Studios and the FAA Safety Team's National Resource Center located in the Sun and Fun Complex in Lakeland, Florida. I'm your host, Walt Shammel, and our next presenter says he is the world's oldest motorcycle racer. I don't know if that foot means anything about that, but he's also an ATP certified pilot with over 8,000 hours, a gold-sealed flight instructor. He owns a 172, and he joined the FAA in 1990 and is currently the Southwest Region Safety Team Manager. His topic today, a very appropriate one, is takeoffs and landings. Let's welcome Jim McElvane. Okay y'all, I'm glad he mentioned that because I know everyone is wanting to know what the heck is wrong with the leg and backpacks and all that sort of stuff, and I will tell you it involved intrigue, espionage, lovely women, good drinks, airplanes, and motorcycles. Speaking of motorcycles, how many of you in here have ridden a motorcycle? Okay hold your hands up, keep the hands up for just a moment, and y'all look around the room for just a second. This is going to be slightly off topic, but okay thank you. The previous presenters in here that we're talking about risk management, looking at different decisions we pilots make. If you looked around there was probably, I can't see very well out there, but I'm going to say probably 40% of the room, maybe a few more that have ridden motorcycles. If you look at the U.S. population, it is a tiny, tiny percentage. What does that tell you about pilots? We are risk takers, and that's a very interesting profile that we have. Mechanics have their own too, but I am working on a program that deals with just that, a pilot personality and why we make some of the decisions we do, and it is based on risk taking to a very large extent. And quite honestly, we enjoy taking those risks. So we're probably the very best people to fly airplanes, and at times we're the very worst people to fly airplanes. On to landings. If you look at my title and I really do think this is right. Anyone can do them, and they're not all that hard. It's just like taking off, except in reverse, and it is just a little bit harder. I do want this to be somewhat interactive as we go, so I am going to be asking you some questions periodically, and one way I do want to deal with this is by dealing with physics. Now when I say physics, you need not jump back and think it's going to be wave motion mechanics or something, but it is just the common, simple, everyday physics that are associated with flight. And I quite honestly think that we in aviation are not doing a particularly good job of teaching those physics. We teach people to monkey see, monkey do, fly the speed, do this, but they don't truly understand why, which hurts us then when we have to deal with something that's slightly different. So as we go through this, I am going to reference some physics occasionally, and I expect some participation from you, and you better take care of me, you're in trouble. STDs from the FAA, as I was preparing this presentation, I wanted some little acronym, and you're going to see this slide several times, but some little acronym that will make you think about three things that I'm going to talk about here we're going to dissect. But one thing you can do to help you with this then is you can say, well, I went to see the FAA at Sun and Vine, all I came away with was a case of the STDs. So see if that will help you remember it. And it is, as we go through this, we're going to talk about speed a great deal, and when I talk about speed, also use that S to slow down. So speed, slow it up, approach and land at the appropriate speed. Trim, this is any of you all that have been flight instructors, how many flight instructors I can see you in the room. If you've been a flight instructor, you know one of the most difficult things to do is to get a student to trim as they're approaching to land, they tend to get a death grip. And we all do this when you're learning something brand new, and it's scary, we get some tunnel vision and we forget some things. So trim is very, very essential, really smooths out and makes landings much better. And you need to trim throughout the approach and the landing. And then the last one, don't release the controls. A young lady from Air Safety Foundation was doing a takeoff and landing presentation in here just a couple of hours ago. Unfortunately, they went back and hit this one and had a nice video to show some of the ramifications of it. But we tend to fly an airplane down, touch it on the ground and say, I'm done with my part, I got it here and release the controls. And that's so often when the airplane heads for the weeds. So you're going to see this one again from time to time. And I hope you'll walk away with that acronym at the end of the day and work it in here next flight. Okay, landings, why are they so much work? And why so many accidents associated with them? Why are they avoided in practice so often? And then why even high time pilots involved? Any guesses? It's pretty simple. They're hard to do. They're just hard. And let's talk about why. If we talk takeoffs now, I'm not going to please believe me, I'm not making a lot of takeoffs. And we have seen a number of fatal accidents associated with takeoffs. But you've all also heard of an aircraft that got propped, and no one in the airplane, the airplane took off by itself and went away and crashed. And you know that if you just do reasonably well on a takeoff, you get the power in you stomp the rotors enough times, eventually it's going to fly. So we can pretty much get them off the ground in crews, not much to it. And in fact, as you take your friends out to wow them with your pilot skills, this is where you say, would you like to fly the airplane? It's pretty darn simple, pull back, push forward, turn left, turn right, not not a big issue. But when we get to the landing phase, my slide one more time. STD, don't forget it. When we get to the landing phase, think about what is taking place. And it is pretty darn miraculous that we do learn to do it as quickly as we do learn to do it. Everything is changing here. Speed is changing. The descent rate is changing throughout this this procedure. Angle alignment, traffic, weather as far as winds and maybe rain or whatever else may be associated with it. And all of that is coming to a specific spot on the pavement that you're trying to get to. And they're constantly changing. So every stick and rudder skill that we have comes into play with landings and we shouldn't make light of them. They are difficult. But they are conquerable. How about this saying, always maintain an altitude that in the event of an engine failure will allow you to make the runway? How many of you have heard it? How many of you believe it? It's probably not a bad idea. And I'm not going to discount it per se. It's a good idea. But what is a consequence of the mindset of staying in close to the runway? If you're staying in close enough at all times under any condition to get to the runway, it may actually cause you to stay very high throughout your approach, may or may not. And you know, of course, this is a wonderful idea. However, in a modern traffic pattern, we've got other airplanes there that isn't going to work out all the time. So just something for you to think about. How about this is kind of a little rule that you use. And that is configured and in a position that you can control the desired of the desired airspeed to a point on the surface with very slight pitch and power changes. And we'll talk about that a little more in depth momentarily. But this this is the golden deal. If you get to where you're flying a good stabilized approach in where you're having to make very, very little pitch or power changes, you got a darn good chance of landings coming out well. Okay, I'm sure some of you all have seen this slide on the internet. And I don't know where that is. But that is one of those runways that you darn sure better have everything work in your way, have the speed under control and put the airplane where you want it on that or be ready to go. And I guess it'd be kind of easy if you overran that you probably have your nice little area where you could pitch those over powered up and go. But on that glide path that we were just talking about. And this is putting it together. If you've got the airplane configured, that point and in fact, let's back that up. If you look at that point in the windscreen a third to halfway up what you're looking at in the windscreen slight power changes are maintaining your angle of descent as you go in. The aim point should only grow wider. That's an again, the young lady from Air Safety Foundation. They had they had a couple of slides in there showing a high and a low but ideally once you get out there, the airplane's turned it's pitched to that point. You've got it properly trimmed a low power setting or no power setting depending on what are no power, depending on how you've set it up. It should the numbers should only begin to get wider and wider or your aim point should only be getting wider and wider as you proceed in STDs one more time. Stick that in your brain. I heard a Honda commercial driving over here this morning. And there's somebody calling every cup that could you tell me give me the number of Honda dealer and they go back and they do it about 50 times. So I'm trying to imitate Honda. Okay, most landing mishaps are caused by too much what? Speed. Now, this is an interesting phenomenon. We're going to talk about some ways that this comes about. But one of it, one of the ways to combat is we instructors.  You're working on them pretty hard. But how slow do you want them to be as they're coming in? We like ourselves alive. So we tend to build in a little margin, I think as instructors. So we're already teaching a student probably to approach a little too quickly. And so often speed is a factor and we'll talk about some issues with it. Okay, here comes the first of the physics.  