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Thrillist Leaves The Old Media Model Behind
Thrillist blurs the lines between advertisements and editorials and offers new insight into what future media companies could look like.
Thrillist, a website that unearths lesser known local events in various cities, caters specifically to a young male audience with frequent emails that detail where the latest good time can be found. In addition to its events output, Thrillist also circulates emails selling clothes and local business deals. A recent New York Times article on the website notes that:
It can be hard to tell the difference among reviews, ads and sales, in part because it calls its sponsored posts "allied e-mail" instead of ads and has sold deals for restaurants it has also reviewed.
The novel, or perhaps even cavalier attitude that Thrillist takes to the border between commerce and content is a challenge to traditional publications which have often sought to keep that divide very clear in order to avoid any alleged conflict of interest. Co-founder and chief executive of Thrillist, Ben Lerer, considers this division an outdated concern:
That's a very old media way of thinking about things. This is not a digital magazine that sells some stuff. This is the beginning of what a new media company looks like.
While it may be difficult for the end user to discern the difference between editorial content and ads from Thrillist, there is no conflict of interest within the institution itself. Lerer stresses that since his sales and editorial team operate individually and separate from each other, it would be impossible for a restaurant to purchase itself a good review through large ad space buys.
The brazenness of Thrillist is an indication that perhaps it's time for other publishers to shake off their inhibitions as regards melding their content with other streams of revenue, a trend which may not be that fare off. Some more traditional publishers say that savvy online readers are more sophisticated, compiling personal newsfeeds and relying on Facebook and Twitter feeds to serve as their content filters. In this altered environment of consumer reception there is room for a more liberal approach. Furthermore the Thrillist model is also very attentive to its need for trust among its readers:
It's not like Thrillist is shoving it down readers' throats. Their editorial voice is their credibility, so hurting that in any way would be pretty harmful.
This cultivated trust is crucial to the Thrillist's success and their niche concentration on young men is also a contributing factor. The Thrillist thus shines in the trust and taste categories, identified as key areas in successful online content provision. By excelling in this regard they gain privileged access to their consumer's attention.
You've got to be really, really good for the consumer to let you come into their e-mail box. Once you do that, advertisers will pay a premium.
[Via NY Times: At Thrillist – Mingling Commerce and Content]


text:
This is what they are teaching Curly Teens!!! HORRIBLE!!!
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Thursday, April 21, 2005 at 05:23PM
Yes, that's me
Cute, isn't it. DON'T BRUSH YOUR HAIR!
Let me explain, the youth in my church every year go to a girls' camp and go crazy. The first year I went, I was swimming in the lake and came out with my hair all wet and I wanted one of the older girls to braid my hair. She pulled out her brush and started going at it. Well, as she brushed, my hair began to dry. Ever stroke of the brush brought more volume to my hair. They had never seen anything like this...it was GREAT. They took a bunch of pictures with them hiding behind my hair and poking their faces out. Since then, it's become a annual tradition for me to 'fro my hair at girls' camp.
This is me on a normal day
Why try to fit in when you were born to stand out?
Member of The Church of Jesus Christ of Latter Day Saints.

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text:
update on Fish stores along the coast
I am been plant hunting today to see which stores has a good selection.
Let start off with Wal-Mart on hwy. 49- not really the place to go fish shopping. Looking at fish and plant selection makes me want to boycott inside the store.
Pets Mart at crossroads shopping mall is of course the place to be. I usually window shop since some of the supply is high on the price. They do get unusual fishes if they got a large shipment in, along goes for the plants. The current plants have seen better days.
Crystal Reef on Pass road (above the airport) is a well organized stop. I wish they had a plant selection. Just like what GulfCoastAquarian mention on his post, he doesnt like talking.
Butlers Pet Store on Pass road, Biloxi, is closed. I heard the store was bought buy a shingle company.
And last. The Pet Store (I believe thats the name) its on pass road, its east of Butlers Pet Store. The owner is Gerwin and his family ( They also are the owner of a paintball store). They have a website at http://www.fishystuff.net/forum/ Its cool little pet store. They have a wide selection of FW, SW ,and other goodie. I bought some plants there today. I was talking to Gerwin and he was saying he is going to have big selection of plants coming in ( I made some suggestions.)
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text:
Joey put his name and his blood into these sticks!
The Pro-Mark Joey Jordison Japanese Oak Drumsticks are designed by Slipknot drummer Joey Jordison. Like the hickory version, this Shira Kashi Oak version features a classic 5A diameter, a slim neck for fast precise rebound and a full round bead for great articulation and projection. The "blood red ink" also contains Joey's actual blood!
Not only can you own a stick with Joey' signature, you can own a piece of Joey himself!


text:
Japan Bonds Rise, Bring Yields Down From One-Week High, on Europe Concerns
Japan's 10-year yields fell from a one-week high as concern Europe's credit crisis will worsen boosted demand for the relative safety of government debt.
Demand for bonds increased after Fitch Ratings on May 28 cut Spain's credit grade one step to AA+. Bond futures also advanced as a report today showed Japan's industrial production rose in April less than economists expected.
"I don't know what will solve Europe's problems completely because it's very difficult to regain the full confidence of markets," said Akihiko Inoue, chief market analyst in Tokyo at Mizuho Investors Securities Co., a unit of Japan's second- largest bank. "Japan's bonds continue to be supported."
The yield on the 1.3 percent bond due March 2020 fell half a basis point to 1.245 percent at 10 a.m. in Tokyo at Japan Bond Trading Co., the nation's largest interdealer debt broker. The price rose 0.044 yen to 100.480 yen.
The yield touched 1.27 percent on May 28, the highest since May 20. A basis point is 0.01 percentage point.
Ten-year bond futures for June delivery gained 0.05 to 140.50 at the Tokyo Stock Exchange.
Ten-year yields may drop to 1.2 percent by the end of June, according to Mizuho's Inoue. Should his forecast prove accurate, investors who buy the securities today will make a 0.5 percent return, Bloomberg calculations show.
Spain is struggling to cut the euro region's third-largest budget deficit as the nation's economy is forecast to contract for a second year. Standard & Poor's lowered Spain's ratings to AA on April 28.
'Far From Solution'
"The market consensus is that the crisis is far away from a solution," said Kazuhiko Sano, chief strategist in Tokyo at Citigroup Global Markets Japan Inc. "Bonds should rise."
Japan's factory output advanced 1.3 percent in April after rising 1.2 percent in March, the Ministry of Economy, Trade and Industry reported today in Tokyo. Economists in a Bloomberg News survey estimated a 2.5 percent gain.
Bank of Japan Governor Masaaki Shirakawa will speak at the Japan National Press Club at 12:20 p.m. today.
Gains in bonds were limited amid speculation primary dealers, which are required to bid at government sales, will reduce their holdings to prepare for tomorrow's 10-year auction.
Auction Looms
"Investors will be hesitant to test higher prices with the auction due tomorrow unless new factors come up and stocks slide," said Naomi Hasegawa, a senior debt strategist in Tokyo at Mitsubishi UFJ Morgan Stanley Securities Co., a unit of Japan's largest lender by assets. "I expect a 1.3 percent coupon to be set for the auction."
The Nikkei 225 Stock Average was little changed at 9,752.13.
The Ministry of Finance will sell 2.2 trillion yen ($24.2 billion) of the securities. Primary dealers often trim their holdings of bonds in case prices decline before they can pass on new securities to investors.
