No happy 2022 girl. I you know you're always one day ahead of me, so I'm prepared No, no How long have you had those shoes Valentine's Day everyone? It's Valentine's Day in New Zealand Okay, yeah tomorrow She is she is crazy about these kinds of things if you've been watching the video and decorating and clothes and clearly shoes and Okay Valentine day gnomes we got to keep the theme in your house, right?  The special treat that you get what is it for Valentine's Day? I would love to know this because I am an American living here so I think on holidays you tend to do just what you would normally do but Culturally do other people do and then like at work. I work mainly with you know The foreigners really and so I don't really know I don't know like I think that they go to dinner I there's tons of like book this because Valentine's Day is coming up because they have like a special menu or whatever So I think you go out. I don't know flowers So kind of below if you know like if you're a me and you know what they do her thing for Valentine's Day I would love to know because I think that You know, I don't know and every couple is kind of different. Some people are celebratory and some aren't and well That's true, but I was just curious if it's like like in New Zealand. Can you get these? Oh? No, we don't have like I mean you can get little things, but okay So I'm gonna get completely screamed at in the comments because I just said no So here's the thing is yes, you can get them Maybe at the $2 shop. Maybe a little bit at Kmart, but what you guys don't understand Is the extent of Valentine's things that you can get in the US at every week? They go way overboard Okay, right like we are not having heart shoes. They do not have heart shoes here. Okay, and how much probably not even a lot 20 bucks 20 bucks this one saying you're not buying shoes for $20. Okay now, excuse me. Excuse me This is what I like to do on Valentine's Day. I Get very excited about this It comes in a pink box What could it be? bonus Cupcakes Assaulted caramel cupcake. Are you kidding? Are you kidding me? Are you torturing me right now? You are torturing me right now.  Who do you get that from? Is that from work? Who'd you get that from? I bought it? And just what is it in there in that huge box? Okay? I Know you're none. Yeah, none. Yeah, everyone. I had four There and let me tell you the names of these things. This is called salted caramel. Yeah, I Had one called lick the bowl because that's what we used to do. We never baked it. We just ate it before Never we would make these brownies. Yeah and be like How much of this are we gonna bake? Not much Zero And never got salmonella. It's amazing. I Mean, there's stuff in the middle of all you guys it. Oh, oh, and I bought one that was Boston cream cupcake That means there's custard in the middle. Hey, let's see the rest of them. Did you eat them all already? It's been a rough weekend. I Love it. So yes, it is Valentine's Day here in New Zealand and we'll be tomorrow, but it's Super Bowl Sunday there, isn't it? Oh Oh, I mean like we girl. Okay. I walk into the grocery store today. I Felt like there should be music just for me entering because you walk in Valentine's balloons flowers in every color cookie cakes brownies little hedgehogs What does that have to do with Valentine's Day? No idea But you can eat it then it was Super Bowl crap over to the right and I Was having like Overload of all the things I mean, oh, yeah, the grocery lady stopped me and she was like, can I help you? I said no No, I have to steer at everything. I haven't decided yet. Did you buy any Super Bowl food? What do you like at the Super Bowl? I like the bean cheese dip. Yes, that probably Costs three dollars to make and tears up your stomach for a week and a half, but it's so good going down What is that like Texas? What is that like Texas bean? Yes, what? What's Okay, there's also It's called Texas Caviar, yes So good Bad for you. That's not bad for you, but I love the chicken wings like oh been to wingstop like No, do you guys do spicy wings or all different kinds of wings? Okay, so wings aren't that big here? Oh, but if it was me, I like I like variety.  Sorry true Um But yeah, but like yeah, not the choices. It's not a huge thing So you kind of to make it yourself and so, you know, and that's the benefit of moving to another country Is you start to develop your culinary talents because you have to because sometimes you just have a craving, right? Yes. Oh, yeah, I mean I I'm shocked by all this stuff We can buy already already make no like people do not understand that here That's so true. But I let I made chili last night chili and cornbread is very common It was freezing pouring rain for days like we had flooding And I had a group of high school students over and I'm like, I'm just making a big pot of chili and they're like, well, what's that? No, and cornbread is a whole new idea and they loved it I mean it was like they were going back for seconds and thirds and I thought I made a lot, but I guess not Do you do the honey on it too or no? Yeah, I put the honey out. I don't know that they really did They just kind of I said I you know, you have to teach them also how to eat it So it's like put the chili in the bowl, right? It's a soup if you don't know It's like a with meats and meat and beans really it's kind of like the way that they make mince here Um, and then they put cheese. I had cheese and then noodles that you could add And then onion right sour cream on top Oh the cornbread And it was really good I just because it takes a while with different spices to make things taste right and I'll tell you This is good. Can we just admit though? You are a good cook. Always have been it's just Well, if you want to say that that's fine. That's fine. Okay, because this is what I do You Long as I have enough jobs I can okay. I love that I mean position to your jobs because I haven't even talked to you since you've gotten new jobs So what are they tell me everything? You guys I am so excited I'm dying to know if you guys have birth centers in your side of the world because To be honest, I didn't really know we had them here So I worked at a birth center, which means it's staffed by midwives and you can have your baby there naturally And we take care of you from the time you're pregnant Till your six weeks postpartum and we take care of the baby during that whole time. Okay It is so fun to watch these cute people come in with their little pregnant bellies I did get to hear a baby be born the other day and I couldn't work I'm the receptionist. So I'm out in the clinic like hello. How can I schedule you? So glad you're here But then when I hear the mom screaming, you know, she said leave her I'm like Oh my god, and my boss was like, did you get to the email yet? No I said I have stop breathing until this baby is born. I am not doing anything And it's like you can feel it. It's like I feel like we're all protected that way, right?  