So you reduce the power on the airplane and you pitch it down. I was supposed to have a great big nice styrofoam model in my buddy Dave Ebe bought this good looking jet with no no pilot in it. So you'll have to do with that. But if you do pitch the airplane down physically now aerodynamically, what happens? What do you do to angle of attack? Okay, you're decreasing angle of attack. When you decrease angle of attack, what you get rid of drag, and the speed starts coming up in the airplane. So we've got we're high, we pitch that little darling over begin to accelerate. You come in very, very high now, depending on whether or not you you control the aircraft well or not, what may result in coming in is bringing the airplane level, saying, Hey, I should be on the ground by now, but I'm not and then putting the airplane on the ground or not compensating coming in, getting touching the runway and getting a skip. Once it skips aerodynamically, what happens to the airplane? Got your power back, comes in touches the ground and pitches up. Okay, we've got a decrease in speed because we just banged it on the ground. We've got the power off, touch to your friction has scrubbed off some speed and it's pitched up increased angle of attack, and that increases drag. So now we've got an airplane that was too fast. Initially, come in hit, pitching up, and it's slowing. Where did we want to go? We want to go down. So what's a natural reaction? Pitch the airplane over. Once we pitch the airplane over, get that wonderful little phenomenon, a phenomenon called porpoise. And my help me flipper often we wish we had some kind of help when the airplane does come in, touch in, pitches up, aerodynamic drag slow and push the nose back over. What's the first thing to hit the ground on that front gear is going to touch in. So as it touches in, banging the back end down, pitching the airplane up again. Where do you want to go? Go down, pitch the airplane over again. Lucky. How many does it take before the nose gear comes out? About the third one. It's a magic number. Three's always tend to show up in mathematics and in the world. And in airplanes, it's usually the third one when it comes back down, it takes the nose gear out from under it.  And the airplane actually touches down at high speed. What do you have? High speed tricycle. And you all know how stable a tricycle is from your youth. Run along there and turn a tricycle. And what does it want to do? It's wanting to high side out. If you have a crosswind thrown into that, then get the wing, the wind up under that wing, then you're definitely headed for the weeds.  So I'm going to try to convince you now slow the airplane up a little bit. What is the right speed? The manufacturer's speed that they've got posted in in the book, or the good old use the 1.3 times VSO or whatever your stall configuration is, what's the best depends kind of depends. Now I'm not going to tell you not to do what the manufacturer said. But I do want you to think about what's in the manufacturer's manual and why it might be there. So as we roll into this, I picked one that's kind of a kind of an extreme example, if you will, to make my point. Some of the old Piper Arrows, an old retractable Cherokee, had a book, now this is miles per hour, but it had a book recommended approach speed of 90 miles an hour. If you take that and buy a book now, if you look at the calculations on it, as far as stall, that gross weight this airplane should stall at an indicated air speed, fully configured should stall at 58 miles an hour indicated. If we do, now let's go over to the 1.3. If we take 1.3 times the 58, it's 75 miles an hour. So what is that? You see the discrepancy in it. The manufacturer's got you got you pretty hot coming in. Now, good, bad, or otherwise, that's the figure. Again, I'm not telling you where to fly it, I'm just telling you there are some discrepancies that you need to consider. So what is an ideal speed? And y'all, we're going to have a little bit of math here, and it's going to look terrible initially, and I hate when they say, yeah, you take a half the tire pressure times, whatever the heck, and it's going to skid.  If you do take the 1.3 times the stall speed for its configuration, now no flaps, partial flaps, whatever, however you typically land, you need to compensate that for less than gross weight. Remember, those figures that one, all of those figures in the book are all at gross weight. So you're taking this 1.3 times stall as configured, and then you're going to compensate it for the lighter weight. And of course, you remember that if there are gusts involved, you're going to use a half of the gust and kick the speed up slightly. Little more math. If you take the actual weight of the aircraft and divide it by the gross weight, that will give you percentage of gross. Nice simple, simple mathematics, and I gave you a little example to the side of 2000. You're going to land the airplane that's going to weigh 2000 pounds, the gross on its 2500. So if you divide 2000 by 2500, you get the 80% of gross is what the airplane's weighing. If you take that 100% gross weight and minus that percent of gross weight, 80%, it's 20% under gross weight. If you take half of that and reduce your stall speed by that amount, 10% in this case, that gets you back down to a much more reasonable speed. So you're just compensating for the gross weight itself. And here's the one example, and these are the same figures from the arrow that I had up there earlier. Got 2500 pounds, but you're landing at 2000 pounds. Divide 2000 by the 2500, gives you 80%. Gross is 100% of the weight, so you're at 80%, gives you 20% under gross. Take half of that and multiply that times the speed, and that will give you that the error, not an error, the compensation you need. So in this case, it was 75 miles an hour. You remember from the other slide, 10% less than that, because you were 20% less in gross, 7.5 miles an hour. Make it easy on us and build in our little fudge factor. We'll use 7. So really, instead of 90 miles an hour in the book, or 75 with the 1.3, a much safer and better speed for getting the airplane in there would be 68 miles an hour. Comprende? Okay. And really, again, let's forget all the computations. Just think about it. This really, if you throw this away and make it simple, just how much lighter? How much lighter is the airplane than gross? And do that compensation. It's really pretty simple. You can, in most cases, you could do it in your head. I would recommend, if you want to start looking at these and trying some of this out, I would look at the way you configure the airplane normally. I'm flying with half fuel and two people, and you can set yourself up a schedule, and you can have a couple of three speeds. Flying by myself, a couple of people in it half fuel, and that way you don't have to be competent. You won't be computing that in the air.  And that gets the speed downwards a little, a little better. Up. STDs again. Okay. Putting, putting what we talked about together at this point, with our runway out there and our aim point, if we've got, this is where we ought to have the airplane, all of these factors that we've mentioned, we've got the speed down where it should be. We've got the airplane configured as it should be and we've got the airplane trimmed so that you can let go of it momentarily and the airplane is still going to fly to that spot on the ground. STDs, if I get not much more across today, please start working that trim. You can't believe the number of accidents that are due to an aircraft being trimmed nose down on, on that final approach and getting in close to the runway. Again, if we think about the physics involved, if we have an aircraft that's approaching at X airspeed and as we begin to slow the airplane down as we're coming in, if we don't compensate in some manner as we slow the airplane, if it's loaded within CG, it's going to become more and more nose heavy throughout the approach. Compensate for it. If you don't, you're going to find yourself, and as a flight instructor, guarantee. You'll see your student over there. They're busy. They're scared to death. They're working and you can just watch the arm. You can see the vein starting to pump up in their arm. I used to, when I'd catch them out early on a, on a final, I'd say, let go of the yoke. No, no, no, no. Let go of the yoke. And of course, if they had too much, they're not going to do it. But it's something you've got to get yourself, and if you're a flight instructor over, that airplane needs to be trimmed all the way down to round out so that any time, if you lose concentration, the airplane is going to continue flying to the spot you want it to go on the runway. Okay, the dreaded crosswind. And promise you we'll pull all this together. We talk about speed, and there are a lot of accidents due to speed. Crosswinds are often involved with landing accidents. And crosswinds, depending on where you live, you get to fly them a lot, or you don't get to fly much. Lucky and I are from North Texas, and I guarantee you, we get to fly a lot of crosswinds there. And typically, students coming out of a windy environment like that, pretty good crosswind flyers. So let's look at it. And this is where I really want you to, this is that mirror, when the title of this talk was, there's nothing to landing, it's just like taking off, except it's in reverse. If you're a flight instructor, or you, pilots, please think about this mirror image. It's extremely important in a crosswind takeoff and landing. So a taxi, we won't get into taxi, but you know, you use the old memory device of climbing to, dive away from, in a conventional gear aircraft anyway, when you're taxiing out to compensate for the wind. But you've got the airplane around now, and the airplane is lined up on the runway. For the sake of everyone, let's say we have a fairly light, right crosswind. What are you going to do with ailerons? Okay, going to roll them to the right, and like you stole my, stole my other question, how far are you going to roll them? It's a light crosswind, all the way to the right. As you accelerate down the runway, as the, the, your controls become more effective, with ailerons rolled all the way right, the left wing is going to become lighter, because that's got, you've got the aileron down in it, you know all your cords, you're getting more lift of that left wing, and it's trying to lift the airplane. Well, as you feel it begin to lift, you just back out some of that aileron control. How much rudder do you use? Just enough to keep the airplane going straight down the runway. So we've got, we're sitting on the runway, we've got a right crosswind, we've got