My name is Rithan Mitra. I work at North Carolina State University. My research focus is climate change communication. Cultural cognition has come out of Yale University and Dan Cahan is one of the big proponents. But the theory in its nascent form was there from the 1980s where Doug Wilson-Wildersky first suggested that we think according to our cultures and our understanding is largely clouded by what our cultural worldviews are. And so there is this two models like one is cultural cognition and one is a knowledge deficit. Knowledge deficit is like we don't understand there's this consensus gap because people don't understand the science. So yeah so there is a balance somewhere and then we don't know exactly what the balance is like between culture and knowledge. Again going back to the work of Doug Wilson-Wildersky where they say that we can group people according to foreign members that is hierarchist, egalitarian, communitarian and individualistic. So depending on our but very simply it's more like you can group them as Democrats and Republicans. So there is a correlation but it's not like one-to-one. So cultural cognition is like saying Democrats will believe in climate change because that is where what their cultural worldview or political worldview if you will that dictates them to believe in climate change and Republicans on the other hand will become more sceptic. But the interesting thing about cultural cognition is they say that if you give them more literacy if you educate the Republicans they will become even more skeptical. So that's the interesting bit and the reason for that is people use a motivated cognition bias so they're using their education to actually promote their cultural worldview rather than using it to be knowledgeable about the whole thing. Why would someone use their political worldview to understand science? That's because the entire debate on climate change has been politically charged for a long time so people there is a partisanship inbuilt into the whole debate. So people normally tend to think in terms of partisan kind of a basis. They attribute a partisanship to the whole problem of whole issue of climate change. So that is where it comes from and it has been observed with a few other topics like vaccines and which have been politically charged or by the media. Media has played a big role in this. So over the years it was not initially a very politically charged topic but over the years it became politically charged because there are two sides to two different views of the debate. It's probably about anti-business. It started from there. Also the religious part of it and religion is also tied to conservatism. So there's this whole connection and there are a few different feedbacks playing into the whole debate. Framing does play a very important role. An entire body of research exists as to when you are talking to a particular group like evangelicals. You would want to frame it in a particular context. Catherine Hayhoe has done a beautiful job of doing that in that recent documentary which came out. So yeah, there has been some work on that as well. How to frame it properly for two different tiles. Some of your research has shown actually yours and Lewandowski which shows that 97% if you tell people that 97% of climate scientists agree with this climate change is real then people start believing more. So that itself shows that there is some aspect of knowledge playing into the whole thing. There is probably it's not like we don't think according to our cultures. There is definitely a gap between Republican and Democrats and we all know that but the part which I'm not sure about is if you educate people do they really become more skeptical? Do they really use their use their culture? Use the science to promote their culture. That part is not well established. Knowledge depends on what you are measuring. What is knowledge to use? So if you're asking someone questions totally unrelated to understanding of climate change then it's not supposed to show any correlation with risk perception. Kahan used a 22 item set to measure literacy and he found out that well there is no correlation that knowledge actually is not helping but then there are a few other studies like one by Stevenson et al in 2014 which shows that if you are using climate change questions then the relationship is there that with more literacy skepticism goes down and there are the studies as well. So it is dependent on what you are measuring. Is it something related to climate or something totally numeracy or basic science which is not related to climate at all? It's not education which is polarizing. It's the type of education that's the very big take home point. So if you are looking at only educating someone with number skills then that's not going to help. I think that's the biggest take home point. I would say a lot of systems thinking. Thinking of climate as a big connected system where there are feedback loops, inefficiencies and the traditional way of doing science or math is like breaking down a big problem into smaller bits and then solving them independently and it's kind of like those bits add up to the big problem but systems thinking is looking at problems from a holistic point of view and it's like 2 plus 2 adding to 5. So there are some inefficiencies in the system and if you look at each discrete part you will not be able to get the answer correct. Communication and education should go hand in hand. It's not like the communicators are doing a really bad job of taking the science to the public. Well we can improve definitely but there is there also has to be a somewhat kind of a receptive frame of mind so that people understand what the scientists are talking about. I agree that the scientists can do a better job and the communicators can help them in doing that job but if you don't have the right set of skills, if the public doesn't have the right set of skills to understand that okay the climate is a big connected system and there are a lot of fuzziness and we don't understand. There are uncertainties but that doesn't mean we know nothing. So these are concepts which the public should know to really grasp what's going on. Harping about okay the uncertainties are there and trying to I think we have done a lot of progress with that and we still need to go do more but we also need to educate the public about what is uncertainty, how we look at the system and if that is not there then I don't think that only communication can help. Education has two different things so it's best to do it at the same time because if it's like I think of it like if you're not getting aware of something it's like a it's a two-body problem sort of like okay someone is someone has a message and someone has to understand the message and you can work on the message as much as you can but if this person doesn't have that capacity to both of them should work together. So I guess education will be working with this group and communication with the other group and then we can talk. Yeah I don't know if there are there's like this one thing we can do to address this problem. I think a lot of people agree with that's a good thing that's a good start and there will always be a few skeptics so one point of view which I somewhat subscribe to is let's work with what we have let's work with the people who are agreeing with we are who are getting that okay yeah climate change is real and there is a big number of people who actually think that you know climate change is real and so and there will be skeptics and we should keep working on them like okay giving them some education trying to address their questions as much as we can but let's not fixate on on that let's move with what we have. There has been improvement over the years not as much as we would expect so the consensus gap it's still there but there has been some progress and my worry is if we focus too much on the skeptics then we are not working with what we already have some of the consensus we have and I guess that's a balance to strike so some of our effort should also be focused on you know how to move forward how to move forward from this okay whether it's happening or not happening there is a big group of people who agree with the climate change the big debate that yeah it's happening it's real and scientists agree and we are with you so yeah I agree that we need to work with them more and focus our energy more on how to move forward and not get too bogged down with this smaller group of people and we should keep working on them but not focus our entire energy on that smaller group of people so my area of research is a climate change understanding communication that's the big area of research and this particular problem there was this actually this paper by Dan Cahan got me interested into this whole topic and I was like well that's a very interesting result that if you if you are educating people they're using their culture that education to promote their culture and that was very interesting to me so I started looking more into it and that's how I got involved also it's a very challenging problem and it's a very relevant problem instead of working on something which is which is scientifically relevant and but this is a very present and real danger we are facing so that kind of motivated me into into getting more into this this question everything we have to we have a big role to play the choices we make every day that is definitely affecting future generations so we might not be able to see it in our lifetime the choices we make how it's or we might be we are pretty close to that stage but and that is where again you know geoscience come into play because the concept of deep time how the choices we make today can have an effect like down like decades from today and how little bit of accumulation can lead to bigger accumulation in the future so that again is making people aware that this kind of the system works in a slightly different way than you cannot point the remote to a TV and switch it on it's not like as the feedback is not as quick so there is a delay there is a time gap we have a big role to play and it's the best that we try and understand how the system behaves


