief. With some of the key highlights from this month's issue. Paul J. Wang: In our first paper, Demilade Adedinsewo and associates assess the accuracy of an artificial intelligence-enabled electrocardiogram [AI-ECG] to identify patients presenting with dyspnea who have left ventricular LV systolic function (defined as LV ejection fraction ≤35%) in the emergency department [ED]. Patients were included if they had at least one standard 12-lead electrocardiogram [ECG] acquired on the date of the ED visit and an echocardiogram performed within 30 days of presentation. Patients with prior LV systolic dysfunction were excluded. A total of 1,606 patients were included. Meantime from ECG echocardiogram was one day. The AI-ECG algorithm identified LV systolic dysfunction with an area under the curve [AUC] of 0.89 and accuracy of 85.9%. Sensitivity was 74%, specificity 87%, negative predictive value 97%, and positive predictive value 40%. To identify an ejection fraction less than 50%, the AUC was 0.85, sensitivity 86%, sensitivity 63%, and specificity 91%. NT-proBNP alone with a cutoff greater than 800 identified LV systolic function with an AUC of 0.80 by comparison. Paul J. Wang: In our next paper, Mahmood Alhusseini and associates hypothesize that convolutional neural networks [CNN] may enable objective analysis of intracardiac activation in atrial fibrillation [AF]. They perform panoramic recording of bi-atrial electrical signals in AF and use the Hilbert-transform to produce 175,000 image grids in 35 patients labeled for a rotational activation by experts who showed consistency, but with variability (kappa [κ]=0.79). In each patient, ablation terminated atrial fibrillation. A CNN was developed and trained on 100,000 AF image grids validated on 25,000 grids, and then tested on a separate 50,000 grids. They found in a separate test cohort of 50,000 grids, CNN reproducibly classified AF image grids into those with or without rotational sites with 95.0% accuracy. This accuracy exceeded that of support vector machines, traditional linear discriminant, and k-nearest neighbor statistical analyses. To probe the CNN, they applied gradient weighted class activation mapping, which revealed that the decision logic closely mimicked rules used by experts (C statistic 0.96). The authors concluded that convolutional neural networks improve the classification of intercardiac AF maps compared to other analyses and agreed with expert evaluation. Paul J. Wang: In our next paper, Kenji Okubo and associates examined whether late potential LP, abolition and ventricular tachycardia [VT] non-inclusive ability predicted long-term outcomes in patients with non-ischemic cardiomyopathy [NICM] undergoing VT ablation. The total 403 patients with NICM (523 procedures) who underwent VT ablation from 2010 to 2016 were included. The underlying structural disease consists of dilated cardiomyopathy (DCM, 49%), arrhythmogenic right ventricular cardiomyopathy (ARVD 17%), postmyocarditis (14%), valvular heart disease (8%), congenital heart disease (2%), hypertrophic cardiomyopathy (2%), and others (5%). Epicardial access was performed in 57% of patients. At baseline, the LPs were present in 60% of patients, and a VT was either inducible or sustained/incessant in 85% of the cases. At the end of the procedure LP abolition was achieved in 79% of cases in VT noninducability in 80%. After a multivariate analysis, the combination of LP abolition and VT noninducibility was independently associated with free survival from VT (hazard ratio, 0.45, p = 0.0002) and cardiac death (hazard ratio 0.38, P = 0.005). The benefit of LP abolition of preventing the VT recurrence in ARVD and postmyocarditis appeared superior to that observed for DCM. Paul J. Wang: In our next paper, Domenico Corradi, Jeffrey Saffitz and associates hypothesize that structural molecular changes in atrial myocardium that correlate with myocardial injury and precede and predict postoperative atrial fibrillation [POAF] may identify new molecular pathways and targets for prevention of this common morbid complication. Right atrial appendage [RAA] samples were prospectively collected during cardiac surgery from 239 patients enrolled in the OPERA trial. 35.2% of patients experienced POAF compared to the non-POAF group. They were significantly older and more likely to have chronic obstructive pulmonary disease or heart failure. They had a higher Euro score and more often underwent valve surgery. No differences in atrial size were observed between POAF and non-POAF patients. The extent of atrial interstitial fibrosis, cardiomyocyte myocytolysis, cardiomyocyte diameter, glycogen storage, or connection 43 distribution at the time of surgery, was not significantly associated with the incidents of POAF. None of these histopathological abnormalities were correlated with level of NT pro-BNP, hs-cTnT, CRP, or oxidative stress biomarkers. The authors concluded that in sinus rhythm patients undergoing cardiac surgery, histopathological changes in RAA do not predict POAF. They did not also correlate with biomarkers of cardiac function, inflammation, and oxidative stress. Paul J. Wang: In our next paper, Mark McCauley, Liang Hong, Arvind Sridhar, and associates hypothesize that obesity decreases sodium channel NAF 1.5 expression via enhanced oxidative stress, thus reducing the sodium current and enhancing susceptibility to atrial fibrillation [AF]. They studied a diet induced obese [DIO] mouse model. Pacing induced AF in 100% of DIO mice versus 25% in controls (P 20 ms shorter than the other sites, and/or induction of AF/atrial tachycardia during measurements. LVA ablation was performed in the LA-LVA patients during the follow-up period of a mean of 62 weeks, the EP test-guided group had a significantly lower recurrence rate (19%,11/57 versus 41%, 22/54, P=0.012) and a higher Kaplan-Meier AF/AT-free survival curve compared with controls (P=0.01). No significant differences in the recurrence, and AF/AT-free survival curves between PWI (positive EP test) and non-PWI (negative EP test) subgroups were observed. Therefore, PWI for positive EP tests reduced the AF/AT recurrence in the EP test-guided group. A stepwise Cox proportional hazard analysis identified EP test-guided ablation as a factor, reducing recurrence rates. The recurrence rates in LA-LVA ablation group and EP test-guided group were similar. Paul J. Wang: In our next study, Jinxuan Lin and associates assess whether simultaneous pacing of the left and right bundle branch areas may achieve more synchronous ventricular activation than just bundle pacing alone. In symptomatic bradycardia patients, the distal electrode of the bipolar pacing lead was placed at the left bundle branch area via a transventricular-septal approach. This was used to pace the left bundle branch area, while the ring electrode was used to pace the right bundle branch area. Bilateral bundle branch area pacing [BBBP] was achieved by stimulating the cathode and anode in various configurations. BBBP was successfully performed in 22 out of 36 patients. Compared with LBBP, BBBP resulted in greater shortening of QRS duration (109.3 vs 118.4 ms, P < 0.001). LBBP resulted in paced RBBB configuration with a DRVAT of 115 ms and interventricular conduction delay of 34.0 ms. BBBP fully resolved the RBBB morphology in 18 patients. In the remaining 4 patients, RBBP pacing partially corrected the right bundle branch block. Paul J. Wang: In our next paper, Ramanathan Parameswaran, Jonathan Kalman, Geoffrey Lee and associates recorded 2-minute long segments of simultaneous inter-operative mapping of endo- and epicardial lateral right atrial [RA] wall in patients with persistent atrial fibrillation [AF] using 2 high-density grid catheters (16 electrodes, 3 mm spacing). Filtered unipolar and bipolar electrograms [EGMS] of continuous 2-minute AF recordings and electrodes locations were exported for phase analysis. They defined endocardial-epicardial dissociation [EED] as phase differences of ≥20 ms between paired endo- and epi electrodes. Wavefronts [WF] were classified as single rotations, that is single wavefront, focal waves, or disorganized activity as per standard criteria. Endo-Epi wave fronts were simultaneously compared on dynamic phase maps. Complex fractionated electrograms were defined as bipolar electrograms with directional changes occupying at least 70% of the sample area. 14 patients with persistent AF underwent cardiac surgery are included. EED was seen in 50.3% of phase maps with significant temporal heterogeneity. Disorganized activity (endo 41.3%, epi 46.8%, P = 0.0194) and single wave (endo 31.3 versus epi 28.1, P = 0.129) were the dominant patterns. Transient rotations (endo 22%, epi 19.2%, P = 0.169, mean duration 590 ms) and non-sustained focal waves (endo 1.2% and epi 1.6%, P = 0.669) were also observed. Apparent transmural migration of rotational activations (n=6) from the epi- to the endocardium was seen in 2 patients. EGM fractionation was significantly higher in the epicardium than endocardium (61.2% versus 51.6%, P < 0.0001). The authors concluded that simultaneous endo-epi phase mapping of prolonged human persistent AF recordings showed significant EED marked temporal heterogeneity, discordant and transitioning wavefronts patterns and complex fractionations. No sustained focal activity was observed. Such complex 3-dimensional interactions provide insights into why endocardial mapping alone may not fully characterize the AF mechanism and why endocardial ablation may not be sufficient. Paul J. Wang: In our next paper, Andrew Beaser and associates hypothesize that intravascular ultrasound [IVUS] could accurately visualize and quantify intravascular lead adherence and degree of intravascular lead adherence correlates with transvenous lead extraction difficulty. Serial imaging of leads occurred prior to transvenous lead extraction using IVUS. Intravascular lead adherence areas were classified as high or low grade. Degree of extraction difficulty was assessed using 2 metrics and correlated with intravascular lead adherence grade. Lead extraction difficulty was calculated for each patient and compared to IVUS findings. 