the ailerons roll completely in to that right crosswind. We begin to power it up, airplane starts traveling down, we're maintaining a center line with, with our rudders, maintaining the, as, the pressure on the right aileron in the airplane, but as we feel the airplane wanting to lift, we're gradually backing out a little bit of the aileron. And I'm sure all of you all have had the experience of keeping the aileron in a little too long, and that wing will actually lift, kind of scare the whiz out of you some. But you're wanting to back it out very, very gradually. So same as we're going out, remember now, mirror image is what we're getting to because this is important on the landing. As the ailerons are gradually rolling out, as we're bringing up speed, probably going to become, require less rudder, as you're getting more efficiency out of the rudder, as the airflow comes up over it, so slightly changing those control positions. Until the speed, when we reach the speed for lift off, here's, you might want to make a little, a compensation here. If you do have a strong crosswind, or a moderate crosswind, where you're having to have a lot of cross control in it, when you lift off, remember, some of your lift is being diverted to a horizontal component, so that's going to raise your stall speed slightly. So on our strong crosswind takeoff, you're probably going to want to keep the airplane on the ground a little longer, and that doesn't mean with a lot of pressure forward, just enough pressure to keep the airplane there. If you get too much pressure, of course, you'll start the wheel-barrowing of it. At lift off, you should have been coming out on the ailerons, maintaining your alignment, as you bring the airplane off the ground, it should weather vane in, if you allow it to then, you've lost the friction of the earth, weather vane into the wind, you can take your controls out and fly the airplane out in a crab, if you will. Typically the way everyone does it. Alright, the landing, and guarantee you, people that don't do a lot of crosswind, no, that's not fair. Every one of us in here, if you're approaching the airport, I don't care how good you are, it's a pretty testy day. It's a good, pretty good crosswind, little gust, associated with it. How much farther do you get up on the edge of the seat, than that nice, calm, easy, easy day? We all do it. So it does put some pressure on, and rightly so. We're going to have to work. Nothing to it, and we're going to reverse what we did on the way out. Here, the young lady again this morning said, I don't want to get into that, because we'll roll off in an argument. Crab or kick, I don't want to get into either. I was speaking to a group a few months ago, and the one guy said, well tell me this, the FAA said you got to have a stabilized approach. So how can an approach be where you're flying down in a crab, and then you all of a sudden kick this all out. That's unstabilized. Well, I can't argue. I mean, I can't argue with him, but I'm a crab and kick person, and I just don't like the other method. So whichever way you get the airplane to the runway, as long as you're getting to the runway appropriate speed, got the airplane trimmed, we're doing well. Okay, remember as you're coming down now, here's the mirror image. Remember, on our climb out, as you were picking up speed, you were having to roll the control slowly out, as you got more efficiency and air flow over them. Here we are bringing this airplane in, and we're slowing the airplane.  With your airspeed up, as you turn final and start in, not taking too much to hold it there. But as you begin to slow the airplane, you're going to have to start increasing the controls. And here's another one, flight instructors in the room will verify. A lot of us tend to build our own crosswinds. We've got a little bit of crosswind, so we come around and roll some aileron in there, too much aileron. Then what do you got to do? The airplane is flying over here. Well, we need more rudder, so we get some rudder in there. Oh, pretty soon we've got full lock cross-control coming down in a 10-knock crosswind. So be careful, only what you need for it. So these controls, as we're sliding down now, we're gradually taking them out as the speed comes down, just like we did on the climb out. Pitch on this exactly the same. We're going to fly the same, same pitch as you make the round out. Speed is going to be very close, except remember what I said. Because you're going to be in a cross-control situation, some of your horizontal lift is going to be stealing that vertical lift. So you may want another five knots or so on that. Touchdown, and y'all here, another one you got a haul away from here today, when you touch down, think about the takeoff. Lucky said we were going to start the roll with full aileron in it, no matter what the crosswind was. When you're landing in a crosswind and you touch the airplane down, where are the controls going to go? Continue in, remember you're slowing. As it slows, you're losing efficiency. You lose that efficiency, the airplane is going to weather vane or move across the runway. So once you've touched it down, you're going to begin to increase, increase, increase until they're locked in exactly mirror image the way you took off. My son, I taught my son to fly, then he went away to the military and flew in the military, and he is one of the best dang crosswind landers, because I just beat him up over that, and we just, we were out in a 210 last week before, when I still had a cast on my foot, and he was my rudder guy, and he beat me up a little because he didn't think I'd locked him enough, so do work on that one. That roll out again, keep them coming in until if you were to stop on the runway, you're in exact same configuration as when you first put the power in. One other, stay off the brakes. I used to fly, well I'm still flying an F-90, but I flew an F-94 of the FAA for a number of years as an instructor pilot. They have very, very touchy little brakes on an F-90 King Air. If you even hint that your feet are on them, you'll flat the tires when you come in. So it was a really good habit for me to develop and to beat up my attendees. Don't have your feet where you can touch the brakes no matter what. It's a good practice in your chair key, your 172, your 140, whatever it may be. Slide your feet down so you cannot touch the brakes on takeoff or landing, and you'll be amazed at how much nicer it is. If you ever reach up and stab a break, it's going to lurch the airplane. When it does, you're going to quickly compensate by stabbing the other one, and then you get this nice little dance going down the runway. So off the brakes. Okay, STDs one more time. Speed, slow it up.  If you're an instructor, work on your students. I want to see you bouncing your hand on that yoker stick throughout the approaching landing, and don't release those controls. Okay, test. We'll run through the test real quick, and I wish I could just pick on, I wish I knew a thousand names, but let me just, let me throw the questions out and let's see. Why are so many, why are landings involved so much in accidents? That one's the first thing. They're just hard to do. They're just hard compared to the rest of the flight regimes. What factors responsible for most poor landings? Someone has to give me that one. Okay, too much speed, thank you. True or false? Once in the pattern, you should always remain within gliding distance of the runway. Maybe, maybe, and you may not get to. What is important is that you have the airplane positioned, configured, and at the appropriate speed to glide without significant changes in pitch or power to the points you want it to go to. Three possible results of speed after arriving at the runway? Skip, porpoise, flatten fast. Here goes my tricycle. Proper speed for your final approach. Now this is that big mathematical thingy, but you do not need to kill yourself with it, but it is 1.3 times the stall speed as configured and compensation is made for less than gross weight. And remember just the difference between, in percentage, between gross and actual, take half of that, take that from your speed, and that'll get you a little closer. Okay, during landing you encounter a lull and have to use power to correct what's a possible consequence. You got the airplane, it's doing good, you're coming in, get a lull and the airplane sinks. You powered up rapidly, what are you going to do with the power up too? Pitch. So, pitch and power, now what have you got to deal with? It's non-stabilized approach now, you're going to have to get the airplane up, get it back, configured for landing. What's a real good idea when that happens? Go around.  Good idea to quit and go around. The, where you can't touch the brakes, work on that one, slide them down so you can't touch them. They'll only get you in trouble until you've got the airplane slowed. And I know in the King Air, anything, anything above about 60 to 80 knots along in there, if you touched it, you just, I mean you're wasting your time anyway, you've got to get it slowed and the weight on the wheels, your aerodynamic drag is much better than the brakes. Okay, y'all please think through this one. You've got a steady crosswind from the right, explain your control input and speed management for the landing and the rollout. Remember, I always like to pick on people when we're doing this, but y'all are in the dark. You're coming in and you're slowing the airplane, you've got a little right aileron in it to this right crosswind to fly the airplane over on centerline and you're maintaining that since you're flying over to the left, you're maintaining that alignment with a little left rudder. As the airplane begins to slow and you're going to round the airplane out, as it's slowing, you're going to have to continue to roll more and more aileron in it as it slows. When you touch it down, it's going to slow rapidly. That's really going to get rid of those aerodynamic forces over your controls. If you don't roll all of the control in it as it slows, that's going to let that left, the right wing in this case, get more left, lift and the airplane will often head for the weeds then. Okay, y'all passed that I'm sure. Everybody got the answer, correct? And now just a real fast review, landings are hard. I hope you will practice them and don't. So often, there was a statistic given earlier about a private pilots. There's a relatively low rate of accidents for pilots in training, but they become private pilots, they get out and it doubles very, very quickly. I think we tend to get out and get away from our instructors and each time we encounter something that's more difficult, we back away. And what's more scary than a crosswind landing? So what days do we pick to go out and rent an airplane in practice? Usually calm, nice days. So turn that around, make yourself work on those landings. Begin final descent from altitude and it'll enable you to reach in that.  