Welcome to the FAA Production Studios and the FAA Safety Center National Resource Center in beautiful Lakeland, Florida. Our next presenter is the Chief Flight Instructor for the AOPA Air Safety Foundation. He's a former Boeing 767 Captain and Czech Airman for American Airlines. He's been an active CFI for more than 29 years and has logged over 13,500 hours. He says he got the hours the same way you did, one hour at a time. He teaches regularly out of his home base in Frederick, Maryland. He owns a Cesta 172 and flies both for business and for pleasure. I think it's all pleasure, isn't it? He is a regular on the aviation speaking circuit appearing at the AOPA Expo, Sun and Fun, local 99s groups and civil air patrol. His topic today is GPS from the ground up. Let's welcome JJ Greenway. Thank you very much, Walt. You know, we all have our favorite GPS stories and I have a handful of them, but my very favorite one happened to me today, or the day before yesterday, I guess it was. On my way down here, I flew down from Frederick, Maryland with my boss, Bruce Lansberg. Anyone heard my boss, Bruce Lansberg speak? He's not in here, is he? Good. So, we had a beautiful flight down in our bonanza and stopped once for gas and had a sandwich and landed down at Vandenberg there, Tampa Executive, and parked the airplane and got in the rental car. And Bruce insisted on getting one of those GPS's that goes in the rental car. Well, I have the GPS all figured out in the airplane, that's no problem, but I'm not real good on these ones in the rental car. So, he was driving and I programmed in the Hilton Garden Hotel, that's where we're staying here in Lakeland. And I programmed it all in, Hilton Garden and Lakeland and pushed all the buttons and it said, there is no Hilton Garden in Lakeland. I knew there was because I had a confirmation number. So, he was kind of frustrated. He said, well, put in Hooters. So, I typed in Hooters, H was still there from the Hilton Garden, and I typed H-O-O-T and all of a sudden came up with a screen that said, nearest Hooters? So, the GPS couldn't get me to the Hilton, but I don't know if there's some advertising going on there with Garmin or what it was, but it sure could find the nearest Hooters. So, GPS, a wonderful thing here. Before we launch into it, I want to talk a little bit about our airport support network that we have at the AOPA. That's one of the things. We have any AOPA members in here? Oh, good, just about everyone. The AOPA tent is over at the other side there. Today's AOPA day, so stop in if you haven't already and see us over there. One of the things we do with your $39 a year is we go out to bat for the support of airports that may be endangered of being closed or restrictions placed on those airports. And we try to have somebody on the ground to be our eyes and ears at AOPA and let us know if there's going to be any encroachment on any airports. So we can get in there and send in a legal team if necessary or we can get in there and maybe attend a few council meetings or at the state level if we need to. So, we have volunteers at just about every public use airport around that are the eyes and ears on the ground for AOPA. It really doesn't involve much just getting back to us if you hear of anything going on at your local airport. If you're from this local area, these 10 airports here are airports that do not currently have volunteers or possibly may have something coming up against them. So, if any of these airports are near and dear to you and you wish to volunteer any of your time to help us out and be our eyes and ears on the ground, stop by our tent and see our folks at the airport support network and see if we can get you signed up for helping out with us. A couple of things in the course here. As far as obtaining wings credit, if you're interested in obtaining wings credit for this course, there will be a sign up sheet going around. That's one way to do it and we're sort of in the middle of a transition period with the wings program. So, if you want to cover yourself and make sure that you absolutely do get wings credit, you can sign up on the registration card that we have back in the back and leave it back there and we'll take those back and you will get credit for the wings program that way. I am so sure that I can get you wings credit for this course that I have my own email address right up there. So, you can use me for the approving instructor for the wings course or use the AOPA ASF address up there too to get your wings credit. There are a few fast team representatives here. Afterwards, if you have any questions on the wings program, I'm certain that they would be happy to answer those. Also, if you participate in your insurance company with any of the accident forgiveness programs, this course qualifies for that as well. A couple items of housekeeping. As far as the deliverables, what we have in the course, you'll see this little button on here, the yellow button for VFR content and the blue button for IFR content. Instrument rated pilots in here show hands usually about half. Good, it's more than half. If you're a VFR only pilot, some of the IFR content is interesting. Stick with it. Sounds a little complicated at first, but the more we use this GPS technology, the more of it you'll be familiar with. I'm not talking so much about specific units in this and I'm not a salesman for Garmin. You'll see a lot of Garmin products because that seems to be dominating the market right now. But the Lawrence units and the Honeywell, Benix King formerly, those are out there as well. I don't want to talk about the specific units and how to use specific knob ology and button pushing, but just about the overall integration of GPS into our operations. And you'll see how quickly we've come just in the 13 to 14 years that we've been legally navigating with GPS, VFR and IFR, how quickly this has worked its way into our cockpits. Let's take a look at some of the typical, does anyone in here have any of these units right here? The 396, 496, very good. I'm still running with an old 195 myself, and I'm the only one in the world that's got an old 195. No, I guess I am, okay. But some of this, the new technology on the 696 for your knee board, got to have a really big knee board for that, but it's a very capable unit. Some of the, just some of the common handhelds that are out there. Some of the VFR panel mounts, and we'll talk a little bit more about these later, and these are some of the early generation VFR panel mounts that pretty much fit into the same size radio stack hole as the navcoms that formerly occupied that space. And then the panel mount, the integrated units, the G1000, the Avidine, Chilton, some of the newer ones that are the IFR, VFR, that really comprise the whole panel, such as we have in some of our newer airplanes. Take a look at some of the things, and when I talk about integrated GPS, whether data link or XM uplink to the GPS units, this really doesn't have anything to do with GPS, but it's being displayed on the same screen as the GPS, and so you're seeing a lot more of that out there. Terrain avoidance. Big offshoot of the American Airlines 757 accident approaching Calais, Columbia, down in South America in 1995, Christmas season. The 757 perfectly capable airplane, just when the pilots were a little disoriented, descended into terrain. And it wasn't long after that that a couple of smart heads got together and realized that terrain data could be displayed on the same screen that navigation is displayed. All the data for the world was pretty sufficiently mapped out for most of the world anyway. So now even some of our most basic handhelds have terrain data available right on the same screen as we're getting our navigation information. Fuel management. And you can see on the screen, I'll point with a cursor. You might see it a little bit better. The fuel range rings right here, and that dotted one, if you can just make that out, would be range with reserves in the ultimate range. The solid green line all the way around would be the possible dry tanks range. Unfortunately in this case, it looks like this aircraft was taken in flight and it looks like it is going to actually make it to Greenland from Labrador across some very cold water. So that's a good thing. Fuel flow and all those have to be entered in for starting, but all these are displayed on the same screens that the GPS navigation information is displayed as well. Checklists are another thing. On the Avidyne, it's a factory checklist on some of the garments. It's a checklist that you can actually modify yourself for your own use as you're flying. Traffic displays. Now you notice as we're going up the ladder here, we should put dollar signs by each one of these. We're getting into several dollar signs by the traffic displays, but all these things are capable functions of being displayed on your multifunction GPS display. Like the G1000 units, you're having engine information, navigation information, outside air temperature. All sorts of things that we didn't used to have all on one screen are all displayed. Then of course on the newer airplanes, and I recently had a chance to fly this, we have the synthetic vision or the highway in the sky. And if you look right up at the magenta boxes up there, if you haven't had a chance to fly one of these, it looks a lot like the video games that your kids or grandkids are probably more familiar with than we are. Basically navigate the delta, the triangles, magenta and yellow up into the boxes. And that is the airway. That's the place where the airplane is supposed to be. It makes flying a lot simpler as long as it all works and as long as we know how to use it. But for all this technology, if we could have the sound please upstairs. Let's see if we have sound. Are we still getting lost? No sound yet. We're just getting lost into the airport. You can actually be close enough outside the Class Bravo, but he potentially became into the Class Bravo and was just flying around the city. Now he's already violated the Class Bravo airspace, but he's just flying, we don't know what he's doing. He proceeds to fly to the approach end of the runway and proceeds to cross the first parallel, then cross the second parallel, then proceed on a downwind. Now what you don't understand is that we're busy. So now every airplane that was on final is no longer on final. You know, everything's breaking loose. We don't know what this guy's doing. He proceeds to go to the city and he tools around a little bit more and he comes back toward the airport. He flies up and down the runway. He called flight service and he says, I'm trying to get this to this particular airport. I'm slightly lost. And he says, well show me the ground and tell me what you see out there and I can help you. The flight service guy recognized where he was and he said to follow the particular interstate and then turn left. This gentleman had his 11 year old son with him in there and he didn't recognize anything and it wasn't where he needed to be. He saw the airport and didn't know what he was supposed to be doing so he calls flight service back and he says, listen, I'm still lost. I don't know where I am. I'm over this small little city and this small airport and I just don't know where I am. So the flight service guy says to him, well what do you see? He says, well I'm flying around the city. I see a football stadium and the flight service guy says, Erickson, you're in Charlotte, North Carolina. That's a big airport. He goes, well I didn't see any airplanes and the reason he didn't see any airplanes is because we pulled them all off the final because he was flying all around our airport. So there wasn't anybody moving but him. We finally, the flight service guy gave him the frequency. He told him to call Charlotte and we made him land and we talked to him big time. His son was working the GPS and didn't quite know how to work it. That's how come they got lost. Ann Marie is somewhat of an exaggerator. I heard that they did a little bit more than talk to him big time. I think there was some