The prior 10-year sale on May 11 drew bids worth 3.52 times the amount on offer, compared with a so-called bid-to-cover ratio of 2.52 at the April sale.
To contact the reporter on this story: Yoshiaki Nohara in Tokyo at email@example.com.


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Hello and some pier foundation questions
Hello everyone. My name is Brian. I'm an american living on a farm in rural Uruguay.
I'm planning to construct a few small buildings to add to the ones already here. I'm handy and have done a lot of smaller projects like basements finishing, plumbing, and electrical. But concrete is something I haven't worked with before. I figured I'd start with a small square workshop building, and if that is a success, I'll try to build a larger house.
I did a few searches here and answered some of my questions. But I wanted to go over the procedure for putting in foundation and getting to a first floor deck. Please have a look and see if you can add anything or if I'm completely nuts.
Here's what I think is the right procedure:
Use a tractor with a post hole digger to drill holes for concrete piers. I'm not sure what diameter to use, but I'm thinking 8". (I think my auger is 12" though) I'd go down to the maximum depth that the post hole digger can go which looks to be maybe 32". There's never a hard freeze here so there's really no frost line. The soil is black dirt 12" down with clay below that.
I'll put maybe 4" of gravel in the bottom of the hole and wire up some rebar to set into the hole.
I probably can't find sonotubes here so I'll make some sort of round form out of whatever I can find and maybe have the piers extend 12" out of the ground, probably some kind of plastic pvc pipe or something. I won't use a form for the underground parts of the piers, just rely on the walls of the hole.
I'll set a j-bolt into the top of the wet concrete and later use that to bolt down some as-yet unknown metal bracket.
I'll use one of those small concrete mixers to mix concrete a bag at a time. Is it ok to pour half a pier and pour the rest the next day after the first half has started to set?
I'll try to find some sort of pressure treated beam or glue lam to act as a sort of rim joist around the perimiter, then use metal joist hangers (If i can find them) and run joists to make a sub floor. I'll insulate with something between the joists and probably use OSB as decking.
Is 6' apart too close to too far for the piers? Do I need just the perimiter or do I need piers in the middle also?
For a 1 story structure, what size beam should I use? Two 2x8s sistered together all the way around with 2x8 joists? Or should I use 2x10 or 2x12? How far apart for joists? 12" on center? This is going to be a wood shop so I'd probably like to over-do the floor a little.
Outside of the capital where I am, there are no building codes and no permits are needed. So I'm free to get it right or get it wrong and no one will care.
Maybe what I need is a website or something explaining the process.
Civil Engineer
Join Date: Mar 2009
Location: Boston
Posts: 5,687Rewards Points: 4,954
You have no building codes, no inspections, and no instructions. I would start by purchasing a book on home construction. There are many ways to build the foundation for a house, it might be a very good idea if you make a point of checking out local construction procedures to see how it is done down there. No point trying to force foreign construction practices onto Uruguay, yours is surely not the first house to be constructed, check out other successfully built houses, ask how they were built, who built them.
Foundation design depends a lot on locally available materials, local practices that have evolved, and local soil conditions. Best to do careful, thorough research first, and bear in mind that seismic issues may be important in your area.
Join Date: Jul 2012
Posts: 2Rewards Points: 10
Thanks for the response. Although I wasn't clear in the original post, I've sort of already done what you suggest. Houses here are not really built to what most would consider a safe building standard. There's also no set or customary building technique here that all of the house builders use, like we have in the US.
The house I'm currently living in for example, has a "chapas" roof, which is just galvanized corrugated steel. That's it. No insulation at all. There are wood ceilings in some of the rooms, and the air space acts as a sort of insulation. But it's entirely inadequate. I have plans to spray expanding foam polyeruethane insulation in about a month.
To give you more of an idea, it's not uncommon here for a builder to pour some sort of foundation, then a slab, then pour steel reinforced columns in the corners and every 6 feet apart, then put a masonry roof on the posts, then come back and fill in the walls with cinder blocks. In other words, cinder blocks here are for filling in voids, not for bearing loads. And a builder might use a mixture of cinder blocks and hand-formed red bricks depending on the situation.
In paraguay, it's worse. People intentionally leave rebar hanging out of posts because you don't have to pay taxes on a house thats "unfinished". So people try to not finish them in creative ways.
Insulation is rarely used here because it's expensive and hard to find. Power tools are rarely used because of their cost also. Small cement mixers are common. But something like a compressor and air hammer for demolition on existing concrete or cinderblock walls would rarely be used. They use a chisel and 2lb sledge. Most things are done by hand. Tools are expensive. Labor is cheap.
I belong to a group of expats here who have concluded that the building standards here are simply behind and unacceptable. So we're looking for ways to replicate here what we would consider standard building practices in the US. They're just now starting to get building materials that are common-place in the US.
Having a house built here using things like steel studs, drywall, OSB, hot water run to every faucet, insulation, central air, house wrap, wiring and plumbing entirely inside the walls... all normal stuff, are considered luxury items. They would call this an "american" home. You'll pay a premium for it. Finding a contractor who could execute it correctly would be highly problematic. It would take four times longer than we would expect. And it would cost several times more than we would expect.
So a lot of people here keep right on building the same old way and have all kinds of mold and condensation problems to show for it. Substandard foundations are everywhere, which you can see from the cracks in walls from settling problems. They also don't care about drafty windows and doors because they consider an air-tight house to be unhealthy. Really old houses are even designed to allow rain water to just flow through the house... goes in one door in a bedroom and runs out the front door. They put little channels in the concrete thresholds to allow water to escape. You have to step over the creek running through your livingroom.
We replaced all the windows in our current (60yo) house with aluminum windows. They're single pane though. The old ones were original and look like they were welded up with steel angle iron and painted. No screens.
We also have a 100yo house on the property. We won't be renovating that one since it would be cheaper to build a new one. That has 4" thick mud walls that were plastered over and painted. The lath in the walls was made from woven tree branches. The entire wall is peeling away from the hand-formed-brick walls now.
Fun stuff. So in short, there ain't no good standard techniques here. And anything resembling normal in the US would be a vast improvement.
Edit: oh, no earthquakes here ever. And no tornados or hurricanes either. And it never snows more than flurries, so no snow loads. If there are any problems here, it's probably that the environment is too wet, and maybe occasional insect problems.
Last edited by blanning; 07-31-2012 at 08:11 PM.
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text: Lol, the fastest way to talk hubby out of anything is to tell him how much it would cost. He actually will spend money to buy quality, when he does spend it--he just almost never buys anything. He has boots he bought in 1984. I am not kidding. He was moaning the other day about how one of them finally developed a hole. After almost 30 years!


text:
The year is 1879, and the history is not our own.
After almost two decades of bitter fighting, the American Civil War has ground to a standstill. The Confederate States are still free. California has fallen into the Pacific Ocean. Rail Barons fight bloody battles to decide whom the victor will be in the race for a transcontinental railroad, while a superfuel called ghost rock advances technology by unpredictable leaps and sometimes dangerous bounds. The Sioux have retaken the Dakotas and the Coyote Confederation dances the Ghost Dance on the High Plains. Some even say the dead walk among us.
We know that's a lot to take in, partner, so let's start at the beginning.
A quick foray into the Weird West. Possibly for a session or two, possibly longer.