Power is set, low power typically, gliding to that point on the runway. As you bring the airplane, as you round the airplane out and reduce that power, if you're at the appropriate speed, remember it's going to pay off right in there.  Nothing. It won't fly anymore. It's below stall speed. That's where people are getting in trouble, is the airplane has still got too much speed when it touches in. So if you've got that, got in that configuration, doing well. Remember the trim thing, all the way down and throughout. Only issue with trim is if you have a very high horsepower airplane and you've continued to trim it and trim it and trim it and have to go around, remember if you full power it, now you've got it trimmed, nose up, the airplane will tend to pitch up. There are some aircraft that are so powerful you can't overcome that pitch. So be sure, now again you've already got speed, so you're probably not going to have to go full power in this go around. So you're just going to bring up the power you need, change your pitch, reconfigure and fly the airplane out. But if you had to immediately go full power, that is a consideration. Remember that computation that I gave you, at least go out and work with your airplane and get a speed that's more appropriate than landing at gross weight. Back to the basics of rudder and nailer on, this is in the STDs, do not back those controls out once you land, increase your control, whether or not that's crosswind. Don't use brakes on initial landing or take off, keep your feet so you can't touch the brakes. If all of these aren't working out, use that old go around. We don't use enough go around, so do please practice those. Not this last flight, but about three weeks ago we were lined up and landing at Kickapoo Airport in Wichita Falls. On short final, there was a young lady, a German student, from the sound of her voice who just pulled right out in front of us at the last second. My son was with me again. We just powered up, just eased over to the right of the runway, reconfigured the airplane, didn't have to go full power, just enough to make it fly and went on around. So practice them periodically, it does happen. All right, this is other wording, but it's STD. I truly believe the landing accidents would decrease drastically if appropriate control input was held after landing. Aircraft were at the appropriate airspeed for approaching landing. You've got to slow them up a bit and the aircraft is always in trim. Okay, please give me a question or comment. Oh y'all, that's a voice I didn't want to hear here today. He's the same guy that got my plastic airplane. Dave E.B., Colonel Dave E.B., a great flyer. He's horrible to go out with though I will tell you. He's got a beautiful restored J3. I've been flying it some with him. He's hard core. If you make the most beautiful landing in the world in that OJ3, his head will bob slightly. No, his head will bob forward just slightly. And you've got to look hard to see it. If it was really terrible, then it goes to the left just slightly. And just a hard core. But last night we were having a martini and he said, you need to tell folks that the nose wheel on a Cessna 172 is for taxi only. All other times you should be flying it as a tail wheel. If you think about some of the things that I just discussed here, that's exactly what you're doing is you're flying the airplane like a tail wheel airplane. You're getting it slowed down to the point that when it touches in, it's configured and touches in, it will not fly.  You will wish you hadn't done that in the tail wheel airplane. So that is why I really, I know Dave would agree, tail wheel folks make great, great aviators about anything they step into. If you take a tricycle gear person, they take some work in a tail wheel airplane because we're just so lazy. And that's the way I started to flying a 152 172 is then I started flying a a super cub with a civil air patrol and that was an eye opener and really taught me how to fly an airplane. Additional question or comment? Yes, I'm lucky. Things we're seeing, we pick up a lot of action on airplanes and I've counseled several people on it, but one of the things we're seeing more and more is that we're seeing instructors out there in a retractable gear airplane whether it be a singular or twin, shooting, touching, goes. Bad, bad idea. We find them on the belly, they're trying to dump the flaps and go back around. That's not a place to try to do that. Let me, Lucky's statement and y'all, this is Lucky Lou. He works with Dallas Air Salvation, one of the premier companies that goes out and picks up wrecked airplanes. Lucky is a heck of a resource on issues with airplanes and of course often it's no mechanical issues going back and looking how we pilots to up a good airplane. His comment is instructors going out and doing touching goes or we pilots going out and doing touching goes in a complex aircraft. We actually did that some in King Air's years ago in the FAA which I think everyone has quit doing now and I will tell you as an IP, I let a student, I'm not a student, another FAA inspector get the airplane back off the ground, see 90 King Air with full flaps in it and there's, I agree with Lucky, there's just too much to do once you put that airplane on the ground to reach them, to change the flaps and then go back out again and while you're moving all that around remember here's the airplane, the tricycle going down the runway and that's where folks get in trouble. Pulling up a gear lever, losing control of the airplane, taking it to the weeds, getting off the ground with full flaps and the airplane pops up but then won't fly so yeah, take the time to get off the runway, reconfigure and go again, touching those are just a very dangerous thing. Are we doing to save money? I know but gosh, they're just, they're dangerous. Yes sir. The normal landing once the airplane is fully on the ground, does that, you say you should keep, you should say you keep the, a full aileron after you've landed and then releasing the ailerons once the airplane is fully controlled on the ground. Absolutely, if you will, with a crosswind, yeah, if you will with a crosswind, continue to roll the ailerons into the wind after landing until they're locked fully in, that's really the way you should be decelerating down to a stop or to your turnoff point on the runway and think about the physics again. If you have, if you've got the aircraft and it's on the ground, just because it's on the ground, it's still moving, the controls still have some aerodynamic effect or you've got wind crossing it. Well, if you roll those ailerons out, as the airplane is still tracking down the runway, here's your upwind wing or your, your, your upwind, the upwind wing is going to be getting more lift than your downwind wing and it wants to lift the airplane. If the airplane lifts, you get a gust and it lifts, it'll tend to pivot and then you've got issues going on. So as the airplane touches in, continue to roll the ailerons in as it decelerates until they're fully locked and remember like, like you said at the beginning, I don't care how much crosswind you've got, start your takeoff roll fully locked into the wind, gradually coming out. When you finish and you land, gradually rolling those in until it's fully locked and remember, fly the elevators the same way. You want to load that nosewheel with a lot of weight. So you should be taking off pretty much, no, not always full aft, but with the elevator back, full aileron in the crosswind, gradually decreasing that as you lift off when you land, it should end up in the same position. If you're not doing this, y'all are going to be amazed at how stable the airplane is when you put it on the ground. If you'll continue to roll that in, it stays rock solid instead of moving back and forth on the center line, trying to dump you. Additional question. If not, please remember the STDs you got from the FAA. If you will slow the airplane to the appropriate speed, and if you'll keep it trimmed throughout the approach and the landing so that any time you can let go of the yoke or at least bounce your hands loosely on it, you don't have to make those strong, strong control inputs or at least hold a strong input while your attention gets diverted. And then last thing is just that question, don't release the controls, increase the controls as the airplane slows. Even without a crosswind, once you land and the airplane is slowing, you should never have dumped that yoke forward. You've touched it in, you should be increasing the yoke as it slows till the yoke's full back with a wind right down the runway. You'll be amazed at how stable it is. Y'all, thank you very, very much for you, for your interest in this program. Remember the STDs. Thank you. Well, that was pretty good, Jim. Did you say takeoff and landings? Yes, sir. I think you got it backwards. It ought to be landings and takeoff. You know, we have a lot of problem with landings because it takes a lot of skill, a lot of judgment. And we're tired. We've been flying for four hours. We got to do the landings first and then take off last. Well, if you've got any questions or comments, come up and see, Jim. And if you don't have any, tomorrow morning, 8.30, we have another presentation right here. And remember, it's cool, it's calm, and it's comfortable. Join us again. For another safety program. And for those who want credit, don't forget to go out that back door and around to the trailer, and they'll set you up at faasafety.gov. So you get credit, Wings credit for this presentation. All right. Thanks very much. So long. Don't get excited. I still have your crutches. And that'll be $10 a crutch.


