Welcome to the FAA Production Studios and the FAA Safety Center, the National Resource Center located in the Sun and Fun Complex in beautiful Lakeland, Florida. I'm your host, Walt Shammel, and our next presenter has been an aircraft maintenance technician for over 20 years. He's been with the FAA over four years, and he's currently the FAA Safety Program Manager for the Minneapolis FISDO. His topic today, and a very appropriate one for today's environment, is owner-operator responsibilities in aircraft maintenance. Let's welcome James Niehoff. Thank you, sir. Good morning. How are you guys doing today? This presentation is one that I put together a while ago. It is my favorite presentation. It's got a lot of good information in it, in my opinion. I always get a lot of good feedback from it. We're not going to be talking about what you can and cannot do maintenance-wise on your aircraft as a owner-operator. We're going to be talking about your responsibilities for the maintenance of your aircraft. My name is Jim Niehoff, and I like to tell everybody a little bit about myself before I get started to make sure you know where I came from and how I came to be talking to you today. I actually started my career down here in Florida. Anybody from Florida? You're from elsewhere? South Central, Florida, Palm Beach County Glades Airport, 1982. I came to work down here as an ANP mechanic. I worked on single-engine light twin for six years. I went back to Minnesota, my home state, in 1988. I went to work for a company called Whip Air Incorporated. Anybody here have heard of Whip Air before? World's largest manufacturer of floats for aircraft. Exciting place to work. Worked on a lot of nice stuff, new stuff, different stuff, stuff that other folks in the industry weren't working on very much. It was very challenging and very exciting. Last five years there I was the Chief Inspector of the Repair Station. I guess I can tell you that the day I took the Chief Inspector job at Whip Air was the day the clock started ticking. It was a very high-paced, high-stress environment. I averaged anywhere from 100 to 120, 337s a year. That is a major repair and major alteration form, giving ideas of the volume of work that was going through the shop at the time. After five years in that position I had reached a state of burnout and was looking for someplace else to go. So in May of 2003 I crossed over to the dark side and went to work for the FAA. I was the Principal Maintenance Inspector and the GA Unit at the Minneapolis FISDO for four years. Then a year ago, December, went to work for the FAA safety team. That gives me an opportunity to put presentations like this together and talk to you folks about important issues. Today I'm going to be talking about owner-operator responsibilities and aircraft maintenance and time permitting.  I'm going to tell you what they are and how you get them put on your aircraft. At the very end, when I initially put this presentation together, my supervisor wanted an outline. So I put an outline together for her. At the very last note, the very last bullet point on my outline was a personal note from me to the audience. When she read that, she singled me, come on in here, I want to talk to you about this. And I told her what I was going to talk about and she gave me the thumbs up and I've been doing it ever since. So to start, your responsibilities start at the Airworthiness Certificate. Have you ever read one? Have you ever read one, really? This is one of those typical things where the large print giveth and the small print taketh away. Your responsibilities for maintaining and operating your aircraft are contained on its Airworthiness Certificate. Before I go any farther, I want to talk about the word Airworthy. We use this term every day in this business. Anybody here not use the word Airworthy? Do we know what it means? And they tell me what is the definition of Airworthy? When your mechanic performs the annual inspection on your aircraft and signs it off at the bottom stating, I certify this aircraft has been inspected in accordance with an annual inspection and determined to be Airworthy. What is your mechanic stating? First part of that definition, when your aircraft conforms to its type design or properly altered condition, and those are my words, and this is out of 14 CFR part 3, section 3.5, and the aircraft is in a condition for safe operation. No subjectivity in the first half, lots of subjectivity in the last half. What I mean when or properly altered condition, what do those words mean? A lot of times aircraft are altered at some point during the course of their life. In my industry career, I altered a lot of aircraft. I put a lot of floats on, I did a lot of alterations, right hand doors, larger engines, Robertson stall kits, Flint tip tanks, the list goes on and on and on. Every time a major alteration is performed on an aircraft, it must be tied back to the type design with approved data. And that is either some sort of approved data, either a type certificate or engineering order or something like that. So the aircraft can actually be altered from its original design the way it was like when it left the factory and still conformed to its type design through approved data. So this is the definition. And again, even though I worked in the industry for 20 years, and this is a favorite question for me to ask when I do maintenance presentations because I like to see how many of the mechanics out in the audience know the definition to airworthy. I was working to this definition for 20 years even though I couldn't tell you what that definition was. So it's always an interesting thing to note. So here's your airworthiness certificate. And there's a lot of information contained on here. Up here in the upper left hand corner, you see the nationality and registration marks. What is the nationality mark on an aircraft registered in the United States of America? Ann, very good. Thank you. Ann, how about Canada? What do you see on Canadian airplanes? What's the registration mark? C. All right. Does anybody know what the registration mark for an aircraft is in the Maldives? Every nation in the world that has a CAA or a Civil Aviation Authority where you can register an aircraft has their own nationality mark. And I have actually a list back at the office. It's quite interesting. So that's the nationality mark and what follows is the registration numbers and letters in some combination thereof. You'll find the manufacturer and model number on your airworthiness certificate as well as the serial number. This is the information that ties this document to your aircraft. You'll also find the category. I would wager to guess anybody flying experimental amateur built here? You're not going to see one of these in there. That's yours? Yeah. Anybody know where you go to find the category? If you wanted to know what the category of your aircraft was, where would you go to find that information? It's on the Type Certificate Data Sheet. If you haven't read the Type Certificate Data Sheet for your aircraft, I would suggest that you do that. It's very interesting. It's got a lot of information, at least from a mechanic's point of view. It's very interesting. It basically tells everything that's supposed to be on your aircraft. It'll give you the engine that you can put on it, the prop combinations. All that information is contained. It tells you the category. It tells you the certification basis and a lot of other information. Then we have the authority and basis for issuance block. If there are any exceptions to this, that's where they will be typed. My guess is that most, if not probably 99% of everybody has a none, the word none, typed in this particular box. You do find exceptions to this rule from time to time. If you get into the business jet category of aircraft, that's a lot of times you'll find it there or larger. A lot of times there are exceptions to the rules. That's where they will be. The date of issuance of the Air Within Certificate, the representative who's issuing that certificate, whether it be FAA or a DAR or whoever, and their designation number. Now that we've flipped past that and you've had a chance to look at it, did anybody notice what three rules are referenced on the Air Within Certificate? There's three rules that are spelled out. We're going to talk about that here in a little bit. But for now we're going to go through, line by line, the authority and basis for issuance section of the Air Within Certificate. I'm going to explain a little bit of this as we go. It states the following. This Air Within Certificate is issued pursuant to the Federal Aviation Act of 1958. This is the legislation that was passed by Congress and signed by the President of the United States that created the FAA. Prior to that we were the CAA. The FAA officially came into existence in 1958 and certifies that, as of the date of issuance, the aircraft to which issued has been inspected and found to conform to the type certificate therefore to be in condition for safe operation. What is that? Anybody make the connection here? That is the definition of... Airworthy. Airworthy, thank you. So the aircraft must be determined to be airworthy prior to the issuance of an Air Within Certificate. And we'll continue on. And has been shown to meet the requirements of the applicable comprehensive and detailed airworthiness code as provided in annex 8 of the Convention of International Civil Aviation except as noted here in and again if there's any exceptions to this you would find them here. So every time an initial issuance of this certificate is made, the aircraft must be determined to be in an airworthy condition. Subsequent issuance or reissuances of this certificate can be done based on the issuance of this initially. When I would issue replacement certificates and if you would ever get in a position where you would need one, whether you changed the N number on your airplane or the old certificate got deteriorated to the point where you couldn't read it or it was torn and you wanted a replacement. That's something that routinely happens at the FISDO. Probably a couple of times a week I was issuing a replacement Air Within Certificate for one reason or another. I do not need to make a determination of airworthy to reissue but a determination of airworthy must be made for an initial issuance of this certificate. Terms and conditions. Another section on the Air Within Certificate that contains lots of words and we're going to go through these and there are the three rules that are referenced. Anybody want to make a guess again as to what three rules are referenced in this particular section? One of them I would, it rarely is guessed, it's part 21 but the other two, anybody know