I know Oh, oh and then when they had the baby I about burst into tears And it's just so exciting if you know, there's not a whole lot of surprises in life that are exciting This is exciting. It's exciting like the most amazing thing ever on the planet. So I'm loving that I'm loving that. Oh cool The only negative Yeah Is that um, I'm old News to me. I had no idea So When they come in looking 12 And pregnant I'm like No, they're 25 married. They're fine and I'm like If if they're 25 and I think they look 12 And I think I look 25 What do you really look like? Exactly. So that's the only trauma of that job And now they come to your grandma advice girl.   I'm at the pharmacy the other day. This older gentleman is in front of me. Okay I mean, he's wearing the older gentleman clothes He turns around no offense. Everybody's got a different look. He is not attractive and old. Okay Except I happen to hear his birthday Because you have to do that here in the united states of america to get your drugs. Okay So he's like, oh 1976 I was like, oh Hold up that is my year and No No, oh I was like This is not okay What is happening to our life? Hey, you know what's okay do this this is this is this is not going to be fun for you But we're gonna do this Think about when we were really close friends, right? We were like 2021. Maybe you were a little bit younger, right? We were super tight Right now the same age as your parents were then So think about that. Okay That's not okay. Think about what your parents look like How they acted what you thought of them. I'm gonna need better drugs I know this is not okay. Fix it. Fix it. Fix it. Fix it. We are good Yeah, I'm trying. Yeah Okay, anyway, I also want to talk about your you work in some salt room like explain it to me Awesomeness Oh, like they have that here. I have not heard of that Okay, so first of all, do we have birth centers? Let me know In New Zealand dying to know that everybody hold on hold on Let me just clarify because there's a lot more Americans on my channel now So all babies I believe are born with a midwife here. That's how it's oh Yeah, so everybody is is more like a birth center And then obviously if you need a surgeon then that's different, but that is awesome. That's the standard probably what you're experiencing So cool as per usual Um, yes, I'm wrong because I haven't had a baby here. So Right. Yes. We're all we're all dried up that that factory is shut down Yes Well and being around all of these hormones not okay I'm starting to sweat through all my clothes. I'm having super vivid dreams I'm like listen here. The factory is closed. I am no do not get those hormones over here Side note. Anyway, so then my part-time job is the salt room This is awesome for respiratory health So It's like, um, it's a natural expectorant For like mucus for uh easing your respiratory system. So what you do stop stop What in the world is expectorant mean? Oh, it it breaks up mucus Okay You know what I'm saying. So like I'm totally plugged up because I'm allergic to my old house To everything. Yeah, I remember that about all the things and So what you do is this is Himalayan salt Okay, you go in We have a generator that we put the salt in It breaks me down And it doesn't make that noise so sorry and then it blows out the powder In the room while you are relaxing to very Chee chai. Well, I don't forget what it's called music. They called Anyway, calm music And there's light And it but it's like calm light and you sit in the chair in the salt With the stuff blowing in and you just breathe it in super good for your skin So in the 1800s people used to go into salt mines When um, they were sick and it helped them. I am going to sneeze you guys are about to be blessed by how Excuse me Sorry, and I don't know how I only sneeze one time because I usually sneeze for so you're welcome Um, so anyway, it is awesome pregnant people can be in there Babies over six weeks old. So if you're stuffed up, it's fantastic. I love it. I love it. I love it Okay, people pay for this. How much is it? $35 for 45 minutes And people usually fall asleep They're so calm in there. I had one mom bawling yesterday Because it's the first time she's been able to hold her baby who's been so stuffed up And not be distracted by her phone By other things going on because you're just in this room That's nice and calm with calm music. There's nothing on the walls other than a calming light And it's like, yeah, we really do need to slow down. That is true. So it it has been fantastic Wow, that's wow off to think about that. Does anybody know if there's a salt? Okay. Why am I not I'm like, do I am I'm going slow on my end? Am I not going slow? Yeah, you are Have you noticed what I'm wearing is that from your wisconsin pack that I sent you Yes, the door And my water bottle is sitting on this I love it And can you please read it for us because we can't see it. It's blurry Sure, I'll read it Just so you know, these are what christie said to me I did a push-up today. Well, actually I fell down But I had to use my arms to get back up. So, you know close enough Exactly right my friend high fives Big news big news big news big news. I booked tickets to the u.s last night Girl, please please Okay, how long are you here? Four weeks four weeks they be hopefully longer But there's all these restrictions to get in there.  