So we're gonna check out 10 times WWE wrestlers made kids cry Not gonna lie to you. It's something about When a wrestler is doing some great heel work and make a kid actually cry Added some of the best work some of the best He'll work man when the kid the camera pans to a child just in tears because they Legitimately are hurt by what they're seeing. So I know we is it's kind of a sad thing to see a child cry But it that means the wrestlers doing their job. So we're gonna check this out. Appreciate all love support road to Send K. Let's get right into this bad boy The WWE product has always tried to appeal to young fans in some capacity However, from time to time young fans can get upset by what is unfolding in the WWE ring Yeah, this can lead to them crying during the show itself There are also times where a young fan may interact with a heel and the heel remain in character a result in the young fan Either getting scared or breaking down in tears by which times were they well join us now as wrestling me looks at 10 times WWE wrestlers made kids cry Be sure to subscribe and hit that notification bell for daily wrestling videos and follow us on Facebook for exclusive lists Number 10 Alberta Del Rio a key part of Alberta Del Rio's act at house shows when he was a heel in WWE Was ripping up fansigns that supported his rivals This was a rather controversial move from Del Rio and it actually landed him in hot water on a number of occasions Oh, one time he ripped up a kid signed during a house show in 2012 and the kid burst into tears the mother of the kid was actually so annoyed with what happened that she actually Went to TMZ who ran a story on the incident WWE had to release a public apology to the mother But a number of fans believe that the mother was simply trying to get publicity or financial gain Del Rio Yeah, man, that's that's wrestling you've seen that so many times The fact that like come on bro. You just tell the child, you know Go along with it. You know saying but that's wrestling. I don't know how many times we've seen wrestlers rip up signs I'd be laughing if you ripped up my sign. I'd be like, bro.  Just having a good time, but I think that's a little bit too much We would perform the same spot a year later before a house show match against Dol Ziggler. Once again It made a young fan cry But luckily Ziggler went over to the fan and gave her a hug which no doubt made up for it Number nine the Undertaker when the Undertaker first made his WWE debut at the Survivor Series in 1990 and had never seen a character like him before on television His debut came as a complete surprise and according to taker himself his initial debut and presentation was so scary that it actually made a Number of kids cry inside the arena speaking on a special edition of WWE Untold The dead man would go into detail and how his debut upset younger members of the WWE audience I was a scary monster that everyone was terrified of I remember vividly making my entrance and looking and seeing kids crying I think everybody has a little bit of darkness in them anyway And I think I tapped in on that and it kind of became cool to have that dark element in your personality That I'm not gonna lie to you when I was a kid. I used to be afraid of the Undertaker in the game They used to legitimate and scare me. It's like this motherfucker is a dead man Wrestling and then you got a guy that likes to set shit on fire like uh, I'm good Number eight came Had some of the most passionate fans in the world and a strong majority of his fans are young children Back on the episode of Roar in 2018 Kane would deliver a devastating choke slam on Cena Cena and Kane had a mini feud on television and this would lead to Cena going one-on-one with the Undertaker at WrestleMania 34 Unfortunately a young fan got extremely upset that his hero had just been laid out in the ring And this led to the young fan getting emotional The young fan's father attempted to console the boy but it did little to make the fan feel better Number seven the bean Sometimes it's not just kids in attendance that can get upset Sometimes it can actually be young children watching at home who can find the WWE product upsetting WWE Hall of Famer Kurt Angle shared a story related to his children crying when he was attacked by the Fiend on Roar back in 2019 This attack took place when angle was a guess referee for a match between Drew McIntyre and Cedric Alexander Before the match could officially begin the Fiend would strike and he would lay out angle with the mandible claw Leaving the Olympic gold medalist motionless in the ring Angle would discuss how his children reacted to the attack during an episode of the Kurt Angle show the former champion revealed My children when I was attacked by the Fiend they started to cry They were watching TV that night.  I told her it was just my job It's always interesting to me to know like when the wrestlers They're obviously the children gonna watch it. Why wouldn't you watch your year? You know saying your dad or your mom? Wrestle I was my mom and dad was a wrestler. I'd be watching that every week So to see something like that and be like, oh, no, you know, they're kids So they believe in he's hurt like of course they would be kind of you know saddened by that and start crying That's that's that's adorable The decision to turn Bailey Hill in 2019 was a huge risk for WWE Bailey was one of the most popular female stars in the division and she was incredibly beloved by the younger members of the fan base WWE decided to turn her heel They would have to remove everything that made her so endearing as a baby face The ponytail would be changed the music would be altered plus the Bailey buddies would be no more on the October 11th 2019 edition of Smackdown Bailey infamously destroyed the Bailey buddies with a kendo stick Following the dramatic act a video surfaced online of a young fan breaking down in tears after what Bailey had done to the Bailey buddies Bailey addressed the crying fan in a simple tweet Baron Corbin a Baron Corbin has cemented himself as one of the best heels in WWE over the past few years And although Corbin is one of the top villains in the squared circle outside of the ring He seems to be one of the nicest guys around In 2017 Corbin was wrestling Shinsuke Nakamura in a dark match following Smackdown And during the course of the dark match Corbin actually managed to make a young fan cry with his heelish antics Following the match a Corbin would go up to the young fan offer an embrace and he even gave the fan his t-shirt Oh, Corbin received huge praise for his efforts in making the young fan feel better And although Corbin tried to claim that the kid was a family member Everyone knows that Corbin was simply trying to get some heel heat back following his baby face s conduct Yeah, cuz he you know in them dark shows this is give or take us so anyone can have a camera and just record it So kind of broke k-fave there and tried to cover it up But he was being a good guy But I know back in the day that that was a no-go even at house shows a lot of people for the most part They stayed in character before you know people starting wrestlers start getting on social media and stuff like that And k-fave start to die out but back in back in the day in Attitude era and beyond earlier than that a lot of people just stay within their character no matter what the situation was number four Kevin Owens in late 2016 Kevin Owens was WWE's top heel and his heel work was some of the best WWE fans had seen in recent memory during a WWE live event Owens made a young fan cry after he refused to high five a fan Who was wearing a Roman Reigns t-shirt? The fans mother naturally took to social media to air aggrievances and she stated all night He was getting high fives from other wrestlers and all was smiles But for some reason when Kevin Owens came out he singled out my son and commented on who shirt he was wearing and told him You should get this shirt. Actually don't get this shirt. I don't want you to ever wear my shirt Don't you ever try to touch me all because my seven-year-old wanted a high five and wasn't wearing his shirt My heart sank it became visibly upset sat down and kept staring at the gate I couldn't help it. I started crying The fans quite rightly were firmly on the side of Owens who was simply doing his job as a heel He's a heel Owens outright refused to apologize to the mother or the kid and he even tweeted a response to the mother's statement saying A wrestler told my son not to touch him. I'm completely heartbroken. Well not really, but if I complain Maybe I'll get some free stuff He's a heel like He's a heel. That's his job He's to be a heel. I'm sorry I It's it teaches a life lesson not everybody's gonna be kind to you when you grow up You realize not everybody's gonna be nice to you not everybody's gonna be kind to you So you can't expect that but I bet he'll always remember that Oh, man, that's funny. That's funny. Number three Roman Reigns Summer slime 2021 was main evented by Roman Reigns defending his universal title against John Cena The match was highly anticipated by fans as it was Reigns' biggest match since turning heel a year prior And it was Cena's first match in over a year Reigns would be victorious in the match Which didn't come as a surprise to a lot of our fans in attendance However, one young fan was expecting Cena to win when Reigns got the win on Cena The young fan began to cry But each of the young fan was then posted on social media And Reigns would actually be asked to respond to the fan when he appeared on wwe show the bump Reigns would state pertaining to the kid and the tweet. I'm just trying to be the good guy here John Cena let this kid down. You know what I'm saying? So I had to go out and I had to clean up the mess That's the type of guy I am.  This is why he's goaded for that response right there. I'm sorry That's not even character. That's that's how he really feels and I love that response. It's like, bro I'm sorry little kid. He let you down Man, you should have been a fan of me. You would have been good. You would have been me. You you've been straight I love that man. Rome is the best thing in wwe He's he's a gem. He's a fantastic gem. I love it. Number two, Sasha Banks Well, the Bayley Superfan Izzy is one of the most well-known members of the wwe universe The most notable appearance on wwe programming came back in NXT takeover respect in 2015 And during the iron mine match between Banks and Bayley Banks would shout in izzy's face and we didn't steal her headband This led to izzy bursting into tears and our father had to console her Following the magic banks would actually give izzy the flowers she received during the post match segment Banks clearly never meant to upset the young fan, but it created a memorable moment that fans still talk about to this very Watching that I was like, yo This is this is incredible This is heel work That's how you make a real beautiful She was infamous because of this segment man. Oh my god legendary Three day and number one Triple H a triple h was in the midst of his run as part of the villainous authority stable on television back in 2015 When he accidentally made a young fan cry during a tag team match on raw triple h and Stephanie McMahon was sitting at ringside And this young fan just so happened to be a huge triple h fan The young fan would chant for triple h throughout the course of the match and triple h responded by saying Hey, stop messing with me. I'm trying to do my job over here This led to the young fan getting upset and triple h decided to break character to console the fan Triple h informed the kid that he was just playing around and there was no need to be upset Amazingly following the show triple h actually invited the kid and his family backstage to meet the superstars Which was certainly an extremely generous thing for the wwe executive to do Wow, he didn't even have to do that. I'm gonna be honest with you I think he will forever remember that Like you know, hey man, let me let me y'all come to the back. Y'all can meet the wrestlers They're just there at the show. They're not expecting anything extra. That's awesome. Triple h didn't have to do that That was pretty cool. This was a dope video. I love little interesting like tidbits You know videos like this. Uh, this one this one was cool. I definitely enjoyed this one My favorite one I would have to say For me probably be the Roman Reigns one his response was go Oh my god, his response was go but the one that Uh, my second favorite one would probably be the social banks one What she did to the bailey super fan of watching that We like remembering that sequence was fantastic It was it was it was beautiful to see that's what you call fantastic kill work But I man, this was great. This was an enjoyable video. I enjoyed this video. Hope you guys you hopefully you guys did as well I appreciate all love and support man Roll to 70k. Oh and before I end this video put down your favorite moment from this video favorite story Of a wrestler making a kid cry put that down below in the comment section I appreciate all the love support roll to 70k appreciate y'all kicking with me. See y'all on the next one. Peace


