So we're getting close to the middle of June here on the Saskatchewan prairies and most of my garden is all planted but if you haven't started planting your garden or you are still wanting to fill some empty spaces or Try a few different things. It's not too late I've gone through all my seeds and these are all the seeds that I can still plant in my garden mid-June That will be ready for harvest before the last frost date So let's go through them and see what you can still plant in the middle of June in your garden Okay, so I have all these seeds sitting in front of me here and trying to decide which ones I would still like to try planting into my garden So you need to think about how much time you have before your last frost date and I'm kind of gauging this on zone 3 and zone 4 Gardening time so normally from you know beginning of the season till the first frost day to the fall We have about a hundred and ten to a hundred and twenty days of growing time outdoors So that's kind of the number that I'm working with so as we are heading into mid-June That leaves us with about 70 to 75 days of growing time before We are at risk of having Frost and the gardening season being over so with that in mind I am looking over my seeds and looking at maturity dates that have about 60 days or less Which should give me enough time to plant them now and hopefully get a harvest So it could be that you've already got your garden planted Or that maybe you are just getting started planting and wondering if you can still throw some seeds in the ground So either way, I'm going to be doing some succession planting I'm going to be filling in spots in my garden that Don't have anything planted so you might as well stick some seeds in there And also kind of looking through everything that has sprouted as far as my my root crops and peas So things like my cucumbers beans. I noticed there's a few spaces that nothing came up So I'm just going to be Planting some seeds there. So the first thing I'm going to look at planting in the next week or so is some more beets As you can see I have I think I have five different kinds here I planted only two kinds right now. And so I'm going to go review my Space and maybe try some different ones So for beats the maturity time is normally somewhere between 50 to 60 days So still lots of time to get them planted You can harvest them early as you know just for the greens you can let them stay in the ground late into the fall and usually protect them with Frost cloth or something when it gets cold and and so that you can get a bigger beat So I'm just going to look through here a couple of these I've already planted the the beets bland and I think it was the the bull's blood I've already planted so I might try some different varieties. I have a golden beet which is really tasty and The ciagga beet, which is kind of a striped beet so Beets definitely get some more in there This carrot here has a quicker maturity date than most carrots. It's 65 days and this is a Neptune carrot from West Coast Seeds, so I'm going to try sticking some more of these in a few empty spaces Turnips are a fast-growing root crop of with the maturity of only about 55 days So those can still go in So cucumbers are something that you can still get into the ground now and plant from seed I see on looking through my packages here the maturity dates range from as soon as 45 days up to about 65 So this one here in particular this quarantine says 45 days. So that's a pretty fast-growing cucumber I noticed like I said, I have a few spots where the the cucumbers didn't germinate so I'll be replenishing and replanting some cucumbers and Of course the lettuces are one of those Plants that are really good for succession planting. You can start them Early spring and then every three weeks just plant some more if you have the space. I actually Set up my containers this year so that I've only planted half So far they are coming up. I'm ready for my first harvest of lettuce. I think today and so I'm going to go out and Plant the other half of my containers with some more lettuces arugula spinach Any of these kind of just leafy blends Are fairly quick to grow 38 days to maturity for leaf lettuce 35 days for arugula Spinach 40 to 48 days So peas and beans are also something that you can succession plant You know a couple times during the spring and summer These two peas that I have here are a bit longer. I'm pretty sure you can find some that maybe have a lower A quicker maturity date These ones are 63 to 68. So I'm going to throw some of these in Um I found a new spot for some more peas. So I'm going to try planting some more right away here And of course beans are pretty fast growing and the maturity date on them ranges from about 50 to 60 days Um, I do have a few spots where my purple pole beans didn't uh germinate So I'm going to go back and replant a few more And maybe see if I can fit any more of these bush beans somewhere in another container And of course radishes are something that you can plant all summer long They're probably the fastest growing vegetable that I grow anyway here in zone three 28 days to you know, 35 days you'll have radishes So the way I do my uh succession planting is I use a couple of old flower pots And I'll plant one kind of uh radish And as it starts to germinate and grow I will get another one going in another pot And then when this one gets harvested I will plant up another batch and then this one should be ready So I like to have a variety of radishes. There's of course all sorts of different kinds And just keep them going keep churning them out every you know A couple weeks all throughout the summer So as far as herbs I I was looking through all my herbs here and noticed that a lot of them have a pretty long maturity date If I was to try to plant them from seed And I sorry I didn't get enough going um the spring by seed so You can also hit the greenhouse and find some of these plants that are you know pretty well established and stick them in Different spots in your garden and get them going So I just wanted to run through a few of the seeds that you can still plant in the middle of june Even if you're in a shorter growing season such as I am here in zone three zone four and five Still time to do that. So if you enjoyed this video, please Leave me a comment below hit that like button And if you haven't already done so hit the subscribe so that you don't miss out on any more videos coming to my channel Thanks for watching


Hello, my name is Craig Chelis and I'm the Executive Director of the MIFOS Initiative. The MIFOS Initiative is an award-winning, non-profit, free and open source software project dedicated to ending poverty one line of code at a time. Through three generations of technology, a global community, and visionary leadership, we have become thought leaders in financial inclusion. Financial inclusion is the one method proven to permanently lift the poor out of poverty, but there's still two million people excluded from the financial system. First we thought microfinance was sufficient, but it's not. Then we realized that savings accounts were the essential safety net that preserved the gains from microfinance. Now we realize that without access to the same low-cost transfer and payment networks that the rest of us take for granted, the gains from microfinance and savings cannot be realized and the poor are trapped in inflexible and expensive silos. We need all three of these components working together to achieve financial inclusion. In understanding this, we see the challenge ahead and we understand why there are still two billion people excluded from the financial system. Masoni is a partner in the MIFOS community. Usoni is future in Swahili and M is for mobile, so Masoni is mobile future. The story of how Masoni, the story of Masoni shows how everything we know about delivering financial services is changing right before our very eyes. By taking advantage of Kenya's rapid and broad adoption of mobile phones and mobile money, Masoni has built the world's first 100% mobile, 100% cashless, 100% paperless financial inclusion institution for which they've received global recognition and awards. An analysis by the Mastercard Foundation quantified that Masoni has so dramatically lowered the cost and increased the efficiency of delivering financial services that they have increased their scale by two orders of magnitude. So when money is digitized and every phone is a bank, every person, literally every person is accessible at low cost. So it's not just a revolution in access for the poor. It's a revolution in access for innovators. When money is digital and phones are banks, every conceivable financial service, including financial services that haven't even yet been conceived, are simple and simply apps. And any team of innovators, no matter how small, with any idea, no matter how big, can enter the market. So yes, we are. And yes, he has good reason to look so worried. So to understand the requirements for building the Bank of the Future, we draw upon a global community of innovators. These are 116 financial institutions with over 40 local deployment partners with 3.5 million individual clients in 37 countries. And what they want, what they've told us they must have, is a platform upon which they can deliver innovation fast and cheap. A platform that provides them with the infrastructure they need so they don't have to reinvent the wheel for every service, for every app, for every region, freeing up significant time and money so they can stay focused on their customer value add and their market orientation. And so that the smallest of teams can in fact deliver the biggest of ideas. So build apps, not infrastructure. A Bank of the Future will be a software-defined platform that includes a toolkit. And even having a box of Legos puts you way ahead. But this toolkit will be a purpose-built platform for financial inclusion that already includes a bank, security, transactions, accounts, is mobile and cloud-ready, a platform that is affordable because it's free and open source, and a platform that is backed by a global community of innovators that collaborates on financial inclusion. And this all adds up to an innovation platform that makes superheroes out of innovators. So you see, I'm not kidding, it is a box of Legos. But these are financial inclusion Legos. And what you're looking at is unprecedented. This is a bank in a box, a software box, that the MIFOS initiative is providing as free and open source. And with this platform, a team of innovators has everything they need to open for business. They just add their idea. It's add water, stir and bake. So by providing the infrastructure, they can focus on their customer-facing value add. To build apps, not infrastructure. Now Apprenda is a platform. It's not purpose-built for financial inclusion. It's not free and open source. It's proprietary and very expensive. But it shows you the power of a platform. 45% drop in infrastructure costs, 700% boost in developer productivity, time-to-market increase of two months, 100% uptime. The Bank of the Future will offer this kind of advantage to financial inclusion innovators. So let's take a tour of the world and see what innovators are doing with the Bank of the Future. Each of these regions has a special consideration that's being seized upon by innovators. And each of the innovators we're going to feature here are members of the MIFOS global community. So India has a changed regulatory structure that allows for new banks that are focused on the unbanked. Nova Pay's idea is to launch a payments bank and achieve scale with a distributed agent network. Now a payments bank will allow the poor to receive payments and make purchases while avoiding the high cost of remittance and transfer networks and the risks of cash. So the need was for low cost infrastructure because there's low fees, for mobile and cloud infrastructure because you have a distributed agent network, and for the ability to make rapid product flexibility changes because they're early in the adoption cycle. Their solution? Use the Bank of the Future for their infrastructure, which they've launched. So ZERO, Uruguay has passed the Financial Inclusion Law of 2014. It mandates government payments for electronic payments for government payments, electronic money, and gives tax breaks for cashless transactions. ZERO's idea is they are acquiring one of the eight electronic money licenses and they're going to bundle financial inclusion services to the unbanked with the electronic money payments. Their need is for complete infrastructure. They're not a bank. They're a startup. They have no infrastructure. And they need to rapidly configure mobile electronic money services so they can capture and keep clients who are using the electronic payments. So their solution? Well, use the Bank of the Future for their infrastructure. Hadrian Labs, well, the Philippines, has a large overseas worker population with significant and costly remittances. Hadrian Labs is a small, innovative, entrepreneurial startup out of BYU, the proverbial small team with a big idea. Their idea is to provide a service to the poor of the Philippines to completely bypass the high cost of banking and remittance systems and use an open source transfer protocol with digital money for the poor to transfer funds. They're going to use Bitcoin. Now this is a big idea. To make it work, they have to pair it with low cost, open source banking infrastructure. So what was their solution? And to whom did they come? Well the Bank of the Future is going to be their infrastructure. Minds.io is in West Africa. West Africa has a massive population with mobile phones, but compared to other regions, very low penetration of financial services. What is Minds.io's big idea? They're out of Stanford University. They have a completely new architecture for a big data analytics engine that's blazingly fast. Combined with billions of phone records from West Africa and telcos, they can identify the need for financial inclusion down to the level of an individual. But what do they need to make this work? They need banking infrastructure and financial services portfolio because that's not their value add. Their value add is data analytics. How did they solve this problem? They paired their data analytics engine and their telco records with the Bank of the Future. So the Bank of the Future is complete banking infrastructure. That's cloud based, mobile ready, software defined, and scalable to millions upon which any mobile app can be configured and deployed with agility and speed and through which you can deliver any financial service to anyone anywhere. The operating costs are low. It's free and open source. The infrastructure is pre-built. Time to market and product configuration is fast and agile. And as you saw in the case studies, innovators around the world are using it to deliver game changing solutions that are closing the financial inclusion gap. We're working with social investors, fintech accelerators, and financial inclusion providers that are motivated early adopters. Please come and join us. Thank you.


