Hi, everyone. Yeah, thank you for coming this session. OK. Yeah, my name is Bo, so I'm coming from Apple. And I have been working in the big data area for about more than 30 years, so it's a long time. And now I'm in Apple building data platform and the machine learning platform. Yeah, very nice to see you here. So my colleague. Hi, Bonjour. My name is Hai. I also from Apple. And I work in the data infer team. So I'm glad to be here talking about reliability and the cause efficiency for running Spark using Kubernetes in the cloud. Thank you. Good. Let's get started. So this is talk about cloud native data processing and also about Apache Spark. So I want to do a very quick survey. So here, how many people use Spark before? Oh, great. OK. You are in the right place and I'm in the right place. OK. Nice. Here is a quick agenda. We will maybe very quickly introduce Spark and how fault tolerance works in Spark. Then we will present what kind of problem we'll try to solve. Let's deal some problem with Spark. And there are already many solutions. They are built for different reasons. So you will see a lot of them. And we built another solution. Now we call Cloud Shuffle Manager, CSM. And we will explain how it works, what benefit it has. Then hopefully, we can have more discussion. So please, if you have any questions, so we can discuss more. Yeah, very quick about Spark. Spark was created about 15 years ago. It's a long time. And it is a unified framework to do data processing on a very large scale. It's very fast. How it works, it is on the line. It might reduce very simple concepts brought by Google. If you have a very large amount of data, it splits the data in small chunks and process those chunks in parallel. So you can use your compute power to process them in massively scale and run it very quickly. And originally, Spark was running in your own data center like a yarn. And these days, people bring Spark to cloud era. It can run on Kubernetes. You have a very small kind of explaining about how MapReduce works. MapReduce produces data in two stages. The first stage is a map. It splits data and puts related data together on each machine. Here we call executor. Here is a SQL statement, select word, and count it to do a word counting, very simple SQL execution. So the map side gets the data split. Then it will shuffle the data and get the same word to the same place. Then in the reducer side, it just count each word and it generates the output file, which count how many words appeared. Underline Spark is just very simple like this. Even though it's a simple, Spark will bring multiple stages MapReduce into the framework. And between different stages, it can shuffle data. When it shuffles data, it will exchange the data files among different executor. So we will see some problem might happen here. And before I will work, how Spark solved the fault tolerance problem. So because this different stage, so if one stage goes wrong, then Spark will try to recompute the data from previous stage and then continue running. That's how Spark solved fault tolerance in current status. So for example, here there's an executor 3 when it dies. And the executor 5, which depends on executor 3. So what will happen? Spark will launch a new executor like executor 6 here. This executor will reprocess data. And now the next stage, executor 5 is happy. It can get data from there and continue running. So now what problem we have? So let's think in this scenario. So normally you have a lot of data, and the executor may be there across multiple stages. In this case, the executor 1 cross stage 10 and 11. So it has shuffled data on these two stages. Now let's see if executor 1 dies, but the next stage, executor 5, got fetch failure. So what will happen? So Spark will launch another executor on the middle stage. Then that middle stage will read data from previous stage. But in the previous stage, because that executor still is dead, so the middle stage will fail again. And Spark will launch a new executor in previous stage. So it will kind of propagate back to the previous stage and just achieve reaction. The result is it may run slow because a lot of retry. Or in the end, there are the limits of the retry. So the application may fail if the retry has happened too many times. This is rather a trouble in the cloud. So people like to use support VM because support VM is kind of cheap and can save you costs. But the downside is it can be terminated by cloud vendor at any time. So if it's terminated, your Spark job will highly likely fail because all the shuffled data are lost. And Spark has a dynamic allocation feature. It will also kill your executor, so it may cause your application to fail as well. So how we solve this problem? In the cloud area, the idea is very simple. We can decouple compute and the storage. Here, the storage is the shuffle storage. So we don't store the shuffle data on the local disk. We can store the shuffle data on remote storage. So in this case, when your executor is gone, the data is still in the remote storage. So your execution can resume at any time. And this is very powerful.  The downside is right now, the remote storage, like cloud storage, it may be slow when you read a lot of files. So it is good at the throughput, but it's not good at the latency. So if you have many small files, it will be pretty slow. You will have some way to solve this problem as well. Yeah, before our solution, the industry already worked on this for a few years and come out all these solutions. So you can just search it. You can find a lot of information from that. And before I work in Apple, I was in Uber. There I built my previous shuffle service, the remote shuffle service there. We launched another dedicated server to store the shuffle data there. But now here in Apple, I kind of built another version. So because we want to make the serverless, we do not want to make another server. So we will see how we do it later. Yeah, here's a quick overview and explain what's the difference of different solutions. So we look at at three angle. So whether it support remote storage, how is the operation cost and whether it support the support of VM. So right now, our solution, Cloud Shuffle Manager, is the only solution which satisfies the three dimensions. All other solutions never work in some part and fit some scenario. Yeah, every solution is good in their certain scenario. Here is the overall architecture of our solution. So in our side, we we build the whole platform with Spark Gateway. So that Spark Gateway is also an open source project. You can check the link and go there. It can help you to run Spark job very easily on the Kubernetes. And we can enhance that to add the Spark job, Spark Config Manager. So it can inject Cloud Shuffle Manager related configuration there and the user don't need to do too much work. Then in the right side, it is how the Cloud Shuffle Manager is implemented. So the green blocks are the new components we add into Spark. The first one is we add a dual shuffle manager. When executor is running, we copy the shuffle file from local disk to cloud storage. Yeah, it's just a very simple copy. But it's very fast and we can also optimize the copy and we'll explain that later. So when the data is generated and another executor will read it with continued execution. So what happened if the previous executor is dead? We add a full back shuffle reader here. So if the previous executor is dead, the full back shuffle reader will read from cloud storage and then continue running. So this will make your application very reliable and it will never fail. And sometime when executor is dead, it may take a while for us to detect that. So it will slow down the whole process. So we proactively add a dead executor detector. So if we detect the executor is dead, we will read from cloud storage directly without do the full back. So it can minimize the full recovery time. Cool, yeah. So my colleague will dive into some details and explain how we test it. Okay, so I would like to talk about some of the details about our design. So firstly, why we chose cloud storage as the place to store the software data. So because that brings us many benefits we really like. For example, high availability, high scalability, building lifecycle manager so we can do data cleanup automatically very easily. And security features such as fun green access control encryption. So a lot of building services features available for us. And this is really a very easy and a lazy approach for us. So we're trying to take advantage all the existing services from the cloud. So we don't have to reinvent the views. So we can save our effort. And that's the main reason we chose cloud storage. However, on the other side, the main challenge is that cloud storage is relatively slow if we compare to local SSDs. And it is really a challenge because many of our effort has to address the problems. So as I mentioned, that's the challenge. And so we had to make a number of optimizations in order to achieve cause efficiency. And here we list a few of them. So firstly, we only read from cloud storage only if we have to. And meaning that the majority of the read still going to the local disk. So the majority is still going to the fast local disk only for back if we have to. Also, we added a feature called asking write. So asking write basically saying that we don't have to stop and wait until the copy finish. We can just have the reducer side continue to move on and then let the copy happen on the background that are synchronously. So this can save us some run times. Another feature that we is trying to leverage some catching mechanisms. So to catch small files. For example, the index files, they are pretty small. So we're trying to make some catching on both executor side and the driver side so we can boost the performance. And so with all this work, we're able to do some evaluations for the performance that we're really concerned about. And in order to make a fair meaningful evaluation, so firstly, we do the benchmarking evaluation using TCPDS. So TCPDS is an industry commonly used benchmarking to utility for typical spark workload performance test. And this allow us to run a number of skills against the CSM to evaluate how it works. And secondly, we developed a utility called the termination simulator.  And then we run the benchmarking job one after another one.  