My name is Larry Swigart and I'm from Wales in the UK. My background is that I graduated from Newcastle University last year with a first-class master's degree in civil and stretch engineering and I now work at WSP as a graduate bridge designer. My hobbies are everything to do with the outdoors. I love travelling, I love mountain biking, senate paddle boarding, road biking, hiking and anything to do with the outdoors. A fun fact about me is that I actually chose my university city based on the amount of bridges there were. My design project was with a charity called Adaptive and for Summit Education in Haiti and it was basically developing a prototype design framework for 40 remote and accessible schools in Haiti. What I learned, it's hard to summarise in words what I've learned because it's a substantial lot. I've learned so much about structural, architectural, wash and electrical systems that I could put into this prototype design. I've learned how important engagement with the community is throughout this whole process and I've learned also how Revit and Insight can be used to analyse the performance of buildings. What I remember about this experience in five years time is the impact that these projects have. So just here are photos of the difference just one school has made and it's just substantial. I also remember forever how amazing Adaptive have been to work with and also how much Engineering for Change has taught me about Engineering for Global Development. How has this impacted my career? Well, it's been an irreplaceable experience in Engineering for Global Development and it's made me realise the career path that I want to take. It's also allowed me to develop my skills and learn how I can truly make the biggest impact in this sector. My name is Abdul Rashid Musa. I am originally from Ghana, West Africa but I'm currently based in Columbia, Missouri in the United States of America. My background is in Civil Engineering, specifically Transportation Engineering, which I'm currently in my PhD in. My hobbies include being an Active, I enjoy spending time outdoors and welcoming chance to be creative so I love to do things that are engaging. The fact about me, I love to bake, I really got into it during lockdown and it has become something that will be a ritual for me now. So my design project that I worked on for this fellowship was with the partner organisation on the Spiritual City Prosperity who I invested in solving the last amount of problems. So my project specifically dealt with accessing the impact of trail bridges in the world of East Africa and what I did was develop a process flow for data gathering and processing utilising satellite imagery of the point and the situation with respect to the presence of the trail bridges. What I learnt from this activity or experience was quite difficult getting data especially when you're dealing with the global south so what's really important is to find creative solutions to meet the end. What I will remember of this experience in the next five years is the work of information and engagement from all the leading models. The connections with the partners for the E4C Fellows and the awareness of the EGD activities I get towards the STGs. How this has impacted my career so I was vaguely familiar with Engineering for Global Development but this has given me a first-hand invaluable experience working on the EGD project that has a direct impact on improving the lives of real people so I'm really thankful for that. Hi, I'm Francisco Plaza I'm currently based in Quito, Ecuador and I'll be sharing a little bit about my experience with the E4C Fellow. So a little bit on my background I study Mechanical Engineering at the University of San Francisco de Quito and I did a year abroad at Purdue University and some of my hobbies is Adventure in Nature Photography and my passionate rock climber. So a fun fact about myself when I arrived back from Purdue I started a multidisciplinary community of students in Ecuador to design more. So my design project into the fellowship was to collaborate with Amps Innovation to start a focus on solar energy into developing a solar fridge that would be able to remain cold 24-7 only relying on solar energy. The problem we were achieving is that we were freezing completely the storage goods. So I arrived into the project to provide some thermal expertise and the way I did that is basically developing some thermal models to understand how the different parameters would affect the performance of the fridge and move that to a more detailed CAD design and validate that through CFD and finite element analysis. And every week we have a student meeting when we sync up my results with their physical testings and we move the project to one direction or another. At the end we were able to produce and to design a local solar fridge that we are super excited to see in the market. So what I learned from the fellowship I interacted a lot with the science and Chinese vendors so I actually totally learned Chinese and I grasped some good know-how on design and design for manufacturing and grasped some solar energy bases which I'm super excited about. If you ask me 5 years from now what I will remember about the fellowship I'll tell you I remember my small group was this group of 5-6 fellows that we interacted every single week into designing and discussing design problems sharing experience and expertise and they just inspired to become a better engineer and a better person overall. And I will remember the impact we made so at the beginning we had this fridge that will deliver frozen beers to the end users in West Africa and at the end we developed this local fridge that will deliver the perfect beer to the end users in West Africa. I'm super excited about that. I have a background in mechanical engineering and sustainability science from Stanford University and for the past two summers I've worked with E4C and Autodesk to work on impactful sustainability related projects. I come from a family of classical musicians and I hope to combine my unique background in both art and technology to work as a PM in the future. My hobbies include watching films making music with my family cooking with my grandparents and other programs in my local community. A fun fact about me is I actually befriended a groundhog outside of my dorm in my junior year of college. This summer my design project was to work with the Autodesk Foundation to analyze their portfolio organization techniques get feedback and provide those recommendations back to the Autodesk team hoping that all of this would be to greater adoption of emerging technology across the portfolio companies. In addition I also helped scope out organizations, schedule technology assessments and organize trainings with the portfolio organizations. What I learned from this experience was cross-collaboration operational tools conducting customer success research and knowledge of the industry and the landscape of what the portfolio organizations are working on and the status of their technology development stories. What I will remember and take away from this experience in five years is the amount of in-kind support programs that Autodesk offers. I was so fascinated with the culture of cross-collaboration and communication across the team and I was also really impressed with how employees continued to engage and volunteer activities and pro bono consulting after hours. Now how this has impacted my career is that this experience has provided me vision focus and skill development. By interacting with a diverse and talented cohort of portfolio organizations and getting the opportunity to interview and interact with them has really inspired me to continue to pursue my career in EGD and has also given me the confidence and skills to continue to apply my skills to work in the industry. I really appreciated and enjoyed this experience and I hope to continue to stay in touch with the community. My name is Sam Bortworth. I'm a background in civil engineering with just over three years of experience working in rural water supply based in Uganda and I've been working in MSC water and sanitation for development. I'm from the UK and I'm based just outside of the city of Leicester in the centre of England and as part of the fellowship this year I took part in a project with medicines sans frontières with a project title a standard actable catalogue of water tower designs and construction typologies. Medicines sans frontières or MSF provides a large scale humanitarian assistance to people suffering as a consequence of conflict, epidemics, natural disasters and excursion from the healthcare services. The large population demand is civilly found in these scenarios requires a method of safely supplying storing and distributing water in substantial areas which makes elevating water storage tanks a vital piece of water supply infrastructure in both urban and rural settings. Therefore the aim of this project was to produce a catalogue of structurally sound standardised water storage options able to meet local demand whilst accounting for site variability. At the beginning of the project three tank capacities of 5, 10 and 20 metres cubed at heights of 3, 6 and 9 metres were put forward by MSF and to account for the variability in the construction site conditions a risk design matrix was developed to investigate primary loading conditions with which our tower designs may be subjected to and establish four risk categories based on these loading conditions which results in a total of 36 separate designs to be taken forward into modelling. So far nine of these designs have been produced which satisfies MSF's basic input constraints and also forms the basis of foundation for this catalogue. These nine designs were produced using Revit, Autodesk software and they were tested and simulated using robot structure analysis to ensure that each member was structurally optimised. Technical drawings and builds of quantity were produced for each of the nine from models and these were then exported to either PDF or Excel. However, the selection or appropriate model from the catalogue to meet site constraints requires technical expertise on the ground that MSF field staff may lack. It was then discovered that Inventor iLogic enables rule driven design to standardise and automate the design process and configure structural models to suit user inputting constraints. This meant that columns, beams and crossbracings were replaced or modified to better support changing load conditions using simple drop down menus that are pre-programmed. So you can see here this tank capacity changing the sizes and quantity of the supporting columns supporting the water platform above. So we have five metres cubed ten metres cubed and ten and twenty metres cubed and you can see the changing sizes respective of these capacities. So the use of Inventor in its iLogic capabilities represents a lot of potential as it can automate the selection process by reducing user input thereby making our design catalogue smart. However whilst iLogic has great potential for this application, it is still in the early stages of development for this project and the finished computer based catalogue will require the software. This may not be technically or logistically feasible for MSF ground staff when resources are limited and construction sites are remote. Autodesk Forge however is a cloud based platform that can integrate Inventor iLogic with a simple internet browser significant increasing the