158 vascular segments in 60 patients were analyzed: 141 (89%) low grade versus 17 (11%) high grade. Median extraction time (low = 0 versus high grade 97 seconds, P < 0.001) and median laser pulsations delivered (low = zero versus high grade 5,852, P < 0.001) were significantly higher in the high-grade segments. Most patients with low lead extraction difficulty score had low intravascular lead adherence grades. 86% of patients with high lead extraction difficulty score had low IVUS grade, and the degree of transvenous lead extraction difficulty was similar to patients with low IVUS grades and lead extraction difficulty scores. Paul J. Wang: In our next paper, András Bratincsák, and associates sought to create the foundation of normative ECG standards in the young using Z-scores. 102 ECG variables were collected from a retrospective cohort of 27,085 study subjects with no known heart conditions, age zero to 39 years. The cohort was divided into 16 age groups by gender. Median interquartile range and range were calculated for each variable adjusted to body surface area. Normative standards were developed for all 102 ECG variables, including heart rate; P, R, and T axis; R-T axis deviation; PR interval, QS duration, QT, and QTc interval; P, Q, R, S, and T amplitudes in 12 leads; as well as QRS and T wave integrals. Incremental Z-score values between negative 2.5 and 2.5 were calculated to establish the upper and lower limits of normal. Historical ECG interpretive concepts were reassessed and new concepts observed. The author summarized that electronically acquired ECG values based on the largest pediatric and young adult cohort ever compiled provide the first detailed, standardized, quantitative foundation of traditional and novel ECG variables. Paul J. Wang: In our next paper, Jungmin Hwang and associates hypothesize that suppressing the late sodium current may counterbalance the reduced repolarization reserve in long QT syndrome [LQTS] and prevent early depolarization [EAD] and polymorphic ventricular tachycardia [PVT]. They tested the effects of selective late sodium channel blocker GS967 on polymorphic ventricular tachycardia [PVT] induction in a transgenic rabbit model of type two using intact heart optical mapping, cellular electrophysiology, and confocal calcium imaging and computer modeling. They found that GS967 reduced ventricular fibrillation [VF] induction under a rapid pacing protocol (7 out of 14 hearts in control versus 1 out of 14 at 100 nanomolar) without altering action potential duration [APD] or restitution and dispersion. GS967 suppressed PVT incidents by reducing calcium mediated EADs and focal activity during isoproterenol perfusion (at 30 nanomolar, 7 out of 12 and a 100 nanomolar, 8 out of 12 without EADs and PVTs). Confocal calcium imaging of LQT myocytes revealed GS967 shortened calcium transient duration by accelerating sodium calcium exchanger mediated calcium efflux from cytosol, thereby reducing EADs. Computer modeling revealed the inward late sodium current potentiates EADs in the LQT setting through providing additional depolarizing currents through action potential plateau phase, and increasing intracellular sodium that decreases the depolarizing sodium calcium exchanger, thereby suppressing the action potential plateau and delaying the activation of slowly activating delayed rectifier current, IKS. Suggesting important roles in the late sodium current in regulating intracellular sodium. Thus, the authors concluded that selective late sodium channel blockade by GS967 prevents EADs and abolishes PVT in LQT rabbits by counterbalancing the reduced repolarization reserve and normalizing intracellular sodium. Paul J. Wang: In our next paper, Pietro Lazzerini, Mohamed Boutjdir and associates, hypothesize that systemic inflammation per se can significantly prolong QTc during infection via cytokine-mediated changes in potassium channel expression. They found in patients with acute infections, regardless of concomitant QT-prolonging anti-microbial therapy, QTc was significantly prolonged but rapidly normalized in parallel to C-reactive protein [CRP] and cytokine level reduction. Consistently, in Torsades de Pointes cohort, concomitant acute infections were prevalent 30% despite only a minority (25%) of these cases were treated with QT-prolonging anti-microbials. KCN J2, potassium channel expression in peripheral blood mononuclear cells was strongly correlated to that in ventricles, inversely associated to CRP and interleukin one changes in acute infection patients. The authors concluded that acute infection, systemic inflammation rapidly induces cytokine-mediated ventricular electrical remodeling and significant QTc prolongation, regardless of concomitant antimicrobial therapy. Paul J. Wang: In a research letter, Christophe Beyls and associates examined the risk of bradycardia and critically ill COVID-19 patients treated with Lopinavir [LPV], a protease inhibitor of HIV-1, and Ritonavir [RTV], another protease inhibitor that strongly inhibits hepatic cytochrome P 450 [CYP3A4] activity in order to increase the Lopinavir plasma concentration. During the first month of the outbreak, patients admitted to the ICU with positive PCR for COVID-19 received LPV (200 mg)/RVT (50 mg) twice daily for 10 days. Bradycardia was defined as heart rate below 60 for a period of more than 24 hours. All patients were monitored 24 hours a day for all hemodynamic parameters, including heart rate with a five-lead ECG. Monitors were linked to a computerized system allowing to extract hemodynamic data. LPV/RTV plasma concentration was monitored using analytic method, combining high propensity performance, liquid chromatography and tandem mass spectrometry at 72 hours and every 72 hours. They prospectively included 41 COVID-19 patients who received LPV/RTV treatment. Nine or 22% patients experienced bradycardia. No patients had a pre-existing nodal pathology on the ECG on admission. Among the 9 patients with bradycardia, 8 or 88% were sinus bradycardia and one (12%) third-degree AV block. Causality may be considered as bradycardia occurred at least 48 hours after LPV/RTV initiation, bradycardia resolved after discontinuation or dose reduction and no alternative cause was found. Patients who presented with bradycardia were older, had a higher RTV plasma concentration and a lower lymphocyte count. In our study, no correlation was found between RTV plasma concentration, LPV plasma concentration, and mean heart rate at day three. No patient had bradycardia in the first 48 hours after LPV/RTV administration. For patients with LPV RTV plasma level overdose, the dose of LPV RTV was divided by two until the next dose. For the patient with third degree AV block LPV/RTV was stopped. None of the patients had any known cytochrome CYP3A4-inhibiting drugs. The authors concluded that the results suggest that RTV plasma overdose in elderly critical ill patients may increase the risk of bradycardia. Paul J. Wang: In a research letter, Emily Zeitler and associates surveyed cardiac implantable device [CID] patients. A total of 109 patients were approached to participate, nine declined. Most respondents were white (79%), male (60%) with a mean age of 73 years. The median number of correct responses to the 11 factual questions was six. Respondents held some common misconceptions. For example, 25% of respondents believe that FDA determines the cost of the device. Trust in the FDA was high; 67% of respondents agreed "I trust the FDA". Respondents mostly agreed "the FDA would not approve my device unless it was a hundred percent safe". Only 6% of respondents agreed, "we would be better off if there was no FDA," and a similarly small fraction disagreed with "when it comes to medical devices, the U.S. does the best job in the world at keeping people safe". Most respondents, 69% demonstrated fear of device recalls by agreeing with "if there was a recall of all are part of my device, I think I would be worried or scared." On average, respondents were comfortable sacrificing some privacy for device surveillance, 75% agreed with "once the device has been approved, the FDA should continue to monitor for signs that there are problems with the device even if it means that private health information about me is collected". Respondents seemed to believe that the FDA was risk averse; 56% believed that the FDA does not approve devices unless they're a hundred percent safe. This is in contrast to trends shifting the demonstration of safety to post-approval settings and expanding acceptable forms of data for regulatory approval. Paul J. Wang: In a research letter, Laura Rottner, Christoph Sinning and associates examined novel high resolution imaging system based on a wide band dielectric technology, and reports the first clinical experience of feasibility and reliability of cryoballoon [CB] occlusion tool as compared to fluoroscopic and 3D transesophogeal [TEE] assessment during pulmonary vein isolation [PVI]. In consecutive patients with symptomatic atrial fibrillation [AF], cryoballoon-based ablation was performed with a novel 3D wide-band dielectric imaging system. Pulmonary vein [PV] occlusion was