Our next presenter has been with the Bahamas Ministry of Tourism for over 21 years and is currently the Chief Aviation Specialist. He's a graduate of Texas Tech University, a licensed pilot with approximately 800 hours. He's also a member of AOPA, the National Business Aviation Association, Florida Aviation and Trade Association, the Florida Arrow Club, and he is a coordinator for the Bahamas Aviation Council and the Bahamas monthly fly-in. It is really easy and it's fun to fly in the Bahamas. His topic today is flying in the islands of the Bahamas. Let's welcome Greg Roel. Good morning fellow pilots. I want to thank you pilots for coming this early this morning to hear me talk about how you could fly your aircraft safely to the islands of the Bahamas. You know, this past week mean a great week for us at the Sonofan booth and we had a lot of pilots who came by, got information that they wanted to fly the aircraft to the Bahamas. One guy came by and said, Greg, you know something, I got my license this year. I came to the seminar last year and I went to the Bahamas. And I think we need to tell the FA, anyone who does not fly to the Bahamas should take it back because it's too easy to go to the Bahamas. Well, again, thank you. My name is Greg Roel. I'm the Chief Aviation Specialist on flying to the islands of the Bahamas for the Ministry of Tourism. The Bahamas Ministry of Tourism has basically put in place an aviation program and specifically basically to tell private pilots how they could fly to the Bahamas and enjoy our destination. The islands of the Bahamas have 700 islands, keys and rocks. And the Bahamas was an independent nation where we basically had, you know, independence from Great Britain in 1973. Now the Bahamas government has sent me here to make sure that we impart all the knowledge to you guys how to get there to and from the Bahamas. The Bahamas is a very short distance over water. From Bimini is 46 miles and to Grand Bahama Island is 60 nautical miles away. It's beautiful scenery, multiple airports, good facilities for general aviation traffic and easy customs and departure clearance for customs and immigration procedures and also no landing fee at government-owned airport. Fuel's cost is similar to that of the United States. Now let's go into a little deeper to say what the Bahamas government has done for general aviation traffic. The infrastructure and the logistics of general aviation, the government and the Bahamas know that when private pilots come to the Bahamas they want similar basically places where they can park their aircraft and actually enjoy the destination. One of the things that we in the Bahamas try to do our best to do is to make sure that the facilities that you are accustomed to over here when you park your aircraft at the Bahamas, it is safe and secure. One of the things that we are working on is, you know, in the last year we know that Homeland Security is now coming on stream with the NPRM. This is a new proposed rulemaking. Well, the Bahamas is being proactive in this event, fellow pilots. We are actually putting in place computers and internet access for all private pilots getting access to the internet prior to leaving the Bahamas to get back into the United States. So, yeah, we have our ears and eyes to the ground and we are listening to all the details that we need to find out what you need to fly to and from the Bahamas. Because it makes no sense to us for you to be able to get to the Bahamas and then to turn around and it's like almost like a nightmare to get back into the United States. It makes no sense to us, so we put these infrastructures in place and if we need to invest certain monies to make sure that they are there the government is intending to do that. One of the things so that we have put in place is the Bahama host program. People ask me, why do you have this program on this seminar? Well, basically the Bahama host program is a program where the Bahamians or residents in the Bahamas has access to basically to information. If you talk to any private pilot, any guest persons in the Bahamas about their country, they'll be able to speak intelligently to you about it. But more importantly, we need to sensitize persons in frontline tourism rather than customs, immigration, the hotel worker, the tourism official, the taxi driver person. Any person who you may encounter on your travels through the Bahamas we sensitize them to why you are here. Because it makes no sense for them to taxi drive all the way or even to braid out the straw market. You go to the straw market and they don't treat you with respect. You don't need to come back to this destination. And one good thing, and I always use this example, since 9-11, in the Bahamas we have this thing saying, when the U.S. sneeze, we catch the call in the Bahamas. Only 46 miles away, things change. So after 9-11, the FA grounded all traffic, especially all VFR traffic. And lo and behold, the Bahamas Academy suffered as a result. The custom officers asked, Greg, where's the pilots? I said, if I send them to you guys, are you going to take care of them? Because you know, we've been working on some details on how we can get VFR open as quick as possible. So during that logger period, the Bahamas were virtually empty. They have no traffic. So the majority of the payments on residence in the Bahamas saw what we were talking about. If you guys didn't come, we must have closed down because we have no oil, no minerals, no diamonds, nothing that we could rely on other, really, banking. So we rely heavily on tourism. So now this course, the Bahama host course, tells the nation, tell all the residents why U.Private pilots are important to us. And with that, they take care of you. So if you go to the Bahamas now, you'll see a change of attitude, a change of welcoming attitude where residents of the Bahamas love and want to see you in our country. Phones are part of entry. Again, the Bahamas government has invested to put phones. If you look to the right, upper right, you see the blue phones. That's AOP representative there. Blue phones are all part of entry. And these phones are put in place for you, the private pilots. Here again, these phones are released by Bahamas Customs. So no other visitor could go to these phones and make a phone call and say, this ensued me and the dog coming home later on. No, only for private pilots because you have a speed dial. So you press certain numbers. It goes directly to U.S. Customs. So you can tell them if ETA coming back into the United States. Radio coverage. The Bahamas government is working feverishly to make sure that we have in place good radio coverage. So that when you dial, when you call a 122.4 NASA radio, you get 122.4, 128.0. It's important to close the flight plan to get weather briefing and so forth and so on. So we put it out in place. The Bahamas, you will see that we have a big welcome sign saying the islands to the Bahamas welcome private pilots. Night flying to the Bahamas is something that we're working on to make sure that we bring up the speed because a lot of time pilots want to come to the Bahamas, but they, let's say, come from New York. They want to come down to the Bahamas, but the time they get down to Fort Lauderdale is nightfall. And in the Bahamas, you cannot fly to the family islands after dark. Only Nassau on Grand Bahama Island. Most pilots who don't want to go to Grand Bahama or Nassau or Partis Island, they want to go to the out island. So the government is now looking at ways of making that happen. And one of the good things to, we have changed from IKO to FAA. And this is a good change because the International Similar Aviation Organization now is under the FAA. So all the rules and regulations that new pilots are accustomed to here in the United States, we now have the same ability for you here in the Bahamas. And this is a mock of all of the communication remote outlets. These outlets in the Bahamas where there are repeaters that will make sure that when you dial Nassau radio, you'll be able to get Nassau radio. So if you look at the Bahamas, we are now putting them throughout the islands to make it increasingly easy for you to access this information. Also, you need to look, one thing to bear in mind, because God was so good to the Bahamas and blessed us tremendously. There's only 46 miles, so Miami Center and Miami Radio could cover the whole Bahamas. So you actually could fly your aircraft from Fort Lauderdale and go all the way down to, let's say, Long Island and Cat Island and still be talking to Miami Center. In fact, that happened a year ago where some friends of mine from AOPA went down to Long Island and they collaborated about 7,000 feet. They put in a thing, 127.2, and was able to get clearance, an IFR clearance back into Fort Lauderdale. When the Fort Lauderdale came back and said, Mississippi 101, you're cleared to Fort Lauderdale 311 miles south of Fort Lauderdale Airport. Now, fellow pilots, that is extremely a safety and a welcome relief, because you could speak into someone that you're accustomed to here and all the time and feel comfortable with it, and you're in the Bahamas. So that's another plus for us. What's that? The frequencies. Yeah, you could call my office and we could send one on O2. Now, people look at this and they say, there's have to be a painting, because there's no way we have seen this information, seen this type of layout. Fellow pilots, I could say, this is the same how the United States, parts of the United States were in the 17th century before the Plymouth came. But now in the Bahamas, there's this kind of nature for you. So you could go to this kind of island. Now, in the back there, it could be an airport strip. And just to be about private pilots, you have access to getting to this type of islands. Now, commercial air traffic will not go to this island because it's the smallest air strip, only 3,000 feet, maybe 4,000 feet tops, but you, fellow pilots, have the access to get to that. Now, we'll talk about some general information. We'll talk about government airport. I'm going to talk about government airport. That means the airport is owned and operated by the Bahamas government, and all pilots are welcome. We also have private airports. Now, when I say private airports, the other man is restricted. It's just private because it's owned by maybe a hotel property or some private investor. But most pilots are welcome to that. You're going to, during this conversation this morning, we'll talk about ports of entry. Ports of entry is basically where we have immigration and Bahamas immigration and Bahamas custom facilities to actually officially clear you into the country. When you come to the Bahamas, your first stop must be cleared at the port of entry. Once you have completed that first stop and you cleared Bahamas customs and immigration, you're free to travel to any island that does not have custom facilities on the property. And then, as we talked in the book and also John O'Brout of it that you'll hear on the DVD later on this afternoon, later on in a few minutes, the hardest part of flying is to get from where we are, from Minnesota, New York, wherever down to Dessie Lakeland. That's why we intrigue all private pilots prior to try to get the word out as much as we can. When you're coming down to Sun and Fun, bring your passport, and so you can add on a trip to the Bahamas because since you're down so close to the Bahamas and you did all that hard work to get down here, getting to the Bahamas is just a snap. Now what do I do to actually get to the Bahamas? Well, one of the things the FAS has noted that each aircraft must have N numbers and these N numbers, the 12 N numbers. And this is because when you cross the AEDAS, this is an imaginary line around the United States, when you cross the AEDAS, the authorities want to see the N number clearly. I mean, most persons in the United States, it's not required to have 12-inch N numbers, but coming across the AEDAS, they want to see and they don't want to even mistake the numbers. It's clearly visible, the numbers that they require, that's what they want going across the AEDAS. There's no need to depart from a port of entry. So let's say we leave it from here from Lakeland. You do not need to go to Orlando where they have U.S. Customs or Tampa, but you just go directly. And no, you do not need to call U.S. Bahamas Customs to say that I'm coming into the country. Now, you must need to file an international flight plan. Now, when it's an international flight plan, international, that basically means that we are going to the international destination. But the fact of the matter is, it's the same international flight plan that maybe you're accustomed to. One added feature, they may ask, you may be a name on persons on board. But if you're going on, if you're going on to Alemurado, or someplace in the Keys, or Miami, or when you're going to the cross BS page, it's the same kind of flight plan. So you don't get along by international flight plan. Now, Piles asks me that, can I take my firearms? And the answer is absolutely yes. Now, the thing is, I must question a few points here. It's that one. You should, prior to going to the Bahamas, you should go to U.S. Customs and say, I'm taking my firearms to the Bahamas. And this is only a procedure that will help you on re-entry.  