As you have been told today is day six, a day of discussing or get to know all about the map in DHS2. So it's good that you know the content or the objective of this session before we start explaining how to map all about in DHS2 and how you can navigate the map in DHS2. Here are the objectives that before the end of the session or at the end of this session, hoping that everyone of you should be able to navigate the maps up with the DHS2 interface, but also in different layers that are there in the map to be able to add the thematic layer, we get to know the thematic layer and the layer in general. But also, interpret a map region, I know this keyword region is not new to you. You have been doing it or you have been using a region from other analytical tools in DHS2 like pivot table and probably the data visualizer. And also how to use other layers like a boundary and the facility layer in the map application. But also, we know how region works, but also we have other customized regions and how you can add them to the map and be able to interpret the data with the region applied. But also another way of probably be able to load the data that is coding the map to display, which we can be able to see them through the data table. And also we have another feature for those that you are using the DHS2 that is starting from 35 going up, how you can split them, see the map in a split review, but timeline, but also be able to know this type of category of thematic map like the color plates and the bubble maps. So to start, this map actually is an introduction to come from the previous we have been using the GIS for those who have been using the old DHS2 which stands for the geographic information system. Actually to display or to explain the GIS, this is a very big topic that it consists of a lot, but specifically for the map, we will be looking for the thematic mapping where we will be able to know how we portray the geographical pattern of the subject of the subject matter of the geographical area within a map, so how you can probably be able to display some of the data, the data value for a given geographic area within the map. So to be precise on that, we'll be looking actually for categories of the thematic mapping that I can call it, where we'll be looking on the color plate where this is actually be able to categorize the data in terms of color, like showing which area, geographic area which probably are depending with the indicator that you are you are displaying, which is performing good and which is not performing, depending with the indicator but also will be also be able to see what I can call them proportional symbol point, like a point that you will be able to kind of display a value, yeah, a value in a map of the specific point, that this one we cannot actually somehow like showing you the color range but to show you the, like giving you the magnitude, like the magnitude of the data to the specific point, that can be like a facility or to any of the catchment area, so of course in the map application, this allows you to kind of create the thematic map of the areas and the point as I said, the thematic map of the areas that I said just showing you the coverage in terms of the color ranges from one location to another but also showing you but be able also to kind of be able to display information in a particular point, like a facilities, like to know the magnitude of the data to the particular point but also we can also help you to know the distribution of the facilities within a given reporting highlight or within the given organization. So, with this application specific you will be able to see all of that but also be able to know the underlying data that is associated with the map but because you can see like an image being displayed, which is called a map but you also will need to know that what are the data that lead to the display of that map where we'll be looking on the data tables and things like that but also not limited the map application can you give the flexibility of downloading the offline, the offline data that if you want to kind of download the data and be able maybe to embed into a certain presentation or a certain report, we'll be seeing those kind of functionality but also, if happen maybe you are good in using other external JS tool like QJS and probably other you can be able to download the data and be able to upload it to other external tools as I said like the QJS but not the userfulness of the maps as I said, but also this depends with the way how you defend or the way how you want to make it but in simply this actually gives you how to provide the special presentation of the data that you can be able to present the data in using the special statistics like putting them in a map like I said in a thematic map, can it be that thematic map of the cloud place like showing the colors, showing the magnitude like where the problem is or if it's a performance showing me, those colors will actually help you to identify which location actually performs good and things like that but also apart not from that but see some will make data tangible and user for example if you have a good drawn map and showing the good performance of the certain indicator and put it to the certain report may be for the presentation or whatever you want to share that kind of data. Yeah, the user can feel it, you can see that there is actual performance that is being done to the specific location and also maps as other visualization as you have seen like the people to table and the data visualizer. It's also a fantastic way of showing of sharing the data to the decision makers because some of the some others stakeholders or those who are making a decision, they actually make decision looking at the color codes, the way how the map was presenting the data or even the underlying of the data that is displaying those information so like the other tools that you have seen like the data visualizer and the map and the pivot table. Also, the map actually helps decision maker to be able to make decision based with the display that has been done on the map application. But also, we will be able to see because we have seen that in another session, we will be able to actually learn on how we can use this customized region to actually be able to show you the how the indicator performs so with that one also if the indicator if your indicator that you are analyzing is a performing indicator with the the customized region that set you can be able to see those area who are actually performing good and those area who are actually underperform. So what are the layering in the maps as you can see that in the maps, you can see a certain object that being displayed a map but mind you that different layer that actually are being built on top of it to make that map look the way it is. So, for example, here we have a couple of layer. For example, we have a layer which can be used to show like the road within a certain location, but the land use but the boundaries that is showing the boundary between the one one location with another location, but also the hydrograph and the force and so forth and so forth but in this particular application the DHS2 maps, there are some layer that will be looking at them. For example, we'll be looking for the facility that someone showed me the facility distribution for example can use it to show the facility distribution of a certain location that can be a district or can be within the region or can be within the entire organization in the entire the country. But also you can we can use some of the layers to actually show the shape like show the boundary between the one like one district with another district and the one region with another with another region. So, in that way, we'll be able to see those layers that I have just mentioned. And they probably will be able to see some of the feature that's associated with those with those layers. So, this is the way the overview of the map application, when you open it in the DHS2 this is the way how it looks when you open it. Actually, it's being divided, I can call it into three segments, we have the upper one and then we have the left and then the right. So, for example, if you want to kind of add some thematic layers, the layer that I've been talking you have the button or the option where you can be able to add the layers. But also we have another menu like file download and I know this is not new to you. For example, the file. It's the same as for other analytical tool that you have been using like the people to table and the data visualizer where you can be able to save your favorite to report. For example, if you want to reference it in the future, this is where you can be able to get the link or the option to kind of save your report. But also, if you wanted to share the map that you have drawn using the map application, that's the place where you can be able to do all of that. And but also you want to open other existing map, for example, not happening that we created a report and which is a map, which is coming from the map application that you wanted to open it. This is where you can go and then you will see a menu where you can open the previous previous report. And then you can see the menu. It's like a download. This is actually doing the similar, the similar thing like other analytical tool is doing. This is actually will be able to actually get out that map out of the system. So if you want to download the map and then use it offline and maybe use it to add that to other tool like the document and whatever this where you'll be able to go and be able to download it. So we have other what we call the best map player. This is actually a supporting layer. For example, you might be analyzing the data but you want to be supported with this base in what we call a base map which is coming from external sources like your same light. But you can see also using the same detail. These are the best map player like the supporting one. So we actually be using them but you can decide not to use them until you need it to use. So actually for now the DHS is providing six of them but you can be able to upload other external layer if actually you do. But that is somehow another way of showing how you can be able to upload other external layer. So you might not be able with the given time we might not be able to cover that the way how you can upload the other external layer but with a given layer that are there you can also get your map drawn nicely and they be able to to use them. So these are the best map that I was actually talking that they are now currently being supported by the DHS two maps but you the DHS two map is not just limiting to those base map layer that has been supported. They are giving you other flexibility of uploading your external layer if at all you have an external layer like the Google, the Google map player and things like that. So we'll be able to see that. So in this particular session that we are having, these are the layer that we'll be focusing on. So mind you that when adding the layer, these are actually the different layer are there. So we have quite other layer that are there but we will be focusing on the three layers like the boundary layer, this one here. And then the facility layer and the thematic layer we have this other Google layer, Google Earth engineer layer where this one actually they are when you are installing the DHS start the first time they are actually not being supported. I mediated there are some configurations that you need to do. So you are the administrator or the one who is setting up the instance. There are a couple of procedure where it's also documented in the DHS two manual where he needs actually to configure so that to be to support this other external external layer like not the population density but this also is based on the global, the global population of that of the country. So this one I need to be configured at the first place you also can't use it if it's not configured at the first time. So with the thematic map that being drawn this will be like an example of the map when you will be actually be able to create or to create this map. So this thing was showing one of the thematic key map that has been drawn based on the API, API MISO's Ruberawani coverage, and these were the, the region as you can see here, this actually the region that actually describe or categorize the ranges that for those with the a certain color starting from which range to what range so this the region that will be able to to see because in this map we have what we