certificate action that was taken on this gentleman. The only point is this thing is all too familiar. We get the stories from controllers that we interviewed for this course. It's all too familiar that when people get lost big time, they have quite a bit of sophisticated equipment on board too much of the time that should keep them from getting lost all the time. There's pilots that are straying off course, straying into airspace they shouldn't be in particularly up where we come from in Washington DC we get a lot of that and to an airplane, virtually every single one of these airplanes has had gross navigation violations in restricted airspace and prohibited airspace in the DC area has GPS on board that's capable of navigating to within a couple of feet but yet they are navigating off by as many as 3, 4, 5, 10 miles. It's more of the VFR handheld units just going through here and some of these may look familiar to you and the capability of these we draw out here they all have the new handheld units all have weather capability and moving on you see some have traffic capability, more have airport information as well and then on the far right the synthetic vision which we'll look at in a panel mount in just a minute is also available on some of the VFR handheld units. Some of the early generation ones you see at the top the KLN 94 and the GNS 80 which became a Garmin product here that was originally made by Apollo the King and then of course the new WAS iteration of the old 430 and 530 who's flying with a Garmin 430 and 530 in here? Just curious, good okay and the 530W, 430W has anyone gotten the upgrade for that? Working pretty good for you? And the initial shell out for the expense of the WAS upgrade okay? I can appreciate that. Some of the capabilities of some of the newer panel mount units of course they all are WAS except for the original 430 and 530 traffic information is available on all of them usually at an extra charge for the subscription the ability to link in IFR airways as opposed to just putting point to point navigation not available on the 430, 530 and usable as a sole source of navigation of course is a function we'll talk about a little bit later as being whether or not it's WAS enabled otherwise we need VOR backup such as we have on the Garmin 430 and 530. Moving into the integrated the panels such as some of the new things we see for sale out here with the glass panel with GPS functions of course we have the integrated the G1000 and the perspective and the G600 is it the same thing as just IFR panel mounts not exactly the same thing because an integrated GPS if your GPS is not receiving or not working you really have blank screens up there you have no information up there a lot of crossover in the operation of these units though some of the capabilities of these they all on the integrated units the PFD or the primary flight of the GPS and going down up into the once again we have the dollar signs all the way to the integrated autopilot available in the newer Garmin units and of course the new serious perspective with the easy button the bailout button if you look in the cockpit on those you'll see the little blue button some of the early iterations on this on the GPS and like I said in just 13 or 14 years we've been doing this think about far out of this area out of any of the airports in the local area very good anybody know the northerly latitude of this area her thinking of westerly longitude north northerly latitude how much 30 28 28 20 or 30 all by that why do we know that it's not something you have to know it's not in the private pilot knowledge test remember the early GPS as we had to early Lorentz and GPS as we had to know the latitude and longitude we couldn't simply enter KLAL or KDFW we have had to actually know the San Juan Puerto Rico was one eight two six five six six zero zero two you had to load that in so our brains as pilots when all this new navigation first came out filled up with I will call it utterly useless information because it's nice to know what the latitude and longitude of a certain city is or a city is or we can start out or we can load a flight plan not with geographic coordinates but with simply the names of the intersections in the in the in the less than 15 years that we've gone from these units like displayed here to the units we have now we've gotten the capability just to enter place names such as the 430 and the 530 we have a great display of data out there and a moving map that is the second one that is on it all the way up to the G 1000 display and of course you can see how easy it is to see the artificial horizon when it's a foot wide and it's right in front of you one of the other AOPA staffers and I recently got serious qualified as serious instructors in that nice serious that you see out there in front of the AOPA tent and we are both 40 something shall I say that's a good thing so we're not actually Dave wrote an article about it one of the recent pilot magazines we're not really the most teachable people in the world but one thing I really appreciated the very most was looking over out of the corner of my eye and being able to see a horizon that was almost a foot wide there so no matter how distracted I was in the cockpit I could see that I could see that there was a lot button on the serious if things get bad then push that button and the airplane will write itself and come back to a fairly normal attitude all part of the integrated GPS functions. Synthetic vision simply just taking the terrain database and matching the terrain database to what we have available for display on the screen and making an artificial not just an artificial horizon but artificial ground out of it and take a look at just a quick run through there's no audio associated with this but just a quick run through of what it looks like on the serious perspective display with the synthetic terrain and this is actually filmed in flight when we look out at the screen we will look at the screen we won't look out the window and take a look at the terrain as we turn toward higher terrain we're turning into of course and this is headed towards terrain you see terrain that's a thread is going to turn red as the threat mitigates and we turn away from it it becomes a little more benign color we're going to clear the terrain so it's only an amber at that point and we have a terrain warning flashing right above there you can see and stopped flashing we actually have a pull up warning flashing there and this is all just generated from the stored terrain data now we're actually headed toward a runway right there in the very center of the picture once again this is all synthetically generated and as we head toward the runway it gets bigger just like it would get in real life if we were looking out the window we almost have enough visual cues to flare looking down and this has actually been tested by NASA not quite perfected yet but it's working pretty well I don't know about you but I'm never that close to the centerline so the synthetic vision is really pretty good I'm going to ask a few pop quizzes as we go through here see who's up to snuff on their GPS regulations when do you need current GPS data? IFR? How about when you get an FAA ramp check? There's a couple of pop quizzes questions in here and the answer to all of them except one is it depends for this one I'm going to have to say it depends because current GPS data IFR yeah you should have it you technically don't need it if you have in-route fixes that you can identify the position on you're allowed to fly with an expired database certainly being employed by the Air Safety Foundation of AOPA I would never advocate anyone flying with an expired database we'll talk about some things that can happen if you do in a couple of minutes but good to brush up in AIM when you actually have to have legally current data a couple of things that have come up the ASRS reports the NASA safety reporting system we looked in we weren't looking for accidents we found plenty of accidents that were related to GPS but incidents things that have happened that people reported themselves on here is one one report where there was a new GPS database and it was slightly out of date and the direct function was used to go to a waypoint the name was the same on the waypoint but the location had changed on the waypoint this is why every 28 days a new revision cycle comes out and you may be a little bit behind on your GPS but under the wise there's a lot of changes like this that happen particularly if you fly over a wide area that can be real gotchas let's go actually go out and apply some of these things we've been talking about to actually flying with the GPS we'll run through some of the phases of flight preflight taxi and so on and we'll go out and we'll look at some of the gotchas some of the pitfalls that come in both flying IFR and VFR in the preflight not that our briefings that we get aren't long enough as it is but now there's all the more to be added to our briefings there's the GPS and WASP notums if you look carefully in there particularly in areas of national security interests there's a lot of funny things that go on you'll see a notum that'll say something to the effect that GPS signals within a 10 nautical mile radius of such and such a fix are unreliable I take it maybe these are questions we shouldn't ask but that does happen particularly like I say up in the DC area so we're going to want to check those GPS and WASP notums prior to depending on GPS for a sole source of navigation minimum altitudes why minimum altitudes we're doing some things with GPS that we don't normally do we're striking off across an area that maybe there is no airway around here not so much of a factor since the Florida terrain is all fairly fairly benign out to the mountain west though an area that you might not normally traverse might have terrain that's in excess of the capability of your airplane not a bad bad idea to check some of those things too as we're using GPS for a sole source of navigation airspace as well and this is a gotcha all the TFRs have sprung up post 9-11 and we're talking about security TFRs in general but don't forget the stadium TFRs when the sports complexes are activated and there's a large enough sports event going on so that the airspace over that is restricted or Disneyland as we have over here in Orlando always restricted so there's restrictions that are not widely published the controllers may not know on the tip of their tongue to be able to tell you about it but it's incumbent upon me as the pilot when I go out and navigate with GPS if I'm over an area that's going to have some restrictions I need to know that controllers are a good source of last-minute information I know if a game runs over time or something and the restricted airspace is going to last a little bit longer the controllers often are informed of that but it's still as a pilot responsibility flying via far to check some of these things some of the good resources that are out there FlightAware has some good things resources on preflight items involving GPS and new iteration of that we're working to make that