What are you dying to do? If you're okay, so to all of our community out there We will be getting together Let us know kind of below what you would like us to do because you know, we're going to go out to dinner We're going to go and do all the things and it's going to be all recorded. It's going to be all recorded Oh my gosh, it's going to be We could go to jail that could happen, but that's okay. It's going to be fine It could happen. Well red lobster for sure. So if you We used to go to red lobster Oh my goodness. Get our what is it Bahama mama drink? I don't know And and really like we love seafood, but it really wasn't about the seafood It was about the free cheddar biscuits that just keep coming war. Oh my gosh. Are those free? I don't even remember the stuff Maybe they weren't I think they were free because we ate them all and then we'd be like could we some more Yeah, could we have some more? I mean, we have no problems. So we are going to show you what we get at red lobster That's a fabulous idea. Yes. Like we need to like record like the whole like us seeing each I mean, I haven't seen you in years.  So don't look like crazy person Oh, well, I'll try not to I could burst into tears. I just don't know. We'll have to whatever whatever's real Let's do it. It's going to be such good content. So what you guys? What would you like to see what see us do or see and maybe probably just talking Probably just right coffee We'll go over coffee. We'll do coffee I would be so excited. Like do they want to see, you know, the cheese curd factory Do what do you want to see about wisconsin? Excuse me. Excuse me. Where is there a cheese curd factory? Okay, it's not really it's called simons cheese, but there's lots of cheese curds there Yeah, we're going there. I have never been there Serious, it's just oh, perfect. Okay, perfect. What else do they want to see tell us this salt room? And I need to breathe in some Himalaya salt Done that I can make happen. You better believe it. I can't wait. I can't wait. Oh my gosh Shopping shopping. We're going shopping. I'm taking you to marshals because you love Love a deal. Oh my gosh. Oh my gosh. Okay I I'm just trying to think okay. Is it june or july that you're coming uh june 20 something through july 20 something so little boat Okay, so it'll be warm. I'll get you the dates. I'll get you the dates Okay, fabulous cannot wait so looking forward to it. We will do all the things record all the things It's gonna be great. If you have to work because welcome to america.  I'm showing up to your work. Oh, perfect hinder you from your work But I will be there with my camera and be like this is christy at work Someone's having a baby Good vibes. Good vibes. Can I make an appointment? No, done with that. That ship is sail Not here for that not here for that. No, thanks. And I literally this is what I see when I see a pregnant person. I'm like, oh So that's not me So glad that's not me I know I have to be very like I'm so excited for them and I try to encourage them. It is so difficult for me not to be like Oh, this is your first baby. Oh, tell them the reality. That's about some Yeah, because you would yeah, you'd be like, can we go back? I don't want to do that. I know it's No, it's sure my sister-in-law when she had her first she literally called me from the hospital and says Why didn't you tell me like It's like how much do you tell people it's kind of like getting married you can't really explain it You cannot really explain it until you've gone through it Because everybody words to say yes, you're not going to sleep and you're not going to do this But they don't understand that you hear the word but you don't understand the word Correct when they're like you're going to be tired. That's fine I don't mind being tired. Oh, no, no, you're going to be like near death exhausted Don't know your name You are leaking from areas that you had no idea that was going to be a thing I mood at myself eventually because I was like this we need some humor here because this is crazy I did not know what is happening and Did you ever do this waking up and literally thinking I've dropped my baby The baby is sleeping in the crib Totally fine But like you have you have this heightened sense of like Now that I have this baby, I can lose this baby. And so this is this is what you mothers need to know that like Yes, you don't sleep when they're when they're very young and let me just say forever after Yeah, you have this heightened sense of hearing everything doesn't end because they're 17 Was that oh are they home? Oh my gosh, they're late. I hope they're okay, you know, it doesn't end you never sleep as you ever No, never here's what I hear the sirens Joshua Are you okay? And it's like I'm laying in bed And I'm like, oh well praise the lord for that because there was sirens. No, I know I'm in the same way Oh, are they are they where are they? Don't answer the phone It's so true You're forever scared So worth it Tara and I we Marco Polo and we will like cry over our children too.  You're totally exhausted all the time. Then they leave you What? Yes, and people are like this is wonderful What no What's that wonderful? And I don't love that. Sorry It's a roller coaster of emotion of pain of stress This is the truth. I cried for two days on my second child's last day of school two days Yes, this is why This happens Okay, I had to eat all the cupcakes Because I invited my children over and they didn't want to come because they're busy Yeah, oh For what?  Okay. It's so cute. You're so cute I wish they would drive me to the gym. That is just one thing I don't get driven to All right. Well, thanks for chatting with me today christie It was so good to catch up with you and talk through all the new things in your life and so excited to see you 2022 All right. See you


In Haiti, police accuse the 400 mohoso group of kidnapping 17 religious aid workers from a U.S.-based organization. In Vietnam, at least three people are killed in floods and landslides after heavy rain over the weekend. At least three others are reported missing. In Kuwait, several workers suffer minor injuries after a fire at a major oil factory. And in Greece, security forces guard the 2022 Beijing Winter Olympics flame after three activists protesting human rights abuses in China break into the area where it is kept.