the rule for maintenance? As a mechanic, what rule do I follow to do the maintenance on the aircraft? It's part 43. What's the rule that you need to know to operate your aircraft? Where do you find the minimum safe altitude rules and that sort of thing, anybody want to make a guess? It's 91. So let's go through this line by line. I'll explain a little bit of this as we go and it starts like this, unless sooner surrendered, suspended, revoked or a termination date is otherwise established by the administrator and there was a day when every Air Within Certificate that was issued had an expiration date on it. It was only good for one year. At the end of that year an annual inspection needed to be accomplished on the aircraft, a new determination of airworthy needed to be made and at that point in time a new Air Within Certificate was issued good for one year. That changed in the mid-50s, 1955 when as you can imagine with the number of aircraft escalating over time it got to be a huge burden to be issuing a new one of these for every single aircraft. So at that point in time no termination date was placed on the certificate however from time to time old aircraft that did have an expiration date on the Air Within Certificate come to the FISDO to get a replacement and a determination since it's never had one since 1955 because it expired at that point in time a new determination of airworthy needed to be made at that point in time before I could issue a new one. And we'll continue this Air Within Certificate is effective as long as the maintenance, preventive maintenance and alterations are performed in accordance with Part 21, 43 and 91 those are the three rules referenced and right here it all if you can imagine we live under a representative democracy or at least that's what I will call it today and we have a congress and a that passed legislation creating the FAA a president that signed that legislation giving us the authority to write and to regulate these particular rules we who elect to get involved in aviation voluntarily submit ourselves to these rules so at this point in time this is our connection to those rules this is what is telling us the FAA, the authority we have to issue the certificate and you how you as an owner operator are going to maintain and operate your aircraft all come from this particular point and let's continue there's another really important point that a lot of people aren't aware of so we're going to maintain our aircraft in accordance with Part 40 21, 43 and 91 of the FAARs as appropriate and the aircraft is registered in the United States that needs to be all capitals on that and the aircraft must have a valid registration the status of the airworthiness certificate is the same as the status of the registration if the status of your registration goes from valid to anything other than valid your airworthiness certificate has that same status are you all owners in here? are you owning your aircraft? so every three years you get a postcard from Oklahoma City remember seeing that? and this goes out to every aircraft owner every three years if the information, first of all if the card reaches you and all the information is correct you take that card and you can throw it away nothing changes if you have moved your information with registration in Oklahoma City and this card is mailed to you doesn't find you and is returned to Oklahoma City the status of your registration will be changed from valid to undeliverable triennial at that point in time you do not have a valid registration and you do not have a valid airworthiness certificate in your aircraft there are other reasons it could be terminated I'm not sure exactly how long it can stay in the undeliverable triennial status before it changes to terminated but there are a number of a variety of reasons why your registration can be changed from valid to something else if you want to check if you're curious, google your N number go to the FAA.gov website and check the status do an N number search for your aircraft it's all public information and your name and your address will be on there and the status of your registration will be there so if you're curious I would urge you to have a look and see what your status is if I were, if you were to come to me at the FISDO requesting a replacement airworthiness certificate for whatever reason lost it, new N number, what have you the first thing I would do is check the status of your registration if the status is anything other than valid I can't help you until that is fixed let me tell you one other thing and you may want to take notes on this or at least store it away back in the gray matter there is a way, if there is a problem if the status of your registration is anything other than valid and you want to go flying that day it's still possible call Oklahoma City up see what they need to fix this you may be able to do it on the phone right there you may not if you can't do it on the phone right there and they need additional information on the phone that they give you what's called a fly by wire a fly by wire and don't, if they don't know what you're talking about just work your way up the food chain until you find somebody that does that is a fax form that they can send you in about 20 or 30 minutes and it's a temporary registration good for 90 days throw that in your airplane you're good to go, you can fly on that and if you get ramp checked you won't have a problem yes sure, absolutely good point they're right around the corner out here you can check it with them and if anybody that has access to the internet go to fa.gov, you'll find that information there thank you, I appreciate that so very important, very important to understand that the registration must be valid and that the status of your airplane certificate is the same as the status of your registration I want to talk a little bit about part 21 I'm not going to go into very much detail here but I want you to know what's there I'm going to cover a couple of titles in different sections so you have an idea of what is what is in this particular section sub part B and part 21 is titled certification procedures for products and parts sub part B covers type certificates I mentioned that earlier where every aircraft, every aircraft that's owned by you has a type certificate if it's a type-certificated aircraft if it's a light sport it doesn't have one of these if it's an experimental amateur built but if it's a standard normal type-certificated aircraft it will have a type certificate and what you would do, let's say you're a manufacturer and you design and build an airplane and you demonstrate to the FAA that that aircraft meets all of the certification rules contained in the FAARs the FAA has the authority based on part 21 sub part B to issue that type certificate so you now as a manufacturer have a type certificate for that aircraft sub part E covers supplemental type certificates that's something I dealt a lot with at Whip Air they have lots and lots of STCs and that is the section that authorizes the FAA to issue supplemental type certificates approved data for an alteration production certificates let's say you are a manufacturer and you design and build an airplane and you demonstrate to the FAA that it meets all of the certification rules you get a type certificate can you start making that airplane at that point in time? you need to establish production and demonstrate that every airplane coming out the end of that production line meets the type design of the aircraft when you do that you get a production certificate and you can start making that aircraft sub part G gives the FAA the authority to issue production certificates and now sub part H air within the certificates this is the section that grants the FAA the authority to issue that air within the certificate and there's a lot of different kinds and varieties standard normal and experimental etc etc sub part O technical standard order authorizations and time permitting towards the end of this presentation I'm going to run through that tell you what a TSO is where it came from how it came to be and a little bit about that but there's a lot more to this rule and a lot of it that really you're not going to be interested in but just to give you an idea again the legislation that created the FAA gave us the authority to write these rules this is the rules that grant us the authority to do these things and we're going to go on now to part 43 this is the rule that I worked under for over 20 years in industry as a mechanic and there's three parts of this rule that you need to know about it's a very short rule it's about a dozen rules and six appendices it doesn't take very long to read if you're suffering from insomnia one night you can pull this out and it will put you right to sleep but there's three parts of this rule that you really need to know about we referenced in part 91 that we're going to be talking about here in just a minute section 43.5 and I only have the title here approval for return to service after maintenance, preventive maintenance rebuilding or alteration what you need to know about this rule is anytime a maintenance function is performed on your aircraft it must be approved for return to service it doesn't matter if your mechanic just completed the annual inspection or you just changed the oil anytime a maintenance function is performed it must be approved for return to service so what does an approval for return to service look like? section 43.9 covers content, form and disposition of maintenance, preventive maintenance rebuilding and alteration records there's four things that make up a valid approval for return to service following a maintenance function anybody tell me what they are there's going to be the date description of the work performed signature of the person performing the work and their number if it was an annual inspection it's going to be the ANPIA or the repair station and their number if it's an oil change something that you just did it's going to be your name and your number your pilot certificate number that you have under part 61 it must be approved for return to service there's one thing that was missing from that list anybody know what that was? times, thank you that's not required by the rule under maintenance functions it is required under inspections are you going to put it in? absolutely, always, I always did I did thousands of maintenance record entries as chief inspector and I always referenced the times under section section 43.11 you're going to see these referenced in 91 here again in a little bit this is content, form and disposition of records for inspections and this is where all of the time life items aircraft total time, engine total time prop total time, time since