Uses the Savage Worlds basic ruleset with Deadlands setting modifications. Pregenerated character sheets are available from the game. I'll e-mail them to interested parties.
Regular players, please contact me for more information.
Link to the support thread: http://www.meetup.com/Denver-RPG/messages/boards/thread/43043452/#[masked]
Note: severe allergic reaction in the house. Specifically no nuts. Ask before eating please. Thanks.
I'd be up for board games too
0 · October 5, 2014
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text:
Short Fiction Summaries, 2009: Fantasy Magazine
Prompted by a conversation with Jeff Ford, we thought we'd take a look at what stories have been published in 2009 from people who could be termed world SF writers. We're focusing on people from outside of the traditional Anglophone world (so no US, UK, English-speaking Canada or Australia – all of whom have an obvious advantage), or American/British/etc. ex-pats overseas.
Caveat: my name pops up in these lists. Got to make a living somehow…
And next up is Fantasy Magazine (in descending order this time):
- Into the Monsoon, A.M. Muffaz (Malaysia), 18/11/09
- Lost for Words, Kenneth Yu (Philippines), 02/11/09 (winner of the Halloween Flash Contest)
- Jews in Antarctica, Lavie Tidhar (see?), 12/10/09
- Golden Lilies, Aliette de Bodard (France), 10/08/09 (also in audio)
- The Integrity of the Chain, Lavie Tidhar, 27/07/09
- The Most Dangerous Profession, Sergey Gerasimov (Ukraine), 06/04/09
- Birds, Jean-Claude Dunyach (France), 16/03/09 (translated by Cheryl Curtis)
- Teaching a Pink Elephant to Ski, Rochita Loenen-Ruiz (Philippines/Netherlands), 02/02/09
So, 8 stories by my count, making Fantasy Magazine our top international publisher so far!
1 Comment
If you're counting American/British/etc. ex-pats overseas, you can also add Ruth Nestvold's "Woman in Abaya with Onion" (on June 22nd), since Ruth has been living in Germany for a while (and has even published her novel "Flame and Harp" in German translation)
Comment by Aliette de Bodard | November 25, 2009
Sorry, the comment form is closed at this time.
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text:
American Flyers is happy to provide Chapter 1 from the Instrument Flying Handbook, an FAA Publication
Chapter 1 • Chapter 2 • Chapter 3 • Chapter 4 • Chapter 5 • Chapter 6 • Chapter 7 • Chapter 8 • Chapter 9 • Chapter 10 • Chapter 11
This Instrument Flying Handbook is designed for use by instrument flight instructors and pilots preparing for instrument rating tests. Instructors may find this handbook a valuable training aid as it includes basic reference material for knowledge testing and instrument flight training. Other Federal Aviation Administration (FAA) publications should be consulted for more detailed information on related topics.
This handbook conforms to pilot training and certification concepts established by the FAA. There are different ways of teaching, as well as performing, flight procedures and maneuvers and many variations in the explanations of aerodynamic theories and principles. This handbook adopts selected methods and concepts for instrument flying. The discussion and explanations reflect the most commonly used practices and principles. Occasionally the word "must" or similar language is used where the desired action is deemed critical. The use of such language is not intended to add to, interpret, or relieve a duty imposed by Title 14 of the Code of Federal Regulations (14 CFR).
All of the aeronautical knowledge and skills required to operate in instrument meteorological conditions (IMC) are detailed. Chapters are dedicated to human and aerodynamic factors affecting instrument flight, the flight instruments, attitude instrument flying for airplanes, basic flight maneuvers used in IMC, attitude instrument flying for helicopters, navigation systems, the National Airspace System (NAS), the air traffic control (ATC) system, instrument flight rules (IFR) flight procedures, and IFR emergencies. Clearance shorthand and an integrated instrument lesson guide are also included.
This handbook supersedes Advisory Circular (AC) 61-27C, Instrument Flying Handbook, which was revised in 1980. Comments regarding this handbook should be sent to U.S. Department of Transportation, Federal Aviation Administration, Airman Testing Standards Branch, AFS-630, P.O. Box 25082, Oklahoma City, OK 73125.
The current Flight Standards Service airman training and testing material and subject matter knowledge codes for all airman certificates and ratings can be obtained from the Flight Standards Service web site at: http://afs600.faa.gov.
This publication may be purchased from the Superintendent of Documents, P.O. Box 371954, Pittsburgh, PA 15250-7954, or from the U.S. Government Printing Office (GPO) bookstores located in major cities throughout the United States.
AC 00-2, Advisory Circular Checklist, transmits the current status of FAA ACs and other flight information publications. This checklist is free of charge and may be obtained by sending a request to U.S. Department of Transportation, Subsequent Distribution Office, SVC-121.23, Ardmore East Business Center, 3341 Q 75th Avenue, Landover, MD 20785. The checklist is also available on the internet at: http://www. faa.gov/abc/ac-chklst/actoc.htm.
This book was produced as a combined FAA and industry effort.
Is an Instrument Rating Necessary?
The answer to this question depends entirely upon individual needs. Pilots who fly in familiar uncongested areas, stay continually alert to weather developments, and accept an alternative to their original plan, may not need an Instrument Rating. However, some cross-country destinations may take a pilot to unfamiliar airports and/or through high activity areas in marginal visual or instrument meteorological conditions (IMC). Under these conditions, an Instrument Rating may be an alternative to rerouting, rescheduling, or canceling a flight. Many accidents are the result of pilots who lack the necessary skills or equipment to fly in marginal visual meteorological conditions (VMC) or IMC conditions and attempt flight without outside references.
Pilots originally flew aircraft strictly by sight, sound, and feel while comparing the aircraft's attitude to the natural horizon. As aircraft performance increased, pilots required more in-flight information to enhance the safe operation of their aircraft. This information has ranged from a string tied to a wing strut, to development of sophisticated electronic flight information systems (EFIS) and flight management systems (FMS). Interpretation of the instruments and aircraft control have advanced from the "one, two, three" or "needle, ball and airspeed" system to the use of "attitude instrument flying" techniques.
Navigation began by using ground references with dead reckoning and has led to the development of electronic navigation systems. These include the automatic direction finder (ADF), very-high frequency omnidirectional range (VOR), distance measuring equipment (DME), tactical air navigation (TACAN), long range navigation (LORAN), global positioning system (GPS), instrument landing system (ILS), microwave landing system (MLS), and inertial navigation system (INS).
Perhaps you want an Instrument Rating for the same basic reason you learned to fly in the first place—because you like flying. Maintaining and extending your proficiency, once you have the rating, means less reliance on chance and more on skill and knowledge. Earn the rating—not because you might need it sometime, but because it represents achievement and provides training you will use continually and build upon as long as you fly. But most importantly —it means greater safety in flying.
Instrument Rating Requirements
A Private or Commercial pilot who operates an aircraft using an instrument flight rules (IFR) flight plan operates in conditions less than the minimums prescribed for visual flight rules (VFR), or in any flight in Class A airspace, must have an Instrument Rating and meet the appropriate currency requirements.
You will need to carefully review the aeronautical knowledge and experience requirements for the Instrument Rating as outlined in Title 14 of the Code of Federal Regulations (14 CFR) part 61. After completing the FAA Knowledge Test issued for the Instrument Rating, and all the experience requirements have been satisfied, you are eligible to take the practical test. The regulations specify minimum total and pilot in command time requirements. This minimum applies to all applicants — regardless of ability or previous aviation experience.