We trigger the termination at the same time in the same stage. So we're trying to apply the same condition to both so we can compare the result after. The key metrics we care about is basically two-fold. So one is the overhead. So we want to make sure the overhead that we introduced is insignificant is reasonable. And on the other side, we want to measure the runtime reduction. We like to see the runtime is reduced significantly so we can claim a profit from that. So this UI, you may be familiar since many people are familiar with Spark. So this is Spark history UI. It shows what happens when the termination happened. So in this example, we kill the fault executors two at a time and you'll know that the software data also lasts when the termination happens because every executor did have some software data inside it. And this shows what happens without CSM. So that's basically the baseline native Spark, how native Spark behave when termination happens. So on the bottom, you can see there is a fast field exception. So that means the reducer side encountered this exception. They failed to fetch software data from the mapper side because the mapper had been killed, they were gone. So the software data was lost. As a result, on the left-hand side, you can see there were multiple stages of choice because Spark has to regenerate the software data. And on the right-hand side, you can see there are multiple entries in the input column. That's because the job, when they do a retry, they had to reread the data from the source. So when those retry happened, it takes a lot of times and that's all dollars. And here is what happened when we enabled CSM. So there was no stage retry and the data only read once. So what happened behind the scene is that when we enabled CSM, we got a copy. We got another copy of the software data on the cloud storage. So when the executor got killed, the reducer was able to fetch the other copy from the cloud storage so it can continue to move on. So it didn't need to redo the retry. And the result is showing on the bottom. So we can see the runtime when we enable the CSM. It's about a 50% reduction compared to the baseline. And we run this benchmarking multiple times. We use a scheduler to schedule the job regularly. And on average, we observed about 5% to 10% overhead. That's due to the actual write. So that's the one we're concerned. And with that, we were able to achieve reliability. So there are no job failures because we had another copy of the software data on the cloud storage and that improved the reliability. And there are no much stage retries also because the job was able to continue without having to regenerate the software data. And we also run this on the standard jobs. So these are basically large-scale applications in production. And we observed a similar result. And we actually quite a few of our standard jobs we enabled our single write. And we observed a similar, same runtime as the baseline. So meaning that the overhead is very minimum when we enable our single write. So basically we take a little risk but we gain some performance boost. And we do notice there were about 5% CPU usage increase. And mostly that's because software data we read from local disks that we need to do uncompression and decryption and also copy itself, it takes CPUs. And also network IO. So there is slightly overhead about 5%. And just a recap for the CSM. So CSM, it is a solution to increase the reliability for Spark, especially when Spark are running on top of Kubernetes in a cloud environment. It is so a less approach. I mean that we don't need to, it doesn't require to set up a separate shuffle service and then save a lot of effort. So we save costs both from the compute and from the SRE side. And we try to take advantage of cloud storage as a mature service. It is reliable, scalable, secure, and there are a bunch of features we just want to take and use. And so this solution can be applied to multiple scenarios. So firstly, it allows us to run Spark on top of Saba VMs. So Saba VMs basically coming with a significant cost discount. So that enable cost efficiency be available utilizing Saba VMs. And another use case is dynamic allocation. So I want to talk a little bit about dynamic allocation. So currently Spark, if we run Spark on Kubernetes, it requires to, if we want to enable dynamic allocation, it requires to enable shuffle tracking. And the shuffle tracking timeout by default is infinity. So basically it means that if there is any shuffle data on executors, dynamic allocation will not work very effectively. But if we enable CSM, since we have another copy of shuffle data on the cloud storage, we achieve the somehow decoupling for compute and storage. So when we enable it in our standard jobs, we observed the dynamic allocation happened more effectively, more efficiently. And that basically it is horizontal out of scale for Spark on the job level. Yeah, and that's pretty much for today's talk. And we'd like to take questions or feedbacks if there is. Thank you. Yeah, thank you. Yeah, if we have any questions related to this or you have any questions about Spark dynamic allocation, yeah, we can feel free to ask. Oh, the question is, is it over sourced? It is not over sourced yet, so we are working on it. But the idea is general. And overall, it doesn't take too much effort to implement it yourself. Yeah, by the way. Okay, go ahead. Sorry I cannot hear. So there's a microphone there, yeah. Can you elaborate a little bit on the data format that you are using when you're writing to the cloud storage? Okay. Is it something preferable? Yeah. Okay, yeah, okay, I can answer this. So the question is the data format. The short answer is we didn't change the data format because we want the solution to be simple. And the long answer is Spark shuffle file, it's kind of a file we segmented. It has several segments. Each segment is a split. It's corresponding to the process split in the Spark. We just copied the whole file to the cloud storage. So we're not trying to do any short emerging those stuff things yet. But it's a good question that may potentially improve the performance further, yeah. Is it? I may have one. You mentioned that storing this shuffle data on the cloud blob store is secure. How do you achieve that? Oh, you mean security? Yes. Like authentication and another user can read the very same bucket or the same data. Yeah, good question. So as I mentioned that we trying to fully leverage it features from the cloud storage. And the cloud storage, it comes with fun green access control. And we, so we basically use the security access control to control the access. For example, we use the IAM rows. So that enable to have authentication and authorization happened on the shuffle data. And we do have like Q-based authorization and so we can keep the shuffle data in a secure way on the cloud storage. Yeah, so yeah that explained from the cloud storage part. From Spark side, there's a setting you can enable data encryption in Spark. So it's a Spark config supported by native Spark and we also leverage that. After you enable the encryption, Spark will generate a unique key for each application. And it will use that key to encrypt your data before it writes to the local disk and the write to the cloud storage. And because other application and other people do not know that key. So the data is very secure only for your own application. All right, so another question. So from what I'm understanding, the lack of an external shuffle service makes so that if you're trying to use the dynamic executor location, basically it's gonna, how to say, have a harder time in downscaling these executors because I mean, those partition are gonna maybe still needed in the future in the future stages. Is your solution, as I have to say, allowing Spark to downscale those dynamic allocated executors? Yeah, exactly. As you mentioned, without another copy of the software data, all the software data will be stored on a local disk and that's associated with the executors. So even though you enable dynamic allocation, but the software tracking will disallow, the scaling down happen effectively. Yeah, exactly, yeah. Yeah. Thank you. So we just want to explain with our cloud shuffle manager, you can enable that at a downscale very easily. Without cloud shuffle manager, normally it doesn't work well with native Spark. There's a risk involved because you don't set infinity as the tracking and so if they get deleted the executor, then you lost the data and you start again. Yeah, exactly. When you use cloud shuffle manager, we say that time out to zero. So it just expires immediately. It can just be shut down at this time because you can get from the cloud storage. Yes, exactly. Cloud storage, we are talking about S3, GCS and that kind of. Yeah, we're trying to make the solution cloud provider agnostic. So it means that it can be used across different service providers, yeah. One curiosity is how long did it take for you to build that because you said it's not open source yet. You can build it yourself. The idea is quite easy, but I'm curious how long did it take? Good, good, good. Yeah, good question. Thanks for asking that. Together is not that easy because you see there are so many solutions previously. We tried different ideas and we do multiple iterations together. So now the idea is very simple, but it is after several round of iteration. If you just focus on the idea, the change is only on the shuffle writer and the reader, it's a small change and you add some retry in Spark internal code. I will say if you are very familiar with Spark, you can do the change, adding some testing time, maybe in one or two months, if you are familiar with Spark. Yeah. And did you need also to patch Spark core or was it possible to do it just using plugins, let's say? Yeah, both are possible. If you want to do it quick and dirty, you can just make change inside the Spark kernel core code. But Spark shuffle manager has abstraction like shuffle manager interface. So previously, I built my previous version of shuffle service, I used that without need to change the Spark core code, but that will take kind of more time, but both are possible, yeah. Okay, but in your case, so you are, because I'm curious about, let's say the fallback logic is that built into your shuffle manager, so you don't need to touch anything of Spark core to make that work, because your shuffle manager is like probably borrowing some code from the standard one plus adding your logic. Is that the case? Right, right now, we embed that code in Spark core part because we want to iterate fast. Okay. So we are working on to extract that and put it in the shuffle manager abstraction so it won't kind of change the internal code. Got it, got it. So right now you have like your Spark distro. Yes. Okay, thank you. Cool, no problem, yeah. Okay, thank you everyone. Bo and me will be around. You will have questions, feedbacks, welcome to resource. Thank you. Okay, thank you. Thank you.


So the next one seems to be something on shortened number generators, or something which is coming by the word PRG. You would think. So, hi, I'm Pavel. So, I recently joined the Computer Science Department at the Charles University in Prague. I'm interested in theoretical cryptography. So, like, to use the classification of one of the previous speakers, I'm more interested in the practical cryptography, okay? So, like, I want real improvements. And I want to share with you a story of a cryptographer who just came to Prague and made me do some product placement. So, before coming to Prague, I knew that Czech Republic is very strong in some areas of theoretical computer science. Like, proof complexity, especially computational complexity, computational geometry. And, well, little did I know. So, I came to Prague. It's this beautiful city. So, over the first few months, I was just looking around all the monuments. And then I noticed that the TCS community is very cocky. They started marking the territory.  And it's all around Prague. You wouldn't believe it. Like, on my house, there is a TCS march. So, like, wherever you go, TCS, TCS, TCS. So, yeah, like, the Prague community is very cool. Well, how about the crypto in Prague? Historically, we're very strong. Like, key management that we've been doing since the medieval times. As a child, you will learn that the Czech crown jewels are stored at the Prague Castle. So, these are the jewels. And they are stored at the Prague Castle, locked for most of the year. And they're brought out on very special occasions. And for that purpose, seven people who share each have a key.  So, like, pretty good stuff. A little bit old technology, but we can work on it. And I was thinking, like, is this just, like, the past? And so, what happened? Like, the computer science department is somewhere over there. It's, like, in the historical city center. And once going for lunch, I noticed that there's, like, a lot of crypto enthusiasts in Prague. Like, I go and there's, like, hundreds of people wearing t-shirts. I love PRG. And I thought, wow, that's great. Like, the community, like, the spirit is really high here. But after a few days, somebody told me that it might be because PRG is the acronym of the Prague Airport. And, yeah, what can you do? But merchandise, we can use it too. It's totally fine. So, now for the product placement. Well, I'm currently looking for a post-doc. And I'll be happy to talk with anybody who might be interested. So if you want to come to Prague to work with me and get some cool merchandise, just get in touch. Thanks.