as useful as we possibly can entering the route and the waypoints I mentioned earlier that a couple of the units the 480 Garmin and the Honeywell have the ability to enter airways a jet airway or a Victor airway into the route but the 430 and 530 we have to enter intersections in now an exhortation not to be too lazy you have a VOR on this end of the route and it looks like a straight line between them but there might be five, six, seven or eight intersections between them resist the impulse just to load just those VORs on either end of the route because you don't know the small nuances of that airway there may be a slight curve in there a slight bend we want the most accurate navigation that we can get as we go through this so we're going to want to make sure that we load as many of those intersections between the two VORs that compose the airway as we can just to improve the accuracy in navigations the IKO identifier this is a big one there were a lot of navigation errors that used to occur over the years where the VOR was the same name as the airport the FAA has tried to get away from naming the VOR the same name as the airport and there are still some I know up in in our area we have Martinsburg West Virginia airport KMRB and they're about six miles apart so if you're navigating to what you think is MRB the airport you'll get there and you still have another six miles to go like I say there's still a handful of these around in a lot of areas but the FAA is really working to separate the names of the VOR from the names of the airport current data like I said every 28 days there's a data cycle change if you're not getting current data with the latest at least find out what changed so there's no surprises another ASRS incident that we got wind of that occurred was the pilot actually forgot to enter the K in front of the airport and sure enough it took him to the VOR of the same name three letters instead of with a K in front of it and he was rather surprised and got an airspace violation when he entered Cincinnati's class B airspace flying direct gotchas like I mentioned earlier minimum altitudes IFR this isn't going to be a problem the controllers aren't going to clear you for an altitude that's below what's their minimum vectoring altitude if they're maintaining radar contact however just makes us look better as a pilot if we are flying IFR that we do pick an altitude to file that meets the minimum altitudes not just clearing IFR 1,000 feet in non-mountainous airspace 2,000 feet in mountainous airspace so if we're going to file IFR in a direct routing that we can actually file an altitude that makes sense to ATC that's going to closely match the altitude that we're assigned in our clearance and of course like I mentioned before airspace restrictions as well as far as filing getting a little bit less common for a lot of our GA operations we have DPs departure procedures and the RNAV STARS the standard terminal arrivals once again the restriction for this is these have to be in the database these are not things that can be manually entered we can't use it if it's not in the database last June June of 08 it's just coming up on a year that if RNAV arrivals and departures are going to be used the IKO flight plan the international flight plan has been used and that's not one that a lot of us use much in our daily operations if at all but it's the standard form that's used worldwide the airlines are all using this in the United States now the IKO flight plan since airlines are operating on slant golf and using RNAV departures and arrivals most of us are still using the same old it's a little easier than it sounds we hear a lot about RAM the receiver autonomous integrity monitoring and that's basically the mistakes that a GPS knows it's going to make so let's talk about that for a minute we can check it on the unit itself and there's two kinds of RAM there's RAM where the unit itself thinks that it's faulty and it's going to give you bad information and then there's a loss when the satellite geometry or the satellites are not lined up in order to give you a good signal the RAM prediction that your unit will give you for your arrival time and you enter your arrival time at a particular airport the prediction it doesn't know the health of the unit but it predicts where the satellites are going to be and it predicts whether or not you're going to have good navigation signal that's on the non-WAS units now I know the people who use good we got a handful that are flying WAS enabled one of the things that you paid extra for with that WAS enabled GPS is F, D and E flight detection and exclusion and fault detection and exclusion basically your WAS GPS it's a good thing since you paid so much for it it's able to think for itself and it decides whether or not the signals if it thinks it's going to give you faulty navigation signals so it's kind of a smart GPS I guess you could call it so you don't have to worry so much about pre-planning your your rain capability if you have WAS enabled GPS it's going to tell you if you have a problem no matter what happens though we need to know what's going to occur if we or what's going to ensue if we plan B well we all have a plexiglass windshield so that's a pretty good plan B for VFR operations hopefully we have a backup plan I know most of us have taken the ADFs out of our airplane actually I don't speak for myself I still have one but we still have VOR capability in most of our airplanes very few people are running around with sold GPS navigation so we still have that capability as well so that's some of the things we do in the pre-flight with the clearance and getting our data loaded into the machine try to load things up before we leave the parking area before we leave the hanger before we leave the tie down some of these GPS units will store a route in there others you have the capability of entering a route a repeated route and storing it in there but you take a look at the airlines when you taxi out on an airliner everything is loaded before you leave the gate that's one thing you're paying for with an airline ticket a couple of people up there are loading everything all the navigation equipment and really the only thing that's happening when an airline is taxing is the pilots are looking out the window talking to ATC on the radio runway incursions is a real hot issue right now the FAA has an office of runway safety up in Washington DC at headquarters that is down there and there is a lot of people in the office and the FAA is really hot on this and it's a big issue us GA pilots and particularly not watching where we're going and running out onto runways and particularly busy airports does not go over with the FAA very well nor with the general public when we trade paint or trade aluminum with another airplane out there ground navigation there's some great things out there some of these new airport diagram and there you are that little airport airplane on the taxiway it knows where you are when you land real nice for finding your way around an airport particularly an unfamiliar airport but a real easy way to get fixated heads down and looking at some things that you shouldn't be looking at when you should be looking out at taxiways other airplanes and adhering to the ATC clearance another ASRS report that came out at a non-towered airport the Cessna was rolling out on the runway after he landed in sites of bonanza taxiing out onto the runway neither one of them had a chance to say anything the bonanza didn't see the Cessna and somebody yelled on the unicorn frequency stop and the bonanza did stop but he admitted in his report that he actually was loading the GPS and his feet reacted himself with the GPS you know and that's one of the things I just want to mention in here and this is really primarily what we concern ourselves with at the Air Safety Foundation walking around the grounds here at Sun and Fun I see some fantastic equipment out there and I hope someday to have some of it mounted in my airplane or better yet have an airplane with some of it in it but when you look at the accidents that come across our desk and we analyze every single one of them and of course as the proliferation of higher capability airplanes is more and more we're not seeing a reduction in accident rate so this is really good equipment out there but Oz says pilots are not using it to the extent of its capability and to the extent of our ability good things out there but it's not keeping us from getting lost necessarily I think we kind of have to grow I think the technology has probably gotten a little bit ahead of the training and I will be the first to admit that even though I'm qualified to teach in the Cirrus there's a lot that I still need to learn about it it's a very very capable airplane and in the period of one generation airplanes have come from something you could go from one to another to another and not necessarily need to know specifics because the avionics were all real similar upon us as the pilot to jump in and learn as much as we need to know to be safe about these things we all like looking at the moving map it's probably the easiest thing to look at in the cockpit but don't forget that magenta line is just a nice thing to have on that moving map it is not the sole source of navigation virtually all legal IFR GPS installations have a CDI either an electronic CDI like you see in this picture on the slide we have moving needles that is your sole source of IFR GPS navigation and that is the GPS itself is driving the CDI needles of course deviation indicator needles on departure being cleared for a change right after takeoff seems to be I know the controllers we have air traffic controllers in here I wasn't going to take any poke at any controllers because we actually were from him toward the end of the course but it almost seems like the controllers right at that most critical moment after departure want to make your life really difficult and give you a clearance to some place that isn't even on your flight plan so press the nearest button and you don't see it in there and press the direct and you don't see it in there and you're not quite sure how to modify that GPS flight plan that you spent so much time on ATC for vectors this is not a test if ATC gives you something different than what you originally cleared they're doing that for a reason and you won't get a hero medal if you spend five minutes trying to put in what you thought the name of the intersection was real easy request say departure I'm not quite sure I have that in the GPS can you give me a vector and get me started in that direction and I'll bet you nine times out of nine and when you have that loaded up then proceed direct pretty common ATC exchange this is not a test this ATC just wants to get you on your way expeditiously and efficiently and keep you free of other traffic is GPS approved for a sole source of sole means of navigation pop quiz any yeses any no's no was a good okay was GPS is a sole means of navigation non-was GPS course we're going to have a VOR backup to it we start looking at the intricacies of that regulation and that technical order