Training for the Instrument Rating
A person who wishes to add the Instrument Rating to their pilot certificate must first make commitments of time, money, and quality of training. There are many combinations of training methods available. Self-study alone may be adequate preparation to pass the required FAA Knowledge Test for the Instrument Rating. Occasional periods of ground and flight instruction may provide the skills necessary to pass the required test. Or, individuals may choose a training facility that provides comprehensive aviation education and the training necessary to ensure the pilot will pass all the required tests and operate safely in the National Airspace System (NAS). The aeronautical knowledge may be administered by educational institutions, aviation-oriented schools, correspondence courses, and appropriately-rated instructors. Each person must decide for themselves which training program best meets their needs and at the same time maintain a high quality of training. Interested persons should make inquiries regarding the available training at nearby airports, training facilities, in aviation publications, and through the Federal Aviation Administration (FAA) Flight Standards District Office (FSDO).
Although the regulations specify minimum requirements, the amount of instructional time needed is determined not by the regulation, but by the individual's ability to achieve a satisfactory level of proficiency. A professional pilot with diversified flying experience may easily attain a satisfactory level of proficiency in the minimum time required by regulation. Your own time requirements will depend upon a variety of factors, including previous flying experience, rate of learning, basic ability, frequency of flight training, type of aircraft flown, quality of ground school training, and quality of flight instruction, to name a few. The total instructional time you will need, and in general the scheduling of such time, is up to the individual most qualified to judge your proficiency — the instructor who supervises your progress and endorses your record of flight training.
You can accelerate and enrich much of your training by informal study. An increasing number of visual aids and programmed instrument courses are available. The best course is one that includes a well-integrated flight and ground school curriculum. The sequential nature of flying requires that each element of knowledge and skill be learned and applied in the right manner at the right time.
Part of your instrument training may utilize a flight simulator, flight training device, or a personal computer-based aviation training device (PCATD). This ground-based flight training equipment is a valuable tool for developing your instrument cross-check and learning procedures such as intercepting and tracking, holding patterns, and instrument approaches. Once these concepts are fully understood, you can then continue with in-flight training and refine these techniques for full transference of your new knowledge and skills.
Holding the Instrument Rating does not necessarily make you a competent weather pilot. The rating certifies only that you have complied with the minimum experience requirements, that you can plan and execute a flight under IFR, that you can execute basic instrument maneuvers, and that you have shown acceptable skill and judgment in performing these activities. Your Instrument Rating permits you to fly into instrument weather conditions with no previous instrument weather experience. Your Instrument Rating is issued on the assumption that you have the good judgment to avoid situations beyond your capabilities. The instrument training program you undertake should help you not only to develop essential flying skills but also help you develop the judgment necessary to use the skills within your own limits.
Regardless of the method of training selected, the curriculum in appendix 2 provides guidance as to the minimum training required for the addition of an Instrument Rating to a Private or Commercial pilot certificate.
Maintaining the Instrument Rating
Once you hold the Instrument Rating, you may not act as pilot in command under IFR or in weather conditions less than the minimums prescribed for VFR, unless you meet the recent flight experience requirements outlined in part 61. These procedures must be accomplished within the preceding 6 months and include six instrument approaches, holding procedures, and intercepting and tracking courses through the use of navigation systems. If you do not meet the experience requirements during these 6 months, you have another 6 months to meet these minimums. If the requirements still are not met, you must pass an instrument proficiency check, which is an in-flight evaluation by a qualified instrument flight instructor using tasks outlined in the instrument rating practical test standards (PTSs).
The instrument currency requirements must be accomplished under actual or simulated instrument conditions. You may log instrument flight time during the time for which you control the aircraft solely by reference to the instruments. This can be accomplished by wearing a view-limiting device such as a hood, flying an approved flight-training device, or flying in actual IMC.
It takes only one harrowing experience to clarify the distinction between minimum practical knowledge and a thorough understanding of how to apply the procedures and techniques used in instrument flight. Your instrument training is never complete; it is adequate when you have absorbed every foreseeable detail of knowledge and skill to ensure a solution will be available if and when you need it.
Human factors is a broad field that studies the interaction between people and machines for the purpose of improving performance and reducing errors. As aircraft became more reliable and less prone to mechanical failure, the percentage of accidents related to human factors increased. Some aspect of human factors now accounts for over 80 percent of all accidents. Pilots who have a good understanding of human factors are better equipped to plan and execute a safe and uneventful flight.
Flying in instrument meteorological conditions (IMC) can result in sensations that are misleading to the body's sensory system. A safe pilot needs to understand these sensations and effectively counteract them. Instrument flying requires a pilot to make decisions using all available resources.
The elements of human factors covered in this chapter include sensory systems used for orientation, illusions in flight, physiological and psychological factors, medical factors, aeronautical decision making, and crew/cockpit resource management.
Human factors: A multidisciplinary field encompassing the behavioral and social sciences, engineering, and physiology, to consider the variables that influence individual and crew performance for the purpose of reducing errors.
Orientation: is the awareness of the position of the aircraft and of oneself in relation to a specific reference point. Disorientation is the lack of orientation, and spatial disorien-tation specifically refers to the lack of orientation with regard to position in space and to other objects.
Orientation is maintained through the body's sensory organs in three areas: visual, vestibular, and postural. The eyes maintain visual orientation; the motion sensing system in the inner ear maintains vestibular orientation; and the nerves in the skin, joints, and muscles of the body maintain postural orientation. When human beings are in their natural environment, these three systems work well. However, when the human body is subjected to the forces of flight, these senses can provide misleading information. It is this misleading information that causes pilots to become disoriented.
During flight in visual meteorological conditions (VMC), the eyes are the major orientation source and usually provide accurate and reliable information. Visual cues usually prevail over false sensations from other sensory systems. When these visual cues are taken away, as they are in IMC, false sensations can cause the pilot to quickly become disoriented.
Orientation: Awareness of the position of the aircraft and of oneself in relation to a specific reference point.
Spatial disorientation: The state of confusion due to misleading information being sent to the brain from various sensory organs, resulting in a lack of awareness of the aircraft position in relation to a specific reference point.
The only effective way to counter these false sensations is to recognize the problem, disregard the false sensations, and while relying totally on the flight instruments, use the eyes to determine the aircraft attitude. The pilot must have an understanding of the problem and the self-confidence to control the aircraft using only instrument indications.
The inner ear has two major parts concerned with orientation, the semicircular canals and the otolith organs. [Figure 1-1] The semicircular canals detect angular acceleration of the body while the otolith organs detect linear acceleration and gravity. The semicircular canals consist of three tubes at right angles to each other, each located on one of the three axes: pitch, roll, or yaw. Each canal is filled with a fluid called endolymph fluid. In the center of the canal is the cupola, a gelatinous structure that rests upon sensory hairs located at the end of the vestibular nerves.
Figure 1-2 illustrates what happens during a turn. When the ear canal is moved in its plane, the relative motion of the fluid moves the cupola, which, in turn, stimulates the sensory hairs to provide the sensation of turning. This effect can be demonstrated by taking a glass filled with water and turning it slowly. The wall of the glass is moving, yet the water is not. If these sensory hairs were attached to the glass, they would be moving in relation to the water, which is still standing still.