assessed with fluoroscopy in 3D-TEE and concomitantly correlated with the novel CB occlusion tool. The endpoint was defined as persistent PV isolation verified by spiral mapping catheter recordings 30 minutes after the last CB application. A total of 36 (90%) of PVs in 10 patients with paroxysmal (40%) and persistent (60%) were analyzed. In all patients, a normal PV anatomy with four separate PVs was documented. Visualization via 3D-TEE was feasible in 80% septal PVs and 100% of lateral PVs. In 67% of PVs, total PV occlusion was confirmed by all 3 imaging modalities. In 17% of PVs, incomplete PV occlusion was initially demonstrated by TEE and 3D dielectric imaging, whereas fluoroscopy suggested complete occlusion in initial analysis. After repositioning of the CB at 3 PVs, complete PV occlusion was verified by all three modalities. In 3 out of 36 (8%), no occlusion was initially seen by any imaging modality, for which the CB was repositioned resulting in total PV occlusion as confirmed by all three modalities. Two out of 36 PVs (6%) were confirmed to be occluded via fluoroscopy in 3D-TEE, but not by the CB occlusion tool. There was only one out of 36 PVs (3%), which were confirmed to be included by the CB tool and 3D-TEE, but not by fluoroscopy. A negative and positive predictive value of 1.0 and 0.6 was seen when comparing PV occlusion by the novel occlusion tool compared to PV collusion, verified by fluoroscopy and 3D-TEE. Paul J. Wang: In a special report, Jun Hirokami, and associates aim to clarify the spatial correlations between fractionated potential detected by Lumipoint with non-PV trigger. They enrolled 30 symptomatic atrial fibrillation [AF] patients who underwent non pulmonary vein [PV] foci ablation. 4 patients underwent the first procedure, 17 underwent second procedure and eight underwent third procedure, and one underwent a fourth procedure. They highlighted the fractionated signal area in atrial muscle [FAAM] during sinus rhythm and atrial pacing, thereby producing a digital FAAM map. They retrospectively applied Lumipoint to 30 patients in order to clarify the relationship between FAAM and non-pulmonary vein [PV] foci. Non-PV foci were successfully identified in all patients. They identified four patients with multiple non-PV foci. Of these four patients, one had non-PV foci at the superior vena cava and left arterial anterior wall. One had non-PV foci at the SVC and LA bottom wall. And two had non-PV foci at the SVC and interatrial septum. They only analyze 30 non-PV foci unrelated to SVC because the SVC isolation was routinely performed for non-PVC foci at the SVC. In order to analyze the correlation between FAAM and location of non-PV triggers, they determined the cutoff points of peaks slider, which non-PV triggers were completely located within the FAAM in. The accuracy of predicting location of the non-PV triggers was summarized using area under the receiver operating curve, a UROC curve. The optimal cutoff point of peak sliders to predict the location of non-PV was determined by the Youden Index. The Youden Index established the optimal cutoff point of the maximum peaks slider was 7; sensitivity was 0.906 and specificity 0.770. The peaks slider 7 was the most accurate predictor fractionated signals location area to the location of non-PV triggers. (area under the curve 0.902). The mean area of peaks slider 7 was six centimeters squared or 4.3% of the atrium. The authors concluded that the proof-of-concept observational study demonstrated that novel visualization tool of FAAM map successfully identified non-PV triggers that did not induce atrial fibrillation and/or non-PV foci, which potentially serve as substrates for AF maintenance. Paul J. Wang: In a special report, Leslie Saxon and associates update their prior publication providing further detail on mitigation adoption rates for the entirety of the U.S. patient population with implanted cardiac rhythm management devices falling under FDA cyber security advisories from any device manufacturer. They also provided limited data on known cybersecurity mitigation adoption outside the U.S. They report a unique complication resulting for introducing firmware to already implanted devices. Discuss how evolving FDA policies towards firmware mitigation adoption may increasingly determine how and when updates occur. They found that patients under 50 years of age and those over 80 years were less likely to receive the software upgrades, and male versus females had greater rates of upgrades. The upgrade rates varied according to U.S. Region and date of implant. Resynchronization devices were less likely to receive the upgrade, as were pacemaker dependent patient. Those ICD patients initially falling under the battery advisers were upgraded more frequently. The number of advisory patients followed in clinic was a significant predictor for firmware upgrade adoption, particularly for pacemakers that were often upgraded in smaller size clinics. Overall, only 24% of devices for all groups, and 22% of devices not impacted by the battery advisory were upgraded. For Abbott devices, the home communicator cyber security vulnerabilities were mitigated with an automatic software patch that was updated using the Merlin network, and adoption rates were nearly a hundred percent. For the entire patient cohort with impacted pacemaker and ICDs, U.S. and global adoption rates remain low at 24 to 35% with a low rate of complications. Most reported complications for pacemakers and ICD were symptoms (transient palpitations, dizziness, or syncope) that resulted from the temporary change in mode to VVI or transient loss of programmer telemetry while performing the upgrade (pacemaker 0.05%; ICD 0.01%). Globally, a total of 9 pacemakers and 8 ICDs required replacement, as a result of performing the firmware upgrade due to irreversible reversion to a backup pacing mode and loss of defibrillation therapy (ICDs). Analysis of the returned ICD pulse generaotrs found at 7 cases, the cause related to a capacitor bond failure that was exposed only when extended telemetry as required by the upgrade. The failure mechanism was an isolated component failure in the remaining ICD. The programmer based test has recently been FDA approved and can be performed prior to firmware upgrade to identify ICD patients at risk for capacitor bond failure. A total of 256 ICDs were susceptible to loss of RF telemetry after receiving a firmware update, and this has since been mitigated with a software patch. For Medtronic programmers, the initial mitigation responses of cybersecurity advisory was to take the programmers off the network. The network connection was enhanced with one or more security protections provided to the programmers using a flash drive, so the programmers can now be secured from potential cyber intrusion when connected to the network. Medtronic ICDs are currently being upgraded. The upgrade is being provided to impacted patients automatically when the device is interrogated with the programmer during follow-up. Metronic is introducing upgrades in phased approach with all expected to be completed by the beginning of 2021. There are 9% or 55,000 ICDs under this advisory that cannot receive the update due to design or safety constraints. Since the 2017 Abbott advisories identify cybersecurity vulnerabilities in pacemakers and ICDs with the potential for exploits have been increased, including 2 additional FDA advisories issued for another manufacturer. Medtronic's connected communication product and implantable defibrillators in the past 12 months. The authors comment that a recent report and a smaller number of Abbott impacted pacemaker and ICD patients from Canada reported marked differences in mitigation adoption rates between pacemakers and ICDs. This was due to an increase incremental clinical familiarity and comfort with performing the updates as experience and education surrounding these issues evolve. The authors indicate that automating cybersecurity updates without process in place for determining safety, for alerting patients or clinicians that have been delivered, may also be associated with yet unknown risks. Newer generation devices and communication protocols may render cyber security, advisories less frequent as cybersecurity integration is considered an essential aspect of device design. Paul J. Wang: In a review article, Albert Feeny and associates discuss the use of artificial intelligence [AI] and machine learning [ML] in medicine, which are currently areas of intense exploration showing potential to automate human tasks or even perform tasks beyond human capabilities. The first objective of this review is to provide the novice reader with a literacy of AI/ML methods, and to provide a foundation of how one may conduct an ML study. The review provides a technical overview of some of the most commonly used terms, challenges in AI/ML studies with reference to recent studies in cardiac electrophysiology to illustrate key points. The second objective of this review is to use examples from the recent literature to discuss how AI and ML are changing clinical practice and research in cardiac electrophysiology with emphasis on disease detection and diagnosis, prediction, and patient outcomes and novel characterization of disease. The final objective is to highlight important considerations and challenges for appropriate variation, adoption, and deployment of AI technologies and practice. Paul J. Wang: That's it for this month! We hope that you will find the journal to be the go-to place for everyone interested in the field! See you next time! This program is copyright American Heart Association 2020. Thank you.