А, ще въроби да отрием, няма да отрием, че. Спасибо, така ще и държем. Димитра, я е работащ за SAP, Криви от Плимути Афс проект, И ми говорим ово е диплоемен с Куалфаундри, Кубонетес и търсното, както ще да сделте. И да си старат с къщата Question. Какво диплоеме нашата Куалфаундри? И ответ е, път, някъв. Вървно, като е с TF Push. TF Push е много добре. У някъв е сегрят му интерфейс. Онната интерфейсът, да държа много това по-з replacing. Она民я за всекъща Maya, а основната е добра игра.  Късвие се надоле за тази тази. Како усе? Сързваме да имаме пароветето. Къде е бързовата средио, които си възглежем лингвич на возниAngl.ask,ulously, python, ruby ... ...нечем да изчинете контейнер, пиплайн и настото се е работи... ...ед пълното сързваме за колко прожекът. Ето път да изглежrie, но проще е, за нещо от мен за пързак... трябва да metalsи. Каквото тие слaringи тя ги.  И, възниквам, така много байър, плейткод, по-днато на мен е не е много фан. И, че, може да я пързем, може да я пързем обето на това. Така, че можем да е, не какъв скриптинг, какъв да можем деклари нашите диплоидови. Възниквам императивно, като това е да запрещам, както можем деклари в документ, както си се пързем на декоративно, в форума тези, в форма статиката. And just then give that decoration to a tooling which knows how to create all that stuff. So this allows us to track how our application is evolving, to very easily add additional components of our solution, to even place this in a source control and see the history alongside its versions. И да бъде на CF Push, така има да са скъвърт на това. Можете да использувате CF Manifest, ако да пътнете, и CF Manifest са пътнастите. Върху има много апликът, много ръвкът. Върху има сервисбайнни. Върху има всички апликът, атрибюти, които изглежда как стак, мемори, инстанции, т. е. for some the story might end here, but I want to, with you now to explore in more depth what it would mean to have a decorative solution, a decorative model for the whole solution on a platform, including all those additional things we had to do imperatively like, на Manager, д.d.n.t. Зато medical services, and we will do so in the context of an example, realistic example application. So here we have a simple application with three processes consuming two backing services starting from the bottom, we have a DB application, its responsibility is solid to initialize and take care of the database like tables, initial content, update those entities, sequences etc. Това е първо вълтаватората да се най creature, а вълтаватората... Продължаватората е първо вълтаватората, в nossoтоřи върхи она в Джава, са е fazed по одч буда и е науга, която е подължаватората, това да отмечи менegyment, пусар, сколпт, и това е на твържата. А ViIn наliningта име уймалiva4. ПSurvif is delegating calls което е по нашатаã коза. Аймалата е с serving-thumbs, STATIC HTML и Javascript. в това, които е Dartmouth и да изб voiced the server. Выберите на пътът е като сега, като сега запрещат за мутиапс проект. В вашето міцчел в мутиапс, дългаме да позборят пеймдите и дългаме да позбори клат фандария тази работEE Тази работEE като имат към към мутиапс модел и тocто го изплеваме за мутиапс проект от по-към? е разължава, консистен, това е върху и по-същевен еплът. Това е да върху. Като се го развернете, както се изкъпва да изкъпва. Продавам зад моя идея. Пога да бъдва са. И това е. Така, да изкъпвам са и изкъпвам от скреча. Продавам новата файла. Това е са са сао�ската за моята епликация. Продавам новата файла. А здесь we cull MTAdT. Let's start by saying what the scheme of that file is. The language version it will be using. It will be using scheme version 3, as the language has somewhat evolved already, it's kind of mature. While we're talking about versions, let's now set a version to our own application. So let's pick some initial version. can name our solution, let's name a product catalog, by the way, the business application where we will be deploying deploys business catalog and you can review the product catalog, you can add and review products there, but that's not matter for the talk. Now, let's start declaring the components of our solution, let's start with the backings services, usually those are created first and then consumed by the work a quote, Така, в контактите на МTA-то, беккинг сервисите е моделите с ресурсите и можем да начнем с генерична мейнедсервис. Така, къде ми декларим ресурсите на тъй мейнедсервис, това означа, че диплората се обрежда и менеджа сервисто на това. Когато това параметерите, можем да има да е къде мейнедсервато. Така, можем да кажем, че аз како диплората на сервисата е хана, СEP хана дейтабейс. И плана ще да бе в хазата с ГРА, във това да бе във диплората на сервисата. И във диплората, ще имам има има игора на сервисата. Това е трансляторен сервисите, аз имам има има има има. Това е, че, няма да, reproduct catalog.gb. Това е диплората на беккинг сервисата. като деклър. Така, пързем където. Това е уА. Я сперва някакъде за да си къснипет. Това е сега менеджен сервис от аксесс-УА, от плана апликация. В тази време, че е много ново. В тази време, в тази време, ми хотим да даде криезни конфигурации. Те конфигурации, които паса в сервис Брокер, където криезне сервисни инстанции. Както таки конфигурации може да ги държат, и като парната е в тази време, това е много ново. Както паса в сервис Брокер, където паса в аксесс-УА. Модиса не е много ново. И какво има държението на който се изглубва държението? За да се навсегда изглубва, отлъпим така, и si сега дължението на който на му така има държението на който се изглубва, сега и пакда. Ленина който се изглубва му в трябва сега. В escalата Okay, Let's start with the backend application, from scratch. Here is one module. This is the generic structure of the module. It has a name. It should be translated to the application's name. The type is an application matching the quad-hander. Let's name the category of the startup� . В циANO. В тези патт, в която ме să повече д{\n- са гривиеждане за обтеківки на цирките. Не оцениваме с цирките на срвякота директория. Пропортии Protect. Пропортията stay си изглубями към прикладел страница инваментен на венцията. И за цирките на monu не изглубим. Това сиiszките в това параметъра ...ви нещата има да е организацията на диплора от диплора... ...в nutri heftа, да се избиле, да се разграле... ...кото не е много памер. Ако като е еuuuu развиване, да се има 2 гигабайт по-четко. Това е нова ВИН. Това е consumата на да се откладе на ...печата на диплора... ua and on the product catalog db as backing services and this in cloud foundry would result in bindings between the backing service and application. And in case you are interested you can also pass parameters to that binding here. So the last element of a module is that provides statement. So this is the mechanism by which modules and resources can share configuration, can share some values in order to get linked on deploy time. You notice that there was no service discovery backing service in the picture and that's because there is a basic form of service discovery done upon deployment of the application. So now we can say okay when we deploy that application we want to take its URL and we can get it by a placeholder. Let's say default host and URL and in another module we can consume that value which would be dynamically resolved on deploy time so that applications know where they are and they can talk to each other. So, let's continue with some prepared content in order to spare some time. Here is the product catalog UI and here it says it has dependency to the backend module and here is how an environment variable in that application will be created. It should be a valid environment variable back into URL and it would reference that value from the upper module. Only one module left to declare and this would be the DB module and the special thing about that module is that it doesn't need to run as cloud found replication. As it doesn't need to serve any web request so we can say we don't want to start this application and it should not be managed by the platform as an application. We want no route for that application. What we want is only a cloud found retask to be executed and we can name it, we can say which command it is and we can give additional parameters. And this would basically start our application, it will initialize the database and so we are almost done with the modeling of our solution. Only one thing I want to declare list and this is one additional parameter to the platform so that parameter is to enable parallel deployment. So having that parameter declared, the deployer would basically create all the applications in parallel, which would save some time. Ok, so now we have our description of our application complete. Let's see what we can do with it. And before we jump to just deploying that application with single command, there is one other powerful tool we can use. Actually a whole concept which might change the flow of development with operations and it is to bundle, that's the code. And it is to bundle our, sorry that you don't see that as well. Just a second. Now it should be fine. You can bundle the descriptor, that description with the two applications, with the binaries. So you can get a package which is more or less self sustained, so that package knows how it should be deployed. It could be built once, it could be uploaded to some, for instance, Maven Artifactory, GitHub release page, whatever. It could be used multiple times from there as it is versioned and you know exactly what you are getting. And it could be deployed in multiple foundries across the world. So how we can create such a package? Well, not only via the CFCLI, we have an MTA build tool available. It's also open source on GitHub and again it is a single command. And it will treat that descriptor and it will assemble such an MTA archive. So now we have that MTA archive. Let's look how a deployment should look like. So I have sped up the demo for you as such demos are not so magnificent. It's only a single command doing a lot of stuff. But we can see now that the package is being uploaded, then the descriptor is processed. And now backing services are created. Since they are asynchronous, they are created in parallel. So this saves some additional time too. And afterwards the actual applications get created. You see that the messages there are kind of mixed. That's because the applications are also getting created in parallel and they are staged and started at different times. At the end there is a task executed for the database. So that was it for deployment. And what does such a description of our deployment model, such a deployment brings us. So it brings us management of additional platform entities like service instances, service keys, tasks, brokers, etc. It gives us declarative configurations for such, for creation of search entities. You can deploy as many times you like that package. You always get the same result as the deployers always trying to reach the state declarating descriptor. What else do we have? We have parallel deployment as we just saw. And we have having that description of model, we can do something very interestingly. We can do boogering deployment not at the scale of single application, but at the scale of the whole solution. So we can get that descriptor and spin up the whole stack of our application independently from the currently running one. So it would be properly interlinked together. There would be no crosslinks between the active version and the new version, which is to be deployed. And one is able to test that stack against the productive data. And when you serve the quality, again with a single command, one can just hit resume to the process. The routes will be switched and the auto application decommissioned. And you would have update without any downtime of the whole stack. And last but not least, you can expect reproducible results in varying environments. It doesn't matter if some service instance was created or not, etc. So that wraps it up for Cloud Foundry. Let's see how things look at the land of Kubernetes. So what are the traits of Kubernetes deployment? Do they have the declarative approach implemented? Pretty much out of the box. Kubernetes supports declarative expressions for all of its entities. Is there parallel execution? Well, since all of the platform entities are created asynchronously, more or less, there is a parallel execution. Is there a single command deployment? Well, one can argue that kubectl apply with directory does the same thing. But there is already a member of the community, which is doing this and combining all the descriptors in a single source entity, the helm chart. And that's helm. So what my team did is we made a proof concept how we can port the experience of the MTAs to Kubernetes. And have in mind that this is a PLC and nothing is set in stone. But here is how this would look like.  