major overhaul those times if there's any life limited parts if you have an aircraft with a turbine engine in it or a helicopter there's lots of life limited parts that go into these aircraft parts and pieces these must be tracked and must be current and up to date at the time an inspection is performed going to go into part 91 now general operating and flight rules is the title of part 91 we are going to be talking about sub part E or what I call the 400 series of the rule and this is title maintenance, preventive maintenance and alterations first one we're going to talk about is 14 CFR part 91 section 91.403 and paragraph A states the owner or operator and that would be you anytime you see owner or operator that is the pilot of the aircraft or owner, operator of the aircraft and that's you is primarily responsible for maintaining that aircraft in an airworthy condition including compliance with part 39 of this chapter what's part 39 any guesses anybody know 39 is ADs airworthiness directives part 39 is not referenced on the airworthiness certificate but it is incorporated by reference in part 91 section 403A so this is a great indication of the tentacles as I describe them running through the rules where even though the source which is the airworthiness certificate doesn't tell you you need to comply with ADs you do because it's in reference in accordance with part 91 next rule we're going to talk about is 91.405 each owner or operator and that's you of an aircraft shall have that aircraft inspected as prescribed in sub part E of this part etc and shall ensure that maintenance personnel make appropriate entries in the aircraft maintenance records indicating that the aircraft has been approved for return to service did you just see what the rule just did who's responsible to make sure that I make a maintenance record entry for your aircraft the work I just did on your airplane you are how many of you knew that there was a we had completed a float install which we did routinely constantly and delivered the aircraft it was completed we went through all our final checks it was a proof return to service we did everything that we normally do for an install on an aircraft owner comes up jumps in the airplane flies home he was local Minneapolis area two days later showed back up with his log book in his hand and said I don't see a maintenance record entry in here for my float install and it was a little late at that point in time but it was there it was one of those log books and you may have one like this it's got different sections in it it's got an avionics section in it it's got an alteration section in it it's got a number of you know it's in a book that's only that thick it's got five or six different sections in it and he didn't look in the right section I opened it up and showed it to him and it was there but he was he's on the hook for that you're on the hook for that the owner operator is responsible to make sure that your mechanic or repair station gets that work done and it's a proof return to service before you get in it and go anywhere next one 91.407 a no person may operate any aircraft that has undergone maintenance preventive maintenance rebuilding or alteration unless it has been approved for return to service by a person authorized etc etc and the maintenance record entry required by 43.9 or 43.11 as applicable of this chapter has been made and we drilled this one into the dirt into the dirt yet why is this so important why is the FAA so adamant about this anybody have any idea the answer to this question is one word nope he said safety and thank you for that because that's the first answer I always get it plays into it but really I'm thinking about the actual nuts and bolts of why this is so important and before I answer this let me ask you another question I love asking this question because it's going to show me who's got animosity towards the FAA what is the primary responsibility of the FAA this is going to give you some insight into my thinking and how I think and it's not job security and it's not to complicate and make your life miserable the number one responsibility of the FAA is to find and fix unsafe conditions in the aviation industry that's my definition that's what I think we do so the answer to this question is traceability how can we fix something if we can't find it I've got a scenario for you and this is going to illustrate why this is so important let's say hypothetical situation you are an instrument rated pilot and you have a beautiful airplane that's instrument equipped got all the bells and whistles all of a sudden one day your artificial horizon goes bad and you need a new one so you go to your mechanic and they order one and they install the new one unbeknownst to the manufacturer unbeknownst to the mechanic and unbeknownst to you there is a flaw that has been built into this part two weeks later you're up flying along and it's been functioning flawlessly up to this point in time it's running great, airplane's running great you're in the soup, you've done everything the way you're supposed to do it you're a competent IFR pilot engine is pulling like it's supposed to be when all of a sudden that flaw comes to light and it fails and before you know it the autopilot throws you into a violent upset maneuver that you can't recover from you break out of the clouds at 300 feet in a 70 degree nose down attitude going 200 miles an hour 1.03 seconds later you dig a hole in a cornfield and kill everybody on board the aircraft how are we now charged with sifting through this smoking hole going to figure out what happened to you there's more of these out there we need to find them if there's no maintenance record entry if there's no way for us to find this flaw and find out why this thing failed it's a ticking time bomb for somebody else maintenance records are vital vital in accident investigations and finding causes to accidents the real cause we don't want to blame the pilot if it's not the pilot's responsibility we want to find the part we want to know why this happened we investigate accidents to prevent future accidents that's what it's all about and that's why you see this over and over and over again not only am I charged as a mechanic to approve this work for return to service but you are responsible to make sure I do my work you can't fly it again until it's done and so there's a record of it so we can come back to it and find it if we need to very important stuff 91.409 accept is provided in paragraph C don't you love rules that start like this accept is provided now you gotta go figure out what's in paragraph C before you can understand the whole picture the whole scope of this accept is provided in paragraph C of this section no person may operate in aircraft unless within the preceding 12 months it has had an annual inspection in accordance with part 43 of this chapter or an inspection for the issuance of an airworth in certificate in accordance with part 21 of this chapter what do both of these things have in common what do we need to do before we can issue an airworth in certificate to make it sure it's airworthy what do we do if we're going to do an annual inspection we're making a determination of airworthy so every 12 calendar months a determination of airworthy must be made on your aircraft and there's a bunch of additional rules part 91 to run through some of these if you're wondering where they are and really what's in them I would urge you to spend some time in there and to read them how many of you get your altimeter and altitude reporting equipment tested every 24 calendar months this is where that comes from 411 and 413 413 is transponder test and inspections I always refer to these as the IFR certs any time an aircraft came in for an annual inspection as chief inspector I would pour through the books I do the research I would look for these and if these were overdue or coming due soon that's one of the things that I would make sure was done I'd get with our avionics shop and get that scored away 91 415 is changes to aircraft inspection programs I would have wagered to guess that everyone here really is under an annual inspection that's not an inspection program this would be like a phase card inspection or some sort of program established by the manufacturer if you're going to change from that to something else this tells you how to do that 417 is maintenance records retention tells you how long you need to keep your records and how many of you knew that it's in the rule that when you sell your airplane the records must go with it that's in 91 419 421 rebuilt engine maintenance records tells you how to deal with these and what you need for those so that's essentially part 91 and the sections that apply to you maintenance wise I would urge you to go in there if you're interested to read up on some of this stuff again it's pretty dry but worth your while I think I want to talk about 39 for a second because I mentioned it earlier and it is incorporated by reference and you must comply with ADs and I wanted to cover just one section in here it's section 39.7 and when they rewrote this rule several years ago and maybe it's getting to be longer than that I don't know it's I've earned every single one of these gray hairs on my head so I'm sort of loose track of time they started each section with a question and this is how it goes what is the legal effect of failing to comply with an error in this directive answer anyone who operates a product that does not meet the requirements of an applicable AD is in violation of this section strong language but that's one of the things that also happens during the course of an annual inspection you should have a complete list of all the ADs that are applicable applicable to your aircraft and their status a lot of times I would see and I'm probably guilty of this at some point till I figured out I wasn't supposed to be doing it a lot of times what you'll find in the maintenance record entry is the mechanical right in there checked all ADs or all ADs up to date there's a lot of ADs out there that don't apply to your airplane so we just need to know what the status applicable ADs are on your aircraft any questions on that section there's a number of ways you can deal with that and the question is what do you do when you can't get your annual inspection done in that 12 calendar month time frame and it happens a lot and that was one of the things that I did a lot as a principle in the FISDO was issue a what's called a ferry permit and a ferry permit is a temporary flight authorization that allows you to relocate the aircraft where it is to where it needs to go to get that annual inspection done so and that's a very easy thing to do again as long as your registration is valid I issued