you'll find out it doesn't necessarily have to be a operational VOR but I don't want to go that far into it but you do need backup but yeah was GPS is approved for a sole source of navigation jump into the enroute phase editing waypoints or inserting different ways of doing this on different units and that's why I said at the very beginning of this course I wasn't going to speak to any particular Garmin or Honeywell or Bendix King or Laurence unit but editing waypoints is drastically different it's not something we do every day not a bad idea to make sure that you can insert another waypoint into your root or if you have the capability of inserting an airway or an overall flight plan and activate the flight plan once again asking for an initial vector prior to reprogram the GPS is a good way to get you on your way headed in the right direction and then at your own leisure time you can reprogram your GPS autopilot is not a bad deal here it's worth its weight in gold if you've got to spend any time heads down and if you do spend any time heads down not a bad idea autopilot really good idea for single-pilot IFR especially and not a bad idea for long VFR flights either only problem with autopilots is they're autopilots they will do exactly what you tell them even if it's not the right thing and I like to try to get in the habit when I'm flying with another pilot particularly of asking the other pilot how does that look to you before I actually re-engage the autopilot after making a change I have somebody else to share the blame with right it's kind of like being married so take a look at what you've selected what you've done with the route in the GPS before you actually make something as mechanical as an autopilot set out to fly the route we're getting these more actually some of the first one started in the great state of Florida headed down south out of Miami the T routes the terminal routes are now routes only we can't follow those unless we do have washed GPS and they're marked on the chart with the blue box and it's preceded by a T for a terminal route just more nomenclature of things that we're seeing on charts now that the GPS is getting a little more prolific we find them in the flight planning software of course take a look and we'll look at these when we look at the points and the difference that they are the different nomenclature on the charts for each one of them like I say we will look to see on the approach charts where these are a little more prevalent going on now I know we've just had tax time and none of us are in trouble because we all paid our tax bills and they were all smart and a little bit from that but I want to tell you that the government does give us we're talking Arizona Utah Colorado Washington State Oregon there's some big old MEAs out there try going westbound out of Denver and we get MEAs around 14,000 minimum enroute altitude 16,000 I don't know about you but my sister 172 doesn't go to 16,000 I had it to 14,000 once and it wasn't very happy certainly wouldn't want to go IFR at that altitude so think of what MEA what is an MEA minimum enroute altitude composed of IFR pilots what's that MEA sitting up there at 14,000 I have a VOR here and a VOR here and I'm going to navigate between those VORs why is that MEA so high obstructions and radar I heard so I heard a VOR in here a VOR reception that's a good one so here we are we've all had IFR GPSs for years and they're making us stay up at 14,000 feet so we can have VOR reception there may not be terrain until all the way down around 9,000 feet so the G MEAs that you see and if you look on the slide they're notated with a G after the MEA if you have legal enroute IFR GPS that you're navigating with you are quite welcome to use the GMEA that is done and I'm glad to see that this is working well because when the enroute cycle on the chart changes is made every 56 days I know this sounds kind of nerdy but I like to get in there and look at them and see how many and there's been about a dozen every chart cycle change there's been about a dozen MEAs that have been lowered so I figure I will be able to fly my Cessna 172 out to the west coast IFR pretty soon nearest button walk around the ramp on not new airplanes but used airplanes and you look on the GPS and that nearest button there's two buttons that the pain is kind of worn off of the direct button and the nearest button it's like that a little bit on my GPS too I will admit but of course we have not just airports but a lot of different we can get nav aids, intersections NDBs ATC frequencies I pressed the I wasn't lost I was just a little unsure of my position I pressed the nearest button I wanted the nearest flight service station so I could get some weather and it gave me a frequency and the frequency was 122.1 and that rung a bell from way way way back in my private pilot training back when I had here anyone know anything wrong with that 122.1 of course remember when you talk on 122.1 I know some of y'all remember this back from when your private pilot training back when you had here too but when you talk on that 122.1 you need to be listening on the VOR that's listed on the map so the GPS database was good pretty good but not completely perfectly 100% good because it didn't tell me no information inside the cockpit maybe too much capable information for us if we're not looking outside the window maybe this has something to do with the lack of decrease in the accident rate I don't know mid airs are kind of still where they were must you carry paper charts another pop quiz we've got good information we've got enroute information approach charts unless you actually have a unit that's a certified unit usually the certified units are on more expensive airplanes and there's backup there's multiple electrical systems multiple screens so we can't have a total failure call me a lot if you must but I still do carry paper charts on all my IFR flights I'm working towards getting rid of them on some of the airplanes I fly that are capable to do without it but I do like to have that I do like to have our pilots mostly just in the past 12 months we've gotten LPV approaches or the localizer performance with vertical capability it doesn't really stand for that but that's the closest thing we can think that the FAA might have been thinking about we have those all the way down to a 200 foot decision altitude and a half mile visibility so GPS WAST GPS has finally we'll get category 2 category 3 capability with WAST GPS I don't know but right now I'm glad to say that the GPS data is every bit as good as the category 1 ILS data and of course we have the localizer performance only and then moving on down just the various degradations of quality that we have in the GPS approaches like I said before and most of them are being printed now at 200 feet so very capable units that are coming out there we haven't had to pay anymore we haven't had to make an upgrade for this with our WAST but it's just that the FAA has gotten a little more comfortable in flight test of these procedures they know that they're legal and safe for us to go down to what formerly was only for ILS minimums a lot of difference in the units on loading and the garments right now if you activate the approach you really can skip the step of loading the approach so be familiar with what you need to do if you do fly out of your own private airport it's tempting but it's not legal to make your own approach I know a few people that have don't know if anyone's come to grief over it but the FAA frowns on flying IFR on homemade approaches the auto-sequencing versus the hold button is not very often if you're an instrument instructor you hold all the time because maybe your student needs the practice but in real life conditions I don't find myself being forced to hold more than maybe once a year so I'm not using that hold button very often and I notice that sometimes if I don't get to it right away the flight plan will sequence to the next fix beyond the hold rather than remaining at the hold another thing to be familiar with on your own specific unit remember how I said four gotchas and one yes can you use your handheld GPS and instrument conditions legally? I gotta know I gotta know on a yes I'm gonna go with a yes on this hear me out if you've got any real hard-burn with this talk to me afterwards but you can use it you just can't rely on it so here's a scenario for you you take off and you're taking off out of Lakeland Sunday morning I'm gonna fly back home to Maryland in the sweepstakes airplane and if I only had a handheld GPS and I was stopping at Florence for gas I can say to the controller looks like a heading of 010 for Florence how does that look to you sir? and the controller might say fly heading 010 until reaching Florence direct to enable is that legal? yeah I'm not using it for a sole source I'm on a radar vector I've just if there's a lawyer in the crowd he would tell me I'm leading the witness so after that controller finished his cup of coffee and did whatever else he was doing meaning that 010 heading so I'm legally using my GPS in IFR conditions it's good situational awareness WAS is something that we have this is something we just own in the United States here the GPS system came out we have the satellites that virtually cover the world a little spotty up in the poles but we don't spend a lot of time up there but in the coterminous United States in the lower 48 basically all we've done is taken ground stations and we synchronize the signal we get the small errors out out on the left coast and out on the right coast we have master stations that send a signal corrected signal to a satellite sends it back down to your WAS unit and gives you a much better signal so we took a really good product turned it into a much better product take a look at the accuracy differences VORs that circle around the airplane would be the accuracy of two VORs or VOR DME watch the circle get smaller as we jump into the VORs and that's just straight GPS and that's confined to the wingspan of the airplane basically and then take a look at WAS we're talking about something just the size of the cockpit or the cabin of a GA airplane so we've gotten to be quite a bit more accurate in this one way to remember this is on the vertical guidance when you're looking at your approaches LPV and VNAV has the V in there and those are the only approaches you're getting with WAS even if you have vertical guidance since a non precision approach you may have a DA or a DH listed it may be like for you IFR pilots flying a ILS approach getting down to decision height you don't stay at decision height or decision altitude you make a missed approach with these it's just the same you're not allowed to necessarily stay at your minimum altitude it has to be treated like an ILS approach with the current approaches that are published for WAS but basically WAS just gives us a heck of a lot more options when it comes to having vertical guidance in an approach we talked about RNP just a little bit we touched on it the required navigational performance the requirement in root is 2 miles and then when we move into the terminal