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Jessica talks weekend bathroom remodels, “kitchens and bathrooms sell houses”, get ideas for updating, consider checking out Pinterest, Wayfair or Houzz, write down your goals, make a list, measure, get your supplies and tools ready. Consider High-impact low-cost improvements such as- fresh paint, window coverings (update or remove), new towels, large new mirror, LPV flooring, removing wood toilet seats and bars, update your light fixtures, update your art, declutter and deep clean. Matt shares his passion for the outdoors including his top 5 family hikes around Spokane; 5. Mineral Ridge (CDA) 4. Deep Creek (Riverside State Park) 3. Mt Spokane CCC Cabin 2. Bowl and Pitcher (Riverside State Park) 1. Liberty Creek Trail (Liberty Lake County Park). Follow us on the socials by searching the tag @EvoReal or visit us online at www.EvoReal.com
146 Understanding WAAS GPS Approach Minimums + GA News Your Cirrus Specialist. Call me if you're thinking of buying a new Cirrus SR20 or SR22. Call 1-650-967-2500 for Cirrus purchase and training assistance, or to take my online seminar: So You Want to Fly or Buy a Cirrus. Please help support the show with a donation via PayPal or Patreon. Send us an 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. Summary 146 Max talks about the seven different kinds of minimums used on WAAS-based GPS Approaches. These include LPV, LNAV/VNAV, LNAV, LP, LNAV+V, LP+V, and circling minimums. To measure GPS errors, the FAA has installed GPS receivers at 38 locations in North America. Error information from these sites is uplinked to two new geosynchronous satellites that retransmit it to WAAS-capable receivers. News Stories Furloughed pilots deliver thousands of face shields to Michigan hospitals UK TV personality donates plane to carry PPE New Zealand doctor transports coronavirus samples in Cessna Jabiru Aircraft make face shields to help health workers Aerobridge looking for volunteers to fly PPE FSANA writes letter to the President offering help GA companies helping with coronavirus relief Tamarack making face masks Cirrus making face shields and powered respirators FAA Launches Coronavirus Site Tornado hits Monroe, LA airport ACLU sues Baltimore Police over contract for private planes Fire at a Florida airport destroyed more than 3,500 rental cars Least Expected U.S. Pandemic Effect? Airport Monkeys Robbers escape by air after stealing gold bars from mine Mentioned in the Show FAA Coronavirus website Donate one Hobbs hour of money to coronavirus charities Scott Dennstaedt’s Pilot Tip on Wind Shear Videos Mentioned in the Show Video: Flight Attendant Working at Home Xavion app displays wake turbulence at 10:42 in video 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! 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. Check out our recommended Aviation Headsets, and order one for yourself! Get the Free Aviation News Talk app for iOS or Android. Social Media Like Aviation News Talk podcast on Facebook Follow Max on Instagram Follow Max on Twitter Follow Max on YouTube Listen to all Aviation News Talk podcasts on YouTube or YouTube Premium Max Trescott is a participant in the Amazon Services LLC Associates Program, an affiliate advertising program designed to provide a means for sites to earn advertising fees by advertising and linking to amazon.com.
In this episode we interview LPV property investments.They source and invest in South Wales.They host the Progressive Property Network Cardiff.We talk about different strategies, education and social media. LPVContact details :https://www.lpvpropertyinvestments.co.uk/https://instagram.com/lpvpropertyinvestmentsFollow us on
It's almost December 1 - and that means we're approaching World AIDS Day Tex and Michael are in the studio chatting with Max Niggl and David O'Keeffe from Living Positive Victoria. It's new beginnings at LPV as David takes the reigns of the Positive Speakers Bureau - formerly helmed by Max. We're lucky to be joined by Max to share his 20 years of expertise and lived experience in the role, as well as to share David's vision moving forward. We discuss what the themes of World AIDS Day mean to both Max and David, and discuss what LPV has planned for the day to celebrate the lives of people living with and lost to HIV. Michael and Tex chat about what Thorne Harbour Health is up to in the lead up to the day, including our Red Ribbon Street Appeal (tomorrow!) Friday. And we would be remiss if we did not discuss the uniquely Victorian red ribbon and it's history spanning decades, and continents - born right here in Melbourne. World AIDS Day is commemorated on December 1 each year, but you'll catch Thorne Harbour Health staff and volunteers out and about the city tomorrow at businesses, metro train stations, and about the CBD. Can't see us in person for your red ribbon? Fear not! you can donate directly at thorneharbour.org/donate For 78 World AIDS Day events happening elsewhere across the country head to worldaidsday.org.au Find out more about the community launch, forum, and symposium hosted by Living Positive Victoria by visiting livingpositivevictoria.org.au This show, Episode #699 originally aired Thursday 28th November 2019. Catch our 700th show next week! Grab this and other podcasts from the Well, Well, Well team on iTunes | Spotify | or your favourite podcast platform – or head to joy.org.au/wellwellwell Head to www.thorneharbour.org for more information about Thorne Harbour’s LGBTI health and well-being services
You’re lining up for takeoff on a cool, foggy morning. A recent frontal passage has left behind low ceilings, marginal visibility, and a thick cloud layer. If you were flying any other airplane, you probably would've canceled the flight. As an experienced pilot and airplane owner, you have confidence in yourself and your machine.Cleared for takeoff, you release the brakes and apply full power. The engines spool up quickly and evenly, pushing you ever-so-slightly into the seat. The throttles go all the way to the firewall without a second thought; no need to worry about over speeding or over-temping the engines thanks to the FADEC’s takeoff detent which automatically controls and monitors the engine’s output. With takeoff power set, acceleration is quite brisk. In just a few seconds, and only 3,000 feet of runway behind you, you reach rotation speed of 90 knots. Positive rate, gear up. At 400 feet, you bring the flaps up and bring the throttles into the climb power detent.In the blink of an eye, you’re in the clouds. It’s a fairly benign experience though thanks to the Mustang’s G1000 panel and GFC700 autopilot. Climbing out at 190 knots, you see climb rates close to 3,000 feet per minute. You could get even more with a slightly slower airspeed. In a matter of minutes, you’re through the thick cloud layer leaving you with blue skies and sunshine ahead. After a brief level off, you make it to your cruise altitude of FL350 in just 17 minutes. You could go higher, up to FL410, but today, the winds are more favorable at this altitude.With George doing the flying, you’re left to managing the airplane’s systems, supervising the automation, and talking to ATC. Handoffs come quickly with a cruise speed of 340kts true; that’s Mach 0.63, a pretty reasonable speed for a jet of this size, especially when you consider you’re burning about 85 gallons per hour.A typical flight for this airplane is about 500-700 nautical miles. A 600-mile flight would take you just shy of two hours with plenty of reserves. Useful load on the aircraft is 3,100 pounds, leaving you a full-fuel payload of about 700 pounds. That’s good for three average-size adults and their luggage. As with many general aviation airplanes, there’s always a tradeoff between payload and fuel.The top of descent comes quickly, and before you know it, it’s time to come down. Descents are easily managed thanks for the VNAV feature in the G1000 which can be set up for any arrival. In addition, the Mustang’s speed brakes can be deployed anytime to assist the airplane in getting down faster. The gear can be extended at a whopping 250 knots. With ADS-B, the Mustang can fly virtually any instrument approach with ease, including ILS and LPV. Thanks to the 3-axis GFC700 autopilot, the airplane can fly the approach down to minimums with a Vref approach speed of 90 knots, which is perfect whether you’re on an instrument approach or in the pattern.Touchdown is smooth and the airplane stops quickly. While there aren’t thrust reversers on the Mustang, the FADED keeps the engine idle RPM quite low, aiding in deceleration. Not to mention the speed brakes and big rig-powered wheel brakes. Landing performance is a generous 2,390 feet.That was a fun demo flight, but it’s time to make a decision. By now you're an experienced pilot and airplane owner. You've flown a lot of airplanes, and after years of flying pistons and a handful of turboprops, you’re ready for the speed, capability, and safety you can only get from a jet. But which one? There’s no one-size-fits-all solution; every airplane does some things well, and other things not-so-well.The Citation Mustang is a twin-engine, single-pilot certified, entry-level light jet built by Cessna Aircraft Company between 2006 and 2017. A total of 479 aircraft were produced with hundreds sold to owner/pilots. The Mustang boasts comfort, capability, performance, and efficiency while being a suitable next step for high-performance piston and turboprop owners. Equipped with the Garmin G1000 avionics package, you’ll feel right at home when sitting up front. And thanks to its fully automated FADEC-equipped powerplants, power management is as simple as it gets. Other features include club seating for up to five passengers, cruise speeds of 340 knots True, de-ice boots, speed brakes, dual-zone climate control, and a forward potty.While Mustang technically falls under the Very Light Jet category, thanks to its 8645-pound