compatibility of the fieldwork. This will form the basis for future work on this project. In the fellowship I developed competency with Autodesk Revit, Inventor and Robo-structure analysis software. I significantly improved my presentation and communication skills and I increased my network of practitioners in the engineering for global development space. This is Brandon Simons. Right now I live right outside of Philadelphia in Pennsylvania in the United States. I am studying for my master's in system engineering and international development at Villanova University. I'm also half American and half Korean. So my background is from the Illinois technology where I studied electrical engineering. After my degree I decided to join the Peace Corps for a couple years where I served in Zambia focusing mostly in fish farming but I did a lot of other work with youth especially focused around HIV and AIDS education. So for my hobbies like along my fellows I like to go hiking and have a lot of outdoor activities whether it's from mountaineering to backpacking to rock climbing just a wide variety of outdoor sports. So one of my passions and things I like to do is to build electronic longboards. I started this out in college and I continue to the day as my mean of transportation around the cities that I live in. My design project for E for C was with Sory Buddy and I'll show you an NGO but we were really focused on developing a new product line for them called Family Buddy and so this solution that you can see here focuses on giving families across the world the ability to cook cleanly without fossil resources. So this has, this box has around 600 to 700 watts of solar with the iron phosphate battery backup that can provide a full day's power for family of five to cook their meals as well as having outputs for a sort of fridge as well as possible lights too. So the whole project was to look at the feasibility of this from the grounds up. So that was one of my big learning lessons from this fellowship was product development and within that it was a lot of engaging of stakeholders and with Sory Buddy as well as our partners abroad and so taking in consideration all of these perspectives from one maybe NGOs in the field that are trying to do similar things to Sory Buddy's Partizomatic Asker, what are the food requirements for the stove? What are the cooking requirements? As well as the technical specifications that were required by Sory Buddy. So having this feedback within these stakeholders was so essential to the project that eventually led to the development of the CAD monolings on Fusion 360. So the thing that I think I'll remember the most out of these five years is the relationships that I've made. Whether it's with Simon and Joe from Sory Buddy that helped with the design and feasibility of this whole project but also of the small group here at Eversy of really creating these relationships to hear the diverse perspectives that we have from engineering to life and having this diverse group and communicating really brought out the ideas and the enthusiasm that we have in engineering for global development. I think this is what I remember the most and the relationships that will last me throughout my entire life. And so for my career I already see that all the work that I've had within this project has started to move out to my other parts that I have. This is one in Cambodia for everyone that I have in Fiji. It really is all these design principles of product development to the engagement of stakeholders and understanding why and how we design and the implications of the design choices that we make and really communicating those across stakeholders and hearing their perspectives and their understandings because without that we don't have the true impact that we want to have. And so throughout this whole project working with Eversy I really understood what my role is as an engineer and how do I collaborate with others from a diverse background and field to make everything that I want to do a reality. Thank you so much. Hello everyone, my name is Martin Del Vino. I'm from Argentina currently living in Spain and Sweden because of my studies I'm an industrial engineer from the University of Buenos Aires with a specialization in project management for sustainable development and finalizing my studies in sustainability in UPC of Barcelona and KTH of Stockholm my hobbies, of course being an Argentine and I like a lot football. I also enjoy literature writing, reading and traveling a lot and doing outdoor exercises maybe a fun fact about me it was my experience in Mozambique working with rural communities in the construction of schools it was a life-changing experience some years ago and regarding my project collaboration I worked with the partner Habitat for Humanity analyzing the opportunities of the circular economy in the affordable housing sector in Mexico so the objective was to map opportunities trends, barriers and policy options to enable circularity in affordable housing so our main outcomes were for opportunities to achieve this the first one was recycling of construction and demolition waste then the use of biobase and natural materials also boosting the use of industrialized construction systems to reduce the use of materials and finally a big trend is the use of plastics as a recycling material for buildings the project was really really interesting and maybe the thing I will remember in four or five years was the multicultural experience working with fellows from 22 countries and the partner from different countries it was a very interesting work of my empathy and communication skills and how this impacted my career I think I learned a lot about a strategic approach for sustainable development goals and how there are synergies between different SDGs and of course working remotely was a great challenge and of course connecting with high impact global organizations as habitat for humanity and E4C thank you everyone nice to meet you Hi, my name is Sahar Shamsi and I'm based in Toronto, Ontario in Canada. My background is in mechanical engineering and I received my degree from the University of Toronto a fun fact about me is that I'm a black belt in Taekwondo and I enjoyed learning and teaching martial arts in my spare time during the fellowship my project was with the United States Department of Energy specifically their division of NREL, the National Renewable Energy Laboratory. NREL hosts a 3.3 million dollar multi-stage competition known as the Waves to Water Prize asking innovators to create wave power desalination systems for disaster relief scenarios this advances sustainable development goals number six and number seven during this project I was able to support 10 entrepreneurs in the fourth stage of the competition the create stage to help solidify their technical design for the next stage of the competition as well as look at into their business plan and help to effectively bring their product to market my wow moment during the scholarship was when I first realized the incredible potential of wave energy systems at that moment I knew that I was working on technologies that would build a sustainable future for us all during the fellowship I learned so so much I first gained a global network of fellows and collaborating and consulting with them taught me to look at a problem with multi-dimensional perspectives alongside that I also learned that I loved working with entrepreneurs the fellowship gave me so many opportunities to explore that first with my project with NREL and also through ASME's iShow a hardware led social innovation accelerator I was able to facilitate a hardware validation session which taught me that I absolutely loved interacting with entrepreneurs coupled with my love for working towards the sustainable development goals I learned that I wanted to continue my career in this path that let me to join climate ventures at the center for social innovation in Toronto where I lead a program of six accelerators for hundreds of entrepreneurs all across the 13 provinces and territories of Canada so with that I'd like to say a big thank you to E4CA and ASME for this amazing fellowship


Congratulations guys.  I know certainly we were so excited to see this entire flight happen from the ground It was incredible I'm curious and now we can add astronaut to the long list of accomplishments for both of you, but yeah This is a lifelong dream now realized the success of this mission What does that mean for you and what does it also mean for this company that you have built it and funded? Well this so this is the this is the first step this is a tiny little step of what Blue Origin is going to do and What we're really trying to do is build reusable space vehicles It's the only way to build a road to space and we need to build a road to space so that our children can build the future and What that's all about is we this planet and you can see it when we're up there You see how tiny this planets atmosphere is you know here it seems big you look around It's all around you and it's support, but it's really the small thing supporting all life So so we need to take all pluding industry all heavy industry and move it off earth This is going to take many decades, but that's what we can do if we have reusable space vehicles That's what we have to do is build that kind of infrastructure and then future generations will get to rest on top of it It's a bold vision. It's an ambitious vision. How much it's also fun


What's up everybody, Jason here from jatsby'scasebreaks.com. We just sold out a little Bowman Asia filler. 2020, Topps Update Baseball One Box Break Round and Team Number 21. So we got 30 total spots. Everybody gets a round of Team MLB, sorry. Remember, only rookie cards and internship, all-star game cards do not ship. Then at the end of the break, we'll take out 30 customer names, randomize them in the top seven and win a spot in Bowman Asia. So good luck, guys. Let's roll it. And we got a three and a two five times. Good luck. One, two, three, four, five times. One, two, three, four, and fifth and final time. White Sox down to the St. Louis Cardinals. That little Bowman Fed was so scared. All right guys, so again, this is just a quick little filler. So stick to what you got. Got a 2020 Update Blaster. It could be Tyler, but it could also just sell out straight up too. But don't worry, if it needs to, it will be put up. Also, I look very dark now. Oh, the sun is going down. All right, guys, good luck. Nolan on the Rangers in this one. You get exclusive baseball player coin card inside. Let's see what this is all about. Max Scherzer. All right, guys, don't want someone with this right there. All right, Dylan Carlson. You got Mike Piazza. Beau Bichette. Goulomb. Randy Arosarana. Nolan Ryan. That might just be a base, but it looked like a short front. You got a Chrome, Groundall. McKay. Rodriguez. He just bought a piece of the Tink T-Wills. Shogo. Yordom. All right, there you go. Sweet little filler there. All right, now let's switch scenes and give away those teams. Seven boom in Asia spots, guys. Top seven, get in, roll it, and it is a three or five and a three eight times. Good luck. One, two, three, four, five, six, seven, and eight in final time. Five, three, eight. Boom. So Derek squeezing in at seven. Top seven, get in. Mark, Kevin, Tom Jones, Zach, Tom Jones, and Kevin Hall. Look at that. Top seven, get in. There you go. Another way to win is on the website, guys. Let's get it going. JaspeysCaseBreaks.com.