Secondly, you must disclose the amount of firearms, the rounds that you have on your firearms. So these two things are something that you could do to make life easy for you. And then once you get to the Bahamas, you also do the same thing on that end. The Custom Decal Sticker must be purchased for all aircraft traveling in and out of the country. And this is something that's regulated by U.S. Customs. And for further information, you could go to our website. You go to our website too because we also have a link there. You can go to U.S. Customs website and get more information on that. Now, in the Bahamas, Bahamas Customs really rare asks you for your license, your medical, aircraft registration, and so forth. But by no means you must not have them because coming back into the States, U.S. Customs will require those documents. So we still need to have them on board. See, in the Bahamas, we try to make it so laid-back and easy as possible for you to actually get from your aircraft through Customs on the beach with the Bahama mamas as quick as possible. So some of the information that we know that you have, we don't need to even ask them for it because we know you have it, because for a person, for a pilot to come to the Bahamas with all the pilot license, all the medical and all these other things, and they say they're coming for the weekend and you don't have it.  It's ludicrous to even try it. So we just put this in here just for safety precaution. But in the Bahamas, we don't take you all through all these procedures. Now, in route to the Bahamas, each person on board will need an approved LifeS. Now, LifeRaf is not required, I told pilots, if you feel comfortable and if your wife feels comfortable with a LifeRaf in the aircraft, by all means, please put one there. Now, once you have taken off from Lakeland, let's say if you head on to the Bahamas, you must activate the flight plan. And you activate the flight plan with Miami Radio or St. Pete's Radio. And they will activate the flight plan to head towards the Bahamas. You don't need to stop on the East Coast. You don't even need to stop at all. Just stop to the first part of entry in the Bahamas. If you're going to Exuma, you could go directly to Exuma. There's no need to stop in route. Now, prior to reaching the destination, you must close your flight plan. And again, this is only for VFR traffic. And we realize that many of our pilots fly VFR to the Bahamas. So this is the information for VFR. VFR traffic, there's no need to open because it's automatically on a flight plan. Once you get clearance, everything is automatic for you. Now, if you're unable to close your flight plan in the air, you remember we talked about the blue phones that are designated for pilot pilots. Those blue phones will automatically help you assist you closing the flight plan. And one good thing about this, if you forget and you get to the hotel, you could automatically dial WX brief and then they will, you know, you'll get Miami Radio and then close your flight plan. So that also is an added boost for you. And the Bahamas is very simple. Clarence, we have a form called a C7A form. This form, the Bahamas government has made increasingly easier for you to clear. There's no need for no transire. And there's no need to get a cruising permit because the C7A is built in your declaration, general deck, and also your cruising permit. Now, since 9-11, we add a few more points. So now within the next couple new forms that we have now on stream, we'll have a person's name and a passport number and so forth and so on. But the C7A is all the form you need to get into the Bahamas. Now, getting for immigration, you only need an immigration card. And these forms could be picked up upon arrival. But the C7A is on our website. It's flying.Bahamas.com. And you could go there. You could download these forms and print them out and have them prepared well in advance prior to getting into the Bahamas. And also in the back of the room, we have some booklet called the Part of Guide Procedures. They have the forms in there as well so that you could use basically to open up, make life easy for you guys to fill out those forms. And again, you could go to King Coast and Syrox those forms. So it doesn't have to be the original. You could just go ahead and get it done. And this is a copy of the C7A form. Again, remember, one of our first things is that the Bahamas, you need to line up the Port of Entry. And again, the Port of Entry is where they have customs on immigration in the Kaleu and the country. And you must close your flight plan upon landing in the Bahamas. Now, you need to present your pilot license, approval citizenship. And again, I'm stressed now that we need to ensure that pilots have their passport. And there's no longer, you could use your pilot license with a photo ID. We must have a passport. And this is a Homeland Security procedure that they put in place just lately. And present the three forms to Bahamas customs. One form of the immigration card and fellow pilots, that's with all you need to actually clear Bahamas customs in the Bahamas. That's great to ask. Is that just an individual thing? No, okay. What he said, he asked for an arrival report. Now, an arrival report is basically a procedure that Nassau and Grand Bahama Island has put in place. And this is basically put in place for the, I guess, a cross check to make sure that persons pay landing fees and tie down fees and et cetera, et cetera, and so on and so on. But that is something that is really prepared in Nassau and Grand Bahama Island. Now, again, I mentioned 65%, almost 70% of private pilots, they prefer to go into the out islands.  Because the procedure is very limited. We spend more time on the islands and then plus the islands where you could go and you don't see as many persons. And we saw that picture early on where it's like almost a new climate in the 17th century. That's the way the out islands look. Of course, now, if you go south, if you go to the Bahamas, it's more rustic and more laid back and more relaxed. But then if you go to the Mars Shop and trash the key, or maybe Naughty Lutra, you'll basically, you'll have a little more nightlife. But again, like John O'Brother said and the thing, you bound to find an island you like. So if you go to one of these islands and you do not like this island, it's just too busy for me. Try another island. If you have 700 of those islands, so you bound to find one. Welcome to the Bahamas. Now, let's talk about landing. Landing in the Bahamas. Now, Nassau and Freeport, we have the control towers. So 25 miles out, you will contact tower, you'll contact approach. An approach will give you landing instruction. Of course, you know, in Nassau and Grand Barm Island, we have ILS approaches. So they will be vector to those approaches if you want to do an ILS approach.  But again, we're talking about the out islands. And the out islands has the uncontrolled airports. And these airports does not have a tower. In fact, some airports don't have any facilities at all.  That's the landing strip. So what do I do as a pilot getting into these islands? One of the things that we suggest, and we highly recommend, that you announce the aircraft, the identification, the location and your intention. And these are very critical fellow pilots because you could fly in not aware of aircraft in the surrounding area. And lo and behold, because you're coming to zero nine, so you might even see all these traffic around you and everybody coming to the same spot. So once you announce this information on 122.8, which is the unicom frequency which everybody used, they will know exactly some of the traffic is in the area. And fellow pilots, I must say, pilots coming and using this approach are being very, very sympathetic towards it because they realize that it saves lives. And it makes sense because pilots on the ground will also give you weather, traffic advisory, and because today for me, tomorrow could be someone else. So everyone is a brother keeper. In the Bahamas, the MSL is 1,000 feet and all traffic is left on. And one of the things I like to add here is that landing in the Bahamas, you know, you should take off into the wind and land into the wind. Now, that may sound, you say, but that's common sense and everyone knows that.  It's going around. And you know, I'm flying a big, heavy iron here and I could have the power to do what I need to do, you know. And the wind is light and variable, you know. And that could be avoided. It saves lives if it makes fuller procedures. And we encourage all pilots to take off into the wind. Now, I'll give you some picture about the islands flying and who could actually tell me which island is that? Not Mr. Parker because he knows what it is. But so anyway, this is an airstrip landing in the Bahamas and this is basically Normans' Quay. And fellow pilots, it looks like it's a painting, but take my advice, it's Normans' Quay. And after this, to show that maybe it's afternoon, you'd be able to all go to the Bahamas and just verify this. And this is a picture of Bimling, Bimling, not Bimling. I'm thinking of these pilots. I'm showing you a couple of these photos because these are pictures that only private pilots see. If you're taking a commercial flight, you're looking out through the side window, only unless they parallel it, you could see it. But you could look like if you're looking over there straight ahead, you could see exactly this kind of view. And if you like it, you could take a second look at it again. You could come around and look at it again. The whole thing is that we have a special privilege being pilots and you work hard to get your license and you did good to keep it. And I want to show you how to use it and enjoy it. This is in the place of Walker's Quay. Walker's Quay is closed, but we have a customs there. And once the new owners renovate the hotel, it will be opened up very, very soon. But these islands are uniquely different. And I put this in there because these are, like I said, no other person visited could see. I mean, no other person who's going on the USA and American Eagle could talk about this. They don't go there, you know? And again, once you're landing and do all those landing procedures and welcome to the Bahamas, you're free to enjoy the Bahamas. And this is a beach in Namaski. And we have similar beaches through the islands. Now, we talk about experimental. Experimental owners, they talk about Greg. Talk about us. We want to see, we want to enjoy the Bahamas, too. But I'm happy to say that the Bahamas government has put in place a standard violation where experimentals could come to the Bahamas prior to now, experimentals set a call, Bahamas elevation, and get approval each time they want to come to the Bahamas.   