And it would be passed to an MTA deployer, as the MTA deployer knows how to speak the language. It would get translated to Kubernetes native entities, with more detail. And then passed to Tior, the backend component of helm, or directly to the API server. From there on, those entities would get persisted and the Kubernetes controllers would take care to asynchronously create them in the platform. So there you would have that solution. And actually, this is how it looks like. This time the demo is not sped up, actually, because it's pretty fast. And to be honest, when you see the success marker at the end, this doesn't mean that everything is created currently. It is still created asynchronously by Kubernetes. Of course, this is subject to change. So, yeah, there it is. Everything happening pretty quickly. So let's see what we had to change in the descriptor of our solution in order to achieve this. So there are a couple of things that changed. First of all, we introduced new types of modules. So there is the same MTA model, but since we are modeling entities for a different platform, we introduced new types. And the developer would say, OK, this is a deployment type, or this is a secret, or anything. There is one thing which we did is we separated the life cycle of the application binaries, the bits, from the descriptor. And we uploaded them basically to our repository. So there is a container image. Hopefully, there are already projects in the community. Thank you, sorry. There are projects in the community which bring the build pack experience to Kubernetes. So things might change. And of course our workloads expected to see the vCAP services. Environment variable containing references to our descriptor. So we include all the data in the descriptor too. So what this resulted in? This resulted in all those Kubernetes entities, including secrets, application configurations, jobs. Remember that CF task which initiated the database in Kubernetes, it would be a job. In pods, deployments managing those pods, and of course ingresses and services for the incoming traffic to the application. So to wrap it up about Kubernetes, we used the same abstract descriptor model. The same application workloads and deployed them on a different platform with different entities. And if I would like to wrap it up for our whole session, my message to you is use declarative deployment. Use CF push when appropriate, use CF deploy where you have the case and do it cross platform. If you'd like to know more about the multi apps project, this QR code would lead you to our homepage. You can find us on github.com and of course you can hit us on swag with any questions you can have. There is time for Q&A, as I see, and if not, there is also the office hours right after the break. So, may I have your questions? Yeah, it makes total sense when you have an MTA built just to have a job in concourse which downloads the MTA and deploys it. And it wouldn't be a very big script because you can basically pack the CF key inside the container just to use it in concourse and just let's say go. Actually we are thinking about implementing a concourse resource. So for instance, if you want a job to produce an MTA package, just to give it to the resource and the resource could deploy it. And this will be much effort. Any more questions? So, if any pop-up from 3.30 to 4.10 will be in the big hall and we will have office hours. Thank you.


Hello everyone and welcome. Today's program is about the state of the light sport rule and it's something that is evolving and really important to follow and to see what's going on with this rule. Our speaker today is Larry Kleimer. He's the manager of the sport aviation branch in Oklahoma City and for the past six years this has been his focus. Please welcome today Larry Kleimer. Well thank you for coming. Today what I'm going to talk about is kind of the state of light sport aviation as the FAA sees it. Some of the most frequently asked questions that we get into our office. We are the national program office for light sport aviation and pretty much the focal point for the FAA. The branch as you see consists of we're a pretty small branch. We have nine people in our branch operations team five operations of inspectors to our awareness inspectors myself and some assistants and an analyst. Together we all work together to make light sport aviation what it is and what it has become. What I'm going to do is I'm going to start with kind of an overview of the basics and then get into where we're at and how far we've come in the last two and a half years. This slide is the one that we always start out with. This is what a light sport aircraft is and one of the things that you might notice on here is that it's changing as of the 19th two days ago. A new rule was put out to take the six hundred and sixty pounds for light lighter than aircraft to thirteen hundred and twenty pounds. So they fixed that for balloons and lighter than air type aircraft airships. Also you'll see down here the for aircraft intended for operation on the water the retractable landing gear repositionable landing gear. We've had a lot of I guess not really problems but we made a mistake I think when we started this and what they've done now is they've taken and making it a where you can have retractable landing gear on aircraft intended for operation on water which basically the amphibs and you can actually now just bring the gear up and down as you need it so you can take off on the water land on the land and do the do the opposite. That rule will come effective on June 4th. So that's a great step forward for light sport aviation. The rest of this as you can see in the in the PowerPoint here is what is a light sport aircraft. Any aircraft that meets this definition can be flown by a sport pilot. Here's for gyro plane. You've got fixed pitch semi-rigid teetering two-blading system. Non-pressurized cabin. This one here fixed or landing gear or fixed landing gear except for aircraft intended for operation on water. The next one fixed or repositionable landing gear for the float type aircraft. That is now fixed or will be fixed or retractable landing gear which like I said is a very good plus for us. Okay this is a one of the big driving points for light sport aviation. A person using or flying light sport aircraft as a sport pilot must have a valid US driver's license or a medical. Most people that are doing this are coming in using the driver's license. Some of the points that you have to remember if you do use your driver's license is you have to make sure that you comply with all the restrictions and all the limitations that are on the driver's license and comply with any judicial or administrative orders applying to that driver's license. This is the one thing that you do have to take into consideration if your last medical was suspended, revoked or denied then you can't use that driver's license. You have to fix whatever that problem was. What we did find out when we went back and researched this is most people that have been denied a medical 90 some odd percent of those people that were denied or think they were denied was because they didn't fill something out correctly on their medical application. Most people are able to actually go back and get that fixed and get it replaced. What you have to remember is that a special issuance medical meaning if it's only good for one day, if you get issued a medical, that's a good medical. You can let it lapse and then go ahead and fly on your driver's license. What type of aircraft will a sport pilot be able to fly? Believe it or not, we still get a lot of questions in there, can I fly this, can I do that? The questions since we started over two and a half, three years ago have become more complex because as the rule evolves and things happen, we get a lot of questions, well how about this and how about that? We try to go over this on every seminar that we do. Of course, the two place training vehicles that are out there, the transitioning fleet is what we call these type of aircraft. If you're here at Sun and Fun, you can go down to Paradise City and you can see a lot of these two place training vehicles, they of course will be able to be used in light sport aircraft and flown by sport pilots. If it's a amateur built aircraft and it meets that definition that I was talking about, then of course a sport pilot can fly that aircraft. I've got some examples up here of what some of those look like. Right now there's over 500 special light sport aircraft that have been certificated by the FAA. That's from two years ago here at Sun and Fun when the very first SLSA came off the line, we're over 500 right now in two years. So of course that aircraft can be flown by sport pilots. Any standard category light sport or standard category aircraft that meets the definition of light sport can also be flown by a sport pilot. Here's just some of the pictures and some of the things that sport pilots can fly. One thing that we're starting this year is private pilot certification for weight shift and powered parachute. We've been working on that for about two years trying to get the designees up to speed and get them qualified to actually do these check rides. We just had the first three weight shift control designees that work for our branch certified at Sun and Fun this year. So we now have three weight shift control designees that can do private pilot certification. Here in about another month and a half I should have four or five more powered parachute designees that can do powered parachute private pilot. A lot of people will say well why do you want to do private pilot? Believe it or not a lot of people wanted to go to private pilot so they can fly at