Vestibular: The central cavity of the bony labyrinth of the ear, or the parts of the membranous labyrinth that it contains.
Figure 1-2. Angular acceleration.
The ear was designed to detect turns of a rather short duration. After a short period of time (approximately 20 seconds), the fluid accelerates due to friction between the fluid and the canal wall. Eventually, the fluid will move at the same speed as the ear canal. Since both are moving at the same speed, the sensory hairs detect no relative movement and the sensation of turning ceases. This can also be illustrated with the glass of water. Initially, the glass moved and the water did not. Yet, contin-ually turning the glass would result in the water accelerating and matching the speed of the wall of the glass.
The pilot is now in a turn without any sensation of turning. When the pilot stops turning, the ear canal stops moving but the fluid does not. The motion of the fluid moves the cupola and therefore, the sensory hairs in the opposite direction. This creates the sensation of turning in the opposite direction even though the turn has stopped.
The otolith organs detect linear acceleration and gravity in a similar way. Instead of being filled with a fluid, a gelatinous membrane containing chalk-like crystals covers the sensory hairs. When the pilot tilts his/her head, the weight of these crystals causes this membrane to shift due to gravity and the sensory hairs detect this shift. The brain orients this new position to what it perceives as vertical. Acceleration and deceleration also cause the membrane to shift in a similar manner. Forward acceleration gives the illusion of the head tilting backward. [Figure 1-3]
Nerves in the body's skin, muscles, and joints constantly send signals to the brain, which signals the body's relation to gravity. These signals tell the pilot his/her current position. Acceleration will be felt as the pilot is pushed back into the seat. Forces created in turns can lead to false sensations of the true direction of gravity, and may give the pilot a false sense of which way is up.
Uncoordinated turns, especially climbing turns, can cause misleading signals to be sent to the brain. Skids and slips give the sensation of banking or tilting. Turbulence can create motions that confuse the brain as well. Pilots need to be aware that fatigue or illness can exacerbate these sensations and ultimately lead to subtle incapacitation.
The sensory system responsible for most of the illusions leading to spatial disorientation is the vestibular system in the inner ear. The major illusions leading to spatial disorientation are covered below.
Inner Ear
The Leans
A condition called the leans can result when a banked attitude, to the left for example, may be entered too slowly to set in motion the fluid in the "roll" semicircular tubes. [Figure 1-2] An abrupt correction of this attitude can now set the fluid in motion, creating the illusion of a banked attitude to the right. The disoriented pilot may make the error of rolling the aircraft into the original left-banked attitude or, if level flight is maintained, will feel compelled to lean to the left until this illusion subsides.
Coriolis Illusion
The pilot has been in a turn long enough for the fluid in the ear canal to move at the same speed as the canal. A movement of the head in a different plane, such as looking at something in a different part of the cockpit, may set the fluid moving thereby creating the strong illusion of turning or accelerating on an entirely different axis. This is called Coriolis illusion. This action causes the pilot to think the aircraft is doing a maneuver that it is not. The disoriented pilot may maneuver the aircraft into a dangerous attitude in an attempt to correct the aircraft's perceived attitude.
For this reason, it is important that pilots develop an instrument cross-check or scan that involves minimal head movement. Take care when retrieving charts and other objects in the cockpit—if you drop something, retrieve it with minimal head movement and be alert for the Coriolis illusion.
Graveyard Spiral
As in other illusions, a pilot in a prolonged coordinated, constant-rate turn, will have the illusion of not turning. During the recovery to level flight, the pilot will experience the sensation of turning in the opposite direction. The disoriented pilot may return the aircraft to its original turn.
Leans: An abrupt correction of a Coriolis illusion: An abrupt head banked attitude, entered too slowly movement, while in a prolonged to stimulate the motion sensing constant-rate turn that has ceased system in the inner ear, can create stimulating the motion sensing the illusion of banking in the system, can create the illusion of opposite direction. rotation or movement in an entirely different axis.
aircraft tends to lose altitude in turns unless the pilot compensates for the loss in lift, the pilot may notice a loss of altitude. The absence of any sensation of turning creates the illusion of being in a level descent. The pilot may pull back on the controls in an attempt to climb or stop the descent. This action tightens the spiral and increases the loss of altitude; hence, this illusion is referred to as a graveyard spiral. At some point, this could lead to a loss of control by the pilot.
Somatogravic Illusion
A rapid acceleration, such as experienced during takeoff, stimulates the otolith organs in the same way as tilting the head backwards. This action creates the somatogravic illusion of being in a nose-up attitude, especially in situations without good visual references. The disoriented pilot may push the aircraft into a nose-low or dive attitude. A rapid deceleration by quick reduction of the throttle(s) can have the opposite effect, with the disoriented pilot pulling the aircraft into a nose-up or stall attitude.
Inversion Illusion
An abrupt change from climb to straight-and-level flight can stimulate the otolith organs enough to create the illusion of tumbling backwards, or inversion illusion. The disoriented pilot may push the aircraft abruptly into a nose-low attitude, possibly intensifying this illusion.
Elevator Illusion
An abrupt upward vertical acceleration, as can occur in an updraft, can stimulate the otolith organs to create the illusion of being in a climb. This is called elevator illusion. The disoriented pilot may push the aircraft into a nose-low attitude. An abrupt downward vertical acceleration, usually in a downdraft, has the opposite effect, with the disoriented pilot pulling the aircraft into a nose-up attitude.
Two illusions that lead to spatial disorientation, the false horizon and autokinesis, are concerned with the visual system.
Graveyard spiral: The illusion of Inversion illusion: The feeling the cessation of a turn while actually that the aircraft is tumbling still in a prolonged coordinated, backwards, caused by an abrupt constant-rate turn, which can lead a change from climb to straight-and-disoriented pilot to a loss of control level flight while in situations of the aircraft. lacking visual reference.
Somatogravic illusion: The feeling Elevator illusion: The feeling of of being in a nose-up or nose-down being in a climb or descent, caused attitude, caused by a rapid accelera-by the kind of abrupt vertical tion or deceleration while in flight accelerations that result from up-situations that lack visual reference. or downdrafts.
False Horizon
A sloping cloud formation, an obscured horizon, an aurora borealis, a dark scene spread with ground lights and stars, and certain geometric patterns of ground lights can provide inaccurate visual information, or false horizon, for aligning the aircraft correctly with the actual horizon. The disoriented pilot may place the aircraft in a dangerous attitude.
In the dark, a stationary light will appear to move about when stared at for many seconds. The disoriented pilot could lose control of the aircraft in attempting to align it with the false movements of this light, called autokinesis.
The postural system sends signals from the skin, joints, and muscles to the brain that are interpreted in relation to the Earth's gravitational pull. These signals determine posture. Inputs from each movement update the body's position to the brain on a constant basis. "Seat of the pants" flying is largely dependent upon these signals. Used in conjunction with visual and vestibular clues, these sensations can be fairly reliable. However, because of the forces acting upon the body in certain flight situations, many false sensations can occur due to acceleration forces overpowering gravity. [Figure 1-4] These situations include uncoordinated turns, climbing turns, and turbulence.
False horizon: Inaccurate visual Autokinesis: Nighttime visual information for aligning the aircraft illusion that a stationary light is caused by various natural and moving, which becomes apparent geometric formations that disorient after several seconds of staring the pilot from the actual horizon. at the light.