these routinely from several a week many times and that again you need that as much as I hate to admit it the FAA's teeth are rather dull unless you're a professional pilot earning a living with your certificate or a professional mechanic earning a living with your certificate and a violation or a suspension or a revocation would ruin your career there really isn't much that I'm going to be able to do to you however who does put the teeth in our rules it's the insurance companies and the lawyers you need to have an airworthy aircraft or at least something that says you have authorization to fly your aircraft when it's not airworthy because if something happens from point A to point B and you're out of annual and you didn't call for that ferry permit and something happens what's your insurance company going to do okay there we got it let's say I own an airplane and I'm in the military and I'm overseas for a year or 8 months Air Force reserve whatever I got a nice airplane at the home airport sitting in the hangar but that 12 months rolls through and I'm still overseas and so when I come back I get it inspected but I've done this outside of the 12 month window once you complete your annual inspection you're good to go the aircraft has been determined to be airworthy and you can fly it okay if you you can arrange for it to be done while you're gone if it can be done right there at the field yeah if I'm going to be gone pay for an inspection then I'm not going to use the airplane for another 6 months you can there's nothing that says if you cannot operate the aircraft out of annual if you go past that 12 months and you're going to be gone for another 8 and you just want to leave it set you can do that there's going to be some things that you probably want to take care of like your battery might be an issue the fuel is going to get old other issues like that that you're going to want to take care of before you go flying again but it can sit there there's nothing that says it can't sit there okay thank you appreciate that any other questions on this particular segment we're going to proceed then I've got time by the looks of it into TSOs and PMAs and there's a lot of confusion I think at least that was my experience and I had questions about TSOs and PMAs and what they were, where they came from and how do you get them put on your aircraft first of all a TSO is a technical standard order it is data only this came about after World War II late 40s early 50s when the aviation industry was really starting to spool up everybody was getting involved in aviation lots of people building airplanes everybody that built an airplane was building an airplane had their own idea of what a seat belt should look like everybody had their own idea of what an artificial horizon should look like everybody had their own idea of what a turn coordinator should look like etc etc etc and every single time an aircraft came up for certification for each and every single one of these issues so the technical standard order came about at that point in time and it created a set criteria for many different components that were going into aircraft I'm not sure exactly of the number right now I looked up the TSOs before I came here this was last week and the highest number I saw was TSO 198 now I know there's some that have expired and have gone away so there's not 198 of them but there's a lot ELTs seat belts, seats sump drains life rafts, life vests the list goes on and on and on of all of these particular components for example a TSO is data only and if you were to look at the TSO for the ELT for example you would find it's only about 3 or 4 pages long it's not very long but it references a lot of other documents and one of the paragraphs in there would tell you something like this this ELT needs to have a G switch that actuates between 4.8 and 5.2Gs it must transmit for a period of 48 hours once activated while transmitting 80% of its energy must be transmitted between this bandwidth and this bandwidth et cetera et cetera et cetera very technical stuff if you were a manufacturer that wanted to design an ELT you would pull this TSO out and say this is what I need to do this is how this ELT needs to work it needs to be able to meet all of these criteria you would design your ELT and if it met all of these things the FAA would issue you a TSO and allow you to start producing that ELT there is no installation authority that comes with a TSO it is just an FAA approved part I'm going to talk a little more about that in just a second then you have PMAs PMAs stands for a part parts manufacturing approval normally what you would find these on are direct replacement parts any Cessna owners here or any Cessna the example that I like to use here is the seat rails there is an AD that applies to the seat rails on your Cessna it is due every 12 calendar months every annual inspection or a certain number of hours depending on how many hours you fly you have to perform this AD it is an inspection of the seat rails on the seats of your aircraft and if you find any cracks anything that is worn beyond limits that seat rail must be replaced there are TSO holders out there I'm sorry PMA holders out there you can buy a part from them you can go to Cessna and pay $500 for a seat rail or you can go to this PMA over here and spend $200 for a seat rail what are you going to do it is a good part it is an FAA approved part what you are going to find is that that replacement part is specific to your aircraft by make and model and will be accompanied by what is called an AML or an approved model listing it will be a piece of paper that comes with that part that tells you what you can put it on if you have a 172N and you look at this AML and it has got every single 172 ever made since the dawn of time but the 172N can you put it on your airplane it must be your aircraft by model number and letter specific has to be identified on the AML for you to put it on that is your installation approval the installation of that seat rail is still a major repair and must be dealt with in a you have to file a 337 for that repair but you can put that PMA part in under that AML that AML is your installation approval for a PMA part installation of a TSO part if the installation of a TSO part is a major alteration it will require approved data to get it put on your aircraft if the installation of that TSO part is a minor alteration you can install it with a log book how do you tell the difference talk to your mechanic there are very specific well I've talked on this subject for maintenance folks there's a number of tools we have to determine if a repair or alteration to your aircraft is major or minor not an exact science but it's all the help we have and they can apply these tools to what you want to do and to the part you have and if the TSO if installation of that TSO part is a major alteration you need to get some form of approved data a number of ways you can do that get a field approval and I know there was a question in here to form the other day about the field approval process and why it had gone away I can tell you from personal experience I did a lot of them in industry and in the early 2000's I think it was 2001 or 2002 the guidance changed big time I was still a chief inspector at that time for all practical purposes as far as I was concerned field approvals went away they weren't worth my time and the public cried out as justifiably so and it changed the guidance changed and I will tell you now as a former principal and somebody that did field approvals that there is no such thing as a dead end field approvals are doable you can do anything to your aircraft all it takes is time and money but field approvals will never go away because you won't let them go away and there is always a way to get it installed on your aircraft however there is going to be times when a straight up field approval is not possible you can then go to what is called a DER designated engineering representative they work on behalf of the FAA on the engineering side they can provide what is called an 8110 that is an engineering authorization they can justify the part that you are trying to install provide you with all of the data and a form that says here install it in accordance with this and that can get it installed on your aircraft so there is a number of ways to get a TSOD part that requires that it is a major alteration installed on your aircraft but you need approved data to be able to do that so that is the gist of those two things and I will give you an example one of the examples that I use in the maintenance side of it I was talking at the Great Lakes International Aviation Conference in Novi, Michigan in January I believe it was and I talked about this and there was a particular case and we worked a lot on caravans caravan was a big aircraft and something that we worked on a lot we did a lot of alterations to it we had a lot of exclusive supply and tell that didn't like the factory seating they wanted to have the factory seating removed and they wanted to have the big captain's chairs put in the Urda captain's chairs or something on that line for installation in the caravan was a TSOD seat but the installation of that seat was a major alteration we had to get approved data to get that seat into that aircraft we hired the services of a DER who crunched the numbers for us and I'm not sure it's something that the engineers do and they come up with all of the data and the numbers to support this and provided us with an 8110-3 for the installation of these seats so there's always a way don't ever feel there's a dead end there's always a way to get a part installed especially if it's a good part a TSOD part any questions on that section anything on approved parts PMA parts or TSOD parts I think we're running good on time last section and I'm glad you guys are here this is the section I alluded to earlier where it's a personal note for me to the audience the supervisor wanted to have explained to her before she'd let me do it as you know I spent over 20 years in industry working hard every day just trying to do it right reading the rules interpreting the rules trying to work within the confines of those rules same thing you're doing I don't think there's anybody out there that wants to fly unsafe and are just looking for that information to make their lives better and safer and then when I crossed over to the dark side and went to work for the FAA my roles changed I went from working under these rules to trying to explain these rules phone would ring somebody had a question can you tell me about this rule how do we do this what does it mean and for a period of time I was in a big learning curve with the rules that I was expected to enforce and one day it