A short introduction about me. So I'm Weta. I'm a co-developer at Party Technologies. And I work on Ethereum and Ethereum 2.0. So in this talk, I'm going to talk about backward compatibility. So in different contexts, we have different definitions for backward compatibility. For example, in the context of system interface, it's mostly about inter-off-waste and older version of the interface. And also for things that handle files and objects, it's about handling those things produced by older versions. So we're talking about backward compatibility in a blockchain context. So we are really talking about smart contracts. And the definition here I give is if a smart contract works in the past, then it should continue to work in the future, no matter how many future upgrades we add. So the thing we talk about here today is that it's not so nice story about backward compatibility in Ethereum. So backward compatibility can be really easy to be broken for a lot of times, unintentionally or intentionally, as we demonstrated on Ethereum. So this is a huge issue because real-on-chain contracts are affected and also a lot of real money are involved. For unintentional backward compatibility breakage, we have the example of EIP1283, which is a change to decrease guest cost. But unfortunately, we find that if we do that, then there are some issues with backwardability because it can cause some contracts to have real entry attacks. And we also have 8084 in Istanbul, which is EIP to increase guest cost. We also figure out this can break backward compatibility because it can just cause some functions of some contract to be frozen. So those unintentional backward compatibility breakage are nearly missed in the whole EIP auditing process. We nearly found it for the last minutes. And it caused a lot of issues. So in the past, we also had debate about whether increasing guest cost or decreasing guest cost will be better. And it turns out both scenarios can break backward compatibility. So it's the same by scene. And in the future, we may also have intentional backward compatibility breakage. So for example, if now we know that guest cost break everything, so in the future, we might just go ahead with some guest cost changes if that's really pricing on. We want to reflect the real computation cost. And also the example for state rent, which is a, and I don't know whether we want to adopt it now, but we probably want to have some similar proposals to fix state loads, which can also break backward compatibility. And we also have the ETH 1.x to ETH 2.0 chart. In that case, some contracts can be broken as well. So this comes to a conversion. It's really about that we currently don't have really guard for backward compatibility that is so easy to be broken. So we probably want to do some similar things. So in this section, I'm going to talk about three different versions of account versioning from code prefix to special contracts to ROP fields. Just give you an idea about how this involves and the thing we finally settled on. So the earliest is probably the code prefix, which was in ETH 1.5.4 in 2016. So it's got in the context, so I didn't give us some support in theorem. So the idea is quite simple. We just add a small code prefix in every contract. And if the contract detects that prefix, then we just execute using that version. It's sort of the default version. So this is later expanded into EIT 70.07. So we did have some issues. So with code prefix alone, the issue is that we can deploy data on-chain currently. So some data might just accidentally have the prefix than what is the code on-chain. So this is a huge issue for VN that requires validation. So it's just really nice. And we can do something about this. So there's a way that we can just dissolve and use our code deployment so that we don't have those data on-chain that accidentally have the prefix. But the issue is that it's not backwardable. So the second variations we had was using a cloud training for special contracts. So this was EIT 81 in 2019. So basically, the idea is quite simple. We just start the version information of an account in a special contract that is starting a loan location. And then whenever we execute a contract, we just fetch the version from that special contract first and then decide which VM we use. So this is quite simple. It does not require any central state. The issue, however, is that we need an additional trade operation, which is kind of bad. Because each trade operation for all the accounts means we double the trade access. And even the current trade access is not really fast. So that's an issue. And finally, we have the account version in the RLP field. So this was originally the EIT 10.14 in 2017. The idea is quite simple. Also quite simple. So we have four RLP encoding, currently, non-spilance, star root, code hash. We just add another one version. And we use that to determine the VM we use. So later, this is expanded into 70.02. And this is actually quite robust and entirely backward compatible. So there's also strongly favored by the 6.15 team during the Istanbul discussion. We had less coaching than expected. So now, guest and party and, I believe, another ARTH all have a PR open for this conversion implementation. It's also slightly good for the star root proposal because now you can use this version field to determine what the rise of the ARTH you feel that star root might act means. So it provides some semantics for them. And it's the current selected account versioning solution. So for completeness, there's also one thing we need to talk about. It's about if using this version, what is the version, the child contracts that created by parent contracts. So in EIP 70.02, this is what called a contract family. And later, this contract family can be extended. So we can have some extensions to EIP 70.02 that allows different conversions to be created. But this is for completeness. So we can release this if you want. And then we have the version list, EVM. So what we are talking about here is really if we only have a conversion, the issue is every six months, we will want to deploy a new version. That for some teams, it's not sustainable. So that is a huge pushback during the Istanbul ARTH for discussion. Some people just think a conversion is good. But if we need to maintain too many conversions, then that is a huge maintenance cost. And they may not want to do that. So version list, EVM is fixed to try to address that. So what we do is we design things with forward capability in mind. And we remove some offenders that reach by property in the EVM. So in the end, we just have one new version. So the current EVM version will be the legacy version. And we just have one more version, which is a version list, EVM. And we can add new features, change gas goals on that new version. So talking about general things about interface design, there's something really important is cultural slow. It basically says that if you have a sufficient number of users, then it really doesn't matter what you promise in the API. All the observable behaviors in your system will be used by someone. So for Ethereum, it definitely has sufficient number of users. So here in slow definitely applies to us. And I mean, during the back for company discussion, many people, many quality developers were talking about the promise of Ethereum on EVM. The issue is that there will be someone that don't follow the promise. Or if something is practice in the past, it may not be best practice in the future. So what I'm saying here is that instead of doing all the social promising, maybe you can just use some social engineering techniques to fix those issues. So the fix is quite simple. We just remove all those observable behaviors that we don't want smart contracts to absorb. So the biggest offender is basically gas costs. So we actually, I mean, a lot of core developers has expressed that smart contracts shouldn't make any assumptions about gas costs because gas costs can change a lot. And so we just remove any observable behavior within the EVM about gas costs. In detail, it's basically removing the gas outcodes. And for call code, delegate call, we just take the full gas. And if any call stack is out of gas, then we just reverse all of the call stacks. The third item is because we don't want to accidentally reveal the current gas life information for unapparent contracts if a child contract succeeds or fails. So we also deny any IEOS outcodes to be deployed. So this is basically adding an extremely simple validation process during contract deployment. So in this case, we can make future upgrades that add additional outcodes much more safer. So there are extra goodies. For example, we can have a high-feature probe, which makes some contract can be pre-deployed on Chan that can later take advantage of new feature upgrades. So using a conversion in an versionally CVM, we actually have a pretty robust, backward, compatible solutions for ethereal. So using this, we now can freely change gas cost because it's now an observable behavior and no contracts can depend on it. In the versionless CVM version. We can also freely add new outcodes because now we dissolve the deployment of IEOS outcodes. So the conflicts will not be an issue anymore. And for things like state rent, it's still removed contracts from the state. But for all the rest of the parts, the state execution, they can be backward compatible. It's not, the upgrade will not be totally hassle-free. There are some things we need to care about. For example, we need to change the solidity compiler a little bit so that we can use, because solidity compiler actually makes some assumptions about gas cost and we need to make the compiler not make those assumptions anymore. The second issue is emergency hard work, which I guess probably nobody can do anything about it. If there is really a denial service attack on Ethereum, then micro-culture really has to be broken because those attack contracts cannot exist on-chain. And the sixth thing is something actually is the event boundary. So in this section, we're basically talking about what upgrades will break and what will never break has never been really being communicated clearly. So the thing is no matter how we communicate it, the rule is quite complex currently. We need to make some assumption, not make other assumptions and the distinct between them is now that obvious. And many smart contract developers and even call developers misunderstood them. So this section is basically an actual propose that we may want to have a really clear both redesign for backward quality about what we can change in VM and what we cannot change. So all the contract developer knows that for