gross weight, Cessna simply refers to the Mustang as an entry-level jet. Certified under Part 23, Cessna has built the Mustang with the same safety standards as its larger aircraft with safety and redundancy in mind. However, unlike its bigger cousins, the Mustang was a clean-sheet design, leaving behind the more traditional looks of earlier Citation models such as the Citation I and even the later-model 525-series airplanes. The most noticeable differences can be seen thanks to its totally redesigned nose section, windscreen, and fuselage. The result is a stylish airplane with great ramp presence and a commanding look.At first glance, you may be surprised at just how large the Mustang is. If you're used to a cabin-class twin, a TBM, Meridian, or Eclipse Jet, you'll see a noticeable difference in size thanks to its thirteen and a half-foot T-tail and 43-foot wingspan. The Mustang sits tall on its wheels, too, but getting in and out is a breeze thanks to its 24-inch wide main cabin door and fold-down steps. If you're used to older Citation cabin doors, you'll be happy to find a completely redesigned cabin door handle. The new handle is more ergonomic and much easier to open than what you might be used to on legacy Citations. You’re welcomed into the cabin with a 2-step ladder that folds out from the doorway. Getting in and out is a breeze, even for older adults and young children. Once inside, you’ll probably notice a comfortably familiar automotive feel reminiscent of a high-end car. To the right, four leather seats in club configuration with automotive-style seatbelts and buckles.But the other end is where all the fun happens. A quick turn to the left and you’re in the cockpit. The first thing you’ll probably notice is the massive 15-inch multifunction display for the G1000 in perfect view of both pilots, complete with large, easy to reach hard keys and knobs. The second thing you’ll notice is a familiar flight control yoke setup rather than the bulky control columns found on larger aircraft. The yokes on this airplane are stylish, too.Each pilot gets a 12-inch Primary Flight Display and a simple, yet practical switch panel for controlling aircraft systems. Systems on this airplane are about as simple as it gets for an airplane of this caliber. Many are automated and require little attention from the pilot. The pressurization and anti-icing systems are computer-controlled from the G1000, automatically scheduling the wing and tail-mounted deice boots and holding the cabin altitude at 8,000’ in cruise—that’s an incredible 8.3psi!Other systems control switches are located below the primary and multi-function displays, all within easy reach from either side. A left-to-right flow pattern makes cockpit setup a breeze. On the left is your electrical controls, including battery and avionics, then over to engine controls such as ignition, boost pumps, and engine sync, then over to the environmental controls. Again, thanks to automation, many of these switches don’t even have to be turned on or off. Even fuel management is completely automatic. With the simple cockpit layout, you can go from cold cockpit to taxi out in less than 10 minutes.Engine start is also pretty easy. Simply turn on the 24-volt lead-acid battery, do a quick systems test, then push the left or right starter button. At 8-10% N2, introduce fuel by bringing the thrust lever out of cut-off and into the idle gate. From there, just monitor the parameters and let the FADEC do the rest. Even takeoff, climb, and cruise power is calculated automatically for you by the FADEC. Gone are the days of needing paper charts and tables to crunch power settings for ambient conditions. Simply bring the throttles to the desired detent and the FADEC does the rest.The hydraulic system on the Mustang more reminiscent of a Cessna 182 – only the brakes are hydraulically actuated through a master cylinder system found in most light singles. The speed brakes, landing gear, and flaps are actuated electrically through motors and power packs, again like a Cessna single. A backup nitrogen bottle will ensure the gear is down and locked in the event of a failure of the powerpack. The nitrogen also provides you with a means for braking should that system fail.Like many larger jets, the Mustang has a lot of redundancy, including an isolated and paralleled electrical system should you lose a generator. If you lose all electrical power, the back up battery will power essential avionics for 30 minutes. Fuel can be transferred from one wing tank to the other in the event of an engine failure.The cabin is comfortable, and fairly roomy considering the overall size of the airplane. Cabin volume is about 163 cubic feet. The cabin is also well insulated, dampening sound and keeping the noise level comfortable for normal conversation. The passenger compartment is basic, yet classy and comfortable. It can seat four passengers comfortably with a club-configuration. The two aft seats are a split bench with a shared armrest and cup holder. There is one fold-out table on each side and three windows as well as overhead reading lights. Thanks to the center drop aisle, the cabin has a height of just over 4.5 feet.Right now, there are 24 Citation Mustang aircraft for sale, ranging in price from $1.3-2.7M depending on condition and year. Perhaps the biggest variable in the sales price of the Mustang is engine time and whether the aircraft is on any maintenance programs. Unlike piston airplanes, the overhaul intervals on jet engines is mandatory, and without an engine maintenance program, the airplane’s value takes a hit anywhere between $200-500K. For the Pratt & Whitney PW615F engines installed on the Mustang, TBO is 3,500 hours, with a mid-time hot-section inspection required at 1,750 hours.In addition, airframe hours and scheduled inspections play a significant role in pricing. For instance, annual scheduled maintenance on the Mustang will cost about $17,000 a year. If the airplane hasn’t complied with yearly inspection requirement, expect a reduction in the sales price. Likewise, the airplane is due for several big inspections every 72 months, namely the Doc 11 and Doc 32. Between the two, these inspections will run about $15-20,000. Again, the sales price will reflect. You’ll need to consider AD and service bulletin compliance as well. Fortunately for the Mustang, there are really only two airworthiness directives to worry about, one for the brakes and the other for a fuel/oil heat exchanger on the engines. I’ve linked both in the show notes at AirplaneIntelPodcast.com.So if you see a Mustang on the market that looks underpriced, there’s probably a good reason for it and you should proceed with caution. Of course, I recommend enlisting the help of someone that specializes in jet-aircraft transactions to avoid some of the major pitfalls which we’ll hear more about shortly during our interview with Brad. I’m happy to discuss these issues with you, including maintenance and helping you research the market through our coaching program [LINK]In addition to maintenance, you’ll likely need to invest in a maintenance tracking software such as SierraTrack, Cescom, or CAMP. All of these software programs help you track scheduled maintenance and inspections as well as organize the maintenance records for the airplane. For more information on scheduled maintenance and inspections on jet aircraft, check out my recent AOPA article titled “The Maintenance Maze.” [LINKS] I’ve linked the article into the show notes.While the Mustang is an excellent contender, it’s not the only airplane in this class that many prospective owners consider. For instance, the TBM, Eclipse Jet, Phenom 100, and King Air 90 are all in relatively the same class of airplane. But each of these airplane does different things well. It all comes down to the mission the airplane will be flying most of the time. The TBM has almost identical performance to the Mustang, but is more suited for shorter trips, say 200-500 miles cruising in the mid-to-high twenties. The Eclipse Jet is a bit smaller and doesn’t have the same range or useful load; same is true with the Cirrus Vision Jet, which is also much slower. The King Air 90 is great for carrying a lot of people or cargo; it has excellent useful load and takeoff performance but is 100 knots slower than the Mustang. All factors to consider before making a purchase decision.
EL REGRESO DE GENERACIÓN EME, VINO CON TODO, SI NO PA QUÉ!!!! Nos extrañaste en la señal on line de la @radiojgm, Spotify, streaming de Facebook o Ivoox? Pues a ti, te contamos que el primer capítulo de la SEGUNDA TEMPORADA (wooow) se llama “Como si fuera la primera vez” (en honor a la magistral película), y está dedicado a LPV; la primera vez. Pero no cualquier primera vez, sino la sexual, la cochiná. ESA, primera vez!!!! Rompimos tabúes, hablamos de lo que tanto nos avergüenza, de lo que nos gusta, y muchas otras cosas, de las que te enterarás
EL REGRESO DE GENERACIÓN EME, VINO CON TODO, SI NO PA QUÉ!!!! Nos extrañaste en la señal on line de la @radiojgm, Spotify, streaming de Facebook o Ivoox? Pues a ti, te contamos que el primer capítulo de la SEGUNDA TEMPORADA (wooow) se llama “Como si fuera la primera vez” (en honor a la magistral película), y está dedicado a LPV; la primera vez. Pero no cualquier primera vez, sino la sexual, la cochiná. ESA, primera vez!!!! Rompimos tabúes, hablamos de lo que tanto nos avergüenza, de lo que nos gusta, y muchas otras cosas, de las que te enterarás
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!
What's the difference between an LP and an LPV approach? What's new about the Cirrus G6? And is technology really making lazy pilots? We discuss these questions and more this week with 2008 Flight Instructor of the Year and author Max Trescott. Trescott is an expert in glass cockpit technology, and teaches regularly in various Cirrus models. Hear his perspective on pilot skills and the latest news in this week's episode.