There are a number of controlled aircraft maneuvers a pilot can perform to experiment with spatial disorientation. While each maneuver will normally create a specific illusion, any false sensation is an effective demonstration of disorien-tation. Thus, even if there is no sensation during any of these maneuvers, the absence of sensation is still an effective demonstration in that it shows the inability to detect bank or roll. There are several objectives in demonstrating these various maneuvers.
A pilot should not attempt any of these maneuvers at low altitudes, or in the absence of an instructor pilot or an appropriate safety pilot.
Climbing While Accelerating
With the pilot's eyes closed, the instructor pilot maintains approach airspeed in a straight-and-level attitude for several seconds, and then accelerates while maintaining straight-and-level attitude. The usual illusion during this maneuver, without visual references, will be that the aircraft is climbing.
Climbing While Turning
With the pilot's eyes still closed and the aircraft in a straight-and-level attitude, the instructor pilot now executes, with a relatively slow entry, a well-coordinated turn of about 1.5 positive G (approximately 50°bank) for 90°. While in the turn, without outside visual references and under the effect of the slight positive G, the usual illusion produced is that of a climb. Upon sensing the climb, the pilot should immediately open the eyes and see that a slowly established, coordinated turn produces the same feeling as a climb.
Demonstrating Spatial Disorientation—Safety Check
These demonstrations should never be conducted at low altitudes, or without an instructor pilot or appropriate safety pilot onboard.
Diving While Turning
This sensation can be created by repeating the previous procedure, with the exception that the pilot's eyes should be kept closed until recovery from the turn is approximately one-half completed. With the eyes closed, the usual illusion will be that the aircraft is diving.
Tilting to Right or Left
While in a straight-and-level attitude, with the pilot's eyes closed, the instructor pilot executes a moderate or slight skid to the left with wings level. The usual illusion is that the body is being tilted to the right.
Reversal of Motion
This illusion can be demonstrated in any of the three planes of motion. While straight-and-level, with the pilot's eyes closed, the instructor pilot smoothly and positively rolls the aircraft to approximately a 45°-bank attitude while main-taining heading and pitch attitude. The usual illusion is a strong sense of rotation in the opposite direction. After this illusion is noted, the pilot should open the eyes and observe that the aircraft is in a banked attitude.
Diving or Rolling Beyond the Vertical Plane
This maneuver may produce extreme disorientation. While in straight-and-level flight, the pilot should sit normally, either with eyes closed or gaze lowered to the floor. The instructor pilot starts a positive, coordinated roll toward a 30°or 40°angle of bank. As this is in progress, the pilot should tilt the head forward, look to the right or left, then immediately return the head to an upright position. The instructor pilot should time the maneuver so the roll is stopped just as the pilot returns his/her head upright. An intense disorientation is usually produced by this maneuver, with the pilot experi-encing the sensation of falling downwards into the direction of the roll.
In the descriptions of these maneuvers, the instructor pilot is doing the flying, but having the pilot do the flying can also make a very effective demonstration. The pilot should close his/her eyes and tilt the head to one side. The instructor pilot tells the pilot what control inputs to perform. The pilot then attempts to establish the correct attitude or control input with eyes still closed and head still tilted. While it is clear the pilot has no idea of the actual attitude, he/she will react to what the senses are saying. After a short time, the pilot will become disoriented and the instructor pilot then tells the pilot to look up and recover. The benefit of this exercise is the pilot actually experiences the disorientation while flying the aircraft.
Pilots can take action to prevent illusions and their potentially disastrous consequences if they:
The sensations, which lead to illusions during instrument flight conditions, are normal perceptions experienced by pilots. These undesirable sensations cannot be completely prevented, but through training and awareness, pilots can ignore or suppress them by developing absolute reliance on the flight instruments. As pilots gain proficiency in instrument flying, they become less susceptible to these illusions and their effects.
Practice Makes Proficient
Through training and awareness in developing absolute reliance on the instruments, pilots can reduce their susceptibility to disorienting illusions.
Of the senses, vision is the most important for safe flight. However, various terrain features and atmospheric conditions can create optical illusions. These illusions are primarily associated with landing. Since pilots must transition from reliance on instruments to visual cues outside the cockpit for landing at the end of an instrument approach, it is imperative they are aware of the potential problems associated with these illusions, and take appropriate corrective action. The major illusions leading to landing errors are described below.
Runway Width Illusion
A narrower-than-usual runway can create an illusion the aircraft is at a higher altitude than it actually is, especially when runway length-to-width relationships are comparable. [Figure 1-5A] The pilot who does not recognize this illusion will fly a lower approach, with the risk of striking objects along the approach path or landing short. A wider-than-usual runway can have the opposite effect, with the risk of leveling out high and landing hard, or overshooting the runway.
Runway and Terrain Slopes Illusion
An upsloping runway, upsloping terrain, or both, can create an illusion the aircraft is at a higher altitude than it actually is. [Figure 1-5B] The pilot who does not recognize this illusion will fly a lower approach. Downsloping runways and downsloping approach terrain can have the opposite effect.
Featureless Terrain Illusion
An absence of surrounding ground features, as in an overwater approach, over darkened areas, or terrain made featureless by snow, can create an illusion the aircraft is at a higher altitude than it actually is. This illusion, sometimes referred to as the "black hole approach," causes pilots to fly a lower approach than is desired.
Water Refraction
Rain on the windscreen can create an illusion of being at a higher altitude due to the horizon appearing lower than it is. This can result in the pilot flying a lower approach.
Optical illusion: (in aircraft flight)
A misleading visual image of features on the ground associated with landing, which causes a pilot to misread the spatial relationships between the aircraft and the runway.
Normal approach Approach due to illusion
Atmospheric haze can create an illusion of being at a greater distance from the runway. As a result, the pilot will have a tendency to be high on the approach. Conversely, extremely clear air can give the pilot the illusion of being closer than he/she actually is, resulting in a long, low approach. The diffusion of light due to water particles can adversely affect depth perception. The lights and terrain features normally used to gauge height during landing become less effective for the pilot.
Penetration of fog can create an illusion of pitching up. Pilots who do not recognize this illusion will often steepen the approach quite abruptly.
Ground Lighting Illusions
Lights along a straight path, such as a road, and even lights on moving trains can be mistaken for runway and approach lights. Bright runway and approach lighting systems, especially where few lights illuminate the surrounding terrain, may create the illusion of less distance to the runway. The pilot who does not recognize this illusion will often fly a higher approach.
Pilots can take action to prevent these illusions and their potentially hazardous consequences if they:
Visual Approach Slope Indicator Precision Approach Path Indicator (VASI): A system of lights arranged (PAPI): Similar to the VASI but to provide visual descent guidance consisting of one row of lights in two-information during the approach to or four-light systems. A pilot on the the runway. A pilot on the correct correct glide slope will see two white glide slope will see red lights over lights and two red lights. white lights.
Under conditions of dim illumination, aeronautical charts and aircraft instruments can become unreadable unless adequate cockpit lighting is available. In darkness, vision becomes more sensitive to light; this process is called dark adap-tation. Although exposure to total darkness for at least 30 minutes is required for complete dark adaptation, a pilot can achieve a moderate degree of dark adaptation within 20 minutes under dim red cockpit lighting. Red light distorts colors, especially on aeronautical charts, and makes it very difficult for the eyes to focus on objects inside the aircraft. Pilots should use it only where optimum outside night vision capability is necessary. White cockpit lighting should be available when needed for map and instrument reading, especially under IMC conditions.