dawned on me what the rules were it was an epiphany if you will and I want to share this with you by asking you two questions first question why do we have the FARs and if you think back to the other questions I've asked you about what is the number one responsibility of the FAA this is from me again why do we have the FARs you can throw out an answer if you'd like I get lots of answers safety is one of them job security for the FAA is one of them other issues like that but I'm serious why do we have the FARs why do they exist my answer to this question the FARs exist to protect you from yourself okay so if that's what they are then what are they what are the FARs and usually I have you can hear a pin drop at this point I've heard the answer to the first one I figured it's hopeless, guessing for the second one but this was my epiphany not the first question but the second question this one right here one day it dawned on me it's like the light bulb went on what are they the FARs are lessons learned exception from the CAA to the FAA we have been a reactionary entity we investigate accidents we investigate things that break we investigate things that go wrong and if enough people die a rule changes this is a hundred years of lessons learned is what you find in the rules I would ask all of you to please look at them in this light and learn from the mistakes of others you will not live long enough to learn them all yourself I went to a rotorcraft action investigation class a couple of years ago best class I've ever been to hosted by bell helicopters down in Fort Worth, Texas virtually every rotorcraft manufacturer was there and all of the instructors were outstanding they were industry action investigators from those companies all of them had anywhere from 20 to 40 years of experience outstanding instructor core there were two things that came out of this that really struck me and a couple of days before the class ended we had a big meeting at our hotel and this was a who's who in rotorcraft action investigation all of the students were there bell helicopters was there Eurocopter was there Sikorsky was there NTSB was there Frank Del Gandio, Office of Action Investigation Washington DC FAA was there anybody at an official level that investigated rotorcraft actions was there and before this was over I raised my hand I wanted to get my two cents worth in and I wanted to to ask this group there was no better opportunity than right now raised my hand and I brought up these two things that came up during the course of this class number one was a slide that was put up by Roy Fox engineer at bell been there 40 years heads up their flight safety department one of the slides that he put up during his presentation was a pie chart and we've all seen these we've all seen pie charts depicting this that of the other thing and this one depicted the causal factors for rotorcraft accidents 63% of the pie was pilot error 15% was parts etc etc the interesting thing to note is that he put this chart together 15 years ago and it's still true today the numbers haven't changed the numbers total numbers go up and go down and have been steadily trending down lately but the percentages haven't changed and the other slide that came up that was really the quintessential slide for me and the one that got me started off on this line of thought that I brought into the national landing gear failure powerpoint project that I was involved with and some educational products I have since developed for the maintenance side of the house but the title of the slide was there are no new accidents which is very true every time an airplane crashes and kills someone they've just killed themselves the same way someone else before them has and someone else before them has and someone else before them has so the question I have for you is the same question that I put out at this big meeting why is our industry not learning from their mistakes what are we doing wrong what aren't we doing right what can we do different to change this food for thought again I don't think there's anybody out there that wants to fly unsafe everybody wants to fly safe in this business nobody wants to hurt anyone nobody wants to hurt themselves an interesting statistic and again about the rules all focuses on the rules and what they are and the lessons we've learned from them if you are involved in an accident with your aircraft and if you are in violation of a rule at the time of that accident you are four times more likely to die or to kill someone the lessons the rules are there to protect you and even though regardless of what you think of them regardless of how they're interpreted regardless of your intimate dealings or your face to face dealings with the FAA these are what the rules are take this information and you know put it to heart and that the rules are there really for a reason there's minimum safe altitudes for a reason you need to have a medical certificate as a pilot for a reason I need to have certain training for an A&P for a reason all of the rules are there because we've learned a lesson along the way that tells us we needed to do this so that's my special note to you I am the Airworthiness Fast Team Program Manager for Minnesota this is my contact information if you have any questions and you'd like to talk to me about this or anything else I'm available my email address is here it's james.nehoff at FAA.gov I'm at the Minneapolis FISDO there's the address and if you have any questions now's the time yes very good question and it's about an antique aircraft that you can't find parts for anymore there are rules that allow an owner to produce their own parts you must however have something to go by you need some data you need to be able to reverse engineer you need some means to determine what you have but you as an owner do have the right under the rule and I'm not prepared really to talk to at length about this but there is a rule in place that allows you as the owner of the aircraft to produce that part does that answer your question well it was a legal part built by you under the rule and installed under the part now I can't answer it for any liability concerns if that's your question what happens what's your responsibility for that part once you sell the aircraft and it moves on to a new owner you under the rule have manufactured that part installed that part the aircraft subsequently goes under is determined to be air worthy each 12 calendar months it's still an air worthy aircraft with that part on it but liability wise what are you accepting liability wise on that part I can't answer that I do know that as a as a manufacturer of an experimental amateur built aircraft that you are the manufacturer your Cessna your Raytheon and if you sell that aircraft you accept the same liabilities as any manufacturer does for the life of that aircraft so but again I can't speak directly to the liability issues regarding that part other than if you build it in accordance with the rule and you can do it under the approved parts or the owner manufactured parts and it's a good part you had good data it's a good material etc it's a good part and it can be installed and sold and resold with the aircraft alright thanks everybody appreciate it thank you Jim interesting parts interesting about all those various parts that we can check and double check on and of course you mentioned the fact that when you get an annual inspection it's still the owner operator's responsibility to make sure the airplane is still air worthy absolutely absolutely and a lot of pilots I don't think realize their responsibilities on this end of the spectrum their responsibilities they accept as the owner and operator for the maintenance of their aircraft any more questions of the presenter you can come right up here come right up here sir


I got a good one dude. I got a big one. I think. Oh, yeah, yeah, that's a good one. Oh my gosh. Oh gosh. Oh my gosh. Oh, oh. Dude. That was sweet. It's a nice one. What? What? Uh-oh. What's happening? Oh, gosh, dude. Oh my gosh. Oh my gosh. Dude, you got a tank. Yo, what's poppin'? People, welcome back to another episode of Kicking Their Bass TV. If you guys are new to the channel, hit that subscribe button. Hit the notification bell. Also hit the like button. Today, we're doing some pond fishing, but before we even hop into that, I dropped more combos on the website, guys. We got the Kicking Their Bass combos on KickingTheBass.com. Link is down below. You guys have been tearing up the spinning rods too, man. I was surprised at how many people ended up getting theirself a spinning rod, but we added a lot of rods to the website, so you guys should be good. Like I said, only on KickingTheBass.com. You guys can go check them out. I appreciate each and every single one of you guys that have purchased the combo. And these rods will ship out within 7 to 10 business days. So if you guys want to get one, go ahead down below, but we're going to go ahead and get started today. Cover a lot of water at these ponds, and more importantly, try to catch a double digit bass. The last time we came out here, I actually ended up hooking into a double digit on a jerk bait. It was a crazy fight. We'll go ahead and roll that clip right now. I just don't see that this bait can go by a fish's nose right now and then not eat it. Uh-oh. Dude, that's a monster, Cody. Monster. I can't even move them. Oh my, this might be my PB. Oh my gosh, it's a 10 pounder, bro. It's a 10 pounder, Cody. Oh my gosh. Dude, that might be bigger. How big is that? Is that a 10? My shoe is soaked. I stepped right in the water to get this sucker. He was barely hooked. Look at that brute, bro. But yeah, there's some big fish in here, and I got a special guest with me today. I got to show him on the camera. He doesn't really know how to fish. He's only been once or twice. But, you know, maybe he'll look into a big one today. We'll see. What's popping, people?  About to put the whooping on those so you guys stay tuned. Watch that. Go check out Big Boy's channel, WFO Steve.  I'm just glad to be out here with my boy. Yeah, I know. I'm ready. I'm gonna get my first shot at the kick in their bass TV rod and reel today. I'm excited about that one. The only way you're gonna catch your PB, you gotta pick up that rod, man. It's a lucky combo, ain't it? I've seen so many people. Dude, seriously, I've seen...  They're like, oh, it's a lucky rod. That's awesome. That's just amazing. That's dope, but... They look beautiful. Yeah. No, I think it's gonna be good today. If you guys are wondering what I'm throwing, I got a little rage-croll on here for a slow-moving bait. On this rod, Connor, you know, Connor we fished with a couple episodes ago, and he left his bait on here. This is actually a wake bait by Strike King. If you want to get a discount on any of the baits I use, I'll have my link and code down below. But this bait right here, he was burning it like a crankbait. He wasn't working it at the top. He was just ripping it. And he had some really big fish come up for it. So I was like, you know what?  