GA News,fuel exhaustion tips & listener question on autopilot use for GPS approach to LP minimums. How do you fly a GPS Approach with an advisory glide path, such as an LNAV+V or a LP+V using an autopilot? APR, or Approach mode works great with an LPV approach, but it won't level off the aircraft when flying a non-precision approach. After the news, we answer a listener question about a WAAS GPS instrument approach with LP approach minimums. He was flying the RNAV (GPS) X Runway 31 approach into Hailey, Idaho. He said, “on final, I hit APR on my S-TEC 2100 and yes, it captured ‘the glide slope,’ I put GS in parenthesis because it’s a non-precision approach, so technically there is no GS, but yes, the S-Tec capture it. Ok, here is the rub: I’m descending down and sure enough, the autopilot takes me BELOW 6180’ MSL, the MDA for this approach. And yes, it’s snowing and full disclosure, I can’t see the runway environment but it does pop into view at about 6000’MSL (roughly 750’ AGL). My bad. My fault. “So here is the mistake I think I made: 1. I should NOT have hit the APR button on the S-TEC 2100. It captured the GPS GS, when in truth, there is none on an LP approach. And it lulled me into thinking I was safely on a GS. Is this correct? 2. In other words, I turned a non-precision approach into a precision approach when it does not exist. I should have NOT hit the APR button. 3. Having hit the APR button, I noticed on the S-TEC, that any ALTITUDE numbers were erased. Second question: could I have hit the ALT button when I noticed I had slightly descended below the MDA of 6180? Would that have stopped my decent? “Lastly, when I got home I researched LP approaches AND looked at both the JEPP chart of the RNV (GPS) X 31 and the Government Charts. Interestingly, the JEPP charts shows a dotted line of the what I will call, “GS guidance,” and it shows a dotted line BELOW the MDA. The Government chart does not. I’m not looking for excuses, but it seems to me the JEPP chart in this case, almost encourages you to get on the GS, rather than ‘dive and drive.’ ” My response, in part, to his question includes: You fell into one of the WAAS traps that I’ve discussed with others, but I haven’t seen documented anywhere. The issue is that the APR key of most autopilots will couple to any glide slope (ILS) that’s present, or any glide path (for GPS) that the GPS manufacturer has included in their database for a particular approach. This works great for ILS and LPV, where you have a DA and can descend below minimums while making your decision to land or go around. It works poorly for any LNAV+V, or in your case, LP+V advisory glide path. With the advisory +V glide paths, autopilots don’t know to level off at the MDA for these approach types, and they continue through minimums as if these approaches have DAs, which they don’t. So you should monitor the approach and plan to push the autopilot’s autopilot just before you reach the MDA, so that you don’t descend below the approach minimums. For this and more about GPS approaches, I recommend my Max Trescott’s GPS & WAAS Instrument Flying Handbook. General Aviation Flying Tips We share some thoughts about how to avoid fuel exhaustion (running out of gas) and fuel starvation (gas not making it to the engine) type accidents. It’s important to know before you depart how much fuel you have using more than one source of information. For example, you should ALWAYS visually inspect the fuel in the tanks. In addition, you could look at fuel gauges, see how many gallons were added if you’re present during refueling, or if it’s a rental aircraft, see how long plane was flown on previous flight. If you use a fuel stick, may sure you put it straight down into the tank, and not at an angle. For some planes like the Cessna 210, the fueler has to put the last few gallons in slowly, otherwise the tanks won’t be completely filled. Some things that could happen in the air which might lead to fuel starvation include: Faulty gauges, Plugged fuel vents, Gas cap comes off in flight, Blocked fuel filter, Ice in fuel lines, Vapor lock, Failed fuel pump, or Failure to lean, which uses more fuel. Some pilots like to run a tank dry in flight. I don’t, as sometimes the aircraft won’t start immediately after you switch tanks. Therefore, if you do plan to run a tank dry, switch it at altitude; don’t wait to switch until your low in the pattern, where if the tank runs dry you might not have time to restart the engine. Cessna started installing “LOW FUEL” annunciator lights in their C172s, 182s, and 206s beginning in 1997. The annunciator turns on whenever there is less than 5 gallons in a tank in a C172. At one point Cessna claimed that they have had no fuel incidents since these fuel annunciator were added. In older Cirrus, the fuel annunciator sensors in the tanks are connected in series. For example, in older SR20s, the sensor doesn’t come on until the fuel quantity in both tanks drops below approximately 8.5 gallons (17 gallons total with tanks balanced in level flight). Since both tanks must be below 8.5 gallons to illuminate the light, it might not illuminate until there is as little as 8.5 gallons total on board, if one tank was allowed to run dry. General Aviation News NATCA, the National Air Traffic Controllers Association honored controllers at the 13th Annual Archie League Medal of Safety Awards banquet in Las Vegas. The awards are named for Archie League, who was the first air traffic controller. We play the ATC audio from an accident involving a Piper Aztec. According to an NTSB report, on March 27, 2016, the aircraft departed Charlestown, SC for Baltimore. The pilot stated that the flight departed with 5 hours of fuel onboard for the estimated two and a half hour flight. After about one hour the pilot reported to air traffic control that he had lost his directional gyro and attitude indicator. While diverting to Roanoke-Blacksburg Regional Airport (ROA), Roanoke, Virginia, the right engine abruptly lost power. After switching fuel tanks, power was briefly restored to the right engine, followed by an abrupt loss of power in both engines. Our next story comes from the Wichita Eagle with the headline “FAA forecasts decline of 17,500 piston airplanes” “The FAA’s 20-year forecast expects the general aviation fleet to increase from 209,905 airplanes and helicopters in 2016 to 213,420 in 2037, a weak 0.1 percent annual increase. During that period, turbine aircraft – business jets and turboprops – are expected to grow at an annual clip of nearly 2 percent a year. Offsetting turbine growth (and helicopters’ annual growth rate of 1.6 percent) are piston airplanes. The piston airplane fleet is expected to shrink 0.8 percent annually, the FAA forecast said, or by 17,500 aircraft over the next two decades. The FAA uses input for its forecast from sources including its 2014 General Aviation and Part 135 Activity Survey, as well as discussions with industry experts. Earlier this month, investigators were confused by the crash of a Cessna in the woods earlier this month just before midnight near Manitouwadge, Canada, which is just north of Lake Superior. At the crash site, they found the Cockpit was empty and there were no footprints in snow around the wreckage. Earlier in the day, the Cessna 172 had been rented by a 27-year old experienced pilot who was also a PhD candidate at the University of Michigan. He was from, China, studied artificial intelligence at the university's School of Information, and hoped to one day work in aviation safety. Please believe he committed suicide by jumping from the plan in mid-flight. In an ironic twist, officials at Hartsfield-Jackson Atlanta International Airport are now using drones to inspect runways and document pavement issues for future maintenance. Traditionally, the FAA works hard to keep drones away from airports. The FAA granted a waiver to the airport and a surveying contractor to allow drones to be flown in the restricted airspace of the airport. The aircraft will be used to make accurate surveys of areas of the airport that are slated for changes in the $6 billion ATLNext construction project, AvWeb reports “Boom Technology Raises Additional Capital To Support Supersonic Demonstrator” Boom Technology, which is developing a supersonic airliner has raised an additional $33 million to fund development of its one-third-scale demonstration aircraft. Boom CEO and founder Blake Scholl says “our mission is to make supersonic flight a reality,” and expects to see the XB-1 fly in 2018. If successful, Boom says the XB-1 will be the first independently developed and privately funded supersonic jet. The company indicates the final production aircraft will be capable of carrying passengers at costs comparable to business-class on modern wide-body jets. EAA Announces VMC Club First there were IMC Clubs, now EAA introduces VMC Clubs for non-instrument rated pilots who want to improve their proficiency. The VMC Club is modeled after the popular IMC Club concept, which provides organized “hangar flying” focused on building proficiency in instrument flying. The VMC Club will do the same, but for pilots who are not instrument rated and fly primarily under visual flight rules and under VMC. The VMC Club offers monthly meetings in which pilots can network and share knowledge and experience. Earlier in the year, Harrison Ford mistakenly landed on a taxiway at John Wayne Airport, after being cleared to land on a runway. TMZ released the audio from his phone call to the tower immediately afterwards. He starts off by saying “I’m the Schmuck who just landed on a taxiway.” We disagree. Everyone makes mistakes, and he owned up to his. A Schmuck would have said, “it wasn’t my fault, and nobody got hurt so what’s the big deal?” Hopefully, all pilots, including Harrison Ford, learn from their mistakes and avoid making any of the fatal ones!