night. Providing that light sport aircraft is certificated to be able to fly at night. In other words have the lights and everything that's that they need. A private pilot weight shift or powered parachute pilot will be able to fly at night. They'll be able to fly above 10,000 feet. They'll be certificated to fly into any airspace that they want to that the aircraft is equipped to fly into. And of course they'll also be able to have all the other private pilot privileges that an airplane, single engine, land private pilot would have. One of those being the capability of towing. A lot of these weight shift control type aircraft they tow ultralights, hang gliders. And that's one of the privileges that people are looking for. So we are making a concerted effort this year to be able to start private pilot certification, do the night flight training for our designees who will then in turn turn around and do that training for the general public. Okay, where are we at now? This is good question that we get all the time of course here in the FAA. I get this from my division manager and other managers across the FAA. They want to know where is light sport aircraft at? How many do we have? How many pilots are out there? And a lot of the reasons for that is this is a brand new certificate level. And you know, the FAA has not done a certificate level, a brand new certificate since the recreational pilot come out. And the recreational pilot interest wasn't really that great. I think there's like 500 and some odd recreational pilots out there right now. And that certificate's been out for about 15 years. As I'm going through these next couple of slides, remember light sport and sport pilot started two years ago. That's when we ginned up and actually started doing the first check rides. So the first question I get is, is there any interest in light sport? If you can see over the since 2005, which was the very first year that we started, you can see that 671 sport pilot tests were given. These are knowledge tests right here. 2006, it jumped to 2066. And as of April of this year, we're at 576 for a total of 3313 sport pilot knowledge test given so far. So you can see it's starting to take off and there's a lot of interest in it. There's a lot of people that are looking at it. And this is only accounting for the people that are looking for brand new certificates. This is not counting the people that have higher level certificates or private or commercial that have decided to go ahead and drop their medical and fly as a sport pilot. This is the total amount of examiners. We've got 59 examiners that we've placed in a two year period. You can kind of see according to the PowerPoint, the little flags, the blue flags are where we're at. What we did is we looked at where the aircraft were, figured that must be where the pilots are. And we tried to put as many examiners in that area that we can. These 59 examiners actually work for AFS 610. They are the national examiners that can travel anywhere in the country. And they specialize in light sport aircraft and sport pilot training. Yes, sir. The question was, was any of these maintenance examiners? No, they're not. These are all designee pilot examiners. Right here are the FISDO examiners. There's a difference in examiners of basically who they work for. The blue flags that I just had up on the screen were examiners that are national specializing in light sport. They work strictly for our branch. There's 147 FISDO examiners. These examiners actually work for the FISDO and they do other types of certification, but they've basically, some of them have volunteered or asked to be designated for light sport. So you can kind of see these people here are airplane only, but they're seeing that there is advantage to be a light sport designee, a sport pilot designee and they're actually interested in it and starting to pick it up. So you can kind of see we have examiners all over the country in such a short period of time. This slide right here is the one I think is kind of the most interesting slide. Remember I told you there's a little bit over 500 recreational pilots right now. In two years, we've gone from zero sport pilots to this slide showing 1974 sport pilots. These are brand new certificates issued as of March. We're now over 2000 sport pilots and we've got 435. I'm sure that figures up over 450 right now. We average in my office alone between 75 and 100 applications a month for sport pilot. So you can kind of see from these slides that you can we're getting a lot of interest and the it just keeps growing. This is something that I thought was very, very interesting up until this last quarter, which was as of March, if I'd had to slide up here before the three main categories for light sport and sport pilot are of course airplane single engine powered parachute and weight shift control. This slide right here is showing that single engine and powered parachute are the ones those pilots are the ones that are transitioning. These are the transitioning pilots mainly that are coming across. So when you look at it, there's only four pilots difference between airplane single engine and powered parachute. So the powered parachute industry has actually they've really stepped up to the plate and taking this and running with it. Prior to this, if I've shown you this slide last quarter, powered parachute was about 75 pilots ahead of fixed wing, which kind of surprised me when I first started seeing the trend of the powered parachute jumping on and taking off with it. So it is a close race between in the fixed wing or airplane single engine in the powered parachute. And weight shift control is not really gotten off to a slow start, but they are they're coming up fast. Flight instructor availability, this is one of our big things you got to have a flight instructor out there close to you to be able to start this. This is the EAA statistics. As a lot of you know, EAA and the ASC and USUA and USHPA those are the main organizations for ultra lights that are coming across. They've done a lot and we've worked a lot. The these organizations in the FAA have worked hard to make this a viable rule. And right now EAA has a site that these instructors can go to this is a voluntary site. They can go and list themselves on the EAA site as a flight instructor for sport pilot. And right now there's 574 and I'm sure that number is greater than that at this time that have listed themselves and willing to provide sport pilot flight instruction. The part that we're trying and working hard between the organizations and us are the flight instructors for powered parachute and weight shift. You can see according to the slide here of that 574 21 or powered parachute and 20 or weight shift control. We are looking hard and recruiting people for flight instructor. Most of the most of the flight instructors are of course fixed wing. Here's the DAR is designated Airworthiness representatives. These are the people that you need to go see if you want to transition your existing aircraft over to to be in numbered type aircraft. And you can kind of see where they where they are right now. And what we did there is the same exact thing. We looked at where the airplanes where the ultralights where the organizations told us the ultralights were and that's where we tried to get DARs for the this is a very, very important thing to remember right here. If you have a transitioning aircraft, the rule stage right now that by January 31 2008 if you have not transitioned your aircraft over to a in numbered registered aircraft, then you'll no longer be able to do that. So it's important that you don't wait till the very last minute to get your aircraft or get your vehicle registered to be an aircraft and then have a DAR lined up to be able to do the inspection because you actually have to have the Airworthiness Certificate in your hand by January 31 2008. After that, you've lost the window and you'll never be able to get it in numbered again. So it's the main focus and drive that all the organizations and the FAA is trying to do right now is to get this message out to get your aircraft transitioned over. This is kind of an exciting slide here for me. Registered light sport aircraft. These are the people that have started the process. There's 1383 people that have registered their light sport aircraft and you can kind of see where they are. This is the slides and the data that we use to try to place our SPEs, the examiners and the DARs. You can kind of see where this where the airplanes are and that's where we tried to put the DARs and the pilot examiners. This next slide here 1312 people have actually completed the process. You can kind of see they're almost in the same same place. Up in the upper Midwest is there's a huge amount in the upper Midwest, Florida, of course you see Florida, huge amount of aircraft down in Florida. And pretty much scattered I mean they're scattered all over the United States. So this is the data that the FAA and the organizations are using to try to figure out where's the best place to put DARs and DPEs. And these 1312 people here have completed the process. And that's where we're trying to get everybody right now. We think between the organizations and FAA we think there's probably 3000 to 3500 aircraft that will have to be transitioned over. And you can as you can see right now. 1312 have completed the process. We've got another 13 that are in the middle of the process. So we think there's probably another 1000 or so that are going to have to complete the start the process and complete it by the end of this year. This is a slide here that gets reported every month to my division manager and he in turn reports it to the service director AFS-1. This is the slide that we really look at to decide you know how we're doing and keeping up with the LightSport aircraft. This is very important subject to my division manager and to AFS-1 and to Air One, the certification folks to make sure that we have the resources in place to be able to accommodate the public and getting their aircraft across. Right now we have 91 DARs. My goal is to try to get to 125 DARs. You can kind of see from March 6 or from March 06 when I started this graph where we come around the October November timeframe you can see we have a split in the lines. That split represents basically Oshkosh. At Oshkosh last year we got out and told people you got to register your aircraft and so you can see that blue line across the top it started spiking and the purple line kind of there in the middle that's the number of aircraft that got completed. So you can kind of see where the lines move up. A lot of people registered after Oshkosh this year. We're hoping that a lot of people will register after Sun and Fun this year. We really need people to get registered so they won't be a we're hoping to keep the rush from happening at the very end and not being able to accommodate people. So this is a slide that gets looked at and analyzed every month. Repairment courses. This is another I think it's a feather in the cap of the organizations and the FAA. We couldn't have these repairmen all these repairmen classes that you see here these course providers. This is the industry that stepped up to the plate and said I will go out and I will create and get my class accepted for