Well, those days are gone and no longer. Priorit pilots are welcome for experimental. You just need to come on in. And these are some of the procedures which is standard, standard, you know, special reciprocate, your licenses and, you know, operating limitations on board. These are things you have already.  And again, these are the kind of things that you could do with prior pilots in the Bahamas to enjoy the destination. The Bahamas control of customs. Pilots came back and said, Greg, you know, I was at Exuma and he charged me overtime. And one pilot said he chugged me overtime. The next pilot said he charged me overtime. It becomes so, so a regular patent that I went to the control of customs. He was in charge of Bahamas customs. He was responsible for collecting those fees for overtime charges.  You know, I go to the shows and we say inside our manual that there's no overtime charges. But yet when they go to Bahamas customs, they charge him. So we want to eradicate and put a stop to this. We have a zero policy on overtime charges. So the controller custom put it in black and white because no overtime charges whatsoever will be levied towards the private pilots coming for pressure.  So it's like a little gray area. And then a lot of times pilots, they won't be a charter but you will see them carrying people over every day and say, you know, I'm a private pilot and they almost have a schedule. And if you ask the person who they bring, they really don't know what I'm going to say. And if you ask them and they want to be honest, they will say, yeah, this man charged me XYZ. Well, that's, we have all kinds of things. That's one aspect of it that happens in the Bahamas. So Bahamas customers seeing this, they say we need to charge the person overtime. But for you fellow pilots who come for pressure, there's absolutely no overtime charges. And also there's no landing fees for private planes under 6,000 pounds. But this is only at government airport. And if you go to the private F-strip, their landing fees will be applied. And we talked about the private F-strip where it's on operated by the hotel is and so forth. And also in the booklet that we have in the back of the room, there are a list of all airports that are private and all airports that our government own. Again, there's no overtime charges whatsoever, whether if it's multi single engine or not. Once you're coming for pressure, there's no overtime charges. There's also no time-down fees at any government-owned airport.  There are persons who are sitting on the sidewalk that want to assist you in tying on your plane. Now they would bring their own ropes. And if there happens to be a tie-down in place, they may be looking for a tip or something like that. But the government is in pursuit of trying to get tie-downs in place. Now once that has become available, we will be now hiring a company that will put tie-downs in place just to security for your own aircraft. And when that comes, I think this may change. Listen to the islands of the Bahamas. We talked about fuel. And, you know, fuel is very expensive now and one pilot came by and he made a joke at the booth and he said that he used to travel on to Barbados and Trinidad and Muda and stuff, you know. But he said, with the cost of fuel being so expensive as it is, he said, I'm just going to stay in the Bahamas, you know. But the fuel in the Bahamas is not on all islands and they are not on all ports of entry. But fuel is never more than 20 minutes away or flying time from each fuel stop to another stop, no more than 20 minutes flying time away. And I think that we are seeing a major surge in pilots coming to the Bahamas. In fact, the numbers of private pilots coming to the Bahamas is up almost like 5%. And fellow pilots, as that number continues to grow, we will see more business opportunities for fuel operators who want to put fuel in place to accommodate you guys. So we are seeing more fuel operators open up.  So as you, the private pilot public, come to the Bahamas, we will see this being put in place. We talked about night flying that is only in Nassau and Grand Bahama Island. And the thing is, fellow pilots, when you're flying at night, in the Bahamas has a law that you must be IFR rated to fly at night. And you know, when I first got my license, I was under the notion, I said, you know, why is it that they have quite required IFR? I have my private and I get to fly at night. But fellow pilots, I must say, when you're flying to the islands with no arising at night, you don't know which way is up. And if you want to feel the effects from that, let's go in the Tampa Bay area, in the Tampa Bay and head towards, head west at night. And let's go fly for a minute or two where you can see no one pitched up and you will see why the Bahamas government put that in place. And this is for your own safety and security. Now maintenance and repair, this is something that the pilot wants to know that if they go to the Bahamas to enjoy an island destination, vacation, that they have access to repair and maintenance. Now we have maintenance in Nassau, Grand Palm Island, Exuma, Lutra, and maybe some of the smaller islands, but they're sporadic. But we also have Bynin, who is also a corporate industry partner that is willing to dispatch the aircraft to the Bahamas in the event that you have problems in the Bahamas. Runway Length in the Bahamas, just so you're flying the pilot's horse axe, what is the runway length in the Bahamas? Now in the back of the room, we also have the pilot's guide and the airport information page. We have a listing of all airports and it tells you the runway. So you don't need to guess or figure out which land is the runway. And the average runway length in the Bahamas is 5,000 feet. Good thing about the Bahamas being so close to the United States, we have the WX brief, and this is also critical for flying in and around the islands. Weather in the Bahamas is similar to that of South Florida. If you don't like it, just sit around for a minute or two. It'll change, you know. Okay, let's talk about now we had enjoyed the Bahamas, had a good time, and it's time to get back home. What do I do? First, you must depart from the port of entry. And again, we talk about port of entry being the US-Bahamas customs and immigration declared outside the country. You almost file an international flight plan. Again, this flight plan could be filed after 24 hours in advance. And you could file it from your hotel or you could get to the blue phone at the airport and you could file a flight plan. Also, you must call US customs and advise them of the ETA. Now, this is a new procedure that US customs... Really, it's not really new, but they have enforced it even more. And US customs require that you must go to a line-line and call US customs telling them of the ETA. And fellow pilots must say that the Bahamas government has stepped up to the plate and said, I want to be... I want to help in this regard. So you don't need to look for your cell phone and say, I can't get... frequency. It's no place for me to call or go to a paid phone and you're unable to get the right currency to make that call. You go to the blue phone and the blue phones are free. So in the back of the book, in the pilot's guide, we have the numbers for all US customs facilities on the East Coast. So what you just pressed the number and would automatically go into US customs and then you could give them your information. Also as a backup to... let's say you go to the Bahamas and we have a deal with Bahamas telecommunication that if you are unable to get access to the blue phone at the airport, you could look around at any paid phone in the area. In that book, there's the numbers of US customs facilities throughout the US, throughout the Florida area. You dial 1305 plus the numbers at any paid phone and that number will go through and this is only for those numbers that are listed for US customs. So if you dial 305, like you dial your home number, it will not go through but those are the backup things that we have in place. We are committed to having your business and we are very committed to keeping your business. So that's why we put these small things in place for you. US customs require that... Bahamas customs require that you put in place one C7. Remember we talked about a C7A coming in? It's a C7 to leave the Bahamas and also you turn in one of your immigration card. Immigration will give you a copy of that immigration card when you arrive. You fill out the form and it's two-part. They give you the original and they give you a copy. So they retain the original and they give you the copy. Now when you leave in the Bahamas you must return that copy to them and also we say show copy of your flight plan. We've been having the last couple of maybe four years or two we've been having a lot of pilots who just forget to file a flight plan. You know I mean it was so easy that they really forgot. And then when they get back to the United States they you know US customs are fine because you did not file a flight plan. So to avoid all those problems and also cross check, we ask that you show a flight plan.  And also each person over the age of six years old must pay a Bahamas government departure tax.  Also, persons who want flight following flight following is accessible by NASA radio or if you're like I say if you climb high enough you get US Miami radio and they give you a flight following from wherever destination to the US coast. Upon entering the United States again we talk about the imaginary line of eighties. Any persons who go and cross that eighties who does not have approval the whistle and bells goes off and then you know you make the Air Force really nervous and all of a sudden you see an F-16 jet on the side of you and they will not be in a happy mood. So to avoid this one was called Flight Service Station and said I need a VFR code to get back in the United States and this is only for VFR traffic you don't need to call if you're on an IFR ticket and they will give you a flight VFR code of 12 whatever else after that but this saves the day and it's easy and it just makes life easy for all of us. And then upon arriving to the US shores you must close again the fence where you go these frequency normally change and again if you're unable to clear it in there once you get on the ground WX brief you could close the flight plan and this is very important you must land at the first part of entry you know coming back to Lakeland you must land at Fort Pierce or if you're coming on to the southern part Fort Lauderdale or Miami and then come up to Lakeland you cannot clear here in Tampa now you could clear if you ask for approval and it was granted prior to your flight but you cannot get it in route once you're on the ground you just get your bikes open all the doors and take your luggage into the custom hall Customs require that you fill out a general deck and in the back of the book also in the back of the room in the Bahamas book there is a custom general deck for you fellow pilots believe it or not that's your round trip to and from the US now what I'm going to talk about right now before we watch the video is the Bahamas flying now you know pilots sit