each contract we have code, we have the related storage and also each contract can access extra contracts and pre-compiles. So this is a clear distinction. So what we can do is we just say that the code and the corresponding storage will never change but we allow change of anything that is in the state like external contracts or external pre-compiles. So this basically gives us a boundary and what we need to do right now is basically build on top of the version of CVM and then move those sub-codes that we might want to change in the future into a pre-compile. So for example, this basically is balanced those data access sub-codes and some of course that requires block information. So we just provide a pre-compile to access those information. So we can have a better design to communicate the backward quality model. And in that case, things like state branch or the migration from ETH 1.x to 2.0 can be much more clearly communicated and it would cause more much less surprise for contract developers. So in this talk, this is conclusion. So basically we are talking about nearly complete fix for our current backward capability model that consists of a conversion which allows smart contracts not to be affected by new versions and we also have the versionless CVM design which enables for our compatibility. I believe those two combined can provide a really good and robust backward quality model for us currently. And there's also a proposal that in the future we might want to do some additional change to also design the EVM for better programming and model communication. So we define a really clear EVM model about what we can change and what we definitely won't change. So it becomes harder to miss those things. And that's all. If you have any questions, feel free to ask me after the talk. So thank you.


Welcome back to Sun & Fun 2008. This program is a particularly important program in today's airport environment. Dan Seely, our speaker, has been an air traffic controller for more than 30 years. He's worked at such places as Pittsburgh Tower, San Juan, and Approach and Departure Control. He's got a very strong background in what it takes to keep us safe on the runways. Currently, Dan is a contractor with the runway safety team for the southern region. This particularly dedicated team works with airports, with pilots, and with the air traffic system to create the most safe environment we possibly can to enjoy the safety at an airport and to prevent runway incursions. Dan Seely has a unique perspective because he's come from one place and he now sees it from a wide variety of points of view. Please welcome Dan Seely. Thank you. Welcome. Have fun. Okay, I will. It's good to be back with you all here in Lakeland. Yes, if you've traveled at all or you get the newspaper every morning at your hotel room, you probably noticed that every other day, or at least every other week on USA Today, there's an issue about runway safety. And so because, as we've noticed, runway incursions have gone up over the past few years. And so the agency has a renewed emphasis on reducing runway incursions. Our airports, as you all know, almost more than 99% of all successful arrivals and departures in the system begin or end at an airport. In fact, oftentimes some of the more disastrous events in aviation either begin or end at an airport. And some of those things make the headlines, as is normally the case. You're usually on the six o'clock news. And one of those elements happens to be runway incursions. And so we've got a renewed emphasis in our offices and our programs to minimize the runway incursion phenomenon. The airline pilots did a survey several years ago. They did an analysis called a line-oriented safety audit. And they concluded that 23% of the errors in aviation and 38% of the risks take place on the surface of the field before you ever leave the ground. Now, when things get tight in any industry, the first thing that goes is money that they spend on advertising. And then the second thing that goes is the money that they would spend on training. Because they've concluded that there is such a risk out there on our nation's airports called runway incursions, they're now actually beginning to introduce taxi scenarios into the simulators for their recurrent training because they realize that it's such a risky activity that can take place. In fact, the renewed emphasis in the FAA began because just in the past six months there have been probably 85 to 95 incidents that involve an airliner as far as surface incursions go. The 15-year statistics for runway incursions goes something like this. We started at a low number in 93 and then it gradually increased. Our peak year of 2000, we had 68 million landings and take-offs at our nation's airports. We also had our peak year of runway incursions, 429. And there's two reasons for that because there was a large number of operations taking place in the nation. And secondly, because air traffic controllers began accurately, more accurately reporting the runway incursions that were taking place. We were reminded that that was one of our jobs as an air traffic controller. We were the certified air witness of activities that took place on the airport and we were supposed to report every violation of an FAR or an ATC clearance. So we got the message and that's why we had this spike in the year 2000. But the numbers gradually came down as the message came out because the mission of the runway safety program was to heighten awareness in Kentucky education among the pilots. So the numbers we think came down to the point where we reached the plateau and the FAA concluded that probably to bring those numbers down any further we would need to implement some new technology on the airport. And in fact, that's indeed what's taking place as budget submissions are elevated to Congress and we get money back. New technology is being implemented on a regular basis. But then again, the numbers began to climb. And so last year, the last fiscal year which ended September 30th, 2007, we had an increase to 370 runway incursions. Unfortunately, what we know is going to take place is in this fiscal year of 2008, which began October 1, we're going to have a 300% increase in runway incursions because we changed the definition. We adopted the International Civil Aviation Organization definition of a runway incursion and that's for the purpose of being able to compare data and statistics around the world between us all. And we're all on the same boat. The percentage of runway incursions taking place is pretty much the same throughout Canada, Europe and the United States and even Australia. Last year's definition, if a pilot or there was any unauthorized activity on a surface of a runway, if there was no other aircraft involved in the area, that was just classified as a surface incident. Well now, we're going to lump all of those together. There will be no such thing as a surface incident if there was an unauthorized activity on the runway. Those are now called runway incursions also. We know that we had 300% more surface incidents last year than we had runway incursions. So now when you lump them all together, obviously we're going to have a 300% increase. And as the weather begins to warm up in the north and the folks up north begin to fly more frequently, we're noticing that there is a definite spike taking place and we appear to be on track for increased number of runway incursions. If we have responsible media, well then that might be handled properly and it won't create unnecessary alarm in the nation. That's what we're hoping. And the best thing we can do is to make sure that we get the information out to the community on a regular basis so that they understand why the numbers are actually going up. But it is our mission to reduce those number of runway incursions. As far as who contributes to the statistic, it breaks down this way. 65% of runway incursions are caused by a pilot deviation of some kind. And 23% of runway incursions so far in this fiscal year are attributed to 23%, they make up 23% of the runway incursions. Air traffic controllers thus far this fiscal year have been contributing 12% of the runway incursions. We're all in the business of educating one another and making one another aware of the responsibilities and the risks that exist out there and hopefully taking responsibility for our role in the safety of the national airspace system so that we can push these numbers down. There are two reasons I think why runway incursions don't take place.  You know what the hazards are, you know where the risks are and you are attentive, you are majoring on the major in that particular time and not distracted by a minor in the cockpit or in the air traffic control tower, what happens to be. Focusing on that which is most important and doing exactly what was expected of you in compliance with rules and regulations and operating procedures. The other reason why we don't have runway incursions is because you caught the mistake that you were about to make just in time so that nobody else knows that you were about to make that mistake and we keep it a secret. Pilots and air traffic controllers, I think we have one thing in common. We like to keep our cards close to our vests. We don't want to admit what we can't do or what we didn't do or what our weaknesses were and so when we make a mistake, if we catch it just in time and the consequences never materialized then we'll feel like well we were successful and nobody else knows. We'll accept that, we'll call that, if you want to call that we'll call it luck we'll take luck but we need a whole lot more diligence in the job that we're doing rather than relying on luck. What we do, what we take with us when we go to work each day, we take our skills and our senses and which one, I always ask the pilots which one do you think is most vulnerable and most of the time after they scratch their heads for a few moments they'll admit it's probably our skills or rather our senses are our most vulnerable characteristic. Your skills, probably I need to lay off of your own particular vocation for a long period of time before your skills suffer tremendously but we never know from one day to the next how efficient our senses are going to be and I used to have a video that I would show to demonstrate to ourselves just how vulnerable our senses are and how quickly they can let us down. We never know from day to day. One of the things I do in the office when I'm not out conducting seminars with pilots or controllers is that I do analysis and conduct research on the internet to find out some more information about the human error factor wherever I can find it so we can sort of detect