the public to be able to come to my class and get this certificate and be able to work on their own aircraft. We have two different types of courses that a repairman can go to. You can be an inspection course, which meaning that if it's you own the aircraft yourself and you want to maintain it and do your own condition inspection, you can go to a two day 16 hour course, come out with a repairman certificate and be able to work on your own aircraft. The maintenance course is more like an A&P type of certificate. If you go to the mostly an 80 or 120 hour course based on what category of aircraft, you can take that course and actually work on other people's airplanes, place for return to service special light sport aircraft. It's a more intense course, but it does allow you to kind of hang your shingle out if you will and start doing maintenance on other people's aircraft. You can see we have 17 of these courses over the last year and a half that we've accepted and these people are out there right now doing these courses. This is really a success story between the FAA and the organizations and the individual people that have stepped up to the plate to do these type of courses and turn them in and get them accepted and are actually out there providing this service to the public and these courses are monitored and surveilled by the FAA and they're just doing a fantastic job for us. This is the number of repairman classes that we've done. You can see, of course, fixed wing is the most requested course, but we've done a total of 82 inspection courses. Those are the two day courses and nine of the repairman courses, the maintenance, what they call the maintenance course. That's the three, mainly it's a three week course, 80 or 120 hours. So the classes and they're doing them, they've really ramped up this year. There's a lot more classes. I expect this number to double or maybe even triple at the end of this year. I'm going to bring up, kind of change the subject right now. We have a lot of questions. This is more of a, this is some of the questions that we get into our office. We have a lot of questions about proficiency checks. This is how you get an additional category class rating, which is completely different than any other certificate that the FAA has right now. Normally, if you wanted to get an additional category, you would go take the training, you'd go to a designated pilot examiner and that person would give you a practical test and you would have that added on to your certificate.  And this has become kind of a point of confusion because it's different than anything we've ever done before. It bases it instead of having an instructor and a designated examiner, it's just two instructors that do this. So we always, what we're doing now is we get a lot of questions on that, how to do the paperwork. So every time we do a seminar, we stand up and we do this and try to get the point across. So if you hold a sport pilot certificate and you seek to operate an additional category of a light sport aircraft, you have to have the logbook endorsement from an instructor just like you would if it was going to be going to an examiner. You have to have the knowledge in the flight proficiency. Okay, so that means you have to have the ground school and the flight school to be able to do it. You have to successfully complete this proficiency check from a different instructor. So your instructor is going to send you to a different instructor. That instructor will then endorse your logbook for the different category. So if you're a fixed wing person and you want to go fly a powered parachute, you'll take the training for a powered parachute and then go to that different instructor and that person will sign you off to be able to now fly and act as pilot and command. This is the most important bullet that just came up. The second instructor needs to complete the 8710.11 and send it to Airman Registry. If this part doesn't get done and all you have is the endorsement in your logbook, it's like having 50 percent of the rating. The FAA now doesn't have any record of you having that rating or that privilege to fly the powered parachute.  And you know what they say about that? If there's no record that it ever happened, then it never happened. So what we're telling everybody now is it is the instructor's responsibility to send this paperwork in, but we're actually telling the applicant, make sure that instructor does it and make sure that it gets in. And after it does get in, check the registry and make sure that you see your name listed with your new category on there. So we're trying to get that message out. This is kind of what the endorsement is going to look like. This is the one that we use for telling everybody this is our recommendation. It should look something like this. It'll say that you've been determined to act as pilot in command of your new powered parachute, make a model of whatever it was that you took the check right in, the set of aircraft. The example that I have up here is actually an airplane set AP-1 of Lightsport aircraft and the signature of the instructor that did it. That endorsement goes along with your sport pilot certificate or if you happen to be a private pilot or an ATP, it goes along with that. This is what a sport pilot certificate looks like. As you can see it looks like any other certificate. The big difference is on the back of it. This is what a sport pilot looks like, a certificate looks like on the back. Notice there's no ratings. That's because all your privileges are done by endorsements, which is why you have to carry your logbook or a facsimile of something showing your endorsement. And of course the holder does not meet IKO requirements is on all sport pilot certificates. This is the big thing right here. According to the 61-423, 10 days after providing this endorsement, that instructor needs to send that 87-10 to AFS 760. This is the address. We've got on our website, if you go to fa.gov and put in keywords for a pilot, it'll take you to the AFS 610 website. If you go there, there's about a 10-page document that has about every conceivable possible combination of how to do this. Also it has the address, phone numbers, everything you need to know as an instructor or what we're telling people now an applicant to make sure that you get this log. I can't really express this enough. If this doesn't get done, then it really never happened. So we're trying to get the word out. If you have a proficiency check, even if you had a proficiency check a year ago, log on to the registry, find out if it actually got logged, if it didn't, go back to that instructor and get it sent in. As you know, we had a lot of questions. January 31st, 2007 was the very first deadline of things happening. There's two major deadlines coming up. The January 31st, 2007 deadline is, we had a lot of questions, what really happened on that day? That's when the Sport Pilot Transitioning Clause and the rule expired. And we had a lot of questions, well, what did that really mean? And if you're an ultralight pilot and you had one of these ultralight letters from an organization, we had people calling us saying that the letter was no good anymore, you couldn't use it and all kinds of things. So the reality of what happened on January 31st, 2007 is the provisions provided for in the rule expired. So exactly what does that mean when that happened? It means on January 1st, 2007 you must now have the aeronautical knowledge requirements and the endorsement in your logbook and you get that from a home study course or some instructor signs you off. You actually have to have that endorsement now. Remember if you were a transitioning pilot prior to January 1st, 2007, you could just show up at the examiner's office, show him your letter and take the test. The only thing you had to bring with you was your knowledge test. You didn't have to have any sign-offs, you didn't have to have any endorsements, you could just show up and take the test. So what happened was, is that all changed on that day?  They have to have the flight proficiency sign off, in other words they got to have an instructor saying they can do the maneuvers in accordance with the PTS. They also have to have the aeronautical experience requirements. So instead of just showing up, showing nothing, they have to show up showing that they do have the aeronautical experience requirements that are specified in 313, which is the, based on whatever category, if you're a powered parachute you have to have 12 hours of total time and that type of thing. So you have to show up with that endorsement and show up with that logbook showing that you do have that time. Probably there's two things that probably was, that could be considered kind of the worst thing to lose, was you'll no longer be able to use the knowledge test for a flight instructor certificate to get your sport pilot certificate. What we allowed prior to that date is you could just go down and take a sport pilot, if you decide, if your thought was I'm going to be an instructor. You could just take that one test and use that same test for both certificates, for both sport pilot and instructor. You no longer be able to do that now. So if you had taken your sport pilot instructor test and you hadn't transitioned across and got your sport pilot certificate yet, now you're going to have to go back and take the sport pilot test. This is probably what I would say is probably the worst thing that probably could have happened if you didn't transition over in time. Prior to that date, if your letter said that you were weight shift control land, weight shift control sea, airplane land, airplane sea, powered parachute, you had everything that an ultralight pilot could have, if you took your check ride in one of those categories of aircraft, you got every category endorsement that was on your letter. And that kept you from having to take four or five proficiency checks. After that date you can no longer do that. So that's probably what I would think would be the worst thing. Now you have to take a proficiency check in every category that you want if you didn't transition over by that date. As restrictive as that might sound, the very worst date that you can miss is this one right here. In our thoughts and most of the organization's thoughts, this date right here is the very most important date that you cannot afford to miss if you're an ultralight owner. There's two things, actually there's three things happening on this date, January 31st, 2008. In other words, next year. If you own an ultralight vehicle that does not meet the provisions of 103, which remember we're tracking that real hard if it's not a true 103 aircraft, and it's never been issued a U.S. certificate airworthiness certificate or a foreign airworthiness certificate. So if you have one of these transitioning aircraft, okay, and you don't have it transitioned over to experimental lightsport aircraft prior to January 31st, 2008, this is what's going to happen. So you might think, why is this an important date? Why would I even be up here four or five times talking about this date? This is when the ultralight training exemptions are going to expire. That's the second thing that's going to happen. You'll no longer be able, well this is a, in order of this, the ultralight