we get 1 mile requirement and 0.3 nautical mile requirement on the approach 2 miles we have gotten a couple of different answers from a couple of different FAA offices some say it's 5 miles some say it's 2 miles we've gone with the most restrictive just in the course guidance for this course so that's the required performance or how accurate your unit has to be in those phases of flight GPS approaches have actually simplified IFR approaches quite a bit they're all the fly-by waypoints look at the 90-degree angle we're intercepting this approach at so that's actually a fly-by waypoint that means we can lead the turn if we flew over it we'd actually overshoot our course so we can lead the turn on that it's a fly-by take a look at the only fly-over waypoint on this approach and that's the missed approach point so we actually have to fly over the waypoint for the missed approach point you actually have a choice of navigation you can request the full approach or you can request being your own navigation to a certain fix on the approach and ATC treats being vectored or navigating for a GPS approach same way they would any other approaches we talked about holding procedures and suspend versus hold most of the nomenclature on most of the units that we're using out there your active line, your active route is in magenta and you see this magenta line if the holding pattern is magenta of course that's the active holding pattern fly the airplane there's a very very busy time that happens in holding and in a missed approach so really good idea to make sure your situational awareness is every bit as good as it would be if you didn't have those distractions on board one of the areas that's still popping up as being a problem area for accidents is the missed we're flying steam gauges and in the newer airplanes people are still hurting themselves on missed approach procedures in sophisticated airplanes I have a really good idea why because a missed approach is a really busy time number one, number two you're doing something with your GPS that you don't normally do with it trying to make it go rather than land and it's not something we practice all the time and it's real easy to get caught up and do something that leads to some drastic errors on the approach GPS errors if you do mess up the approach entry forget to arm the approach these are not particular to the GPS these are things that can happen on any approach we've all gotten too high on an ILS approach and maybe and pegged the needle glideslope needle below us and had to ask for a vector off the course these can happen on a GPS approach just like they get vectored back on to the approach when we're not nearly so distracted and try it all over again there's no harm no foul for having to try the approach again once again an autopilot is one of the best ways to mitigate your distractions in route and for approaches as well if the autopilot is certified for such same old same old it's like it's always been with distractions in the cockpit whether it be open doors or a few aviate first like I say with all this new stuff out there let's make this new stuff work for us to be safer rather than being so distracted by the new stuff that it makes us more dangerous all of these GPS units to a unit there's some way to get out of a problem that you've created on a lot of them you can there's a bailout key maybe the map key on the garments or if you make a few on these unlike your PC there's no mistake that you can get into that's going to give you a blank screen and completely freeze you out there's usually a way to get back to where you were before get proper training like I said I don't know everything about every GPS unit I know a lot about one or two find an instructor or somebody that knows a lot about that specific unit and get some proper training on it it'll go a lot better no sound yet there we go hold on well maybe ATC didn't want to weigh in yeah the problems that we've seen with the GPS and other technology enhancement the cockpit result in from my perspective there's control a lot of head style time they're flying the box rather than looking outside standing for traffic standing for weather there's a lot of simulators available on the line and other lines before you jump in the airplane trying to figure out in the air or take a safety pilot with you or you want to fly the box they can look out for planes and weather and terrain and if you're going to fly with a GPS slant golf in a flight plan be prepared to use that equipment to the fullest extent possible rather than just a direct as you know how to navigate to a lap long or a fixed distance radio that the control might give you because we're going to expect that the pilot can utilize that box to the fullest extent possible that's ATC's take on the whole thing and really it's like I was saying before don't let the technology overcome what you already know as a professional pilot as a highly trained pilot and as a safe pilot use this technology out there use it for what it was designed for keep ourselves safe the dirty side down the shiny side up the pointy end forward and always have a plan that if something changes with this GPS signal that you're getting that you know exactly what to do just like you always have and fly the airplane most of all thank you very much for coming have you got any questions y'all can come up and talk with JJ knows to knows if you want to thank you very much JJ if you just leave that computer right here


Hi in this question It's given that Or it is asking about area under VT graph represents a physical quantity which has the unit So basically we have to find out what does the area area Area under a VT graph represents. So what is what is being asked? It's asking about area Under what under a VT? Graph so what does area under a VT graph represent, you know that area under a VT graph represents represents displacement Displacement so if we have to find out the displacement of A body whose VT graph is given we just need to find out the area of The VT graph what do we mean by finding out the area of the VT graph? Let's say this is V and this is T and this is how the VT graph looked like So basically if we if you want one to find out the displacement displacement Covered from let's say at time T equals to zero so time T equals to T. Let's say this is time T equals to T T equals to T. So what do we need to do is we just need to find out this area We need to find out So area between T equals to zero to T equals to T Okay, so How do we find out the area if this is a regular shape? That is if it is a line then it is easier to find out how is we can find out that area of trapezium a D C D Okay, and we know that area of trapezium a B C D area in this case will be half into Some of parallel sides some of parallel sides multiplied by distance between the parallel side distance between the Parallel side Okay, so but clearly we know that area under VT graph represents displacement What's the unit of displacement? This placement is measuring meters. So hence the unit will be meters, right? So it's in this case Option B is correct


thank you very much for attending today's webinar it's the weekly charting analysis with myself Jasper Lawler we're going to look through what could be a key week for markets we've obviously got firstly the Bank of Japan they're concluding a review of their monetary policy and obviously also setting monetary policy and of course the Federal Reserve markets pricing in a very low chance that the Fed hikes rates this time so it means they probably won't but obviously with expectations skewed so far one way certainly were they to surprise the market you know you'd imagine the reaction would be fairly volatile more likely though probably going to be a bit of inaction from the Bank of Japan and inaction from the Fed so we will be keying into what they have to say that's the big macro event of the week obviously hard to look past it really definitely a bit of volatility kicks back into markets in the last week or so we had a pretty quiet session of trading I mean some good moves in the oil markets and bidding currencies not too much direction wise but some big moves occasionally but in stock markets are very quiet that seems to have changed a bit and I think you wouldn't be too difficult to pin the volatility when I say volatility I just mean more movement so for example the S&P 500 if we pull that chart up that had been moving in such a tight range that the daily price change hadn't moved by more than half a percent in in going on two months but obviously we've had a big change out of that you know that change has been to the downside but we've seen some big updates as well my focus tends to be on the US 30 so since I'm talking about stock markets let's bring that up and it's something I first started alluding to last week and you know I think the theme remains that we've basically broken down so through a few key levels not only in this US 30 chart but I think it's some of the other major indices as well so it's not to say that we can't just rebound from here and the correction's over but to my mind the probability now is shifting towards this breakdown of the previous swing low suggesting that there's a bit more downside in order so if we pull out to this weekly chart now I've been referencing this previous record high we're down through that we're also as of last week now well as of the week before last sorry down through this swing low here down around this sort of 1800 mark 18 to 20 we've come down to what was a fairly clear cut old piece of support here dipped a bit below it obviously but basically in and around the 18,000 mark and rebounded back back as of last week we pretty much bounded at rebounded at 1700 rebounded right back to that old resistance that I referenced in last week's webinar so that's where we are we broke down through these areas of support and we've rebounded to test it so support turned resistance and that's that's where we currently found us find ourselves now will will the resistance break again to the top side that's obviously always possible but my thinking is that somewhere in and around this previous low up to that that old record level around the 18,370 somewhere in this zone it seems to me likely that mark is going to roll over again if it doesn't then I think we're probably moving up for a new test up at the 18 sort of 550 area this old swing peak here and if it does manage to sort of survive this then there's a good chance we push up to to new records as well so this is to me is quite key because we've had a change in the structure of the market we've kind of put in a lower lower high here made a lower low through this old weekly swing as I mentioned and we're up trying to challenge it at the moment if it holds then you know we're rolling over at least to test the low around 1700 again and then more likely down to the the 200 dma and possibly down to 1700 which is this old swing weekly swing down here which we broke through only the day following brexit and then recovered again afterwards that's quite a big level and then obviously the brexit low down here it's 1700 basically so that's