why we make these mistakes. I found this paper that was done by the International Air Transport Association when they gathered in Warsaw, Poland in October of 97 and they concluded that the three most common triggers of a human error event on our nation's airports are either preoccupation, forgetfulness, or inattention and these are the least manageable elements of a human error sequence and as we go on through the presentation today we're going to spend some time talking about each one of these in addition to a few other but something else that we take to work with us when we go to work is habits. We all have habits and habits are in some cases a good thing it saves us from having to use a lot of cognitive energy to accomplish a task if you want we'll call it muscle memory but sometimes with our own eyes we can see things that are out there but not interpreted and so they slip by us completely. We can hear sometimes without interpreting and an issue will slip by us completely and then we have to deal with habit intrusion. Habit intrusion in other words is that which when your habits rise up and bite you as an example here's a situation at the Newark airport and we have an aircraft down on the southwest ramp down here on the lower left-hand corner of the airport diagram here and if a southwest operation is in use at Newark and runway 22 is being active and an aircraft is coming off that ramp ground control will almost always give a pilot such as this exit the ramp at Papa Bravo, taxi via Papa Alpha or for short purposes I'll call it the Outer taxi via the Outer until you get a beam the Lindy terminal then make the jog on taxiway Bravo side step to the inner and taxi straight out to runway 22 right. Now the reason ground control will normally give that clearance is because we have a motto as ground controllers it's sort of an unofficial motto but that motto is try not to stop a moving aircraft or an aircraft that's not moving that's our job to try to keep our customers happy and keep them moving when they want to move and not stop them if we can help so in this case what this allows us to do is if we have traffic landing on runway 22 right we can have that aircraft exit at Victor or Papa Bravo or Papa Charlie or all the way at the end and taxi on the inner side by side with traffic that's on the outer and then as we determine who is behind then we can accomplish the zigzag the side step maneuver the switch lane chicane and get the inbound to the outer taxiway into the terminal and get the outbound to the inner taxiway so that's the motto but in this particular case when the aircraft who was anticipating this clearance was not necessarily given that clearance that particular time this time the air traffic controller had nobody landing on runway 22 right so they issued the pilot an alternate clearance that they weren't expecting he said come out on Papa Bravo come all the way to the inner and taxi straight out to runway 22 right and the pilot read it back correctly but this is what the pilot did instead they taxied on the inner until they got a beam the lindy terminal and just like habit always had done in the past they made that little jog maneuver and right out on the middle of the runway that's called habit intrusion that's risk in aviation those are the things we have to be mindful of that can happen to us the FAA and its comprehensive responsibility for the national airspace system has a definition for hazard in aviation that definition goes something like this anything that will cause illness in the industry anything that will cause injury anything that will cause destruction to property or the environment or anything that will cause death those are the hazards now if we do nothing about those hazards sometime in your career a hazard will rise up and bite you but if we sit down and try to identify those hazards for ourselves or as an agency then we're actually conducting a risk assessment and then if we put something in place whether it be as a rule and a regulation from the legislators point of view or as an individual to compensate for our own personal weaknesses then we've actually conducted risk management and as you probably know risk management is a buzzword in every industry right now because we have such a litigation minded society that everybody wants to minimize the risks just as much as they can so that they don't file suit and go bankrupt so what we're hoping, what we think is a best definition of safety is freedom from the unacceptable risks there are risks in aviation that we just have to accept I mean aviation is not safe, people make it safe now if you've had any FAA literature at all over the past few years you know that when it comes to risk management the FAA has suggested that we adopt this acronym called TEAM and that those four letters stand for four different ways to handle a risk either you transfer the risk, you eliminate the risk altogether except the risk which must be accepted or you minimize that risk in some particular way and as I said it made up the word TEAM we're good with acronyms, fortunately this is the word that's familiar to everybody but I wanted to dwell on the T, the T for transfer and I want to give you some insight into perhaps your own psyche and hopefully you already are aware of this but I want to expound on it a little bit as you know in our brain we have two hemispheres we have a left hemisphere and a right hemisphere and actually those hemispheres control opposite sides of our body and they function totally different as an example the left brain is a much more logical side of our brain whereas the right side is your more creative, intuitive side of your brain and those sides do not function differently in fact most of us have one side dominant over the other so now if we execute an activity under habitual as a habitual activity we're probably doing it in an intuitive way and if you wanted to transfer, when we talk about transferring that risk so that you don't get in trouble we're asking you to every once in a while make a transfer over to the more intellectual, more logical side of your brain and accomplish the task differently those brains function differently we all do and we never know which side of our brain is dominating in that particular time but they control, I threw this picture up here this picture in the middle happens to be the original picture of JFK now when we did we overlaid the left side of his face on top of the right side of his face so in the left picture over here you see the result of that and on the right side you see where we've overlaid the left side of his face with the right side of his face and maybe he looks somewhat different that's just an indication that the brain works differently and it doesn't always work the same and so he has one side of his brain that is dominant over another we did the same thing in this particular picture with Mr. Clinton and the center picture is the original picture and we did the same thing with the left side and the right side now here's a very unique individual now you see there is probably no difference whatsoever in this particular photograph but we did the same thing now what this demonstrates is that although JFK and Mr. Clinton had a dominant side of the brain Princess Di in this particular case is one of those individuals that neither side was dominant didn't mean she was smarter nor less smart than those original two it meant that she could perform a function easily from either side of the brain and she could quickly interchange from one side of the brain to the other so now we're still talking about the word transfer right now let me show you something I'm going to throw a picture up here now I don't know what mood you're in at the particular moment perhaps you're just here to be entertained and so you're probably in right brain but if you're thinking more logically if you're analyzing what I have to see you'll be in left brain so what I want you to do in this particular case is I want you to look at this picture if you see this silhouette rotating clockwise you're in your right brain if you see it rotating counterclockwise you're in left brain now you can make a transfer here if you want to like cast your eyes perhaps to the lower right hand corner of the picture and just focus on the foot that's on the ground you could coax yourself and to seeing that silhouette rotate a different way let me give you a chance to do that and you can now start trying to go back and forth do something intentionally inside of you to make the silhouette start rotating in the opposite direction this is what we talk about transferring and this is what we would hope that you would do when you're taxiing on the surface of the airport to transfer those things that you might do on a regular basis habitually without even thinking start thinking about those especially when you're on the surface of the airport don't take anything for granted the risks out there are great and then be able to look out the window get something done in the cockpit get back out the window get something done in the cockpit get back out the window because life is coming at you fast in that aircraft and we're going to talk a little bit more about that now what we did to add some realism to the runway safety statistic is that we concluded that there are sometimes category D runway incursions which meant you met the definition of a runway incursion you crossed the hold line without authorization or you got on the runway without authorization but there was nobody else in the area whereas a category A runway incursion is one of those incursions that somebody had to take extreme evasive action to avoid the collision or the disaster so we've had some realism but you can see so far our category B and A events only make up two percent each of our statistic as far as the runway safety program is concerned we feel that this is success in spite of the rising numbers because we know that we cannot eliminate a runway incursion because a runway incursion as we all know are caused by one specific thing pretty much and that is a short in the headset separator called the human error factor and we have to just deal with that even though the poet said we are beautifully and wonderfully made we are awesome we have feet made of clay we're going to make mistakes all of our life we can't throw enough money at training and education to eradicate human imperfections that's just going to happen from time to time but if we can have somebody on the surface of the field be extremely alert to the situation that's taking place out there that takes the evasive action just a little bit sooner than they might have otherwise now we're going to turn a category or