in the room and say Greg I listen to you talk about all these different things that you getting the procedures for water and so forth but I'm still apprehensive of doing it on my own but fellow pilots the Bahamas government has put in place a program called the Bahamas flying and these Bahamas flying is just to tell you how easy it is to fly to the Bahamas what we do we leave from the US coast on a Friday to the Bahamas every month and I walk you through the procedures that you will need to fly in and out of the Bahamas as a pilot myself I will show you how it's done and then once we get to the Bahamas we will have persons, government officials in the Bahamas to welcome you and we have cocktail parties on Friday night and also on Saturday night to make you feel welcome so when we have the camaraderie with other pilots you're able to share stories and if you drink the cocktails you start telling lies a bit you know but the thing is we welcome you to the Bahamas so once you're there on this flying if you encounter a problem that problem becomes my problems and I will fix that for you so this is easier for us to make sure that you fly in and out of the Bahamas so I just cut it short so now we're going to see a video because we only have about 10 minutes more to go and then we can ask some questions about some giveaways there's a smaller group but we have a lot of giveaways 6 giveaways that we want to give you guys for coming so we're going to watch the video right now and I want to thank you guys for putting it hello I'm John Obradovich my wife and I published the Bahamas and Caribbean pilots guide first let's just say that when you fly to the Bahamas the hardest flying you'll do is when you go from where you live to Florida there's no terrain and weather when you get to the Bahamas there is no terrain the highest point is 200 feet above sea level and the weather is almost always ideal it's 44 miles from the shoreline to the first island which is Bimini and from Bimini on there's virtually an island in sight all the time there's large land masses as well as there's small islands but you always seem to have land in sight and an island in sight visiting the islands of the Bahamas you must file a US international flight plan before departing the US and your first point of arrival in the Bahamas must be at an airport of entry each person aboard the aircraft must have proof of citizenship a passport or birth certificate keep your aircraft registration available and check that your aircraft insurance policy extends to the Bahamas most do all airplanes must have a mode C transponder 12 inch registration numbers on the plane and one US Coast Guard approved life jacket for each person life rafts are suggested but not required vests and optional life raft equipment can be inexpensively rented at most FBOs in South Florida at typical cruise altitudes radio reception is fine speaking with the choice of Miami or Nassau radio Nassau approach, Mooney 888 Echo Fox truck 888 Echo Fox, go ahead I'm going to cancel flight file reports in a second Hi, I'm Craig Payton, producer of this DVD flying out here is easy and the radios work fine both Bahamas approach and Nassau center have remotes throughout the islands customs is a no brainer you land, you fill out a C7A form once you get stamped then you're free to island hop until you leave the country offshore weather is usually good VFR because of the Gulfstream's moderating influence the weather generally remains in the 70s and 80s year round for trouble free navigation GPS is your best bet with VORs and ILS approaches in Freeport and Nassau it can get a little breezy out here in the islands and I've also found from water to land you have to consider wind shear I carry a little bit of extra speed on final I don't try to plant the plane right on the numbers upon arriving you must land at an airport of entry the first time you enter the islands normal hours for customs are 9am to 5.30pm clearing customs is no problem all you do is fill out the Bahamian immigration card one per person and four copies of the C7A form with this single permit you can island hop with ease the Bahamian government has developed a private pilot's bill of rights no landing fees for single engine private planes under 6,000 pounds no overtime customs and immigration fees for private aircraft visiting for recreational purposes and no tie down fees at any government owned airport the islands of the Bahamas begin 55 miles off the Florida coast and are made up of 700 islands 30 of which are inhabited covering a vast area of 100,000 square miles Avgas is currently available at 9 airports in the islands you are never more than 20 minutes flying time away from fuel Avgas prices are similar to Florida's FBOs throughout the country Marsh Harbor, Freeport, NASA but also I carry a card from FBOs in Florida Banyan for instance will send a Cherokee with a mechanic to your location if you need repairs in a hurry and that's nice to know when departing surrender your copy of the immigration card and pay departure tax of $15 per person you must file an international flight plan with WX brief or NASA radio in the air before takeoff you are required to contact US Customs at your airport of entry at least one hour before arrival notifying them of your exact arrival time a phone call is the only way to comply once in the air you must contact Miami radio 15 minutes before penetrating the ADIZ just past Bimini Hi I'm David Grantham from the United States Customs and Border Protection in New Orleans also this year I'm the chair-elect of the International Federal Pavilion here at Oshkosh one of the places we enjoy going is the Bahamas and a lot of us are always a little apprehensive about clearing customs into or out of the Bahamas this year if you're going to travel make sure you make your one hour call to the US Custom Service prior to coming back into the United States and we assure you we don't want to hold you up clearing customs back into the States and have as much paperwork done as possible greet the customs officer and we'll get you through as quick as we possibly can thank you the Bahamas.com website has a very informative section under activities flying there you'll find important phone numbers tips and questions answered another popular way to experience the islands the Bahamas tourist office has incorporated fly-in the fly-ins provide for and sports activity rates flying over water I don't see there's any more dangerous or troublesome than flying over the land you gotta play you gotta play ground over here it's very easy feel free to call the Bahamas tourist office at<PHONE_NUMBER> anytime so fly on over and we'll see you in the islands thank you ready to go in the back room we have these booklets and these are the pilot's guide so feel free to pick them up and answer all the questions FAQs right now I'll ask some questions call customs and get a code number I assume that's a transponder code yeah okay it's two different things one you call customs letting them know that's ETA really going to come back into the country and also in this booklet you have all the information that you will require the customs require to get back into the country and it's just to verify number of poisons on board, aircraft and so forth and so on the second one is once you're getting ready to cross the ATIS you want to get a VFR squad code those are two different things so you switch from one code to the other the first one is not a code the first one is this information that you're given to US customs and they write it down and they will give you a code maybe the first and last initial and that will just let them know that on board the aircraft there's about five persons and they're all American and so forth and so on aircraft registration number aircraft name of the pilot number of passengers who are a US citizen last point of departure estimate time of arrival and the name of port of entry and landing port those there's a couple of questions they just want to make sure that aircraft that information they have it on their files alright thank you but I tell you that's a good question I'll give them one of those thanks for that pretty good now any more questions we want to give away some stuff now we talked about ILS approaches now on which islands the ILS approaches are okay now let's go to Bahamas okay now we talked about the experimental coming to the Bahamas so the experimental has to call do they call and get the information or they could just come directly into the Bahamas how do we do it? just directly now that's good we talked about the closest destination to the coast of Florida which island what's the amount? okay if she go over there okay let's push right here Bimini 46 nautical miles 46 nautical miles you can't beat it okay now we talked about going to the sorry we talked about going to the Bahamas in order to clear Bahamas customs coming into the Bahamas what do we need? okay okay you need a passport an urchinier C7A what does he need the clear what does he need you said a passport C7A something else you need to make it legal immigration it's basically you need to fight a flight plan yeah you need to have it let's give them one let me pick one over here okay tell me yes or no do in fact I'm going to be nice today the only female in the room I'm going to let her have a bike you know fellow pilots it is disgustingly easy to fly to the Bahamas and I think the Bahamas government is doing some work in terms of trying to get you guys to fly to the Bahamas safely so I also tell pilots if you fly to the Bahamas and encounter a problem please let us know because the only way we could fix these problems is because you tell us and we go and we fix it because time to time things are going to happen we have 700 islands you know the belief these 700 islands it's a hard job so the hard work is being done already the government of the Bahamas want to see this happen so we put in place these things so I just want to thank you again for coming to this session on flying to the Bahamas I'm going to thank the FA, Obi and his team who's doing an outstanding job in terms of getting the information out the private pilots on how to fly their aircraft to the Bahamas and the person working the floor I'm going to thank you guys too so on behalf of the Bahamas government I want to thank you excellent well I'm ready to go to the Bahamas particularly for that party I tell pilots I say you know what I've been doing this for like 10 years or so the flying and they said I never get it right on the Friday night so I got to try it over again on the Saturday night but it's just good okay stand by for just a minute you want to come up here and talk to Greg about anything on the islands ask questions any card oh yeah and what I want to do too my business card as pilots fly to the Bahamas and you can call on any problem so let's say if you're down there this is an insurance if you can call on any problem just click