the potential we got going here obviously the market was trending higher we pulled into a range now the question is have we broken down into what would become a down trend or if we just expanded into kind of larger range and we push up to the top again here so that's that's the kuna two scenarios but I'd be looking at but it's still either way I think there's a good probability of the market selling off in here and obviously if it doesn't then again you look to the top of the range I would say because I think we're in range bound conditions nonetheless it's not going to be an immediate break to the top side again you're looking maybe for the market to sell off around the top area here and support to that is a bit of intermarket analysis where we skip over to the the UK 100 and we see a pretty similar kind of dynamic so again pulling out to the weekly chart it's it's this it's this low down here we've got a low high on this side and a lower on this side and just about and we pushed through it we did rebound off those lows quite well the week before last we've gapped up this week but is this trying to suck people in for another for another move lower possibly so something I've got my eye on is we lose if we use this swing high here which is where we began the breakdown if you like through that previous swing low here where we made the lower low then in between this kind of zone here is possibly where there's going to be some interest at the 78.6 and the 61.8 and then we've got these swing lows right in the middle there which is you know that swing that's the daily swing low and that's where we've just tested the highs obviously you know no coincidence at the markets sold off from there so we could have already started to find the top or we could push a bit higher up to this towards this 78.6 somewhere again a bit like the US 30 if that does give way then you're probably looking at the previous daily swing up here at 6,890 as the next key resistance zone but we've had a breakdown through a daily here's the kind of general idea here is that we've we've not managed to break through the resistance we're putting a lower high then we've broken through down made it you know broken change the market structure a bit we're not making higher high higher lows anymore we've made a lower low and now we're pushing up and we're tracing that that move so does it resume its decline is that's kind of a possibility in here obviously a lot of this rests on what the central banks do this week by default if the Fed doesn't hike then obviously that continues the low interest rate environment which has been good for stocks for all these years the tricky thing is there is that that it may be what they would call a hawkish hold where they hold interest rates but they talk up the chances of December now that could actually be negative for markets and that could be the scenario in which we see ourselves if it doesn't pursue in the in the days leading up to it so you know looking at today maybe into sort of tomorrow through midday maybe 24 hours from now there's there's a possibility that the mass market pushes into this area to form its top before the Fed so we'll see and again a bit of extra confirmation seeing a similar thing in the the Germany 30 I'm down on quite a short time frame here before I explain kind of what's going on there I'm just going to show the same same idea obviously we broke out out of our kind of trading range here and then double topped you'll remember I'm sure you probably have on your charts as well but there's a decent trend line coming through here just through one of those tops as well through these peaks and then we seem to have double topped and then we've gapped down through the you know through the the shoulder of the double top so if I get rid of this purple thing maybe so I'm looking at here is just this this kind of short term swing and then see the 61.8 percent retracement fits nicely on that that daily swing and then actually the 78.6 level fits nicely on the the four hourly peak from the last from the last four hours so fibs seem to be working a bit here so we've come to the low can we get back up to that high or do we hold here and roll over again again if we do get through there then we're looking up to the the previous swings and you know if they give way then we're back into the range again just a larger range in FX markets the the dollar's selling off a bit today and that's obviously strengthening some of the other pairs but we saw a pretty massive sell-off in sterling on Friday it seemed seemed pretty out of left field but if you look in the context of the the short term trend that we're in you know it's in the right direction it was just a big move we basically took took cable right down to 130 again now you may remember from or let me tell you a short term chart there from last week's video that I had this 136 DI'd out as an area of support because it'd been tested multiple times we brushed straight through that and went that right down to 130 so that was a you know sort of 200 plus pit move pushing 250 pit move that we got on Friday so you know well done to any of you as short would mention of course that my my note at the beginning of Friday was that there's a downside bias given that we'd taken out this swing low here no actually I was talking about this it's higher swing low 132 40 so I was saying I was saying based on this the fact that we've taken out here the bias to the downside and then breaking through this low down here should take us down here in fact it even took us down to 130 so actually quite clear cut price action where there was a swing low there got a rebound broke down retested it again here with a little push above inch a day but closed at that level and then just dropped right down into through this support here and eventually found support just at the round number 130 so 130 you know the general context of what we're dealing with here in sterling obviously is we're trying to spread out my shot of it here what is the general concept and you know why did the market roll over here why does it keep dipping it's because we're in a range and there's no precise top and bottom here but on my chart I've just got 128 50 130 450 as the sort of maybe midpoint of the bottom and top of the range and so we basically got up into that top part of the range market rolled over started taking out some of those old daily swing lows and then just now now we're basically heading towards the bottom of the range again 130 you know we don't have to head straight down there obviously we could have a bigger correction and so if that if a bigger correction was to take out take place at some point you know 130 after obviously anyone along the market it's probably going to have their stops either below this 130 140 or below the one sort of 30 60 that I'd highlighted so a bunch of stops have been blown out there so anyone any big institutional money buying at 130 you know they'll have had lots of opportunities to to buy off all these people selling down here with their stop losses being blown out so there's you know maybe there's some accumulation taking place if you think that is happening that was the kind of basis of my short-term chart here is that maybe after this kind of push up here we're getting another drop into a kind of better lower risk area to try and buy into the 130 so maybe that would take place again in between that 61 78.6 and 61.8 kind of maybe in these mid highs down here drop through this maybe drop through this support a bit into this zone and then push higher that's a possibility if not another retest of 130 and then push higher likewise we saw some moves low in the in the euro pretty sharply not as drastic as in a cable you know it's really a pretty pretty messy looking chart still the euro so generally here we can say that the these kind of weekly swings are holding so looking here at this weekly chart you know we had a so obviously we're moving down here we came to the sort of 110 roughly couldn't sustain prices below it and then we had this big move off 110 took out this weekly swing here weren't able to close above it but dipped below it and then finally pushed above but we got just shy of 114 again what you could call basically the top near the top of this long-term range that we've been in and the market just started to roll over again because it's very trendless at the moment so just wasn't able to sustain the higher prices we got towards the top of the range now it's formed a lower weekly swing low here but it's also formed a a higher low here so we're kind of trapped inside this area at the moment and hard to really say which way the market's going i think where you want to start looking for the opportunities is if we do get a break below this this previous swing low here even with the false break lower then the market closes higher and you look for some opportunities for it to continue this upward drift or if it actually closes below then you know then with them it looks like maybe we found a little room to me at top and we're going down to challenge this low if not the bottom of the the longer term range again the messy chart and not not my favorite at the moment a nicer looking chart certainly though my mind though is is dolly yen this is this long term downtrend line still strictly speaking in a downtrend but it just looks like it's forming a base at 100 and so the result has been that longer term trend line forming a bit of a so you can see it's kind of worked here we've got a little false break here these two highs here a false push above held there false push above and we're basically just grinding down this long term downward trend line but we've also had a few nicely connected peaks through here which i've just drawn as a kind of shorter term dashed line you could call that line here maybe i'll draw a different kind of color maybe even red thicker line sort of that red line and then the 100 mark or even you know if you felt like it connecting these two bottoms you could say that we're in a kind of triangle base so we obviously don't know which way it's going to break out of that triangle you just got to be a bit aware of the the fact the pattern's in place so any pushes up to the top side towards this this triangle um i think probably you know unless we finally get the break higher you know the the risk is for the market to roll over from there and then this is a kind of short term area of support which again from this rally off the low the 61.8 has been holding the price level holding the price is higher and then the next level down be the 78.6 and then the 100 i think directionally hard to call i mean it's still strictly speaking long term downtrend and i think a lot of people calling for it to go lower but 100 is a big psychological level and you would it looks like there's some sort of accumulation taking place here um but obviously it could actually be some more distribution into the rallies any questions at all at any point obviously just always feel free to let me know um what do you mean by that Warren um the commodities priced in pounds bit tricky for me to show you that one actually because