potential category A or B event into a C or D event that we're concerned now the airline pilots association have recently come out with a white paper on runway incursions this happens to be about the second or third page in that paper I highlighted this one little paragraph down here in italics and I put that little unhappy face beside it because they have this sentence down here let's read this where it says given the potential severity and likelihood of a category A or B event the airline pilots association believes that the U.S. Air Transportation System is currently operating in the unacceptable risk category category because of the likelihood of a category A or B event which they think could happen on our nation system that we're operating in the unacceptable risk category now where did they get that term unacceptable risk to see this little matrix is up atop there that is an international matrix that is now being imposed on every member of the United Nations from the international civil aviation organization called a safety risk management safety risk matrix we are all adopting safety risk management what this matrix says is look at the likelihood in the left hand column you see down here we have green acceptable risk but the likelihood goes from improbable to very likely to the yellow and the red category and as the severity of that incident develops from not so severe all the way over to extremely hazardous or catastrophic see that arrives us cause us to arrive in the upper right hand corner of this matrix the ALPA has said we are in the unacceptable risk category everything that FAA implements from here on out they are subjecting those proposals to a safety risk management assessment and they must come up they must conclude how acceptable or unacceptable are the risks that we are facing and what can we do to mitigate those risks we are all in this business now together everybody is adopting this now what I have done as a runway safety analyst I have modified that matrix to my own liking what I have done an analization of hundreds and hundreds of runway incursions we concluded about 5 or 6 primary causes of why there is a runway incursion and I realized that any one of those can be catastrophic and any one of those is likely to happen at any time we never know when they are going to take place so I have flattened out this risk and I have put those categories those possible reasons for runway incursion at the top and then I have put a mitigating factor in the middle now we are going to go through each one of these one at a time to talk about them because I want to offer you from my point of view something that I think you can do for yourself to mitigate a risk to turn a risk into an acceptable risk rather than an unacceptable risk as an example, preoccupation what is preoccupation anybody remember the incident took place in Miami Florida several decades ago when an L-1011 slowly descended into the Everglades west of the field and what was the reason for that incident because the pilots were preoccupied with a light bulb that was out indicating that they may have an unsafe gear they accidentally disengaged altitude hold and the aircraft slowly descended into terrain and crashed in the Everglades preoccupied with a task we need to be able to we need to remind ourselves that that can happen there are things that will take place in aviation that will consume your attention that will require extra cognitive activity on your part but you need to realize that okay get into the mission for a moment get back out absorb the world around you get back into the mission work on solving your problem get back out absorb the world around you non-stop scanning is something that we have to subject ourselves to on a regular basis to prevent preoccupation the world is coming at you there's a lot of inertia out there the potential for disaster and destruction is tremendous we need to be out there when we're moving on the surface of the airport if you're sitting perfectly still okay get back in your aircraft and do what you need to do I don't want to let air traffic control scramble your priorities by us jumping into your cockpit at the most in opportune time I'll spend a little more time talking about that in just a few minutes but I want to move on through this matrix I also said inattention was one of those elements that causes us to do make mistakes out there inattention is something that takes you away from what you're supposed to be focusing on you know inattention has a connotation of being a bad word is it blame worthy behavior and negligence or can it be failure to see yet acting with reasonable behavior and we need to realize that that's really what inattention is people are quick to slap that word on us inattention as a weakness but inattention is just something that we have to deal with there are sometimes things that are meant to be seen that we don't see and so we'll talk about that what can you do in the cockpit to compensate for inattention one of the things that we are suggesting is implement sterile cockpit so that you don't get distracted and you don't lose the world around you sterile cockpit is something that all the airlines conform to once they push off the gate and they're taxiing out they implement sterile cockpit in other words they're not going to talk about anything other than the traffic around them acknowledging air traffic control procedures and anything that may be affecting their flight the safety of their flight as well as checklist items from that regimentation until they reach 10,000 feet MSL now you're not necessarily going to climb to 10,000 feet MSL and your single engine RECIP but you can implement the same procedure until you reach 1500 or traffic pattern altitude sterile cockpit now if you're a flight instructor we know that you need to spend some time conducting education and training while you're taxiing out but you can also set the example for that student by saying hey listen sterile cockpit but there will be an occasional thing that I will mention but while I'm talking to you you can still be looking out the window while I'm talking to you you can set the example never be in a hurry as a flight instructor even if you're a couple minutes late but maintain set that example with sterile cockpit I know one airline pilot a friend of mine who said you know I believe in sterile cockpit and I want to make sure that I tell the pilots that I'm flying with that we're going to implement sterile cockpit but I'm not one of those A type personalities so what I say to my co-pilot when he sits down and I've never met him before after I introduce myself and greet him he says I want you to help me with this I believe in sterile cockpit but I have a hard time maintaining it so I want you to hold me accountable for sterile cockpit he's already said an attitude an atmosphere in this cockpit that listen Mr. co-pilot madam co-pilot we are going to maintain sterile cockpit until we reach 10,000 feet once we push out the blocks it's a good thing to do you can do the same thing whether you're a single pilot or you have dual cockpit sterile cockpit you know one of those things we need to do we have to realize we talk to ourselves a lot I know air traffic controllers talk to ourselves a lot and you know what we don't always use words when we talk when we're formulating strategies sometimes we use we use concepts rather than words but there are things that you can say to yourself to double check yourself to make sure that you're maintaining a sterile cockpit when you're approaching a runway clear left clear right I mean when you get out on the ramp of your aircraft and you start it up just before you hit the prop you say clear prop even though there may be nobody around so adopt a procedure like you're going to say clear left and clear right just before you go across the runway we have one airline company that as soon as they reach the approach lights the pilot who is not flying the aircraft says the runway is clear cleared land in other words I'm scanning the entire length of the runway making sure that all the connectors are clear approaching the runway on those connectors is not moving at a high rate of speed that may infringe upon the safety of the runway and I'm reciting for you the fact that I got your landing clearance and we're good to go so those are sort of the self talk things that you can do out loud the procedure that you can do in your own cockpit we sometimes don't use words in our self talk but we use rhythms and we use concepts so we just need to realize that self talk is something that needs to be perhaps transferred and conducted a little bit differently than it ever was before I wish this would be a regular practice down say down like in West Palm Beach I don't know if any of you fly into West Palm Beach but the GA runway is down there on the south side runway 9 right just a short field a short runway and of course the long runway predominantly in use is runway 9 left for the large aircraft and all the FBOs that are parked on the south side of this field now they used to have a lot of runway incursions at West Palm Beach because the corporate aircraft had to go across runway 9 left to get to the parallel taxiway Charlie to take off on runway 9 left but the airport had concluded that hey listen one of the things that we can do to start eliminating runway incursions on these crossings is to create a parallel taxiway in the middle of these two runways so with FAA money they constructed taxiway Lima those two runways and so we figured this was going to be a great solution so as the smaller GA aircraft entered left base to runway 9 right as they rolled out on final this is what it looked like and guess where they were landing on a regular basis they're landing on taxiway Lima does that entice you to go to that run that taxiway rather than on the runway yeah probably so because it's even bigger the taxiway is bigger than the runway and on the other side it looks pretty much the same now we try to think of ways that we can encourage pilots to use the runway instead of the taxiway so we painted words like taxiway at the end of the taxiway and even in the middle of the taxiway and 40 foot high letters we reprated the word taxiway so that when you're on midfield downwind you can look out there and say aha there is a taxiway and then when you roll out on final if you say to yourself I am now on final for whoops runway 9 right we figured that would work out but you know what we haven't diminished the rate of taxiway Lima landings at all we really don't know what we could do other than if we started encouraging pilots to talk to themselves as they performed critical functions such as I'm going