140 miles in is when the fireworks really started though. For 22 grueling minutes Ted King and Jeremiah Bishop traded turns attacking the group and every time they did it was pure agony trying to hold their wheel. The pace would slow down and then they'd hit us again. At times I saw the wheel in front of me start to drift away but then mercifully right as this would happen we'd slow down again. This happened 9 times. Welcome back to another video my name is Dylan and I'm a cycling coach at CTS in an ultra endurance gravel and mountain bike racer. Last month was my first race of the season the sugar cane 200 which is a 200 mile gravel race in south Florida. This would be my first time doing a race of this distance since I did dirty canza back in 2018 and a lot of you guys watched my recent video on that and saw how that went for me. I felt nauseous and light headed and just really wanted the race to be over. I was barely covering any ground and I still had 30 miles to go. I'm not going to lie at this point in the race I really wanted to quit. Now although the race is the same distance as canza the terrain is much flatter. In fact for the entire race I only had 138 feet of elevation gain. So presumably time should be a little bit faster and the race should be a little bit easier than canza although with two time canza winner Ted King on the starting line I knew the race was going to be far from easy. This race started early I believe we rolled off the starting line at around 5.15 am. The first two hours of the race were done in the dark and there was also a light misty rain. I think because of this no one really wanted to push hard and it was actually one of the most chill starts to a race that I've ever experienced with a normalized power of just 173 watts for the first hour and 45 minutes. Just like at canza the course wasn't marked so we were relying on GPS to navigate. This proved to be a little bit tricky in the dark as there were times where we had to slow down to make the right decision on a turn. The gravel in this part of Florida is extremely sandy and at times your tires would sink into the sand and the fact that it was wet wasn't helping. I was pretty happy with my tire choice for the day though. I ran the Specialized Pathfinder Pro in the 38 width which is basically a slick road tire in the middle with tread on the side for cornering. I've been riding this tire on the road the week before and I honestly couldn't tell a difference in speed between it and a regular road tire when I pumped it up to 55 psi. I've been experimenting with gravel tires and this one is definitely on my short list because of how fast it is although for more sloppy or technical gravel it may not be the best option. Once the sun came up people were ready to go and strong pulls and attacks started going. We came through the first aid station about 30 riders strong and then got onto a levee with a paved bike path at which point the pace increased substantially by almost 100 watts in fact. This whittled the group down to 15 to 20 riders which was still enough that I could sit on the back or when I did pull through I only had to stay up there for 15 seconds at the most. I was doing everything in my power to do as little work as possible because with such strong riders like Ted King and Jeremiah Bishop I knew I needed to conserve energy. What astounds me is how few people take this approach. This is pretty universal across the board but the vast majority of people go way too hard at the start of these ultra endurance races. Carefully monitoring heart rate and power is the key to making sure you're where you need to be at the start of these long races. In fact I'll often look more at heart rate. For example I know my max heart rate is around 190 beats per minute and if I go over 180 beats per minute I know I can't hold that for very long and if I go over 185 beats per minute a blow-up is imminent. Many riders in the front group were pulling hard and my only thought was there's no way that this is sustainable for 200 miles. Sure enough for most it wasn't and the group slowly got smaller and smaller. One critical point that shattered the group came just over 50 miles into the race on one of the bumpiest sections of the course. This section had grass running down the middle with two thin strips of pothole ridden sandy gravel on either side.  On such a flat course this was a great section to create separation. In this section Ted King put the herd on the group and after three hours of racing for this section that took 11 minutes I had a normalized power of 351 and an average power of 330. The pace dipped a little after that but we were still pushing hard for the next hour at 285 NP. This whole time I was trying to do as little work as possible taking short easy pulls. The more energy that I could save now the fresher my legs would be for the end of the race. This is what you have to keep telling yourself during races like this because it's hard not to get excited when your legs feel good. The group continued to get smaller and smaller until there were just five riders left. Me, Ted King, Jeremiah Bishop, Tim Mitchell and Colton Hartrich. At this point we were 83 miles in and we settled down quite a bit. This section of the race was a mixture between deep sandy gravel and washboards so we weren't moving too fast but it seemed like the group was okay with that after the hard efforts earlier in the day. I took this opportunity to catch up on my nutrition and make sure that I was well fueled. My nutrition strategy for the race was pretty straightforward. I had two large one liter bottles with three scoops of flow formulas drink mix in them that I switched out at aid stations every 50 miles and then a small bottle of just water in my back pocket as backup. I also had a gel every hour or so. I got a comment in my last video. How do you like the flow formulas drink mix? I get it's a sponsor so write nothing if you're not a fan. Dangerous comment there as I could have missed it and people would get the wrong idea. In all seriousness though when it comes to something as important to performance as on the bike nutrition I wouldn't accept sponsorship if I didn't personally like the product. What I like about flow formulas is this. They did their homework and looked at the research and used the optimal ratio of multidextrin to fructose that has been shown to have the greatest absorption rate in the literature. This way I don't have to think about it. I just throw it in my bottle. Between the two bottles and the gels I was consuming about 75 grams of carbs per hour or 300 calories. This worked really well for me but you may need more or less depending on a long list of factors. Nutrition is something that needs to be experimented with to get right. I myself have been experimenting with different amounts in training during the off season and I pretty much got it spot on for this race. I wasn't even close to bonking and I didn't have any GI issues which are the two main concerns with on-the-bike nutrition both of which plagued me during dirty cancer. We rolled into the second aid station at mile 100 and it's here that we learned that the race was being cut short to 150 miles because some of the sugarcane farmers were complaining about us riding on their land. Do you think they're going to cut the race shorter? No. Why? So they're going to cut the race shorter just so you know. Yeah. 145 maybe 150. That's cool. This doesn't mean the race for the win would be any easier though. Slightly fresher legs would mean more powerful and painful attacks at the end of the race but I'll get into that in just a bit. The race was an out and back and we set off back down the course to the finish still in our group of five leaders. I decided that since the race was shorter now this would be a good opportunity to get away because I knew that as we got closer to the finish no one would willingly lose my wheel. At mile 105 I put in a hard dig over 400 watts for about a minute to create a gap before backing it down to just over 300 watts for about 25 minutes. At points I had a decent gap of probably 45 seconds or so but I was dealing with a pretty substantial headwind and considering the strength of the group behind it wasn't long before I was caught and regained the group. However, when I slid back into rotation I realized that our group of five was now a group of four as Colton had dropped off. After that hard solo effort I went into conserve mode to try to recover. The group was small enough that we all had to pull through but I never pulled hard and I generally tried to keep my power under 250 watts. For the next hour we rode at a relatively easy pace. I think all of us knew that with four riders left the last couple miles of this race were going to be very painful. At mile 131 I tried to make a move but it didn't stick. Just as I had suspected trying to make a move closer to the finish meant that everyone was glued to my wheel. 140 miles in is when the fireworks really started though. For 22 grueling minutes Ted King and Jeremiah Bishop traded turns attacking the group and every time they did it was pure agony trying to hold their wheel. The pace would slow down and then they'd hit us again. At times I saw the wheel in front of me start to drift away but then mercifully right as this would happen we'd slow down again. This happened nine times. Seven hours and 140 miles into the race I had a normalized power of 312 for this 22 minute section. We're now at mile 148 and the group still contains all four of us. With just two miles to go it became clear that no one was going to get away and this race was going to be settled in a sprint. For the remaining two miles we traded easy pulls. With the finish line in sight I found myself at the front of the group. This is normally not the position you want to be in. Second wheel would have been preferable. Ted King has the most road racing experience so it's no surprise that that's where he positioned himself. I soft pedaled into the last 400 meters in the drops bracing myself for one final max effort. One good thing about being the first wheel is that I had a perfect view of the finish and I knew exactly where I wanted to start my sprint. I'm not much of a sprinter but I generally do better in longer sprints because my snap isn't great. With this in mind I was the first one to open up the sprint and to my surprise no one came around me. In that final effort I hit a max power of 1100 watts and a 10 second average power of 973 watts. Ted came in right behind me to get second with Tim in third and Jeremiah in fourth. My finishing time for this race was 7 hours 46 minutes and 26 seconds and that put me at an average speed of 19.8 miles per hour which is a little slower than the race organizer predicted for such a flat course but the surface was extremely wet and sandy which had a huge impact on our speed. My normalized power for the whole race was 254 and the average power was 217. If you take out the first two hours which were relatively casual the normalized power was 268 and the average power was 243 for just under six hours. Getting the win was unexpected for me so I really couldn't have asked for a better start to the season and it was great to race with some of the top gravel contenders out there. Jeremiah Bishop and I have raced a lot together in long mountain bike races and he usually smokes me but the only time I've raced Ted King was at Dirty Kanza and the experience of him throttling me 110 miles in is kind of burned into my mind. I also got to meet Amanda Panda who's a fellow Niner rider and two-time Dirty Kanza winner. Not surprisingly she took the win as well making it a great weekend for Niner. I plan to hit more gravel races this year than I ever have with events like Kanza, Belgian Waffle Ride, Big Sugar, Gravel Worlds and Steamboat Gravel on the calendar. I've been wrestling demons since I did Dirty Kanza and even though this race wasn't the full 200 I do feel like I have a better grasp on what it takes to cover that distance from a nutrition, training and pacing perspective. Although that could all change when I actually get out there and relearn just how hard that race is. If you want to stay up to date on my racing the best way to do that is to follow me on Instagram. However I do plan to make more of these race analysis videos because you guys really seem to enjoy that. Thanks for watching, be sure to subscribe and hit the bell notification so you don't miss any uploads. And if you like this video be sure to give it a like and share it with your cycling friends. I'll see you in the next one.