Welcome, I'm your host, Walt Shammel, and this is being brought to you by the FAA Production Studios and the FAA Safety Team National Resource Center located in Lakeland, Florida at the Sun and Fun Complex. Our next presenter was born in Cape Town, South Africa and grew up in Europe. She graduated from Emery Riddle Aeronautical University and is currently working on a master's degree in aeronautical science. She holds an ATP with type ratings and a 757 and a 767. She joined the FAA 10 years ago and is currently the fast team manager for Eastern Region and is very familiar with the DC airspace. Her topic is airspace deviations. Let's welcome Karen Arendt. Karen? Thank you. Appreciate it, Walt. Thank you everybody for coming. As you know, we are the fast team. We are in the business of helping pilots reduce deviations. So instead of talking to you today about regulations and policy, we are going to be talking about how to identify hazards, assess risk and reduce the possibility of a pilot deviation in our operations. As you can see, this program is including air traffic, flight standards and the fast team. We are providing it to safety professionals for education and awareness. So why are we here? Discuss a review of the data and a review of the action items. So first thing is do not risk a midair. This is actually from the Bureau of Land Management, Department of Forestry. Do not want to risk a violation and we do not want to approach to investigate. Those are all covered in our nodems. A pilot deviation is an action of a pilot that results in the violation of a federal regulation or a North American aerospace defense tolerance. That is actually security airspace. Most of our airspace is covered under the operating rules of part 91 and the special flight rules area is covered under part 93. Due to the complexity and extent of the surface incidents, it will not be covered in today's briefing. The deviation reduction requires partnership. Controllers' primary responsibility is the safe expeditions and safe air flow of traffic. Department of Homeland Security's responsibility is to monitor traffic and ensure that there is protection of persons and property. Airspace have an equal responsibility in supporting the procedures that Department of Homeland Security and air traffic are combining to produce. As we notice, our airspace is increasingly complex. So what used to be a simple operation now involves significant additional responsibilities on the part of the pilot and the controllers. We've got special use airspace. The prohibited and restricted airspaces are promulgated under the regulations. Military operating areas, alert and controlled firing areas are available for reference in the aim but are generally noted also in and on the charts. Temporary flight restrictions are just as the name implies, temporary in nature and are notified via NOTAM. The special flight rules area and the flight restricted zone is now stipulated in the regulations. As of February the 17th, 2009, the special flight rules area became recodified and is now permanent airspace. We are now looking at the system's operation security. It's actually CIS-OPS. Those of you who are here noticed that they produced this slide is that we have very short NOTAMs. They are requested in response to the aviation safety needs, the separation of aircraft for disaster type occurrences. So for instance this is a fire type TFR NOTAM which is given out at short notice. It might be routed through ATC and it might be less than three hours for instance. The TFR is defined both laterally and vertically and is off limits to non-participatory aircraft. So what we get to notice is the nature of the event, whether it's security or disaster, the existing airspace which that TFR may overlie, for instance in a Class B airspace, it may overlie the existing Class B. So what we want to be careful about is ensuring that if we don't have that clearance into Class B that that clearance is obtained before entry. One of the concerns in establishing a TFR is the possible consequences on air commerce and aviation commerce. TFRs are not restricted to circles, polygons and racetracks which is one of the options. They can be placed anywhere at any time and maybe any one of these particular shapes. This is just to show you that what used to be perhaps an oversight of an existing operating rule which was promulgated under 91123, for instance, is not following an ATC instruction that may have been, for instance, treated as a counseling incident is now treated as a special security deviation and carries with it a penalty and possibly a criminal penalty. The thing we have to keep in mind here is that the defense area is protected and that means that a pilot operating inside of that security related airspace is expected to abide by those security requirements and carries with it additional penalties. A typical presidential TFR may be 10 miles in the center extending to 30 miles to the outside and extends up to 18,000 feet. The presidential TFR that we used to have in the Washington, D.C. area extended to 30 nautical miles was changed in August of 2007 and has maintained that shape and is now the special flight rules area. You'll see this is what the aid is, the Air Defense Identification Zone was reconfigured in August of last year or 2007 is now still 30 nautical miles but you'll notice in the northwest corner is the Leesburg Maneuvering area that has a separate set of operating requirements. That special flight rules area goes out to 30 nautical miles as the outer ring and the inner ring is approximately 15 nautical miles was initially based on the Washington Monument and is now centered off of the DCA VOR. This airspace as I said is covered under part 93 has a training requirement under 91-161. Any pilot operating within 16 nautical miles of the DCA VOR VFR must take the training and present the certificate upon request. This is the number of USAIDES breaches and shows an increase in the number of breaches especially over the last year. I spoke to the issuing office for this data and asked them the question and their response was that there was an increase in the number of surveillance offshore. You will see in one of the ASRS reports that there is more scrutiny along the borders as well as internally inside