across the runway clear left clear right or as they line up on final making sure that they're on the runway or on those situations where there are two approach ends of a runway very close together and you're told the taxi in a position hold or clear for takeoff that you've checked it out real closely make sure you're departing on the right runway so that's one of those things we need to do for ourselves now one of the things that we're all plagued with doesn't make any difference how old for you are is forgetfulness that's something that we got to deal with all our life we do we rely on short term memory as air traffic controllers as pilots whoever it happens to be but short term memory if you know how it works and we're talking analysis again of the brain short term memory has that capacity of retaining six to eight items for approximately 20 seconds six to eight items give or take one or two now in a interior environment we probably as pilots absorb a lot of information and just maintain it in short term memory such as taxi instructions or ATIS code or whatever it happens to be but onboard your aircraft especially as a single pilot can you experience task saturation in a very short time you certainly can task saturation can consume us all in the most unexpected situations now even if you're a conscientious pilot and you ask for progressive instructions to get to a particular runway but you chose to retain it in short term memory now we never know you never know when task saturation is suddenly going to rise up in your cockpit and now for you to remember a new item even though you are fully saturated with ideas your brain will involuntarily drop one of those items in short term memory to make room for the new idea and what if it happened to be the progressive instructions that you got from ground control which was taxi south on echo make your second right turn turn right on taxiway foxtrot and taxi to runway 7 right but now because of task saturation and the fact that you forgot that critical instruction you're going straight ahead instead of making that turn and if that straight ahead route takes you on to a runway at certain speeds you can be on the edge of a runway in 4.2 seconds if you missed that turn if that's a standard hold line 250 feet away from the center line so to compensate for forgetfulness and your taxi instructions whatever device you need we don't have written checklist for those things you have to make them for yourself that's a risk management activity that you can do for yourself as a pilot to compensate for forgetfulness because if you write something down as long as you have enough light in your cockpit you don't have to worry about forgetting it right it's right there for you by far we think the most leading cause of any incident in aviation is loss of situational awareness it's just being aware of the environment around you there is the reality of the environment that you're in and then there is the perception of the environment that you're in and as long as that perception of the environment and the reality of the environment closely aligned with one another you're going to do pretty good as far as situational awareness goes and sometimes we can get by with just a minimum amount of good situational awareness as an example you're on a runway you're on an airport that has an 8,000 foot runway you're on the east end of the field the visibility is an eighth of a mile with fog and you could tell perhaps what's going on at the west end of the field just by listening to frequency in other situations when the visibility is good you can see things around you and just say to yourself that situation over there is not critical to what I'm doing over here so we can absorb the environment that we're in just by hearing just by watching closely paying attention to ATC's clearances to other pilots and absorbing the picture I marveled as an air traffic controller often times when I could tell that I was working with a bunch of pilots that just had developed the skill of developing situational awareness they could tell by the chatter on the frequency just what kind of a pattern they were entering and they were ready to do exactly what they could almost anticipate what I was going to say to them like I'm running dual downwinds for one runway and I'm turning an aircraft on base leg over here and the aircraft seven miles away on the other side of the localizer says hey I see that traffic at two o'clock and eight is that my traffic? Affirmative follow the traffic, clear for a visual approach and contact the tower those are the kind of days that just make an air traffic controller smile I say it's great to work in this kind of environment with these kind of pilots and then there are other days when it's just impossible to maintain good situational awareness you just have to execute precisely what is told to you because there's too much going on and you can't necessarily absorb it all and that's something else we have to realize too I know we air traffic controllers pride ourselves in being a two-eared air traffic controller we're listening to the earpiece and everything that's going on out there and we might have a supervisor or an assistant controller telling us, giving us additional instructions or asking us questions and we're giving them the high sign and we understand everything that's going on the two-eared air traffic controller but every once in a while we tell air traffic controllers there are sometimes when you've got to learn to filter out a conversation that's going on over there that you used to be a part of but now your traffic load requires you to be involved right here tune all that stuff out we need to realize that sometimes you need to do that too as a pilot the situation might be just that critical in your environment some of the things we do to help you maintain situational awareness and some of the things that we do that hinder your ability to maintain situational awareness we ask you to read back your clearance anytime we issue you a whole short instruction the LAA psychologists have said if a pilot has a part of reading back a clearance then they will have greater ownership of it and more likely that they will execute it so that's why my book, my Bible tells me that anytime you tell a pilot to hold short of a runway you must insist on a read back and sometimes it's like pulling teeth because we'll say one eight echo hold short of two seven and you'll say one eight echo Roger one eight echo I need to hear you say you're going to hold short of two seven one eight echo we'll call the full teeth here let me hear you say you're going to hold short of runway two seven oh Roger we'll hold short of two seven now I feel more confident that you know exactly what I need you to do and likelihood that you're going to do it so they changed my rule book not necessarily yours but nonetheless ATC will hound you to death until you read that back correctly don't just parrot us we have conditioned many of you pilots to be parrots you can read back exactly what we say just as fast as we say it right and then sometimes I'm sure in your cockpit the two pilots have looked together and said what did we just agree to do sometimes that happens that's we don't doubt that so be careful that I don't coax you into that situation and that's why I get to this other point down here about don't let ATC ABC you do not let air traffic control abandon you bully you or confuse you now have you ever felt abandoned by air traffic control probably so especially if you were just meaning to get across a runway in the heat of a rush and we give you the lowest priority because our job as an air traffic controller our desire is to keep pounding that pavement with arrivals and departures get maximum occupancy rate out of that runway and if I can tuck an arrival in before I get this departure off or get a departure off before I tuck that arrival in I'm going to do that and if all you want to do is get across you get the lowest priority but every once in a while under the heat of a battle I have forgotten you those who have given the lowest priority too or maybe I said continue downwind I'll call your base and now you're like 8 minutes away from the airport you're the only one in delta airspace and then the pilot has said why did it go still downwind oh Roger turn your base clear land just like you're exactly where I meant for you to be quick recovery on my part listen if your comfort zone begins to collapse on you as a pilot for whatever reason maybe I said position and hold and as you came around the corner you could tell that there was traffic out over the outer marker and now you're almost confident that that traffic is now over the approach lights get back in my ear just let me know 1-8 Echo we're still holding or 1-8 Echo we're still downwind don't hesitate to get back in my air and remind me yes indeed we have forgot pilots from time it's embarrassing and sometimes we'll apologize openly and other time we'll just cover it up but nonetheless you're out there in the area where the risks and the hazard are you need to look out for yourself how about bullying though you ever felt bullied by air traffic control ah yeah I bet so shame on us first of all if we do that with arrogance and intention to insult like that phrase that we'll use incorrectly from time to time when you ask me to say something again and the controller comes back and says I say again you know that that was meant to be an insult shame on us that's not what we're paid to do we were never trained to do that and what you need to remember by all means anytime you've been you've received discourteous service from FAA air traffic controllers you need to write down the date, the time and the frequency and you need to pass that information on to the air traffic manager and as long as it's within the past 45 days we'll have a recording of that event and we will make a cassette tape of that event and we will sit that controller down and we'll say that's not what we pay you to do we've always been in this business of trying to perfect clean up our own house and from time to time you know they'll sit that employee down with a couple of his peers and his peers will poke him in the eye for acting that way and then two weeks later one of those peers will be in the hot seat and he'll be poking them in the eye that's just the way the business works I mean we're not going to eradicate short tempers and irritability from time to time but I'm not here to explain air traffic control bullying or make an excuse for it because there is a seldom an excuse for it I'm here to say what happens to you when I've bullied you as an air traffic controller what happens to you out there