Women's Liberation Movement was a political movement during the 1960s and 1970s through which many women organized to demand equal rights for women under the law and to protest various forms of discrimination toward women.


Translator training programs have shifted their focus from traditional desktop systems to cloud-based automated translation systems. This shift is due to the increasing popularity of cloud-based systems which offer greater flexibility and efficiency than desktop systems. Translation students should be trained on these systems as they can help improve their skills and knowledge. Additionally, cloud-based systems allow for more efficient collaboration between translators and clients, making it easier to complete projects quickly and accurately. This article was authored by Rostislav O. Teresenko, Svidlana M. Amelina, and Albert A. Azarian.


We shall start it? Let's do it. Thank you everyone for being here this afternoon. If you have got a seat next to you, raise your hand. I know there are some people outside. I think you've done an awesome job of packing yourselves in beautifully. Thank you for being here. Thank you everyone who's tried to come in. Hopefully you're going to watch on YouTube later. Capture up with all the latest updates from The Sillian Project. Can we start with a quick show of hands? ond y gallwn ni wedi'i gweithio sylwm. Rwy'n meddwl bod yn gwneud yn fwy. Rwy'n meddwl, rwy'n meddwl, rwy'n meddwl bod yna'r cyffredinol sylwm? Mae'r cyffredinol yn fwy, ond rwy'n meddwl i'r ffresiad yw'r ysgol. Rwy'n meddwl. Rwy'n meddwl i'r cyffredinol. Mae'r cyffredinol Llywodraeth. Rwy'n meddwl i'r cyffredinol, rwy'n meddwl i'r cyffredinol, ac yn dechrau sgwrs, rwy'n meddwl i'r ffresiad sylwm, y llunio'r llunio'n meddwl i'r gweithio, rwy'n meddwl i'r llunio'n meddwl i'r llunio, ac yn ddod yn ddweud y llunio'n meddwl i'r ffresiad, yn ddweud yn fawr ysgol yn ddechrau. Dyna'r unigfocir, ddweud yn ddweud yn y llunio'n meddwl i'r gweithio arall. Diolch i gael. Mae'r hubol yn meddwl i gael y ffaisiol ymddangos, ychydig i wneud i gael cyllideb siliam. Felly'r newydd yng nghaer iawn i chi'r ffaith siliam, ychydig i tetegrion. Gwyddo wnaeth y siobhans ffaith sydd ymddangos i tetegrion? Rwy'n argyfodd am wneud bod yn ei gael. Rwy'n meddwl am yw'r ffaith siliam. Mae'r ffaith yw'r dwy o'r cyfleoedd ymddangos mae'n bwysig i'r fan FFB. Rwy'n meddwl i'r fan FFB. Rwy'n meddwl i'r teitragon, a'r ystod yn ymgyrch, a'r holl hwnnw yw'r ffordd o'r ffordd ar y dyfodol. Y teitragon er mwyn o'r 1.0 datblygu a'r wych chi'n gweithio ar gyfer Cwbcon ystod yn Ysgrifennu North America.  Rydych chi'n cael ei wneud sy'n ffordd yna yn cymryddiol. A steifio'r fforddau ym Nesaf yw'r bach yn ddechrau. We'r byth yn ddweud y gynhalu gyda'r fysgiau ar ystod yn grofeidio'r cychydigau o fe ddechrau Adoddorol yn ddechrau bod wedi'u gweld ffordd beth o'r ffordd a sydd i'n ddiwrnod fel y gallai ff educating. We have just released a few weeks ago, Cillium 1.15. There are a ton of great new features in that release, including the Gateway API support. Anyone here using Gateway API already? I think a pretty hot topic in the service mesh world. It's a really nice innovation, kind of replacing ingress with lots more flexibility and new features for routing ingress traffic. There's quite a few security improvements in 1.15, things like session authentication for BGP sessions. There have been a ton of contributions in Hubble helping you debug network problems. There's also a contribution of a new provider so that you can install Cillium with Terraform or OpenTofi. There are lots of scaling and performance improvements. One particular one that I think is nice is the ability for cluster mesh to handle more than 500 clusters, so that's very cool. I mentioned this already, the 1.0 release of Tetragon. I had this really nice little graph here showing how low the performance overhead is for Tetragon, even compared to other EBPF-based solutions because of the fact that we can filter inside the kernel. Another thing that happened this week that was new was our first ever in-person Cillium developer summit. We had participants, folks who were really active, committers and developers from, what's that, eight, nine different companies. Big thanks to Datadog for hosting us in their beautiful offices in Paris. I heard nothing but amazing feedback for how much that group of people were able to do during that one day. Can we give a round of applause for Datadog for supporting that? That's a very, very quick update on what's been happening in the Cillium project. I think it's now time to introduce the first of our guest speakers. Niko, from White Duck, I'm not going to attempt to say your surname, I've bottled it, to talk about using Cillium in the wild. Welcome, Niko. Hi, everyone. A short introduction of mine, so it's a Meisensal, so it's Niko Meisensal, I'm from Germany, sorry. So basically, I will not do a quick introduction, it's just about, so we are helping our customers building cloud native applications, running them, bringing them into the cloud, or even modernising applications. This is basically the context I'm planning to talk about today. So I have, I think, three slides with some examples where really Cillium can help you or help our customers to reduce complexity, which is every time a good thing, I guess. Yeah, so first one. This already mentioned a gateway API, and this is really great, so a gateway API, you know, it's basically the rising star to somehow get traffic routed to your applications or expose your application in a Kubernetes cluster. We are all used to Ingress, and Gateway API is really the next step, and basically I guess everyone of us will move there somehow in the soon and so on. Yeah, and as mentioned, application Ingress into a cluster is really a crucial component, so it's really good or a good thing to make sure that it's easy, maintainable, so that you don't bring in multiple tools, different integration and so on. And then, you know, I don't know, 10, 15 different tools doing something in your cluster. If you shrink down the number, it's just easier to maintain co-operator clusters of thinking about the two operations, for example. Yeah, and Cillium, with the support now for a gateway API going to 1.0, it's basically the perfect fit.  You don't need a second tool, another deployment, you don't need to maintain different things, so just your Cillium and you're fine out of the box. It just makes things easier. Yeah, next one is, once again, Hedragon, also mentioned some minutes ago. It's all about container runtime security and the baseline for your container runtime. So if you talk about container security or container security or just security in common, to be honest, most companies out there do not care at all. It's basically the same like with testing. You need money to do it. You need people to maintain it and you don't get any features, which is basically a bad idea. So it's really, really important to at least get some baseline bespectors into your cluster. And Hedragon can really help you here to make sure that stuff running on your cluster is secure. Or even if something is running in your cluster, it shouldn't run in your cluster to be aware of it and possibly also plug it. Yeah, and on the other hand, security needs to be easy, otherwise nobody will invest into security. So it's really crucial to get the best practices into your cluster pretty easy. And this is really great with the last release. We got the default observability policies, but a real game changer. You have all the policies you need. You can just apply them to your cluster or you customize them on your need, but you have really a baseline to really start with. So it's getting really, really easy to secure your container runtime security. So we go shout out to this feature. We waited so long for it. Last but not least, as you saw on my introduction slides, I'm basically working in the cloud with mismanaged offerings, but still there updating and maintaining clusters can be a pain. So they have so complex dependencies. You need to think of an updating cluster. So it's a good idea to really treat your clusters like cattle and not pets like we did with virtual machines earlier, like we do with our container images or containers. So really, instead of dating them up, just delete them, bring up new ones. And so there's also a Celium, which can happen with that one. And here I'm talking about the Celium cluster mesh feature, which allows you to integrate different clusters. And then a routing traffic between those clusters. You can think about AB deployments, for example, blue-green deployments. So you have multiple clusters and the services can talk to each other. So with that in place, you can think about, in this example, building, for example, stateless clusters. Let's think about APIs running in your cluster or even front-ends, and you need a database. You can bring the database to a stateful cluster, which maybe doesn't need to be so flexible, like the cluster where other workloads run on it, and you can just then use stateless clusters and redeploy them all the time. And you just have one cluster with a state which might be more complex, but it's maybe also more stable than your workload clusters and then basically delete your clusters, bring in new ones and route the traffic to the stateful cluster. Also really, really helpful feature here. So just a quick overview of some of the things we're doing with Celium and our customers to make life easier for us and also for our customers. And with this, I would end my five minutes, hopefully, and get over to the next one. So, thank you for making. And our next speaker is from a company that has been a really long-time user of Celium, and Vlad has been a contributor, a committer and a user for quite some time. So I'm looking forward to hearing about his experiences with Celium. Please welcome Vlad from Palantir. Okay, does it work? Yep, perfect. So my name is Vlad. I'm an engineering lead at Palantir. I've been at Palantir for almost nine years now and a Celium committer for, I think, 2019. At Palantir, I mostly work with the teams that manage our Cates offerings. We deploy on commercial cloud, classified cloud, on-premise and edge. I won't spend much time on what Palantir is doing. You can Google that, but the one line is that we're developing software that helps commercial entities and governments make a better sense of their data. The stock is going to be our history on how we picked up Celium, how we are using Celium and how our journey evolved with the Celium community. So everything started around 2015 for Palantir when we launched our initial SaaS platform. That was basically built on top of VMs, managed with the puppet and a lot of old-school tech. In 2017 we decided we wanted the change so we swapped running everything on Cates. Now we're available on all the major hyperscalers and basically on-premise and edge as well. We picked up Celium in 2018. So the case journey for Palantir started in 2017 when we decided to re-architect everything. Initially, the journey with Celium started from a very simple premise and evolved over time organically. Our initial CNI that we deployed in our Cates clusters was Calico, but it had quite a few drawbacks. Two of them were first lack of network policy support and the second one was very hard to understand what's happening inside the cluster network layer for us. In 2018 we discovered Celium and at KubeCon North America in Seattle. We started talking with Thomas about how can we port over our platform to Celium. We wanted better observability from our platform, so Palantir and the Celium community decided together to build what evolved into being the Amazon E&I routing mode. This allowed basically each pod to get a VPC IP, like a native VPC IP, and the routing was handled by the club provider in our case. So we did that, we converted to using Celium and then it was time to flip the flag to enable policy support. So we started using L3, L4 policies and then we moved into DNS based filtering using like two FQDN policies. 