of the United States. The term breach is used to define an inadvertent entry into the airspace that's not been processed yet. So we're not looking at violations. This is just the initial report on the 80-20-17 by ATC. As we're looking inside of the Washington special flight rules area, we'll notice the high risk airports and their high risk as they have an increased number of operations. Leesburg due to its location and its complexity and also because it's got a set of different procedures has had more breaches than the other, the most breaches of the other airports that are located in and around the special flight rules area. Leesburg has a unique structure and because of the fact that it's located outside of this in a cutout outside of the special flight rules area, those procedures are actually obtained online at FAASafety.gov under navigating the new DC special flight rules area or what we used to call the air defense identification zone. This shows where airspace deviations by state shows that the Washington DC area has definitely incurred most of the pilot deviations. We're looking at 72% in eastern region within Washington DC and the other two states are New York and Maryland. P-40 has had a number of pilot deviations in that airspace and New York which is fairly complex. They followed up with the additional 15% of the pilot deviations in the eastern seaboard. Here we see trend per 100,000 hours of operation. The FAAS team is looking to reduce the pilot deviations by 10% from 350 to 315 by the year 2009. This trend includes the runway incursions, deviations. The special flight rules area is covered under part 93 and we talked about the operating rules of 91, 123 as well is that in order for a pilot deviation to be recorded it must be in contact with ATC and ATC makes that, provides that report. Many of the deviations that are occurring, occurs while a pilot is actually under his own navigation and is in fact not talking to ATC and ATC we must view as in fact a friend of ours and can provide us assistance to avoid the pitfalls of entering into this airspace. Just showing you this slide so that you can see the actual accident rates even though we've had no accidents inside of the special flight rules area or special use or restricted airspace we still look at the accident rates because sometimes we'll see that the symptoms of an accident occur well before the accident actually happens. So where's the balance? This was the Department of Homeland Security and National Capital Region conducted a report, a congressional report in September of 2005 and they agreed that a risk management approach to identify airspace controls and security measures to offset the number of pilot deviations should take place. They're concerned also that aviation commerce continue and not be affected and that the balance of the limitations that they're placing on that airspace be weighed by the security concerns in that airspace. And therefore we had to meet the security needs and maintain a vibrant GA community inside of that airspace. So finding the right balance was the real concern here. So we're looking at the evolution of safety thinking is what direction are we going to take to try to reduce these deviations. Looking at the technical factors the crash-fix-fly-crash syndrome where an aircraft was designed it could be replaced as a light aircraft and put back into service. You can't do that with a 747, 737 the evolution of thinking has changed. Now into human factors where they realized that interaction between the crews communication cockpit leadership was developed training and education improved communication in the cockpit. Organizational factors realizing that humans don't operate in a vacuum and therefore the organizational factors are provide the workplace conditions in which humans operate. So what we've done is taken this a step further and now applied an organizational structure to this and say to operators as well that they can provide a safety culture in which to enable pilots to operate safely. So taking this step further in the physical barriers obviously we can't place a physical barrier in that airspace and that the freedom to fly within the national airspace may be somewhat limited. So if the airspace limitations increase and the controls that we put in place are no longer effective there is a possibility that the limitations are further increased. 99% of the airspace violations are committed by pilots who intended to stay out of the airspace and did so entered the airspace unknowingly. However security also treats that is Department of Homeland Security is treating any inadvertent entry into that airspace as a potential threat to national security and is willing to pay a high price to eliminate and reduce the possibility of inadvertent entry. Therefore we're asking that general aviation respond collectively to the challenge of reducing pilot deviations and perform a risk analysis of their own. We realize that pilots are very concerned and for the most part adhere to the procedure so we're approaching this from a hazard identification standpoint. Just going back to that first slide there physical barriers in the airspace cannot be placed there obviously regulations and fines have limited effectiveness so now we're taking that a step further we've got alerts and warnings we've got the surface warning system already in place however education and training is where most of the effective outreach is going to take place. This is the scope of our challenge is 675,000 GA pilots, 221,000 registered aircraft, 18,000 airports, I did actually take the slide from the Office of Runway Safety and Flight Standards and this has a particular application to airspace deviations as well because crucial information is not reaching the pilots. We can see in our search of the ASRS reports and those who don't know about the ASRS Aviation Safety Reporting System it's a database that houses reports approximately 30,000 reports are submitted each year about 3,000 of those are entered into the database they are used as a waiver of sanction by those pilots that submit them but and they're also de-identified. I've taken this report set and used the information to share with you how you can identify hazards in the airspace that you might be able to use in your own