In this episode, photographer M. Scott Brauer joined us to discuss his latest project about the New Hampshire primary called 'This is the worst party I've ever been to,' blogging about photojournalism at dvafoto, living and photographing in China, as well two brilliant books. dvafoto launched around the same time I started the first incarnation of LPV, which was around the time social media started to take off. There was a small group of bloggers that I followed and dvafoto was one of them. They were very active back then and would write about issues and controversies in the photojournalism community. I also featured Scott's portrait project We Chinese on LPV so his work has been on my radar for many years. Yet again, another instance where I was finally able to meet someone I'd known online for several years. For the photobook segment, we discussed Will Steacy's brilliant Deadline, and My America by Christopher Morris. Thanks, once again to Brett A. Davis for joining us for the conversation and making some memorable photographs. M. Scott Brauer was born 1982, Landstuhl, Germany, to American parents. Grew up in various locations in the US, but Montana is home. Currently based in Boston, Massachusetts. Graduated with honors from the University of Washington with dual degrees in philosophy and Russian literature and language in 2005. Interned at Black Star and VII New York in 2005. Worked for daily newspapers in 2006 and 2007: the Northwest Herald in suburban Chicago, and the Flint Journal in Flint, Michigan. Moved to China in 2007, back to the US in 2010. Periodic trips to Russia, China, and Montana. Co-founder and editor of the photojournalism blog dvafoto. To view the book spreads and behind the scenes photos, visit blog.lpvshow.com Recorded April 1st, 2016 at Stockholm Studios in Bushwick, Brooklyn --- Send in a voice message: https://anchor.fm/bryan-formhals/message
Pete Brook was one of the first photo bloggers to reach out to me when I started LPV several years ago. I've always admired the dedication and passion he brings to his work with Prison Photography as well as his thoughtful articles for Raw File. It was great to catch him while he was in town so we could talk about the exhibition he curated Prison Obscura which is still up at the New School in NYC. The dysfunctional prison system in America was not on my radar until I started following Pete's work, and I'm sure the same can be said of many other people who have come in contact with it. His work and activism have made a real impact on the awareness about the need for prison reform in the United States. I've learned a tremendous amount from him over the years, so I'm very excited to share this conversation with you. blog.lpvshow.com/post/11348071543…an-agtmaelmodern blog.lpvshow.com/post/11348070373…-in-episode-2-13 blog.lpvshow.com/post/11348075042…-brookcurated-by --- Send in a voice message: https://anchor.fm/bryan-formhals/message
Ethan was in town at the end of January for Soth's Songbook opening, so Tom suggested we bring him on the show. They're old friends from RIT and back in 2008, Ethan and David Wright collaborated on pause, to begin, which was around the time I started blogging on LPV. Pause, to Begin is a unique project born in discussions about the direction of contemporary photography today. A competition geared towards the emerging photographer, Pause, to Begin selected 15 photographers in April, 2008. After a juried selection, the creators of Pause, to Begin traveled 10,000 miles to meet and interview the selected photographers about their work.
Tex and Adam tonight are chatting with Vic Perri from LPV & Jostein Rajala bout a new group they've got coming up.
Hosted by Eric McClintock, and Brendan Farmer. Listen Here: Download Here PS, if you're looking for the video version please see here for a recording of the live broadcast. We are working on improving the quality of the high resolution version for next week! Orbx FSX Go Tweak & Launch Released Welcome to Tweaker's Heaven! The ULTIMATE FSX Launcher. Orbx's FSX Go puts your favourite tweaks and saved flights together into a single profile. Setting your tweaks and launching FSX with your saved flight is now done in one simple action. FSX Go has been designed with both casual and ardent tweakers in mind. The package comes with a lengthy list of the most popular tweaks for the FSX.cfg which should satisfy most tweaking needs. It also ships with a tweak editor, which allows you to add and edit your own tweaks to the Master Tweaks list. For those with some knowledge of batch file scripting you can point FSX Go at your own batch file to launch FSX giving you even greater flexibility. Features The ultimate FSX launcher application Add as many or few custom tweaks as you want Create your own master list of tweaks Launch your saved flights, plus apply tweaks on launch Launch using your own custom batch files Apply custom FSX splash screens Many more features! More Info Real Environment Xtreme FS2004 Service Pack released REX for FS2004 has been updated with the released of their Service Pack. Changes Added WASys icon to taskbar when in use (per user feedback) Added FSUIPC options to Configuration window to allow user to config custom general FSUIPC settings (per user feedback) Fixed cloud handling and missing clouds issue with the REX weather engine Fixed the cloud layer issue within the wxtemp.xml file Fixed reset of re-load of weather if aircraft passes weather range before auto re-load Fixed issue with importing FSBuild flight plans and waypoints not showing Fixed water environment reflections Fixed Cumulus 32 transparency (per user feedback) Fixed Cumulus 53 transparency (per user feedback) Fixed Restore function in Configuration window Fixed Ocean Water colorization and installation Fixed Ocean Water Set 1 (per user feedback) Fixed Wave Animation set 05 (per user feedback) Revised aircraft reflection file (per user feedback) Increased time before auto-loading weather into FS9 when using the REX weather engine Adjusted formula for winds aloft More Info FS(X)Pilot Is Now Freeware Both versions of FSPILOT, the universal and standalone autopilots for both helicopters and fixed wing planes, have been transformed to freeware recently. Go to the homepage (-> downloads) of their development team to grab your copy of the program and your registration key. Via Avsim.com, More Info. Orbx Releases BOB For FSX For Free Merry Christmas everyone! Here's your little gift from all of us at Orbx - BOB! "He's had a few birth pains over the past week as we've wrestled with the black science of the FSX aircraft dynamics to get him to behave like something resembling human motion. Anyway, he's now ready for you to take on leisurely strolls through our airports." via Avsim.com, More Info. Airshow Pilot Released from JustFlight More Info. RealityXP GPS for X-Plane Leveraging the latest capabilities offered with X-Plane 9.41, the Reality XP GNS 430/530 WAAS can guide you to fly your aircraft through holding patterns, procedure turns and other position-critical IFR flight procedures, with full autopilot coupling for both lateral and vertical path guidance. The new integration also permits coupling HSI LCDI and VCDI for maximum awareness during any phase of the flight. You can now fly fully coupled LPV approaches with the autopilot and experience the extra capabilities of the GNS WAAS in mission rehearsal scenarios and personal self-paced learning environments More Info. Chicago X From Aerosoft Remember the good old days when MS Flight Simulator dropped you in Meigs Field for your first flight lessons? Meigs was sadly closed a few years ago but now it's back in FS(X)! Together with the fourth, largest city and windiest in the US Cities range so far: Chicago! This scenery will bring you Chicago with as much detail as you never seen before. In this scenery there are hints to the past as it includes Merrill C Meigs fiels and (optional) a glimpse of the future as you are able to see the Chicago Spire, a skyscraper in development that will put Chicago back at the top of skyscraper cities. US Cities X is a series of city scenery for FSX that covers US cities created by LimeSim. Based on an extensive aerial image it will have all the major buildings and landmarks plus all the airports and heliports that are inside the covered areas. It is clearly intended to fill the gap between the default scenery and very high dense city scenery such as Manhattan X, London VFR or Venice X. Because the file size is rather large due to the ground image it only includes one season (in most cases this is not a real issue) and no night textures. The VFR flights over these cities are mostly a day time affair anyway. Features: Aerial image coverage (see attached Google Earth file) More than 2,000 major buildings included About 210,000 (!) autogen buildings placed realistically "Retro style" version of Meigs Field that was sadly demolished in 2003 Major airports in and around the city are covered with new high res ground images (no new building structures added) Chicago O'Hare (including new runway layout) Chicago Midway Chicago Executive (formerly known as Palwaukee Mun) Schaumburg Regional Brookeridge Airpark (where homes are next to the runway) 9 heliports as start locations Sound effects like downtown- and highway traffic, gulls... Traffic on most major roads Low price, very good value for money Includes a separate Scenery Density tool Manual as a .pdf-File (English) More Info. SimFlight3D Announces Spirit Of Texas SimFlight3D is currently designing its first racing plane, the Spirit of Texas aircraft. This Sea Fury aircraft raced in the Elite Unlimited Gold race at the 2009 Reno Air Races. More Info. VAFlash Provides VA News I would like to wish everyone out there a very Merry Christmas and a Happy and prosperous New Year! 2009 was a great year and we saw lots of transition at VAFlash.com. The site was brought back from the brink of extinction partly because of the generosity of the J.A, the founder and former owner of VAFlash. We also have partnered with many new and older VAs alike and continue to give the flightsim community the very latest news in the virtual airline arena. More Info. FS Recorder 2.0 beta released Finally here is the