This one's for you, Connor. I'm gonna give it a shot this morning. See if we can get a big one on it. If we don't get anything, I'm probably gonna put on a jerkbait. Got a lot of wind today, and I think we might be able to hook a big one. Because last time, that's what we caught that big boy on, and I'm feeling it. That jerkbait catches him. But let's go ahead and get it started. All right, guys, we're gonna get started with this little wake bait. I might, I don't know if I'm gonna work it like a wake bait, but I might burn it. See, that's what Connor was doing. He was just, oh, gosh. Oh, my gosh. Oh, my gosh. Okay, that's a good one. There's one with it. Oh, my gosh. That's a nice fish. Look, I hooked him right under this gill, right in his belly. As I was talking to the camera, it just happened, guys. That was wild. I was like, yeah, Connor was just burning it like this. Maybe that's the trick, Cody. These fish might be really finicky today, but what I've realized with finicky bass, especially bluebird skies like today, you'd think to throw a little crawler or a worm. But let me tell you, something about a crankbait triggers these bass to bite. So with it being a tough day, this might be a really good bait to throw and kind of get that reaction bite.  Look at that. That's a solid bass right there. I wouldn't say he's quite three pounds, but he is close and he's a healthy one, too. That is sweet. Let's get him back in the water. All right, baby. Thank you for biting. We got it started really quick here. That's a good little sign.  Thank you, baby. There she goes. Give me some. I was legit, dude, right off the rip. Oh, yeah. Oh, yeah, Steve. Oh, yeah. Whoo! Big Steve just got him like a six pounder, I believe. I'm going to run back to the car and grab the scale because I know you guys love him. I didn't want to carry it with me because I have the worst luck when I have a scale. I don't know what it is. We won't catch nothing if I have that thing in my pocket. Oh, I'm worn out. Now we go back. What's up with this fish?  I can barely hold it up. All right, we're zeroed out on the scale. Five, two, four. Well, start off with a five pounder. That ain't too bad, is it? That got me like a little high two pounder a second ago and then Big Steve just happened to hook this tank, man. Beautiful bass. Bucket mouth. Let's go ahead and get him back in the water. Here you go, Big Steve. Five, two, four. That's a big bass. That's what I'm talking about. What's your PB, Steve? Power, baby. Power. What's your current PB? Nine pounds, thanks to Noah. Nine pounds. Not official, but... All right, back to what we were doing. Burning this dang thing. I don't know if you guys remember, I made a video out here and I had a big boy come out from that pipe and slam it. Burning this sucker. Nice one. Not a big one, but that's a nice fish. That's a good one. Burning that sucker, man. Connor might be onto something with this. Yeah, he ain't even two pounds. Maybe he is. Yeah, he ain't even two. About a pound and a half. Nice little bass. You don't have too thick of a belly on them. But you're burning that thing, man. I don't know what it is. But I never thought about burning a wake bait. A wake bait you're supposed to work really slow. But it's kind of good for these ponds, if you think about it, throwing a wake bait like that because a lot of these ponds are shallow. They've got a lot of grass in them. Even when you burn this wake bait, it only stays about six to eight inches below the surface. So you can really hone in with this thing and not get caught up. My pretty little bass. I'm going to shoot today. Not a big one, but it was fun to catch him. That was a good bite. Thank you, baby. She goes. Second fish for me. Three fish overall, not a bad start. I'm going to keep on burning this thing, guys. This might be... This might be something, man. I'm going to tell you. I don't think these fish are active either. I don't think they're slow. That cold front that blew through, just creased that reaction bite.  Come on, baby. Coming out of my mouth. Gosh, they're eating the sucker. That's a two pounder. Thank you, buddy. Look how he ate that thing, too. That's exactly how you want them bass to eat a bait just like that. Today, it's going to be a little rough. I don't know where my pliers are. All right, boys and girls. Fish number three on the burning the wake bait strategy. This fish choked this thing, too. There you go. Beautiful little fish. Heck, yeah, we have a good little start to today. Oh, that's a good one. That's a good one. That's our biggest. Oh, baby. She's getting crazy. I don't know if she's four. I think it's a three pounder. Is she even that big?  Look at that one. They're hammering this sucker. It's funny because you reel it so fast you have a few that have just choked it. Then you have a couple that you can tell just sideswipe that sucker. That's a good little fish. He looked a lot bigger jumping, didn't he, Cody? He was doing four pounds, boys. I'll take a solid two and a half, two and three quarter pounder all day.  Woo. I'm excited for this bite. This is just a... I really didn't expect that bait to just start hammering them like that, but that is a slab. Thank you, buddy. All right.  Big ol' thick back on him. That was a good fish, man. What are we on? Five? Five on that? Man, big Steve better watch out. Well, we're on four. I think five with Steve's. Yeah, you're right. Not bad, dude. We caught more fish and we did that whole entire time last time, so you can't complain.  What? What? Turtle?  No. Hey, I got a small one. Squeaky. Dang, boy. Ooh. I just turned around and told the big Steve to just stop. I was burning it and I stopped it and he ate it. Maybe that's what we need to be doing. We burn it fast and give it little sporadic stops like that. Maybe that'll trigger them best to commit. This little tiny guy though. Thank you, bud. Fish number six. Well, you got two now. Your other fish could eat that fish. One in the hand. Yeah, a half fish. Nice. I saw it. I thought you had a log on his peak. No, he came in and clobbered it right at the edge right there. Yeah, that was pretty awesome. I think he's big. I can't tell, dude. I can't move him, though. Oh, yeah, yeah. That's a good one. Oh, my gosh. Let's get it, baby. Not a giant, but he's a good one. Gosh. Look at that one. It's a good three-pounder. Just thick. Just a brute. Look at that. It's a good three-pounder. Look how thick that fish is. That's a thick bass. Big boy. Look at that brute. That's a brute. Solid three-pounder. I couldn't tell how big he was when I was fighting him, but that is a pretty slab right there. Thank you, baby. There she goes. That was sweet. It's a nice one. Hammered it. Solid three-pounder. That's a good fish. Let's go, baby. Look at that one. These are some fat broods, man. You can tell we're getting into this fall time, man. These fish are eating bait. Feeding up on some shad, man. They're just thick. Good, healthy fish.  Craziest thing. This might be some pond juice. I'm not going to lie. Just because you don't get that grass on that bait, that's water. Thank you, buddy. Thank you for biting. Pretty little fish. There it goes. Not a big one, but a nice one. Come here, Jim and Bob. A little two-pounder. Look at that. That's how you're supposed to eat it right there. Dude, they love this thing, man. I've never. I really do believe, too, guys, if I wasn't throwing this bait, I mean, I I just think this is just the trick right now.  And these fish are just brutes, you can tell. It's in fall bass, man. Chewing up on them bait fish, getting all fat for the winter. Pretty bass. Thank you, baby. Thank you, baby. What number is that? Shoot, dude, I don't even know. We're probably at 10 now. I think we're over 10. Two over there. He's caught three. That's five. I had five before. Yeah, we're about 10. 10, 11 fish. Pretty one. There he goes. Sweet. You got a big one? I just walked away. I gave him my bait. Oh, my gosh, how big is he? Is it like over five? Oh, my gosh. Oh, my gosh, dude, you got a tank. Yeah, that's a go. It's another five-pounder.  Oh, yeah, that's a six. That's a six. That other one was a five. This is a dang six. Look at that one, boys. Whoo! That's a toad, dude. That was worth the wait, big boy. You see how they loaded up on that? I've been patiently waiting. Yeah, that bait's fun. That's a six, dude. It's got to be a six. You never know when Daddy Van Dan is going to get it done. Dude, that's a tank. I don't know. It's got to be over six. I don't believe it's five. That other one is five and a quarter. This one has to be over six. This one's bigger. Oh, yeah. Oh, yeah. 630. 628. Yeah, 630. Dude, that's a freaking tank. Yeah! That's a good one. Look at that, Daddy Van Dan. That's a freaking two slobs today. Two slobs are gone.  I gave him my little weight bait to throw. That's a good one, man. Almost a six and a half pounder. Slobber gone. Almost six and a half. Yeah, that's a tank, dude. Yeah, that's a big boy. Yeah. I'm about to say that one has to be six. I didn't get a good look at that first one, but yeah. That's sweet. Big Steve, that's what he wanted. I tried to take him out on the boat.  Maybe try to go catch some reds and flounder and whatever really bites. He told me, he's like, man, I don't want to go out there. He's like, I want to go out to a pond that has some big fish. I was like, all right, we can come out here and he's like, I want to catch five pounder. And he ended up catching a five and a six. I didn't get any big ones today, man.  Like some good three, three to three and a half pound fish, like a ton of them, but I never got that five plus. I had that one on at the beginning. That was about that size, but it's been a little weird. Halloween came early. Is Halloween tomorrow? Dude, I just don't even have a life. Oh, Halloween Sunday. What? Uh-oh. What's happening? Oh, gosh, dude. Oh, it came off. No, he didn't. He just came off. Oh. Did you see that? That was a six plus. Well, guys, we're going to end off today's video. I hope you guys enjoyed it. Hit that like button if you did. Go check out the rods linked down below. Kickinthebass.com. I'd greatly appreciate it. Had big Steve on the channel today and his main goal was to catch five pounder, which he made it happen. So caught a five and six and three. If you guys enjoyed it, like I said, hit the like button. Go check out big Steve's channel down below. I'll see you all in the next video.