2019 brought also like new challenges along with it. We did a few Celium upgrades and pretty quickly we found that Palantir, for better or worse, is like a very good distresser for the Celium agent itself. So to define our clusters I would use just the word entropy. We have a lot of node entropy, nodes coming go very fast, pods coming go very fast and also network policies coming go very fast. And either like in a very like high scale and a lot of like churn as well inside the cluster. So this quickly exposed a lot of hotpads in the Celium agent, Celium operator itself. So together Palantir and Celium committers worked on delivering fixes for these. 2019 was an interesting year for Palantir. We decided to embark on achieving our FedRAMP accreditation. I won't go into details like what FedRAMP is, but one piece of the accreditation procedure is that one requirement is that all your traffic needs to be encrypted with the FIPS validated cipher. So for those who would deal with FIPS like know how much trouble this is. Again we turned our eyes at Celium and decided to give the IPsec encryption feature a try. In the end it allowed us to pass the audits with flying colors and we didn't have to do any major rearchitecture of our platform like recompiling binaries to use FIPS version of OpenSSL and other things like deploying sidecars to encrypt the traffic. We gave a talk at KubeCon Chicago about this so just Google Palantir and FedRAMP compliance, KubeCon and you're going to find more details about it. 2020 we decided to take on a more ambitious project. Over time we realized that old school security tooling doesn't really work with Kubernetes. One tool that we make using our clusters is called OSGray. It's a tool open sourced by Meta and it's basically an endpoint detection and response tool. So if you look at the logs of OSGray to see like what activity or processes do on a host, you're going to see that they don't have any pod, container information. Everything seems to be coming from the same different prices ideas but the same binaries. So I don't have any case information associated with that. At that point in time ISOvalent internally was working on a tool called HubLift. Yes, that's basically the early name for Tetragon and the tool was designed to just give security teams a better overview into the activity that's happening into their clusters. Our goal was to have an end-to-end auditing process for the events happening in the cluster. One question we wanted to answer is for example what, if we see a process doing some malicious activity, what service account or like what image was running inside the cluster that was doing that activity. In 2021 we started expanding our footprint. We added support for other big hyperscalers like GCP and Azure into our offering. And we started to convert our on-premise fleet as well to Kate. So given how well the partnership with Cillium evolved over time, we're basically taking the CNI and its friends basically everywhere where we're heading. I want to take some time to explain into more detail like how we use HubLint and Tetragon at Palantir. So our platform is composed around like 100 plus microservices. And when we started our cloud journey we decided that we need to have a better way of deploying these things to production. So we created internally a way for products to declare how much CPU disk memory they need, but also we gave them a way of like declare what other services they need to talk to. So for example microservice A can say I need to talk to microservice B over some port. If you take this one step further you realize that soon you have a graph of like all the network communication that should happen inside your cluster. Using HubL, so before that, given how we have the graph we also decided to build a tool internally that automatically creates Cillium network policies to secure this traffic. So now with HubL you can observe all this traffic and if you see any drop in the data path you can assess two things. Either we have a bug in our tool that creates CNPs, we did something wrong over there, or there's malicious activity inside our cluster. So this covers the network observability piece. On the runtime observability piece we use Tetragon to observe syscall that are happening inside the cluster. So we're very interested in for example like open, close, connect, send, syscalls. We also observe socket activity that happens on our hosts. So with this our InfoSec team basically has superpowers to see like end-to-end tracing of what's happening inside the clusters. That's all for me and now we're going to Christine. All right. I'm not as tall as you are so. I'm going to be talking about Cillium's mutual authentication. So this was something that the Cillium team has introduced a couple of releases ago and a lot of work has gone into it and I'm going to go over what it is and what's beyond. So as a recap Cillium has this concept of Cillium identities. So a set of labels on pod group. They can actually group workloads together and using these identities is how Cillium makes policy decisions. And so before identity A workloads can communicate with identity B workloads, you want to address some of these concerns like are we authenticated?  Are we authorized? Are we even allowed to be communicating with each other? And lastly is our data protected or encrypted? So with mutual authentication it addresses the first concern. So now with mutual auth we have authorization there and then network policies are something that Cillium has always been performing really well with. And they're really robust and lastly encryption. So for example WireGuard. And so when you install Cillium with mutual auth installed, a Cillium S50 spire server is deployed in your cluster and a per node spire agent gets its own identity from the spire server. And so when a connection is initiated between Cillium's identity A to identity B, a policy check is completed for mutual authentication. And if that passes from the Cillium agents, communication can flow encrypted for example with WireGuard here. So what does it look like just to get started? So first off I'm showing you the Cillium CLI tools but this can also be enabled with Helm so very easy and lightweight. So first you got to install Cillium with version 1.15 and enable WireGuard encryption. And so once that's provisioned, you make sure you enable mutual authentication with these install flags either again through Helm or Cillium CLI. And then once that passes, you just have to create a Cillium network policy. So you can really see how transparent, easy, lightweight it is. You just have to add those two lines of YAML, their authentication mode required and you have mutual authentication. And so what's beyond what's next for mutual authentication? So this is where we need your help. So we'd like to improve and harden this feature as usual. Last year concerns of the community were raised on potential corner edge use cases, essentially IP cache manipulation spoofing. And so there's a CFP link here on this slide and it outlines mitigations on this potential threat and there are two proposals outlined here. So the first one is to use Cillium with 1.15, like I showed on the previous slide, where WireGuard encapsulate packets with VXLAN, adding the Cillium ID and the header source spoofing is not possible. And then the second one is to use a new per connection mode, which would leverage the contract table, adding two bits for auth required and auth completed. So please like read this, we need your help, we would like to make this feature better for you guys. So also if you'd like to keep just track on the issue, if you don't want to read the CFP per se, you can keep up to date with any new improvements on this one, the two, eight, nine, eight, six. And then there's also this new blog post that's been posted live today. So check that out if you'd like to read more about it and stay up to date.  Yeah, everything in Cillium, we're always keen to get feedback, we're keen to hear about how things are working in your production environment. So yeah, we'd love feedback, particularly on how this mutual authentication is working for you and some of the mitigations that are laid out in that blog post, we'd love your feedback. OK, so I can't see what you've got. Yes, the slide is talking about developer meetings, that's good. We have a weekly meeting, we've been having a weekly developer meeting for a very long time on Wednesdays and probably about a year ago we started doing an Asia Pacific friendly time zone as well, which happens monthly. And we've just held the first of the monthly Techegon meetings, those happen on the second Monday of every month. You'll find the agendas, all the details about those information in the readme's for the Cillium project or the Techegon project. And if you want to come along, if there's a topic you want to add, simply add it into the document that you'll find linked from the readme. And you'll be on the agenda and it's a friendly crowd who would love to hear what it is that you are interested in developing or the problem that you think needs solving. And yeah, it's a friendly group. We also have the contributor ladder, so if you are new to the community and you want to get involved, particularly on the coding side, how to get involved on the steps towards becoming a committer. This is all laid out in the community repo within the organisation. We also very much appreciate when people have noncode contributions to make. So if you're interested in writing a blog post or you want to just tell us about a blog post or a talk that you've done that's related to Cillium, we'd love to support that. We'd love to help amplify your stories. I mean, as you can see, there's quite a lot of people who are interested in Cillium. So I think it's great if we can facilitate you kind of sharing those stories with each other. If you are using Cillium and you would like to write or be interviewed for a case study, then there's a form on Cillium.io. You can fill in or you can just reach out to us through the Slack channel to say, yeah, we'd love to do a case study because we really like to hear about how people are using Cillium in the wild. How you found it, what benefits you've had, maybe what problems you encountered along the way as well. So we want to hear those case studies and we'd be delighted to publish those on the website. So I think that is all the updates we had for today. If you're not already in the Cillium and EBPF Slack, then do join us there. You'll find everything in GitHub on Cillium or through Cillium.io. We'd love to hear about your thoughts on this session and I think we should just give a round of applause to all our speakers again. And we've probably got like a couple of minutes for questions if you have any, I think. Oh yes, I should mention, I have been reminded to mention that there is of course a Cillium booth in the Project Pavilion. So that's another great place to come and chat, meet the people who are working on the code, come and get involved. Thank you so much.