operation to identify the possible risk. In this particular case the pilot with 500 hour pilot entered class B inadvertently that's a common problem in the special flight rules area is a pilot must hear the words that he's cleared in class B. We can see the charts don't always convey that information and considerable amount of effort must be taken to cross-reference that data that is the information online the information you receive from the AFD and the AIM and also what's on the charts. April 2006 pilots en route from Cancun, Mexico to Mobile, Alabama and this is where I read the report there was actually some information provided to that pilot that caused the pilot some consternation. He was eventually told to contact Aniston, Texas to ensure that he was going to receive customs he was going to have a customs guard to meet him at the airport and give him a discreet code he was concerned that he was going to be intercepted and he in fact I believe was and he tried to do all the right things but what happened is that there was some information that was not communicated between the two air traffic sectors and flight service. However what we're asking is that in a similar situation pilots placed to make sure that the pilot communicates clearly with air traffic and makes their case known so that that's also on record. Recent ASRS pilot report again pilots checking nodems for a flight three stops our departure airport was Buffalo he was going to land at JFK and he was going on to Philadelphia. What happened is that the TFR was reinstated after his departure. Again nodems can be issued in short notice and we recommend this came up in our last Traycon meeting this weekend is that we recommend that you also monitor the ATC frequencies including 121.5 to get an update on the latest TFRs. Again another TFR briefing. Pilot receives a nodem briefing but arrives in the briefed area again the question about whether that TFR was active or activated while a pilot was en route. Going more on to the types of errors and active failures that a pilot can experience the perception errors. Micah Inslee is a psychologist in her study perception comprehension and projection. Frequently we don't perceive the things the message that was originally intended so if we don't see it we don't process it in our minds. That can be overcome with training and education as well as experience in that airspace. Memory lapses. A checklist is certainly helpful in this situation and slips. I didn't mean to do that.  Things can go wrong. I can turn the wrong light on. The wrong light switch. Wrong assumption. Assume the situation was different. Technical misunderstandings and procedural violations. Technical misunderstandings. I tried to do the right thing but I didn't understand what I had to do. How can we avoid the technical misunderstandings? Part of that is overcome also by writing better procedures. Also better checklists. They can be inadequate or they can be missing. Procedure violations. Nobody follows that procedure here. We can't get the job done if we do all of that. Where do you see that happen? A lot where it's impossible to accomplish all of the tasks necessary to complete that process because there isn't sufficient time. So now we look at the organizational accidents. I'm just bringing this in because that points out to you that workplace conditions and active failures, or the active failures and latent conditions have their origins in organizational processes. Which means that the human does not operate in a vacuum. The organization provides the processes that's the training, the monitoring, promoting of both flight operations, dispatch, maintenance, all of those processes have their origins in an organization. Therefore the organization makes those workplace conditions and sets the tone and provides the tools to eliminate the threat. That means that some of those conditions can be and the possibility of an accident can be in place when the human is introduced to that equation. Couple this with the failure to anticipate the human error in a high tempo and complex operation. We put the defenses and the failure to put the defenses in place means that the organization and the workplace is prone to an accident. This basically just means that in an organization we have information flow from the bottom up and from the top down. If you've got a flight school that's operating in complex airspace, we need information both from the top, from management. Management is aware of what's going on from the top down. Flight instructor, pilot community, from pilot community is aware of all of the flight training, education, standard operating procedures and checklists that are required for that operation to be effective. Recognizing risk in the workplace, the FAA through the FAS team is proactively developing accident, incident or deviation intervention strategy using system safety concept. It was originally designed for inspector string training in 2005 and what we in the Congressional report study is that they identified that there were vulnerabilities to operations and that through that the use of risk management they could identify that risk and the vulnerabilities to the airports in that protected airspace. In the same manner what we're asking is that pilots identify that conduct or risk management to expose the vulnerabilities of threats when flying in the national airspace system and we can do that both proactively and reactively. When we say reactive means that we have to have that information up front to identify where those hazards are and then act on that information and design our procedures accordingly. So this looking at this knowing that there is risk exposure particularly between the people that do the job that is fly the airplanes and the procedures that we've designed. Risk mitigation and reduction, this is actually a fairly complex slide because what we've done is closed all those loops. We've said we've recognized risk. We know that the regulations are that the FAA continues to provide regulatory oversight. But since regulations alone require intensive surveillance for performance assurance, the FAA is developing programs and guidance to help operators develop their own tools to mitigate risk of being involved in an accident, an incident or a deviation. Symptoms