What's up Titans? Congrats on the big win versus the Patriots. Now it's on to Baltimore. We know you got this I'll be watching. I'll be at home. I'll be ready to tighten up and I know you guys will tighten up also What's up Titans?  It's time for the Ravens now boys Let's go to Baltimore and take home that W. Tighten up! Tighten up! Hey, on behalf of everybody in Nashville, thank you to the Titans and good luck Fantastic win last week. The team with all the momentum wins in the playoffs. That's us. Go get them. We're behind you a hundred percent Let's go Titans! Tighten up baby! It was really cool to see the Mamberian Street packed Broadway packed last week into the division Everybody was everybody was excited about our Titans So let's go do it again. Go up to Baltimore and beat them boys. Go Titans. Yo, what up Titans? Jimmy Allen here. Just wanted to say good luck this week versus the Ravens Root for you guys. My boy Ryan. You looking good out there QB man. Super proud of you. Keep fighting Tighten up. Titans, congrats on the huge win in New England, but now we're on to Baltimore So make sure you bring that same passion on every single plane you're gonna bring home a W Let's go and tighten up, baby. Hey Titans, clip those Brandon's wings Go Titans! Go Titans! Go Titans! Tighten up whatever it takes. Boom! What's up fellas? It's Dan from Dan and Shay. Just wanted to wish you good luck this weekend in Baltimore I grew up in Pittsburgh, so I really really really need you to beat the Ravens. Love you guys. Congrats on an amazing season Hopefully we get to celebrate soon. Tighten up baby. Peace. Hey Titans It's Aaron O'Bria and it's playoff time.  Tighten up, baby. What's up Titans? It's CB 30 We just wanted to congratulate you guys on a huge win against the Patriots. Now we're on to Baltimore Tighten up, baby. Let's go. Let's go. What's up Titans? Tyler Rich here Just wanted to say we are so fired up about the game this weekend and wanted to wish you luck Go to Baltimore. Take Baltimore. Take the Ravens. Take the AFC.  I wonder if in this whole school if I could find some Titans fans I wonder if there's some Titans fans in here


Oh, yeah, how's it going everyone it's Logan here and today we're gonna be rating to another video And today we're gonna be rating to NCT versus the English language And how yeah, it's gonna be good because do you know why it's gonna be good because it's NCT That's all you need, but yeah I'm not smart. I don't even know why I went to punch my mic, but anyways other than that, let's get into this How is English? I'm waiting I don't make videos. Oh, yeah, I don't make videos. I have a lot of new video ideas, but they get no views when I make them Now let's get back to confidence Yeah Johnny that's his confidence. Oh, yeah John whoa, John Woo man is comedy genius Oh, yeah Well, everything do something does This is my face Wait, what oh I was like no way in CT has a British member and then I saw a hint What's his name? Henry oh no, I forgot his name the dude that NCT dream collabed with the song goes off by the way Listen to what I forgot the dude's name Henry. Oh, bro.  That what happened Hello, man Oh Bro, this is a great video Hey dad jokes, I'm here for it Oh Why is everything juice I'm doing so goddamn cute.  I love him. I love him I think my 127 bias is John Woo has to be Yes queen I need to see more of the latest of them. Oh, oh, yeah Miami.   Oh Yo ruffle I Teen translating is amazing we always Oh, oh my god, that was so cute Time over thanks for watching I don't know how to make that heart but this Yeah, oh, yeah Is my new thing oh my god, I'm dude that sounded so like so good They want me to say that it's a bop. It's a bow.  Bruce english language So good so funny jung woo comedian king. That's what I've learned from this video. Oh my god Jisung cute no matter what oh my god. Okay. I have to say it doing nct videos Has made me so much happier recently because like nct is so Amazing and I'm here for this baby Oh, but uh, yeah, other than that, that's going to be all for this video.  Thank you for recommending this to me from my previous nct video I'm here for it. I'm here for it. So keep commenting nct videos and Starting next week. I'm going to be doing nct daily Daily because yeah, and yeah, other than that, if you all have a great day Keep smiling be safe out there because I don't want y'all to get sick. Okay And yeah


Hi, I'm Zorsch Echtmann. I'm a mathematician by education. I'm a computer programmer and financial specialist professionally and I consider myself to be a teacher by inspiration. I was born and educated in the Soviet Union a long time ago. I graduated from Moscow University from the School of Mathematics, which at the time was probably one of the best in the world. I would also like to mention my high school education because I had a brilliant teacher who directed me towards mathematics and that included actually mathematical olympics, olympiads, which we had at the time in the Soviet Union, which I won a few prizes at the time. Then I was working within the computer industry as a specialist, the programmer primarily. Working for the Department of Statistics. At the age of 30 years old in 1979, I was my family immigrated to the United States and live in New York since. I was working for primarily financial companies. I was working for the company which provides financial data for all other financial companies, probably one of the best in this area. Then I was working for the largest in the world asset management company where I was responsible for all the data coming into their computer database. Well, after retirement, I was thinking about what exactly I can devote my efforts to and I was quite disappointed actually with the level of math education in many schools, as far as I could judge actually. I have decided to dedicate my efforts towards improving this math education in high school, primarily in high school. So I decided to create a few lectures, put it maybe on the Internet or something, and address certain students who would like to basically watch these lectures. Well, at that time after LERNCIS approached me with their offer to participate in their efforts to promote basically education in general and mathematical education in particular, I decided that this would be a perfect match between whatever information I would like to share, the knowledge which I would like to share, with abilities of the company like LERNCIS to distribute this information. It's like the relationship between the writer and the publisher, I believe. So I think it would be very beneficial for all the parties involved. For me, because it actually stimulates my creativity, hopefully for LERNCIS as well as a publishing house or an analogy of Internet analogy of publishing house, and hopefully for the students who will be using whatever information I can share with just to improve their logic, their analytical thinking, their creativity. Because math is actually considered at least by many, including myself, as a perfect tool to create your qualities of logic, analytical thinking, your creativity, etc. So I hope it will be very helpful for general audience, especially among home schoolers who might actually consider the Internet as the most important source of their knowledge. So I hope this cooperation with LERNCIS will be a success. Thank you very much.