moving your aircraft across the sky or through the surface of the field I've either picked your short temper or I've wounded your pride when I've insulted you that way and I've bullied you now what happens to you as an individual when that happens I know when it happens to me from time to time still and I don't fly but I drive on the highways of our nation you know we're all doing ten miles over the speed limit and nobody's batting an eye at that but then all of a sudden somebody wants to do twenty miles over the speed limit decides to cut everybody off and now he happened to torque me at the wrong time and I'm just I'm beside myself and so for the next three miles I'm going to do whatever I can to avenge myself on that person and then when it's all over with I'm breathing short breaths and my pulse rate is over a hundred and as things begin to subside inside of me I say to myself look what I did I just jeopardize the safety of my whole family to avenge myself on some media see that's what happens to us when we have been offended and when we feel that our rights have been abused or whatever it happens to be air traffic control has barked at you and insulted you the same thing is going to happen to you so are we going to change the air traffic control system not likely it's still going to happen so what do you have to say to yourself say I'm not going to allow the air traffic control system to introduce anger management into my cockpit they may try to but they're not going to hit me in my heart they're not going to hit me in my head I'm going to rise above it so you've got to be better than me alright you've got to be better than me when a pilot makes a mistake on the surface of the field the pilot could be seriously entered or worse and when the air traffic controller makes the error on the surface of the field it's the pilot that could be seriously entered or worse you have to be better than me don't let the system bully you alright one last point about confusing you ever been confused by air traffic control the speed that we talk the lingo that we use I'm sure as you've grown in the system you're probably more accustomed to what you're going to experience and it doesn't bother you as much as it did when you first started out or if you haven't been in for a while it probably overwhelms you again let me start by saying this air traffic control instructions almost in every single case are nothing more than a suggestion one more time air traffic controls almost in every case are nothing more than a suggestion I'm going to throw that exception in there because I'm saying to myself there surely must be one I just don't know what it would be it's only a suggestion until such time well first of all why can I say that it's a suggestion what is your title in the left seat of the aircraft pilot in command that means every time I issue you an instruction you're supposed to evaluate can I do that because my aircraft do that does the environment around me permit me to do that again if the question to any one of the if the answer to any one of those questions is no then that's what you say to me say unable tower, unable ground, unable approach and now I've got to come up with an alternate instruction so it's only a suggestion until such time as you say Roger, Wilco or you read it back now it's a contract my name's at the top your name is at the bottom and you're supposed to do exactly what I said not what you wanted to hear expectation bias is a way of burning people you heard what you wanted to hear rather than what was really said okay so make sure you understand me completely if I have confused you at any point in that transmission if there has been static distortion that interrupted one of my words don't fill in the blank with what you thought I might have said make sure you understand completely don't let me confuse you so let's move on disorientation what does this orientation mean being lost now these aren't the same two airports but some of our airports are pretty complex and you ought to have an airport diagram in fact you know one of the statistics we had a couple of years ago was that every runway incursion that we analyzed that was caused by pilot deviation the pilot did not have an airport diagram out so the FAA concluded well we got to get those diagrams out in different places so these pilots can download them and print them out and as far as preparation for a flight you ought to have an airport diagram for the airport that you're on that you're about to leave and the airport that you're going to even if it's your home airport because ATC with all the construction that's taking place on airports nowadays ATC can start rooting you on a route that you've never been on before you're a very seldom been on and you can get disoriented on your home field it takes cognitive energy better to keep you from getting in trouble that's one of those things one of those activities that can turn what could be a hazardous life-threatening situation by mitigating that potential and turning it into a safe operation for you one of those other categories one of those other risks that can turn into be a hazardous situation a high risk, an unacceptable risk poor aeronautical decision-making there is a definition in the AIM the aeronautical information manual for aeronautical decision-making it's very complex it talks about the mental process used by pilots when they're dealing with a given set of circumstances to make a decision what distinguishes aeronautical decision-making from any other kind of aeronautical decision-making no, let me say that again what distinguishes aeronautical decision-making from any other kind of decision-making to steal a phrase from your commercials an aviation life comes at you fast life comes at you fast you're moving a whole lot faster than you were in your automobile and you have to make decisions time to decisions, sometimes very quickly in that aircraft there is no room for poor aeronautical decision-making and in other words to be prepared to make good aeronautical decision-making you need to have thoroughly prepared for your flight all phases of that flight and to avoid task saturation if you have thoroughly prepared then only the surprises are going to need your constant attention some extra vigilance on your part so avoid task saturation everybody knows hopefully what land and hold short operations are the lasso operations let me ask you a couple of questions has a student pilot allowed to accept the land and hold short clearance they're not supposed to do you have to accept the land and hold short clearance when it's been issued to you by air traffic control no can you find out in advance where you would find land and hold short operation being conducted yes, in the back of the green book somewhere around page 430 or thereabouts you'll find all those airports that are listed in that region that conduct lasso operations they'll tell you which runways, how much runways available and so on you can prepare for those things in advance so don't get caught by surprise we air traffic controllers implemented because we knew that there are ways of enhancing airport capacity with lasso but we know a lot of people don't like to participate in it and that's just fine, that's okay the airport acceptance rate is really dependent a lot on you finally I just want to tell you there are a couple of training aids out there that you can always go to to review and rehearse and refresh yourself as far as runway safety goes and studying signage marking and lighting if you go to the runway safety page as we listed there at the top www.faa.gov slash runway safety you'll see this page and you'll see over there that little on the left margin that test your knowledge and when you select that you'll see a variety of runway safety tests that you can go to to drill yourself I mean you'll hear some actual taxi clearances you'll be given an airport diagram and you will be able to review and refresh yourself on how to execute clearances in accordance with an ATC instruction and an ATC diagram so test yourself on those things you may also know that we have a runway incursion information evaluation program some pilots are calling it the get out of jail free card all it means is that we've created an atmosphere in the FAA that we want you to open up and tell us if you've ever had a runway incursion if you've had a runway incursion FAA will investigate, the flight standard investigator will come and see you and if they find out that one you haven't had an incident of any kind in the past five years your runway incursion was not the result of negligence on your part that they're going to offer you an opportunity to participate in this REAP program where they're going to ask you a series of 44 to 48 questions try to get you open up and tell us what was it that caused your runway incursion and it goes into great detail because we don't know all the answers, we don't know all the causes and we'd like to find out from you we want you to realize that you're in a safe atmosphere and if you participate there will be no certificate action against you whatsoever nothing more than a letter in your files that said you had a runway incursion and you participated in the REAP program by all means file those NASA reports that's a good way for us to get information from you all runway incursions, they're a risk but it's a risk that can be managed and it's going to be managed by all of us we're in a partnership together we're traffic controllers are reminding one another we're reminding the pilots everybody's in the business the message is going to stay out there for a little while longer we're sure until the numbers start going down we all have a role, we all have something we can do if you have any questions I'd like you to feel free to ask them and also wait until one of the gentlemen in the room comes by with the microphone so you could be heard loud and clear well thanks a lot for your attention we enjoyed your company thank you very much I really come on


Hello, everyone. My name is Leticia Lim. I am the CEO of QVD. We are the pioneer and leading audience and engagement measurement solution Dedicated for digital out-of-home. I'm super excited to speak at exchange for media's fourth edition of out-of-home conference on May 18th And I'm going to talk about beating expectation with audience and engagement measurement solution and take you through how you can Unlock the full value of your digital out-of-home network by building your own first-party data Providing IAB compliant and programmatic reading impressions and last but not least enabling data-driven targeted campaign So I'm looking forward to meeting you all in Mumbai. See you soon