first beta of FS Recorder 2. It is now almost exactly a year since I started the complete rewrite of the code for version 2. The code has grown to more than 13000 lines (without comments and blank lines), and I spent lots of hours hacking FS9 and FSX to get the new features working. FS Recorder 2 is rewritten from scratch. There are some exiting new features and lots of improvements in v2. Besides the new features I improved the FSX version a lot: Playback performance should be much better now, it should now be similar to the FS9 version; camera features (called advanced views in v1) are now also available in the FSX version. I won't list all the new features here, I don't even remember all the small improvements right now. Just try the new version and read the manual, then you'll discover all of them. More info and download links here! IVAO’s IVAP FS9 Updated VAO.AERO’s Christmas gift is a new version of their pilot client IVAP for FS9. This new version includes major changes which improve the realistic experience on the biggest online FS network enhanced realtime weather support like worldwide aloft winds, new traffic interpolation and peer-to-peer traffic engine for smooth multiplayer environment. More Info. E-Mails Orbx PNW News from Ted Not sure this was on Today's show... but, this is from John Venema over at Orbx http://orbxsystems.com/forums/index.php?topic=17022.msg148377#msg148377 "We don't announce release dates at Orbx. We were hoping for a xmas release but at this stage it's looking more like January sometime, since there's still some work to do with the seasonal colouring, traffic and also the night lighting, which I just don't see getting done in time for Santa's sleigh, sorry." Ted Also Writes in with: For another show idea, you might also want to tell folks about the EAA Young Eagles program for kids ages 8 to 17. http://www.youngeagles.org/ My daughter is 10. We'll see if she wants to take an intro flight or not and then see if she wants to join. One of the benefits is, when the youngster is a member of Young Eagles they get FREE access to Sporty's online pilot training course. http://www.youngeagles.org/sportys_faq.pdf I know you have several listeners of the podcast who are under 17 years of age and they might benefit from this. Ted Engine Failure Procedure Absolutely love the podcast, listen every Wednesday night, litterally since day one. My names Jordan I'm a PPL from Windsor, Ontario (next to Detroit) and have been a flight simmer for since the 95' days. This message is with regards too Mark's Engine Failure Procedure. I like to shed some light on how it's done here in Canada, and would really appreciate if you posted this on the sight. So there you are flying along in let's say a 172. Then the engine quits, what now? First thing you do is Trim from your Best-glide-speed; let's say 62kts, then you need to find where the wind is coming from, some ways of doing this would be looking at smoke from a stack at a factory, maybe look at some water if there is any around to get an idea. If all that fails you could listen to a nearby ATIS or contact TWR etc. Now that you have Trimmed and you know where the wind is coming from, Only now can you truly find a proper "field." In this part of SW Ontario most fields run length ways from West to East, so now you will have somewhat of an idea of which direction you will be landing. Finding a good field (highway etc) involves a few simple things. Number one, you'd like anything long, level with no powerlines and the less obstacles the better. You also want to take into account the crops/conditions (if your landing in a field). For example, if its fall and your landing you 172 on a field that has been plowed recently your probably going to kill yourself and your airplane because its so rough. If its late summer and Corn has been planted your going to have reduced depth perception because by that time Corn is 6' tall. Soybeans however work great... They provide a soft, usually level surfac to touch down on. Now, you want to confirm that the engine has actually failed... Why wait until now, isn't it logical to do this at the beginning instead of waiting? No! Why? well .....because the time it takes you to figure out if the engine actually failed or if you accidently pulled the Mixture out instead of the Throttle, is time you could have spent at a higher altitude looking for a good surface to touch down on. Remeber, if at this stage you realize you screwed something up all you have to do is restart and go back up right? Makes sense doesn't it. This procedure (of finding out what happened is called a Cause Check), essentially, and memorized checklist of things to look at before you make the next step. Ok, so here we are. Got 62 KIAS, we are TRIMMED, we know the direction of the WIND, and we also have a FIELD picked out. All the while you turing that key too ATTEMPT A RESTART of our failed engine. It won't start! Ok, now we need to do a couple things. First I'm going to "Sqwauk" 7700 (emergency code on the transponder) so ATC knows something is wrong and can give the Emergency crews a idea of where you are. Next I'm going to contact someone. Who you contact depends on where you are. You'll get much faster assistance if you contact an ATC facility near you, you don't have to be talking to anyone. So a nearby TWR, UNICOM, or the famous 121.5, which is the universal emergency frequency, which by the way pilots are suppose to be monitoring so that when something like this does happen they can relay it back to FSS or whatever. A transmission would contain the following: MAYDAY MADAY MAYDAY (yes says it 3 times) C172 Tail Number (3 times) ENGINE FAILURE, 3 miles south-east of Essex, Landing in a field two miles East of Highway #3. MAYDAY C-GDIO OUT. You want to tell the ATC facility who you are, where your going, what your intentions are and what the problem is. Remember the better the information, the faster the Emergency services can get to you if things go South. Now, if you have PAX (passangers) aboard they are going to be soiling there pants, there is no denying to them (nor should you) that there is a problem with the airplane, so you want to complete the PAX BRIEF. Talkt to them like a human being, tell them that everything is fine, the airplane is having problems and you doing to have to put it down in a field in the interest of safety. Before you took off (by fed. regulations) you should have shown them how to use the fire extengishers, locations of exits, how to operate to exits etc, you do this in the pre-flight so that you don't have to do it all now, saves time right? Remember where are getting lower as a write this. The PAX Brief should sound something like this: "Ladies and Gentlmen (lol in a big Captain voice), where are expereincing as engine failure. We are going to be landing in a field," (point it out) so they have an idea of whats going on. "If you are wearing glasses or have pen's, pencils or anything else sharp in your possesion, please put them in the seat back pocket infront of you. When the airplanes lands we will be exiting and meeting at (so and so spot) where we will wait for emergency crews." Now you get the idea right? Just talk to them. I'm not going to get into specific Aircraft types, becuase every plane is differnet, esepically when you get into multi's. At my flight school we never had a "checlist" for engine failures. It was memorzied and that way we could keep our heads out the window and not looking a a piece of paper. Next security, after flying over or around your field you set yourself up for an approach, set your final flaps (when landing assured). A few hundred feet before landing you want to SECURE the airplane. This involves turning everything off, from pulling the mixture too turing the battery off. Try to insure that there is no power going through the airplane when you touch down, it will make things better for ya if you acutally crash. Insure everyone has there seatbelts on, and in some models of airplanes you actually open the doors before landing so that if you do smoke the ground the doors don't jam and you can get out incase there was a fire or something. And thats pretty much it. SUMMARY: BEST GLIDE SPEED WIND FIELD CAUSE CHECK ATTEMPT RESTART PAX BRIEF MAYDAY CALL SECURITY FINAL WORDS: I was assuming VFR in a 172 at lets say 3500' over a non-populated area. This is a general way of following through with a "forced landing." All of these things can change depending on WX, Terrain, Aircraft Types etc etc. This may seem like a lot of information and procedures, but in the hands of a good pilot it should happen very fast, this way you can keep your eyes out the windows looking for traffic and assessing the field you may want to land in. A last tip would too anyways, no matter where you are, to have your eyes out the window looking for a field, even if the engine is working fine. Failures will NEVER EVER happen when its convient for you. Hope someone finds this interesting. Thanks........ Jordan Collins say...I always wondered, with Mark's high level of knowledge, what ratings does he have? Commerical, ATPL? Thanks.....hey if you ever need a fill in on the show, let me know. Take Care. FSBreak Changed Me... From Tim Hi Everyone! I've been a listener to the show for about a month now, and love it! I don't even mind those long 3-hour episodes because of my long commute. I'm nearly caught up with all the shows. Yes, I really did listen to them all in only about a month...! FSBreak has really changed the way I do my simming. Here is a list of things that I now do differently compared to prior to the time I was a listener: I now use more than one flight sim. Before I only used FSX. Now I have reinstalled FS9 and purchased X-Plane. I have doubled my frame rates in FSX (average is now about 40) but I keep it locked at 30 to avoid studdering. I have switched from primarilly being a commercial pilot in the sim to GA. I once again am active on VATSIM (after a 3-year drought). I have purchased numerous add-ons for the sim based on the recommendations of the show hosts. I want to thank you for producing the show, which I look forward to listening to when I am stuck in my car! - Tim
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