This is Hurricane Irma, one of the strongest hurricanes of 2017. It caused tremendous damage in the Caribbean and in Florida. How will hurricanes change in a changing climate? And what about other extreme events, such as floodings or droughts? To answer these questions we need long-standing records, such as a record of the Galveston Hurricane of 1900, the Lucerne flooding of 1910, or the flooding of river Thames in 1928. Today we have many observations from weather stations, ships, buoys and satellites that measure the weather systems in different spectral bands from different angles and at different times. In the past, however, observations were very sparse and we only have few records. Moreover, these records are spread all over the world in archives. To make these valuable records accessible, many research projects are working on digitalising them. So how can we reconstruct the weather for such past events with the few records we have? Let's show this using a football kick. Assume the trajectory of the ball is the development of the weather over time. In the present day, we are continuously observing the weather all over the world, much like filming the football kick, to get uninterrupted data of its change. Reconstruction here is no problem, since we know the ball's position at various times. In the past, however, where observations were rare, the film analogy is not accurate. It's more like we only have three different pictures of the football kick as our past records. This makes reconstruction rather tricky. To solve this problem, we need a model. Models are based on physical equations, which are transformed into algorithms and finally into computer code. This code is then run on supercomputers, and the results are forecasts or reconstructions. Those are not perfect, but they do obey the laws of physics. For the case of the football kick, the model is the inclined throw. This model, however, is a bit too simple. If we also account for friction, it already looks more realistic. Of course, we could still improve it in many ways, but for the sake of demonstration, it will do. The model on its own does not tell us the ball's trajectory or any concrete locations the ball occupied. All it gives us is a framework for how the ball could behave. That is why we need the starting conditions and the photographs. Combining them with the model enables us to initiate the reconstruction. There are three different strategies to accomplish this. The particle filter method, the Kalman filter, and 4DVAR. The approach of the particle filter is to make many simulations and use the photos to pick the best-fitting one. We start with many simulations and stop them once they reach the first photograph. There, only the one closest to the photograph is kept. Because there is an error both in the model and in the photograph, we perturb that state a little and then start new simulations again. We repeat this step at the second and again at the third photograph. In the end, the four best segments make up the reconstruction of the ball's trajectory. The second approach, steering the model simulation, is called the Kalman filter. One of its first uses was landing on the moon. In the case of the football kick, we start with a reasonable forecast, stop it at the first photograph, compare it with the photograph, and adjust the model state accordingly. The adjustment accounts for the error of the photograph and the error of the model. It can be understood as some sort of weighted average. From this corrected state, we start the next forecast and repeat the steps for all photographs, so we're continually steering our model simulation using the photographs. In the end, we again have four segments that make up the ball's trajectory. Unlike the other two methods, the third approach, 4DVAR, does not segment the trajectory. It tries to find the ideal starting conditions for one uninterrupted trajectory. We again begin with reasonable starting conditions, make a forecast and note the deviation of the first photograph. We do not, however, stop or adjust the simulation, but go on to the second and third photograph, each time noting the deviation between photograph and simulation. Each of these deviations gives us an equation. We solve these equations backwards using a linearized version of the model, which gives us the ideal starting positions. We now make a new forecast based on these starting positions, which then gives us our reconstruction. All three methods require comparing a three-dimensional model with a two-dimensional photograph. The only way this can be done is to simulate the photograph inside the model. In this way, the correction determined on the two-dimensional photograph then automatically corrects the entire three-dimensional model state. The same methods are applied to make weather reconstructions. We obviously don't use the inclined throw, but a complex weather forecast model. The same way we used photographs in the football example, we now take surface pressure measurements. These measurements date back to the 18th century and provide us with a series of observations that we can combine with the model. Using the ensemble Kalman filter and 4D var, we now initiate our reconstruction. The end product is a so-called re-analysis. Despite sparse observation, we now have three-dimensional, continuous data for the weather of the past and a better understanding of today's extreme events.


So today I took out the Absolute Joy. It was, I thought it was an amazing ski. It's really lightweight, thanks to graphene, but it's still nice and stiff. So if you're not necessarily, they experience more of like an intermediate skier, you're going to have loads of fun on it, but if you want to improve, because it's quite stiff, you can still get quite a lot of out of it. I took the skis out this morning and it was really nice, hard-packed, nice and sunny, very crisp, so it was really biting into all the turns. And it stayed in, so it was just amazing to ski on. Everything you wanted to do, it just did it, and it was very effortless. But if you wanted to go nice and slowly, that was fine too. On speed, no chatter, it was just really, really easy to ski. If you're looking for more like, kind of like an all-mountain car ski, something that you can use probably mainly on-piece, but you want to just kind of like venture on the sides a little bit. This would be perfect for that. My first ski today was Head Absolute Joy, and it wasn't until I actually took them off my feet, I realized how lightweight they were. So I was skiing them quite hard to start with, and they were doing everything I wanted. Nice, clean curves, good edge hold, and quite playful. And then when I picked them up, I was just really surprised how lightweight they felt, because they had so much energy. Absolute Joy would be great for ladies who would like to, again, improve their technique a little bit, because they're really easy to initiate a turn on them and release the tail. Yeah, so if you're an intermediate skier that would like to go off-piece from time to time, I think you would enjoy Absolute Joy.


She brought joy unto my soul Hello and welcome to the Daily Decrypt, episode 24! I am Amanda, your faithful and dedicated servant. Today, Bitcoin is $397. Doge, as I've apparently gotten incorrect every day this week, is actually one-one-thousandth of one cent. New bits is a dollar, and Bitcoin Dark is a dollar and one cent.  International Business Times reports that payment processor Coinify, you know, kind of like BitPay and Coinbase, has added four additional cryptos to their processing services. So now merchants who use Coinify can accept not only Bitcoin, but also Ether, Ripple, Counter Party Tokens, and Tether USD. And speaking of Tether USD...   A kind soul in the cryptocurrency subreddit has written a short guide on cryptos, which peg their value to the US dollar. Among them are Tether USD, Bit USD, and New Bits. Now, Tether USD works pretty much like a bank storing dollars on your behalf, so that's a centralized option. But Bit USD maintains its price via a smart contract that is collateralized in Bit shares. Conversely, New Bits maintains its pegged price because people in its network called new shareholders strategically manipulate the available supply of new bits, either contracting or expanding, which manages to keep its price also pegged to the US dollar. CryptoCoin's news reports that Nitrogen Sports, which is a Bitcoin betting site for, you guessed it, sports, has received the honor of being the only Bitcoin betting site that's been listed and reviewed by Sportsbook Review. Nitrogen Sports offers wagering on everything from football to baseball to hockey outcomes, and also offers classic games like poker, blackjack, and dice. The Crypto Research Journal Ledger, which is published by the University of Pittsburgh, is offering $200 for an analysis paper written on CryptoNote. CryptoNote is a protocol layer used in cryptos like Bitcoin and Monero. It's used to add privacy to public blockchains by obscuring which addresses send to which other addresses. Monero in particular has taken the CryptoNote technology a step further by implementing what they call view keys. A view key is a second private key held by the owner of an address, and only the holder of a view key can see the transaction history of any given address. This means that transparency of Monero transactions are optional rather than default. A veteran at the Bitcoin Talk Forum named ASE has reported that 37 Bitcoin dark tokens have been paid to stakers this week, 692 stakers on the network to be specific. Like several other cryptocurrencies, Bitcoin dark's blockchain is generated via proof of stake versus proof of work. Bitcoin dark in particular plays a vital role in another network called Supernet. And I wanted to tell you about it because I think Supernet is interesting. So Supernet is an early stage development that seeks to be the internet or an internet of blockchains. It's comprised of a literal server federation by developers at NXT, Syscoin, Vericoin, VPN coin, and of course Bitcoin dark, among others. And Supernet lead developer JL777, cool name, he hopes this network server federation along with the Supernet multi-currency wallet prompts users of various currencies to work together, utilizing the different strengths of their different coins as various situations dictate. As JL777 has said, in crypto, the competition is not each other. It is fiat. If any crypto does well, we all benefit. MyCryptoVault.net has published a fun guide describing how you can use a picture, preferably one never published online before, to generate the randomness needed for a new Bitcoin public and private key pair. You import, say, your preschool class picture into Microsoft Paint and generate its 16-color bitmap. Once you've done that, you assign numbers and letters to your photo's 16 colors, and then you view the photo in an 8x8 color grid. This provides the 64 random numbers needed to create a new Bitcoin key pair at bitaddress.org. So just imagine the possibilities storing $1 million worth of Bitcoin in plain sight, for example, in an awkward family photo hanging on your wall. And perhaps our sponsor, fuckup knights, or fun, has read F.A. Hayek, who once wrote, Man learns by the disappointment of expectations. Out. Check out Fun's website to see if you happen to live in any of the 100-plus cities around the globe where a monthly gathering of folks come together to share and learn from their stories of failure. And that has been your Daily Decrypt. Be sure to subscribe, although I'm sure you have by now. Follow us on Twitter and Facebook, if that is your thing. And check out our SoundCloud podcast if you prefer the A to the V.