of environmental weaknesses appear well before an accident and incident occur. And the chain of events before an accident can be interrupted before actually developing into a catastrophic consequence. So pilot deviations don't actually fall into the category of physical harm. However, we recognize that pilots are subject to increasing workload in the airspace and that it can, in a high stress environment, get to the point where a pilot's cognitive abilities may be compromised. So the FAA is determining the viability of procedures, charts and training to meet the functional demands of flight within protected airspace and to conduct an oversight, an assessment of the oversight system. So you as the pilot will be developing your own procedures inside the regulation and regulatory framework so that we can make sure that guidance, education and training that we provide also works for you. It basically says that we can keep up the number of pilot deviations and it's not going to be the same as getting information on runway incursions because we don't see the type and the number of incursions. So we're going to look at what flight standards is doing to identify what the root causes are because we are very concerned that you are getting the training that is going to mitigate these pilot deviations and is appropriate for your operation. So if we're looking at collecting this data to make our own procedures better, we're going to look at information that comes from the GA community, those that have pilot deviations. We're going to fix what's wrong. In the same manner, you're going to fix what's wrong in your own operation and if you have had a violation or if you are aware of their vulnerability to risk of inadvertent entry in the controlled air space in any of these restricted air spaces that you know what they are up front, you take that information and you actively identify hazardous conditions through the flight risk tool. You can take that information a step further and you can infer how that might affect your operation in the future through predictive analysis. So if we look at the AIDAS, the flight restricted zone, we see the 17 airports and inside the inner ring there are three airports that are called the DC-3. They have a separate set of operating requirements. If you're not aware, you actually have to obtain a pin number, background check and obtain clearance from ATC in advance, although both do. This requires significant preparation ahead of your flight. Tipton Army Airfield, you say, how does this really affect me? We talked about physical harm as an outcome of catastrophic consequences of operating in this restricted air space. There's a pilot that took off from Tipton Army Airfield on October 12, 2006. He was flying a PA-46 Malibu. He could not obtain a clearance on the ground. He had filed an instrument flight plan. He took off and decided he was going to get his clearance in the air. Tipton Army Airfield, for those of you who don't know its locations, the northeast side of the Special Flight Rules area operates inside of a notch, you can see. And it is a congested airport, as is that entire airspace area. This pilot took off and this is the report of his conversation with the controller. November 9,130 November, you are scoring 1,200. Is that correct? So he took off without obtaining a discrete code before takeoff. Remember, that's a requirement from takeoff.  If you file an IFR flight plan, you're not required to get an ATAS flight plan, but remembering that you have to have one on file if you're intending to fly VFR. He took off VFR. He contacted ATC. He was scoring 1,200. Pilot responds, Roger, that you are violating the ATAS. The controller says you are violating the ATAS. You need to land at Tipton immediately and I'll give them your phone number for air defense. Pilot responds, landing at Tipton immediately, 30 November. Controller, 30 November, I'm too busy to give you that number. Maybe you'll get away. Just turn it off and land and call us on the phone for your clearance. And the pilot responds, Roger. The pilot was last seen turning onto a left downwind and then disappeared from the radar scope. There were two persons on board, a passenger and the pilot, two fatalities. Turned out three years or two and a half years prior to that, the pilot had already paid a fine for a violation and that was inside of the ATAS at that time. This was pictures of the accident, the NTSB report stated that contributing evidence to the crash was the pilot's self-induced pressure to land and that's the report number. Just to illustrate to you that there are significant psychological stressors on the pilot's and additional workload expectations. Inside of that airspace, we talked about Leesburg Executive Airport. I've got the, just to show you the breaches from the Leesburg Airport since August of 2007 until this year in the last 12 months we saw an increase of 78% in the number of pilot deviations just due to the changes also in those procedures. As you can see what has improved is that the eastern border of the Leesburg maneuvering area is now identified by a closer VOR, RML004 at 16.6 miles. That really helps. Pilots identify where it is. Again specific operating requirements is a code 122.6 outbound and 122.7 inbound and a discrete code while operating in the traffic pattern. Must file an ATAS flight plan, must be talking to ATC, we're not talking to CTAF in the immediate operating area. This airspace is provided for ingress and egress only. Any operation outside of that airspace must be on a discrete code. Again, very simplistic actions to operate in the ATAS but they rely the complexity of the actual procedures. This is a shift to permanent airspace as we know on September the 17th. This airspace here is also the special flight rules area for the rest of the airspace. Action of flight standards was to enhance the and provide a deviation group to enhance the understanding of pilot deviations and helps us determine the root cause of these pilot deviations. That's through AFS-800. This is our actions in the next 12 months. We are carrying out these outreach programs through the flight instructor refresher clinics and we have published a notice 8900.48 restating the importance of awareness of pilot deviations. This is the pilot deviation