training exemptions means you can't fly it as an ultralight trainer anymore, okay? So everybody think, well okay what does that mean? I can't fly it as an ultralight trainer anymore. But if you haven't transitioned it, you're never going to be able to fly it legally again, and this is probably the most important thing that you can think of, or that I can think of. Well, probably the second most important thing that I can think of, okay? You can't fly it legally again because you can never get an N number on it after this date. You can't fly it under the training exemptions because the training exemptions are going to go away. So now you're, you've got an aircraft out here that can't be N numbered, can't fly under the training exemptions anymore. But this is probably the most important things that I talk to people that a lot of people don't think about. Its resale value is going to significantly decrease because nobody else can N number it either. So if you have one and you miss this date, the chances of you being able to sell it, well you probably just be able to sell it for parts because nobody else can fly it legally either. This is what we're trying to get out. All the organizations, the FAA, everybody's talking about this and trying to make everybody understand that after this date, it's over. You've got to make this date. So right now I'm going to transition into some of the Q&A, this is questions that we get in our branch that are, we get quite a few of these questions and what we did is we took them and I told the guys that worked for me, I said okay let's when we go out this year, let's try to get some of these questions and some of the answers out there. If you hold a sport pilot certificate, you may operate, this is talking about practical application for pilots and privileges. You hold a sport pilot certificate, you may operate any make and model of LSA within the same category and class. This is rule language so it is kind of confusing and any category class instead is the make and model of aircraft in which you've received an endorsement. So what does that really mean? Okay, we get a lot of people that are private pilots, ATPs, commercial pilots. Let's say you're an ATP airplane pilot, you hold an airline transport pilot certificate, airplane single engine land and you have sport pilot privileges in the powered parachute. So on the weekdays you're out flying the triple seven, on the weekend you're flying your powered parachute. So the questions that we have here a lot is if you're out flying your powered parachute, you have sport pilot privileges in the powered parachute category, must you have a make and model endorsement. The rule right now says that if you hold a recreational pilot certificate or hire, then you don't have to have make model endorsement in that category and class. So this person right here has a recreational pilot certificate or hire an airplane single engine land, but they have sport pilot privileges in the powered parachute. So they don't hold that ATP in powered parachute or recreational pilot certificate or hire in powered parachute. They have sport pilot privileges in powered parachute. So when they're in the, back up, when they're in the powered parachute they're the same as anybody with a sport pilot certificate in that powered parachute. So yes, that person would have to have make a model set of aircraft endorsements for that powered parachute even though they hold an airline transport pilot certificate. But you have to remember the airline transport pilot certificate is in airplane, not powered parachute. That's what the key word is. We get this question a lot. Can a flight instructor with a sport pilot rating give a flight review required by 6156, the flight review reg, to a pilot with a higher certificate than sport pilot? So the question comes down to I have a sport pilot certificate. I have a flight instructor certificate with a sport pilot rating in airplane. A person that holds a private pilot certificate in the airplane comes to me and wants a flight review. Can this sport pilot give that flight review? Well, the answer is yes, they can. Could that person give that flight review in a 172? No, they could not because they're not qualified in a 172. But if they're coming in a light sport aircraft, which that instructor is qualified in, then they can give it. So what you have to look at is what is the instructor qualified to fly? The instructor is qualified to fly light sport aircraft and qualified to instruct in light sport aircraft. So if I come, and there's a lot of people that do this, if I come as a private pilot, I let my certificate, I let my medical certificate lapse and I decide I want to fly light sport aircraft, I can go to, even though I hold a private pilot certificate, I can go to one of these sport pilot flight instructors and get my flight review. Here's another question that we get. I received my flight instructor certificate under subpart H. Right now there's two different types of instructors, the subpart H type flight instructor, which is the ones that we've all known, it's been out there for years and years and years, and then there's a subpart K, which are the sport pilot, that's where the sport pilot goes. So what we did in our branch is we was trying to differentiate between the two because of the different set of rules. So we called the subpart, we just called them subpart H flight instructors, those are the ones that we've known forever. Subpart K flight instructors are the ones that are sport pilot only type flight instructors. Does a subpart H flight instructor have to abide by the limitation for sport pilot instructor to give to give a sport pilot flight review required by 61 56, and what we're talking here is the five hours of making model within a set. The rule says that for any sport pilot flight instructor they have to have five hours of making model within a set, okay, before they can actually give that type of training. For the, when this rule first came out they said well I'm a subpart H flight instructor, I don't have to do that. I don't have to have that five hours. Well the problem is is that was actually kind of a misinterpretation. A subpart H flight instructor, in other words a flight instructor has been instructing under subpart H, if they're going to provide sport pilot training have to have to confine themselves to the limitations of a sport pilot flight instructor. So the way we answered this question is yes, in the regulation 61.56 calls for a view of the pilot certificate. 61.429 states that a subpart H flight instructor must comply with the privileges of 413 and the limits of 415. In other words the limitations of a sport pilot apply to a limitations of a sport pilot flight instructor, apply to a subpart H flight instructor. If that subpart H flight instructor is giving training to a sport pilot and that's what you have to remember. Does the proficiency check reset the flight review required? Remember if you go get an additional category class rating right now, if I went to get a helicopter rating that would reset my flight review for another two years. So the question was does a proficiency check? That's an added category class privilege for sport pilots. Does that also reset the flight review? Unfortunately when they wrote the rule it does not. So you could actually go out and get a proficiency check, take that proficiency check, pass that proficiency check and if your flight review was outdated you couldn't fly after that. So you have to get a flight review every two years. If you get a proficiency check in the middle it does not reset that flight review requirement. And that's still kind of a question that comes up although I think we've got this one worked out almost everybody knows this now. A proficiency check is not training and the flight review requires training and when you're conducting a proficiency check of course you can't be training because it is a check. And the 6156 states that a flight review is training and that's the reason why it doesn't count. Does an instructor adding airplane or glider category to their instructor certificate have to have spin training endorsement prior to conducting proficiency check? This is a question that's coming out in huge numbers now because this is the last year of transitioning training, the transitioning BFIs under the ultralight system can transition across. So what they're saying is is I have a I'm doing a proficiency check to get an additional instructor privilege added on to my instructor certificate. So let's say I started out as a powered parachute instructor and now I'm going to get a proficiency check to be an airplane instructor. Do I have to have that spin training and then spin training endorsement prior to doing that proficiency check which normally I would have to have if I was doing an initial check with a DPE I'd have to have that spin training. Right now the rule does not require spin training under proficiency check. So if you're conducting a proficiency check in airplane or glider and you don't have that endorsement it's not required. So you could actually get your instructor certificate for airplane or glider and never have received or got the endorsement for spin training. How do I figure out which set of aircraft my the aircraft that I have belongs in? I have a skybolt powered parachute on I have a skybolt parachute on my powered parachute which is partially square partially elliptical. Remember for powered parachute you have the set of aircraft is a square shoot or an elliptical shoot. So how do I figure out which one it is? The owner of the aircraft decides.  