call the automatic region and what is called the customized region where like for example if you want to to create you the automatic know the custom region, you actually need to review your data and be able to to to range them to group them that this range this will be considered for the performing and this range will be considered maybe for the model it and this will be considered maybe for the for the law performing and so forth and so forth something like that. So we will be able to actually touch on that and see how you can you can be able to generate this kind of map do analysis on this on this map and also play with the other features that are there in the map application. Yeah, and the table like you have seen that you can have them up the drone but without knowing the exact figure of that location so the feature of the data table where it actually if you want to know the the value of a specific of a specific location of the specific organization you can be able to know them by going to the feature called the data table it's also embedded in the in the map application where you will be able to kind of we also get a time to play with it to know how you can filter how you can you can be able to sort and be able to find maybe a value for specific organization you know for the specific location and the things like that but also how you can also be able to download it from the from the from the map application to to your offline maybe to your computer or to somewhere else. So we'll be able to see to see all of that but again, why are we how what why do we want to use the map. Because it's not necessarily that everything that you do you have to use a map actually, you need to kind of consider some few things like what actually will make you that if we put him up will make the audience or the people that you are presenting those information be interested. So you need to consider that that when you are actually preparing this kind of visualization, whether you are using the people to table or the data visualizer, or even in the map, your audience should be your keep on saying that that this kind of indicator blending into this type of visualization that I'm using, but also that the type of data on the end of the purpose of the data because it's not necessary that every data that every indicator that you wanted to analyze you should you should we should use your map or you should use data visualizer, or probably you should use the private authority depends with the audience. If you think that putting the this indicator to the map will make the audience understand it to quickly understand it better you can do it. So that should be your key consideration that when you're using these applications analytical tool application that you have been going through this almost through the the whole week. This should be considered to to kind use whatever type of analytical tool that that you are using. Okay, and considering that those effects that I've said that when you are actually using this analytical tool. What thing that is to consider there are a couple of questions that you can be asking yourself before using one of these analytical type. For example, if you're using map that have kind of map to help you communicate more effective that if I'm presenting a certain information to the map with the audience or with the people that I'm presenting the data be able to to understand what actually meant that to be to be educated to them, but also make sure that that that that can be one question when you are considering using this analytical analytical tool that but if I'm that indicator you are probably wanted to. You wanted to visualize or you wanted to present. Blending good blending in fine with the people to table you can just analyze selecting you the people to table instead of the map. Because sometimes you can be given some hard equations to explain something that you have presented on the map so you need to consider that before using these these analytical analytical tool so but another thing. What are some people designing consideration for for this map. When you are using this map, you need to think all of those that you want to present this data, what will the what will the purpose of design this map for that this indicator that I wanted to present it to using this kind of. map works fine, or maybe we will be understandable to the people that wanted to present it, or can you just use other the analytical analytical analytical tool that we have also learned from them from the from the DHS. So. This is just a quick, a quick theory on the map, but that after that, I think we just jump into the demonstration on how we can now start playing with the with them with the map application the DHS that's, as I said in the beginning that before, or after the end of this session, you should also be able to, to meet these objectives here, that the way how you can navigate the map application using the DHS to, but how to add these different layers that thematic, a thematic layer, whatever and be able to do some kind of sort of analysis on it. So, and the question before I just go to the, to the demonstration. So I just stop my sharing and share also an instance. Let me know if you can see my screen as well. Can you see my screen. Okay. Okay, so this is the demo instance that I will be using to demonstrate the map, the map application the DHS tool so I will have to actually log in. So, let me go to the, I know most of you will be following to the DHS tool you actually been taken to the dashboard. So, one of the, the way how to access the map, we know that we have a place where we have all of the modules that actually make the DHS that large. This is the place in a, in the search app where you can be able to find your, your map application. You can have some couple of way how you can find it the first way you can, you can search through this is such bar called search app so you can search by typing the QED map, or other can use another way of scrolling until they get to the map application which is accurate here. This is one of the, of the best way of finding the application in the DHS tool which is searching and then be able to click or to be able to open the map application. As you can see all this is the one of the, this is the interface of the map application. As I said that it has a different, it has a different segment, we have like, I said like three, the top, the left and the right. And what I do, one thing I want to show you, for example, if you wanted to open the existing report, for example, if you want to open an existing map that has been drawn so that you can see. But to be able to do that, actually, you need to go to the file, and I will search one of the map, maybe called TB, maybe TB, notify the case for new and the relapse. Just to click it. As you can see, if you click the existing, the existing map, this will be opened and then as you can see, we have at the left panel, we have this what we call the region as you can see it's giving the name of the indicator. For a given period, and then be able to categorize them. As you can see, we have this color difference or color, color, color ranges from the one with the somehow darkest and to the lighter one. So we'll be able to see the way how this is being generated. But also, apart from that, we have this what you call a title. This actually title is being produced when you are saving this map as one of your favorite report. So when you are saving it, for example, when you are saving it here, actually, this title will come here automatically once you have saved. So before serving it, you want to be able to put some title but after saving it, that's where the title will come. So because the name of your favorite report also acted the title, I think you need to put the good descriptive title so that everyone can understand what was your objective of having that map. But also other base layer that I was talking about this one here and which we're actually supporting six of them. So we have this like OSM light, you have the detailed one, and then we have the being Lord, the being dark and the different business. So this is actually a kind of supporting, for example, which I can be able to switch whatever supporting map that I want to appear at the background, the background map, but also mind you that if we were actually working offline, this supporting map might not be able to to load but because they're actually being pulled from the online. So this one is to be to be connected. So as you can be able to use, to use this baseline map. So I'm talking for those actually who are actually using the DHS to totally offline, like if they have installed DHS to their laptop on the desktop and they actually wanted to, to play with the map. So this is actually being supported when you are, you are connected to the Internet. So if you're not connected to the Internet you still be able to draw some map, but you know, you know to be able to get to this baseline, the base map to that here. As I said, if you have other external map, you can be able to upload the other external external base map, but this also is another session that is probably being alleged in another way on the Academy but for the today session, let's cover what is existing on the on the map application. So another thing that I would like to know for you to know, for example, if we want to kind of edit what is existing on this on this map, we have this layer which actually portrays what has been displayed here. So if at all, you need to do some editing to this, to this layer here, you need to come to this icon here called Edities. So for example, if I wanted to change, for example, the ogion, for example, here I was showing for the entire, entire organization into the entire country. And they probably want to switch to a certain specific, a certain specific maybe organization you can just remove this user ogion it and they may be I want to show maybe for the, let's say for the animal, and it may be shown by district. So this is how the work can be edited, be able to draw the map like this one. So this is how the way you can still navigate through, be able to edit what is the map that is existing that has been, has been, has been drawn. So let's jump to one of the other example, for example. I hope if at all I wanted to add like to create the new map from the, from the beginning. So essential question that I would like you to ask you that how do I add the layer. So for example, let me start a new, let me remove it, start a new one. So this actually the interface of the map when it's open for the first time. And the, the first thing that you need to know is that how to add the area and they probably you need to come here to this menu here called add layer. So clicking here you'll be able to see different layer that I just explained when I was going through the presentation that we have different layer but our focus here will be for the three layers that we said, we have this one for the the, the boundary showing the organization unit, the bound of the organization unit between maybe one district and another district or between one region. And then another region. And then you have this layer called the facility layer that can help us to show the distribution of the facility within a given location but also can help us. So, you have to kind of be able to know the facility, different type of the facility within a given, a given location. But another layer which is very important for this one that we'll be using most of the time in the thematic, a thematic layer which actually helps you or enough helps you to kind of be able to analyze the data. To the map application and be able to categorize them, depending with the way how you want if you want to categorize them in terms of, in terms of color difference, the performing and not the performing. So this is the layer that we'll be using. We have also other different layer that as I just said, for example, we have for this one for the tracker one. For those who are dealing with the individual information, but you have this one which is Google, Google layer, but it needs some, some kind of configuration to support them. So to start with the, I can start with the boundary layer, for example, because as I said, this actually showing the boundary so it's just involve the organization unit. So I can select for the, the whole country and then be able to show the boundaries in terms of, in terms of the district. So, after selecting the organization unit, I need to select the level, the different way you can do that one is selecting the level that I want to show the district for the entire country, but other can use the longest way of taking one district after the other, but that is the most tedious, but if you want to do that, you are not limited, you can still do that. And then you once done, you can, you can add it there. So as you can see, just used