group announcement on notice 8900. What AFS-800 is doing is redesigning block 18 of the pilot deviation report form 8020-18 and we'll be asking that inspectors that issue a pilot deviation to take the call, we'll be asking pilots to provide information specific to their operation. For instance, on fatigue, time in make and model that will help us better design training. We're working with 800 to determine the root causes and that's the fast team. Short-term actions, I'm going to go through this fairly quickly. I've got 15 minutes left but just to let you know, search the ASRS databases. If you are with an organization, provide a feedback response from the pilots in your organization, assign mentor pilots at high-risk airports, look at your own procedures, your manuals, and your cockpit checklists to identify elements that can contribute to pilot distraction. For instance, if you have a 1200 code, you want to change that checklist for a discrete code, for instance, to contact ATC. Scenario-based training, we know scenario-based training will work if that pilot has received basic good foundation in systems maneuvers and procedures that you've stated the objectives and the completion standards that's a scripted scenario and increased subjective subjection to high workload environment. Working with ATC will also help that pilot better assimilate in that airspace. Safety meetings, feedback through and identifying hazards through root cause analysis, have the distractions being identified, is there a plan, for instance, to identify hazards and remove some of the distractions. Talked about negative habit transfer, air traffic controllers are humans, they're also subject to error. Oh, you may be given a call, for instance, to maintain current score code after cancelling IFR. If you don't hear the words, maintain current score code, don't change to 1200. Maintain your current score. And that's specific to the special flight rules area. Law of recency and repetition. We all carry baggage from our past, and that applies to a new situation, is that the S-FRA requires a different mindset. If we used to filing an instrument flight plan, we no longer have that capability to just simply go to another score code. Our transponders are monitored by the security folks in this airspace, so it's no longer business as usual. No VFR corridor, again, used to be an airspace between DCA and Dulles. That corridor is no longer available for VFR transient operations. It is a special, it is the flight restricted zone, so while you may be clear to enter into the special flight restricted area, the flight restricted zone is not available for transient operations. In fact, there's a lot of traffic in between DCA and Dulles, and ATC be prepared, ATC will route you around, take plenty of fuel, plan ahead. We talked about the VFR corridor. Outreach to pilotsFAASafety.gov. That training is taken online. You can download the certificate, and you may be asked to present it. If you are, and you don't have it on you, you may go back and print out a copy and present it as long as you have already completed that training. That training requirement went into effect on February the 9th. All takes place on FAASafety.gov. You must be registered, and you must take the training. SAFO and INFO, the SAFO is particularly pertinent to critical safety of flight information for air operators, part 142 flight schools. INFO is less critical in nature, however, we have the flight risk tool on the INFO site. FAASafety.gov. Again, we want to get information about current TFRs. The best place is on airspace.nifc.gov, National Interagency Airspace. There's actually a correction in that slide needed. So, what's next? I will pass that until we get to the next, to the second but last slide, or last slide. Any questions from anybody in the audience? Let's see. Just like Brian Neville said, are any of you risk takers? I'm going to see here if we can't go back here just a second. Looks like we have the INFO. I was just going to show you. It's a tool available for you to identify hazards assessed risk. That means that you can make an inference of that hazard, whether it's applicable to your operation, and whether it's going to occur and what the consequences of that occurrence is. And the flight risk tool is a great tool you can adapt in your own operations. And with that, that concurs my briefing. And just to let you know, I was over at the wings or the temporary residence out here inside is these three computers. Those of you who have not taken the training, Gold Systems has provided and FAST team has provided those computers for us to do the training and have that PDF file submitted to us on our email address. So for those of you that availability is there. Thank you very much. Thank you. Thank you. Interesting about all those airspace deviations and how we kind of get into them if we have a lack of knowledge of that procedure and that operation of the system and how easy it is, maybe with the communications with ATC to kind of get sucked in as pilots and all of a sudden we realize we're in some place we shouldn't be. It's going to take some time, but eventually through better communication, as you mentioned, we're going to have the ability to get all that stuff instantly. And when one of those TFRs pop up, we won't inadvertently fly into it because we're going to see it in that glass cockpit. And tomorrow we're going to be talking about flying those glass cockpits and all the information available. We'll see you at 8.30 tomorrow morning as our first presentation. So y'all have a good evening. Come back up here. Have you got any questions for the speaker?


That's all I have to say about the causes of China's aging population. I've looked at three causes. First, China's policy of encouraging more births in the 1950s and early 1960s. Then, the introduction of policies that favored smaller families ending in one child policy in 1979. And finally, the social phenomena of think couples. Now, I shall hand over to Thomas who will discuss the effects of the causes and the possible solutions for the problem. Thomas, over to you. Thank you, Wing. So, this is Thomas. I'm going to briefly talk about the effects of the aging population and look at, at the same time, look at some solutions for these problems.