If you have an aircraft no matter what it is an airplane powered parachute weight shift if you have this aircraft and at the point in time when you get the airway than a certificate is when I would say okay it fits in this set of aircraft right here and the owner is the one that decides and it's based on design performance characteristics handling characteristics. So and if you if you need help you can call our office you know we'll we'll talk to you about it and give you some guidance. Also the DAR could probably help you in this in this trying to figure out if it's you know if you can't really figure out which one it falls into. Okay I'm a glider I'm a CFI glider I've added a CFI airplane via 419 which is the the proficiency check for flight instructors. Can this be counted towards a CFI renewal? This is another big one we get. You've taken this check I want it to renew my CFI so I can renew my CFI for another year. This kind of falls under the same thing as a flight review. No it does not. A proficiency check is used for adding additional instructor privileges and it is not one of the methods that can be used for renewal of a flight instructor certificate. So and we've had a lot of people that have actually I won't say a lot of people we've had some people that they're CFI they thought this renewed their CFI and it didn't and their CFI actually laps and then they had to go back in for reinstatement of their CFI. So if you are an instructor out there and you get an additional sport pilot instructor privileges and you do it via proficiency check your CFI still expires on the date that's on your card. Okay coming up to kind of the end here what's the future of LSA? What do we see is the FAA of the future of LSA sport and recreation. Most of these type of aircraft that I'm showing right now like this is a destiny powered parachute. These type are for sport and recreation you've seen how the slides that I've given you and showed you how fast this sport is growing. Here's an air creation trike I think and this is kind of our philosophy in the light sport branch these types of aircraft are going to continue growing. As a matter of fact from last year when I was here to when I showed up here this year I noticed four more trike vendors brand new manufacturers of trikes. So I think that this is going to going to move forward and really explode our branch thanks to that and of course the organizations and the FAA wants it to continue growing. These types of aircraft here this is the what we call the high drag aircraft a little fun flying on the weekends some of the these three that I've shown you are I think it's just going to keep growing and growing and growing. I'm pretty excited about it my branch is pretty excited about it you know we're just we're just thinking this is the greatest the greatest thing in the world but we're also starting to get a lot of questions about flight training primary instrument training personal transportation 141 schools are starting to to pilot schools are starting to call us wanting to use these aircraft in 141 flight training for private pilot for instrument pilot training this is the more of the high-end type aircraft this the Stingsport here you can kind of see these airplanes they're looking you know these are fast fun easy to fly type aircraft a lot of 141 schools are looking at these type of aircraft to replace the aging fleet that they have right now the operating cost of these aircraft with the Rotex engine on them are just phenomenal I mean they just they don't hardly cost anything to fly you can see there's a lot of different type of aircraft coming in from overseas they've had their micro light rule for a long time overseas and these type of aircraft they're just they're flooding the U.S. market which is a good thing you know two years ago we had zero type of this type of aircraft coming in I believe it was last year they said they had over 22 different manufacturers that have entered the United States with this type of what we're calling the you know the the high end of sport pilot if you will these aircraft come equipped they're bigger wider faster than the 172s the 152s that we all learned to fly in the Piper type aircraft a lot of them have glass type cockpits in them you know they're they're full solid state I mean just just fantastic looking airplanes and you if you've been here at Sun and Fun you can go out and look at them or right right there right there on the ramp but what we're looking at and if you're if you've been out there right now and you walk past the Cessna plant you can see the Cessna concept aircraft we're looking at this and believe it or not I've actually had a lot of other manufacturers that are hoping that Cessna is going to come into the market I believe you know they've taken their aircraft moved it all around the country they're getting a lot of positive impact from it I talked to the Cessna representative yesterday they're all excited about it if Cessna enters the market then it's just going to keep the momentum going if they come in the other aircraft manufacturers are looking at it at Cessna as not really competition but additional strength in the light sport market so we really think that the future of light sport is and light sport aircraft sport pilots is there we think it's going to continue growing the organizations that we're partnered with and working with think it's going to continue growing like I said there's 141 flight schools looking at these aircraft looking at training pilots not only as sport pilots but private pilots and instrument pilots so we think that the future is strong and going to continue to go stronger and that's all for my for my presentation so I thank you for your time I'll be here after the presentation if anybody has any questions and I appreciate your time and coming to see it thank you


What's up everybody, Jason here for jaspyscasebrakes.com Two NSCC promo breaks right here. We're giving you guys double the promo break spots. With this last case we have here, our 2022 Tops Tier 1 Baseball 12 Box Case Break Picketing number 20. So there are your names there. Break number 69 and break number 70. So we're just five promo breaks away from selling out the promo where we can give away $30,000 in prizes, including four cases of Tier 1 Baseball and a one person nearly $10,000 in value. So here we go guys. So again guys, basically all we need to do is post up another promo break or two that have one spot or two spots, sell at Unpackable Asia tomorrow and later this week when Gold Rush arrives and then NT will break tomorrow as it arrives tomorrow and then we're done guys. We're done with the promo. Now here we go. So here's all the customer names here that bought in. Whoa. Wow. How about the Stardust Off? One of one Kirby Pucket. Looks like a bat knob. Oh snap. Telling you guys, some Tier 1 is so good and some of it, man. Well that's a nice way to end the night. And that is going to the Minnesota Twins Martin. Who has the Minnesota Twins? How about that buddy? Kyle Seager and Jake Berger. I know Oliver, that's why, right? I mean, there's an opportunity right there. When he's in the checklist, you just gotta give it a shot, right? Wow, that's awesome dude. I gotta take a picture of that later. That's so sick. I mean, I'm happy that Martin got it but that would have been cool for the three casers because it was just also not the craziest. Derrick Lee, Chris Sale. Wow. I'm telling you guys, when the cases are hot, they're hot. Charlie Barnes, rookie autograph one of one. Where they Scott Rowland. Damn, what a break for the Twins. Geez. That's already two one of ones. That's the one thing with Tier 1 guys. We buy into Tier 1 because there can be cases like this where there's just so much fire. Which is where we're more evened, more evened out. All right, all right. It's like a dream break for the Minnesota Twins right here. Cody Bellinger, T.J. Ferdow and a Max Munsey. Raphael Devers, Derrick Lee and a Whit Maryfield for the Royals. Martin Lasbaum Mojo. Look how dirty that is. Gary Cole, Steve Garvey and a little Jaren Duran. Gary Martin with the Dodgers. Red Sox is Chris Walker. Derrick Jeter to 249. How about that? Jose Altuve, Adolis Garcia and a nice Eloy Hemines. Cedric Mullins, Jackson Kovar and a nice Vladimir Guerrero Jr. to 125. Nick Taguaco, that one. Eloy Hemines, Keith Hernandez and a Tailscar Hernandez. All right, four more boxes guys. Joe Musgrove, Gavin Lux and a nice Ryan Sandberg to 25. Jeremy Harder with the Cubs. Rhino. All right, three more to go guys. Matt Chapman, Gary Sheffield and Raleigh Fingers. That's Florida and Oakland. Give me some water. Excuse me. All right, here we go guys. Last two. Nice Glebert Torres, Joe Morgan to 25, Tyler Gilbert and a Jorge Posada. All right, last one here. Gentome, Carlos and a Greg Maddox to 49. Atlanta's Nick. Seattle Mariners, Nick. And there you go guys. Two one-on-ones including a Vladdy but the biggest hit of them all is a Kirby Puckett Batnob, one-on-one for the Minnesota Twins. So there you go guys. That was number 20 in the books. JaspiesCaseBrakes.com


media and ideology. Basically we as the student of political sociology we are familiar that there are normally two common perspectives and theoretical perspectives regarding media and ideology. These are mainly known as the Marxist approach and the Plurist theory. These two schools these two perspectives they have the claim that media has great influence on individuals behavior and thinking. On this both groups, both schools of thought they are agreed that through media individuals behavior can be determined and it can be influenced. So what's the Marxist philosophy? They have the perspective that through media elite class promote their interests and become their savior. Elites who are, their interest for normally media defend and they also save them. That is, the purpose of the media is that the top, the elite in the authority should not be affected, in fact their interests should be defended and specifically those in the society who are in various classes, in all of them, with mass media, facilitating they want to defend the interest of the elite. Then the ruling class they normally use the media to introduce and to promote their ideology. The specific, a special, alarming thing, which is explained in the Marxist theory in detail, that when a ruling party wants to communicate with its people in their particular context, it campaigns the media so that people listen to them and follow them. But there is criticism on this too, definitely that Marxists actually they exaggerate the media elite taxes in interest articulation. This philosophy in it, especially, this is wrong, that the elite should not be promoted as opposed to the people who communicate with them. The Plurist philosophy, the Plurist theory, they believe that media provides equal and balanced coverage to different classes of the societies. They reject the autism of a special class or individual. They make sure the media has access to both the official and the decent voices. The Plurist theory is that the objective of the media is not to reach the people with a specific perspective. That is, what is in favor of someone, in favor of the government, in favor of the elite class, is to project the media. But the different voices should be suppressed. That this point of view is not right and it is not usually popular. But the criticism on this theory, they think that two things cannot be done at a time. Definitely, you have to get a single perspective of promotion. Because how can it be balanced? And especially, what will manipulate the media? That is, the media will also be interested in being linked to someone. But if it is in a government, then the government can give the media a lot of convenience. Or those people who have resources, they can influence the media for their own purposes. If there are any media investments, obviously advertisements are required in the media, people who run the media channels will also need some resources. Those who have resources will then use the media in their favor. So, this is a major criticism on the Plurist theory that a complete independent or balanced media, in today's time, when the media is required to maintain the total independence and a balanced approach to cover all the elements equally. That is, it is possible that the elements will get coverage. But how will they be balanced? If any party is not getting benefits from it, then the media itself is keeping its survival at stake. So, obviously, if the media has to compete in today's time, pursue and grow, then its dependency will also be on those people who will provide resources. And this game, we know that it runs in the world, that it is so difficult for the media, total independence, and that it should properly deal with all the elements equally. So, in this situation, the various perspectives, various approaches, their importance in their place, but in all these situations, a balanced approach is very difficult.