Dark adaptation is impaired by exposure to cabin pressure altitudes above 5,000 feet, carbon monoxide inhaled through smoking and from exhaust fumes, deficiency of Vitamin A in the diet, and by prolonged exposure to bright sunlight. Since any degree of dark adaptation is lost within a few seconds of viewing a bright light, pilots should close one eye when using a light to preserve some degree of night vision. During night flights in the vicinity of lightning, cockpit lights should be turned up to help prevent loss of night vision due to the bright flashes.
Several factors can affect the pilot, either physiologically or psychologically, to the point where the safety of a flight can be severely compromised. These factors are stress, medical, alcohol, and fatigue. Any of these factors, individually or in combination, can significantly degrade the pilot's decision-making or flying abilities, both in the flight planning phase and in flight.
Dark adaptation: Physical and chemical adjustments of the eye that make vision possible in relative darkness.
Stress is the body's response to demands placed upon it. These demands can be either pleasant or unpleasant in nature. The causes of stress for a pilot can range from unexpected weather or mechanical problems while in flight, to personal issues totally unrelated to flying. Stress is an inevitable and necessary part of life; it adds motivation to life and heightens a pilot's response to meet any challenge. The effects of stress are cumulative, and there is a limit to a pilot's adaptive nature. This limit, the stress tolerance level, is based on a pilot's ability to cope with the situation.
At first, some amount of stress can be desirable and can actually improve performance. Higher stress levels, particularly over long periods of time, can adversely affect performance. Performance will generally increase with the onset of stress, but will peak and then begin to fall off rapidly as stress levels exceed the ability to cope. [Figure 1-6A]
At the lower stress levels, boredom is followed by optimal performance at the moderate stress levels, then followed ultimately by overload and panic at the highest stress levels. At this point, a pilot's performance begins to decline and judgment deteriorates. Complex or unfamiliar tasks require higher levels of performance than simple or overlearned tasks. Complex or unfamiliar tasks are also more subject to the adverse effects of increasing stress than simple or familiar tasks. [Figure 1-6B]
The indicators of excessive stress often show as three types of symptoms: (1) emotional, (2) physical, and (3) behavioral. These symptoms depend upon whether aggression is focused inward or outward. Individuals who typically turn their aggressive feelings inward often demonstrate the emotional symptoms of depression, preoccupation, sadness, and withdrawal. Individuals who typically take out their frustration on other people or objects exhibit few physical symptoms. Emotional symptoms may surface as over-compensation, denial, suspicion, paranoia, agitation, restlessness, defensiveness, excess sensitivity to criticism, argumentativeness, arrogance, and hostility. Pilots need to learn to recognize the symptoms of stress as they begin to occur within themselves.
Stress: The body's response to demands placed upon it.
There are many techniques available that can help reduce stress in life or help people cope with it better. Not all of the following ideas may be the solution, but some of them should be effective.
Good cockpit stress management begins with good life stress management. Many of the stress-coping techniques practiced for life stress management are not usually practical in flight. Rather, pilots must condition themselves to relax and think rationally when stress appears. The following checklist outlines some methods of cockpit stress management.
A "go/no-go" decision is made before each flight. The pilot should not only preflight check the aircraft, but also his/ herself before every flight. As a pilot you should ask yourself, "Could I pass my medical examination right now?" If you cannot answer with an absolute "yes," then you should not fly. This is especially true for pilots embarking on flights in IMC. Instrument flying can be much more demanding than flying in VMC, and peak performance is critical for the safety of flight.
Pilot performance can be seriously degraded by both prescribed and over-the-counter medications, as well as by the medical conditions for which they are taken. Many medications, such as tranquilizers, sedatives, strong pain relievers, and cough-suppressants, have primary effects that may impair judgment, memory, alertness, coordination, vision, and the ability to make calculations. Others, such as antihistamines, blood pressure drugs, muscle relaxants, and agents to control diarrhea and motion sickness, have side effects that may impair the same critical functions. Any medication that depresses the nervous system, such as a sedative, tranquilizer, or antihistamine, can make a pilot much more susceptible to hypoxia.
Title 14 of the Code of Federal Regulations (14 CFR) prohibits pilots from performing crewmember duties while using any medication that affects the faculties in any way contrary to safety. The safest rule is not to fly as a crew-member while taking any medication, unless approved to do so by the Federal Aviation Administration (FAA). If there is any doubt regarding the effects of any medication, consult an Aviation Medical Examiner (AME) before flying.
14 CFR part 91 prohibits pilots from performing crewmember duties within 8 hours after drinking any alcoholic beverage or while under the influence. Extensive research has provided a number of facts about the hazards of alcohol consumption and flying. As little as one ounce of liquor, one bottle of beer, or four ounces of wine can impair flying skills and render a pilot much more susceptible to disorientation and hypoxia. Even after the body completely metabolizes a moderate amount of alcohol, a pilot can still be impaired for many hours. There is simply no way of increasing the metabolism of alcohol or alleviating a hangover.
Fatigue is one of the most treacherous hazards to flight safety, as it may not be apparent to a pilot until serious errors are made. Fatigue can be either acute (short-term) or chronic (long-term). A normal occurrence of everyday living, acute fatigue is the tiredness felt after long periods of physical and mental strain, including strenuous muscular effort, immobility, heavy mental workload, strong emotional pressure, monotony, and lack of sleep. Acute fatigue is prevented by adequate rest, regular exercise, and proper nutrition. Chronic fatigue occurs when there is not enough time for a full recovery from repeated episodes of acute fatigue. Recovery from chronic fatigue requires a prolonged period of rest. In either case, unless adequate precautions are taken, personal performance could be impaired and adversely affect pilot judgment and decision making.
Hypoxia: A state of oxygen deficiency in the body sufficient to impair functions of the brain and other organs.
IMSAFE Checklist
The following checklist, IMSAFE, is intended for a pilot's personal preflight use. A quick check of the items on this list can help the pilot make a good self-evaluation prior to any flight. If the answer to any of the checklist questions is yes, then the pilot should consider not flying.
Illness—Do I have any symptoms?
Medication—Have I been taking prescription or over-the-counter drugs?
Stress—Am I under psychological pressure from the job? Do I have money, health, or family problems?
Alcohol—Have I been drinking within 8 hours? Within 24 hours?
Fatigue—Am I tired and not adequately rested?
Eating—Have I eaten enough of the proper foods to keep adequately nourished during the entire flight?
Aeronautical decision making (ADM) is a systematic approach to the mental process used by pilots to consistently determine the best course of action in response to a given set of circumstances. ADM builds upon the foundation of conventional decision making, but enhances the process to decrease the probability of pilot error. ADM provides a structure to analyze changes that occur during a flight and determine how these changes might affect a flight's safe outcome.
The ADM process addresses all aspects of decision making in the cockpit and identifies the steps involved in good decision making. These steps are:
Aeronautical decision making (ADM): A systematic approach to the mental process used by pilots to consistently determine the best course of action in response to a given set of circumstances.
In conventional decision making, the need for a decision is triggered by recognition that something has changed or an expected change did not occur. Recognition of the change, or nonchange, is a vital step in any decision making process. Not noticing the change in the situation can lead directly to a mishap. [Figure 1-7A] The change indicates that an appropriate response or action is necessary in order to modify the situation (or, at least, one of the elements that comprise it) and bring about a desired new situation. Therefore, situational awareness is the key to successful and safe decision making. At this point in the process, the pilot is faced with a need to evaluate the entire range of possible responses to the detected change and to determine the best course of action.