we only price the commodities in in dollars um so you can't trade gold in sterling if that if that's what you mean through us obviously you can do a sort of combination trade of sterling dollar and and one of the dollar pairs but it's not something i frequently look at but i'm about to look at commodities now um if you can explain explain a bit what you mean um or sterling it gets commodity blocks so yeah i'll be happy to answer as best i can in the meantime one of the big drivers today is that oil prices are pushing higher that's helping the FTSE obviously the energy sectors up so if you have a look at um the Brent chart here we've got this nice little trend line through here which explains how that basically this the rally up here ended fairly sharply but um we are basically in a in a trading range capped by 45 to sort of 49 to 50 really um looks like the upper half of that range is is declining but um overall you know based on based on the kind of weekly outlook you could say that well obviously we're in a trending environment here but now now we're in a range based environment so the best opportunities are going to be um down close to 40 um but obviously more recently 45 which is the midpoint of the range there's been some activity so a breakdown from the midpoint of the range at 45 um could open opportunities down to take it to the lows near near a 40 but i think that's just a good way to view even if you're doing some short-term trading if i kind of just completely clear up my chart for a second get all these levels off simply speaking you know what what are we dealing with here i mean we're basically just dealing with you know this was the environment markets generally are on the on the weekly on the weekly time frame you know now we're kind of dealing with this environment where really kind of prices are pretty much sideways so even if we're dealing with a bit of a downtrend in the short term here you know it's because we reached the upper end of the range and if we get to the bottom end of the range it's it's far from guaranteed and you know could end up being a double top and more price is lower but that's really where you'd start wanting to look for some sort of triggers whatever you use um oversold oscillators or you know reversal candlestick patterns etc for the range to be maintained that would be the higher probability trade um based on the current environment we're in you know sideways weekly trend but then obviously flipping over to the the the daily time frame with that in mind you know you're looking for the kind of lower risk entries so that's when we're looking for you know retracement excuse me sudden coughing of it you know into kind of higher areas of probability for for another sell-off and that you know we've got some here um we haven't been able to take out this low once we take up this low you know then you'd want some some rebounds back towards the low again to take us lower but um yeah we're in the midpoint of a trading range so generally they're kind of you know the uh the least kind of favorable probability trades because obviously it can just go kind of go either way and still be in this range oh that's just my short term gold chart let me look at my own so uh yeah similar situation in gold obviously if i if i move all of these these are the levels out the way we're basically trading sideways in in gold we've got the fed meeting this week which is obviously always the um key consideration for gold one thing that i've noted is that you know even if you're not necessarily trading the news or following the news you you know you're attending a charting webinar here so you know i'm assuming you put a bit more emphasis on the prices and maybe the news one thing to note with gold is that the environment the environment in general has been quite positive equities have been selling off a bit from their highs and uh you know there's a i think it's a 14 percent likelihood the fed raises rates in september at this point something in that vicinity very low probability the fed raises rates and then who knows after the us election there's a good chance they just don't hike rates at all this year at this point um but nonetheless gold has been heading down in in the two in the environment that should be positive for gold equities going lower and chance of a fed right hike going lower yet gold has been going lower too so weakness in positive news is not a good sign and if you were taking that information you would think that actually maybe gold setting up for a break below 1300 um and we obviously there's you know that that's if we pull out to our weekly chart again you know this was our trend as you know as the high high highs being made and then we come back test test the old high can't get through the resistance come back down big long candle that we can't get you know can't get through even the previous swing let alone the the old high here so signs of weakness in gold and so you know it's starting to look like we could ever move down to maybe this kind of old swing somewhere in this vicinity here there's obviously a peak there i've got a vertical line for some reason but um somewhere in this range i would suspect i would suspect towards the bottom end of that range minimum if we get through 1300 you know it's not to say it's all done for gold but it's just looking a bit weak at the moment so we'll uh we'll have to see what this this week's fed meeting brings okay so i think i'm gonna well i'll go say i've got a couple of minutes here so i'm gonna just have a question tell you why don't you ever see a bit slow on that one yeah when you're talking about the the commodity pairs obviously against the sterling so i'll pull up um how do we do it do we do we know i think we've got it have we got a price both ways so that should be the proper way of doing it um so this is just having a look at sterling against the the kiwi and um obviously a bit of a bit of a base former here at the 180 being the key kind of round number involved and then a quite you know quite well-defined rising trend line to some degree you know you could be more conservative down here or maybe discount those two spikes so certainly um you know if you're it it would look to me at the moment um that uh we're about to break down through this level i mean that's kind of how it's looking we've formed a you know a series of we haven't really broken the the trend in terms of lower highs you know this this this one 82 80 held up pretty well and now it looks like we're kind of pushing into the lows here but um you know let's see how today finishes if you get a kind of false move lower um then slightly know start looking for you at your buy setups you could at least get up back up to these back up to these peaks again because because it's been trying to base here for a while you'd imagine this is probably going to be quite a serious move lower in sterling should should this um should this hold up you know you're sort of looking at something akin to a doesn't work particularly well but you know it's that you know that's akin to a you know you'd be you'd basically looking for this kind of this kind of move to happen from here that would take you down to sort of 160 and further i think so certainly want to want to look out for and um i'm sure that's probably pretty similarly confirmed against the the Aussie let's have a look at that so sterling looking a bit firmer against the Aussie still kind of challenging the lows but it made it interesting that um you know that's one of the one of those occasions i suppose where you know if you've been trading the trying to trade the breakout higher and sterling against the Aussie you know worth checking against the Kiwi you would have seen that actually you know it hadn't made a new high against the Kiwi so the Kiwi wasn't confirming the Aussie and we ended up rolling over again but it looks like that kind of key level it's given way we're down at a good support so again you know look look look for a short-term price action here if it starts to take out some short-term highs or you know turns over oversold and then comes out the older oversold on the short term you know maybe this this support level can hold but generally you know my bias would probably be that's going to give way we're going to test the lows again as per the the Kiwi so yeah i think that's uh i think that's about it um obviously yeah we've got the the Fed and Bank of Japan that's really what it's all about this week not too much in the way of the earnings and the likes from the US or the UK so let's let's see what those meetings bring obviously the Bank of Japan is Tuesday night um Fed is um well i say it's one Wednesday morning London time and uh the Fed is Wednesday evening and the action and the currencies will be right then but in the stock markets it'll be Thursday morning so good trading it's Jasper Law signing out


Recorded books and one-click digital present Eight Months on Gaza Street by Hilary Mantell Narrated by Sandra Duncan Part One Confidential Memorandum from Director Turaddup Williaman Sharper, Kingdor of Saudi Arabia, to all expatriate staff, dated the fifteenth day of the month of Shawwal, 3 July 1985. I need not remind any one of this week's tragic events involving Turaddup employees. In order to safeguard the company's position in these very difficult times, I must request all staff and families about to depart on leave to behave as follows. A. Refrain from talking to the press whatever your holiday destination. B. Refrain from public speculation about the recent deaths. Remember that the matter is still under investigation by the Saudi police and Her Majesty's representatives. C. Exercise the utmost caution in personal conduct between now and your departure. Dispose, carefully, of all items or substances which could attract the interest of the police, and do not leave your compound without your documents. I feel sure that if these precautions are observed, we may expect a continuance of good relations with the Saudi authorities, and a smooth passage into the next five-year plan. May I take this opportunity to wish you, on behalf of Daphne and myself, a pleasant vacation and a safe return to the kingdom after Hajj. Sincerely, Eric Parsons. September 1984. In flight. Would you like champagne? This was the beginning. An hour or so out from Heathrow. Already it felt further. Watches moved on, a day in a life condensed to a scramble at a check-in desk, a walk to a departure gate, a day cut short and eclipsed, hurtling on into advancing night. And now the steward leaned over her, putting this question. I don't think so. They had already eaten. Dinner, she supposed. So much smoked salmon is consumed on aircraft that it is a wonder there is any left to eat at ground level. The steward had just now whisked her tray from under her nose. You could give me some brandy, she said. Two to get you started. Hand hovering over the trolley, he seemed to approve her choice, as if what lay ahead was something to brace yourself for, not to celebrate. I'm one of those nice plastic glasses, Francis Shaw said, please, across the aisle. Sample complete. Ready to continue?