a few clicks or few steps to get the map map created. And also, what if you want to add the data on top of it, which layer you should use, for example, let me take it maybe I wanted to, to add one of the, one of the data on top of that on that map. So how, how should I do, for example, it's just need to go to layer here and I will select with thematic, thematic layer here. And let's say I wanted to see HIV testing performed. So I wanted to see the data for the HIV testing performed. So, so first you need to know that where that HIV testing performed is being found, actually it's a data indicator and found in the data element. And then you just go to one of the group called the HIV. So for this group called HIV, we know, we'll be looking for the total and not for the detailed one. But if you want to see for the detailed one, how, how do you do, but also be able to select the specific variables that I just said, like, I want to know the HIV test, test it performed. So I can just go through and define the valuable code HIV testing performed, which is one here. And then I wanted to check maybe for the, probably last six months. Let me check for the last six months where they find it. They find it here, last six months. And here we have a different display period. If you want to, to combine all anyone, all of the periods and aggregate all the data to get the sum for the last three, six months. And about to also have other map of you, but don't worry, we'll be able to go one after another for this purpose for this, for this demonstration. Let's start with the single aggregate, which means it's combining all the data for all of the reporting period that you have selected and then aggregate them. And then I will select. For example, I wanted to check the data for the facility particularly. So for the facility for the entire entire country, and then it. So if I add, as you can see, I just wanted to know the HIV test to perform the for the facility for each of the facility. So this one, this node here, this, the data for the world for the facility. But as you can see, we have two different layers. One was for the boundary layer that is shown the boundaries of the district but also have added another layer on top of it. So another layer that I just added, this is showing the HIV test to perform for any facility level for the again for the entire entire country. And so you can see that these are the other thematic key, the category of thematic mapping that I just told you that we have to, we have the, the chrome plate that is showing the color within your location but also other showing the point, or showing the, the magnitude of the, of the value to the particular, particular point or to the particular facility. So what's actually being shown, shown here is what we call the proportional sign point that is showing the data or the value to the particular, to the particular point. We'll be able to know the difference between them. So don't worry. But as you can see, we have given this kind of map that having two layer but you can still edit that layer, because let's keep this filter will be able to see how you can be able to filter them later. But for example, if you want, wanted to add some car, like if you wanted to change like the color of the legend, if you wanted to change whatever if you want to use a predefined religion, you can, you need to go to the study where you can be able to, to, to use those features. So as you can see here, this actually the automatic region that is being generated. When you are, you are creating a map for the first time. So we have this one automatic color being picked and this is picked depending on the classes that you have by default is five given five class but you can still be able to change the classes that of the color you want the data to be distributed. And this one is the, this one here is the color, which is automatically being set by default by DHS to, but we have given being given the flexibility of specifying which color that you wanted to use for that automatic a legend that has been detected. But the good thing is that the purpose that I brought to you here, that you have this classification here. So we have this question that the data has been displayed on the aquatic classification. So we have two types of classification that you need to understand it very clear because when you would be using them you need to know the consequence or you need to know who are to use the equal interval and where to use the equal count. So what is the difference between these two. It's something we need to do any care. So when we are, let's start with the equal interval when we are saying that you are distributing the data, depending on the equal counts that for example, let's say you are having like, like maybe a thousand facilities. So if you want to distribute the data, to distribute data for those 100,000 facilities and you have selected to use the class of five. So each facility data will be grouped to 25 because it's taking thousands and then divided by five classes. So each range, each range, each class here will be having how many facilities. So that's how equal counts works. So if at all have like 200, for example, have 200 facilities and then you have decided to use five classes like the one here, the one is shown here. You need to take that 200 and then divide by five classes that you have selected here and then the range will be distributed equal to each of the facilities. For example here, let me use equal count and the updating, notice the change. If I click here, you will find that for each range it's providing 34. So it's actually taking the total of the facility and then be able and then divide by the classes. So each of the range will be grouped according to the number of facilities. I don't know if I make that, I make that clear. And then, as you can see, even the visualization has been, has been a change. So for each of the range for each of the color, for each of the color codes for the each of the color that in the range will be distributed to the number of facilities. But if at all you use this option of the equal interval. So the difference between equal interval to one of the equal count is that here it's a distributed data per classes in the noted per facility. So for example, if we have the maximum value like 20 maybe 20k or 20,000 bands and you have chosen to use five classes so it will divide that data 20,000 to the number of classes. So each range within our region will be given to that interval. So for example, if I click here and notice from the previous to this one here, you will notice that the range here is being distributed depending with the values and denoted the facility. But if the one was being distributed depending with the one with the facility. So whatever, whichever method that you have seen here, so when you are analyzing the data to the map, you should be able to know that which of the classification that or when he explained that which of the classification that I should, I should use so probably I stop here and they just to give you like five minutes or 20, 20 minutes to not just the five minutes to actually be able to reproduce of what I just reproduced and they share some issues, for example, if you have you have not understood a certain a certain function item that so I would stop when they share one of them. One of the slide that that's showing you how to how to to create this to create this so let me know if you can see my screen. You see my screen. Yes, yes. What do you see. Okay, so here is the it's one that I want you to to do. First, can I just modify it here. Here. At the bottom left showing the streets. For the training land. And then you need to add the thematic layer. Having this detail. So let me know if you want to just give you two minutes. Please. I'm starting counting. Please make sure you get to use those two classification just just explain the equal counts and the equal interval because I will have some questions to ask you on that.


The narcissist will never tell you this.  They act grandiose, as though they are better than the average person, as though they are deserving of privileges and special treatment. But deep down they know the truth. They know they have nothing to bring to the table. They might say that they have money, but it's never going to be as much as you need, or as often as you want it to be. Well they might say that they can give you sex, but they've already had lots of one-night stands with people who did nothing for them, people who are low quality, and yet they expect you to earn it, which is why whenever they're forced to step up to the plate, they get really angry, because deep down they know they have nothing to offer you. When they meet a quality person, they're forced to accept this. But as long as they're able to trick you into looking at yourself, they're able to live in this delusional world. The narcissist will never tell you this, but all you really have to do is ask them whatever they have to bring to the table, and then sit back and watch their reaction. That will tell you everything you need to know, because they really have nothing to contribute to your life. They have no intentions of making your life better, because usually they just rely on their manipulation. They manipulate you with sex or money, but they will never admit the truth, because the truth does not serve them. But that is why they never grow, they hate accountability, they hate to look in the mirror, they hate thinking that they need to do something to be better. They just want to be the object of your desire right now, without putting in any work to be that. They don't want to think about what they have to bring to the table.  You don't have to rely on another person for that, and it should never be the deciding factor of a person's value. You may be a productive person, you may have spent years working on the qualities and abilities that made you the person you are today, you may have your own business, so naturally, you're going to want to know what the narcissist has to offer you, you're going to want to know what they can bring to you, you're going to want to know how you can benefit from being with them, are they going to help you with your business, are they going to clean your home, are they going to cook food for you, the narcissist is preoccupied with themselves, they're not even thinking about what they can do for you, because in their minds you're just an object that is meant to serve them, if they're helping you with something, that's going to take time away from what they're trying to do for themselves, but they think they're the best thing since life's bred, they think they're very good, they think they're very useful, but they're not, they're nothing but a detriment to your life, which is why when they get involved with you, the first thing they have to do is to make you doubt your own qualities and abilities, they have to make you doubt your own achievements and success, because otherwise you're going to be asking this question, you're going to be wondering what they can do for you, but if they keep you in a state where you are constantly seeking their approval and validation, it takes the focus off yourself, so you never realize just how much you have to offer, and you never question what they have to bring to you, which is why they have to make you feel like a nothing, so that you don't think you deserve anything greater, because if you knew your true worth, you would expect a lot more, but as long as they make you question your worth, they're in control, they make decisions for you, they have this mentality of a child, where they expect you to do everything for them, and bring them whatever they want, but at the same time, they want to be the parent, they want to be the one who is in control, the narcissist will never tell you this, but just ask them, what do you have to bring to my life, what do you have to offer me, they won't give you an honest answer, but you just have to observe their reaction, because they're completely delusional, they want to act like they're on the side, but then they expect the full depth of everything you have to offer, when you're only deserving of that, if you're all in, which is why you need to take the narcissist off the pedestal, see them as they actually are, recognize your own worth, and then you will start to expect more from them, because the only reason you're so comfortable and accommodating of the treatment that you're receiving, is because you've been trained to doubt your own worth, you've been taught to see yourself as less than you actually are, thank you for watching, I hope this video resonated with you, please like, comment, share and subscribe, if you would like to donate, my PayPal link is in the video description, coaching inquiries, you can email me at coaching.narcsurviver.uk thank you for watching and I'll talk to you soon