Situational awareness: Knowing where you are in regard to location, air traffic control, weather, regulations, aircraft status, and other factors that may affect flight.
Figure 1-7B illustrates the ADM process, how this process expands conventional decision making, shows the interactions of the ADM steps, and how these steps can produce a safe outcome. Starting with the recognition of change, and following with an assessment of alternatives, a decision to act or not act is made, and the results are monitored. Pilots can use ADM to enhance their conventional decision making process because it: (1) increases their awareness of the importance of attitude in decision making; (2) teaches the ability to search for and establish relevance of information;
(3) increases their motivation to choose and execute actions that ensure safety in the situational timeframe.
The DECIDE Model
A tool to use in making good aeronautical decisions is the DECIDE Model. [Figure 1-7C] The DECIDE Model is a six-step process intended to provide the pilot with a logical way of approaching decision making. The six elements of the DECIDE Model represent a continuous loop process to assist a pilot in the decision making when faced with a change in a situation that requires judgment. The model is primarily focused on the intellectual component, but can have an impact on the motivational component of judgment as well. If a pilot continually uses the DECIDE Model in all decision making, it becomes very natural and could result in better decisions being made under all types of situations.
Hazardous Attitudes and Antidotes
Research has identified five hazardous attitudes that can affect a pilot's judgment, as well as antidotes for each of these five attitudes. ADM addresses the following:
Hazardous attitudes: Five attitudes that contribute to poor pilot judgment while making decisions in flight: anti-authority, impulsivity, invulnerability, "macho," and resignation.
Hazardous attitudes, which contribute to poor pilot judgment, can be effectively counteracted by redirecting that hazardous attitude so that correct action can be taken. Recognition of hazardous thoughts is the first step toward neutralizing them. After recognizing a thought as hazardous, the pilot should label it as hazardous, then state the corresponding antidote. Antidotes should be memorized for each of the hazardous attitudes so they automatically come to mind when needed. Each hazardous attitude along with its appropriate antidote is shown in figure 1-8.
Crew/cockpit resource management (CRM) is the effective use of all available resources; human resources, hardware, and information. While CRM is primarily focused on pilots operating in crew environments, many of the elements and concepts apply to single pilot operations.
Human Resources
Human resources include all groups routinely working with pilots to ensure flight safety. These groups include, but are not limited to: weather briefers, flightline personnel, maintenance personnel, crewmembers, pilots, and air traffic personnel. Pilots must recognize the need to seek enough information from these sources to make a valid decision. After all of the necessary information has been gathered, the pilot's decision must be passed on to those concerned, such as other aircraft, air traffic controllers, crewmembers, and passengers. The pilot may have to request assistance from others and be assertive to safely resolve some situations.
CRM focuses on communication skills, teamwork, task allocation, and decision making. The single pilot needs to be able to effectively communicate with air traffic controllers, maintenance personnel, dispatchers, and other pilots. Key components of the communication process are inquiry, advocacy, and assertion.
Pilots should understand the need to seek further information from others until satisfied they have the proper information to make the best decision. Once a pilot has gathered all pertinent information and made the appropriate decision, the pilot needs to advocate the solution to others, such as air traffic controllers, to ensure the safe outcome of the flight. Pilots need to understand they must be assertive when seeking appropriate resolutions to problems they face.
Equipment in many of today's aircraft includes automated flight and navigation systems. These automatic systems, while providing relief from many routine cockpit tasks, present a different set of problems for pilots. Information from these systems needs to be continually monitored to ensure proper situational awareness.
Crew/cockpit resource management (CRM): The effective use of all available resources— human resources, hardware, and information.
Information Workload
Workloads need to be properly managed. The pilot flying in IMC is faced with many tasks, each with a different level of importance to the outcome of the flight. For example, a pilot preparing to execute an instrument approach to an airport needs to review the approach chart, prepare the aircraft for the approach and landing, complete checklists, obtain information from Automatic Terminal Information Service (ATIS) or air traffic control (ATC), and set the navigation radios and equipment.
The pilot who effectively manages his/her workload will complete as many of these tasks as early as possible to preclude the possibility of becoming overloaded by last minutes changes and communication priorities in the later, more critical stages of the approach. Figure 1-9 shows the margin of safety is at the minimum level during this stage of the approach. Routine tasks that have been delayed until the last minute can contribute to the pilot becoming overloaded and stressed, resulting in an erosion of performance.
By planning ahead, a pilot can effectively reduce workload during critical phases of flight. If a pilot enters the final phases of the instrument approach unprepared, the pilot should recognize the situation, abandon the approach, and try it again after becoming better prepared. Effective resource management includes recognizing hazardous situations and attitudes, decision making to promote good judgment and headwork, and managing the situation to ensure the safe outcome of the IFR flight.
Keys to Communication
Inquiry—gather pertinent information. Advocacy—promote a solution or decision. Assertion—seek resolution with firm determination.
American Flyers is happy to provide Chapter 1 from the Instrument Flying Handbook, an FAA Publication
Chapter 1 • Chapter 2 • Chapter 3 • Chapter 4 • Chapter 5 • Chapter 6 • Chapter 7 • Chapter 8 • Chapter 9 • Chapter 10 • Chapter 11


text: How do you tell which dog is the alpha of a pack. I watch my 2 all the time and can't figure it out. Brady seems very laid back and Molly is very aggressive. If I give them both bones, she will usually end up both. After a few times of giving one back to him they usually sit and chew on their own. They eat out of the same bowl and He usually eats first. When they are running around chasing each other, he usually is the one leading and she is chasing. As long as she keeps following he will run all over. If she stops he comes back and gets her to start up again and she chases. There doesn't seem to be a clear leader. When we walk on a leash she usually noses ahead of him, but not always. She is more possessive. If she has a toy/bone and he comes around sometimes she growls but he will never growl over stuff. There just seems to be conflicting signals. Also, can 2 dogs have different roles with different people. My wife always does things with Molly first. I usually do with Brady first. It doesn't seem to be causing any bad behaviors between them.


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Well Jerry it was a bit more than "just a bit"...I had many hours into the paint and body. As I have mentioned in other posts, 1,308 pieces where individually painted. It was a frame off, with every nut and bolt either replaced or refurbished. The color is PPG Burnt Orange Tri-coat. Base color is a bright blue and the ghost flames are air brushed with 7 different shades of blue...The engine is a 502, with a turbo charger so it's about 800 HP. I only did the paint and body, I didn't do the drive train or interior (He had family members that did that). The paint and body with the dis-assembly paint and reassembly was about 650 hours. That includes painting the engine and transmission body color, the bottom of the cab and box are color sanded and polished as of course is the outside. Even things like the gas tank behind the seat is body color and polished. The truck was in respectable shape and the only panels replaced because of rust where the rocker panels.
I saw your truck and thought you might like to see the one I did.
If you need information or I can help, just let me know.
Best of Luck on your build
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Update: Rockstar has confirmed that the GTA 5 release date will now be held on September 17, missing its previously planned 'spring 2013' arrival.
After countless rumours and much speculation, publisher Rockstar Games has confirmed the GTA V UK release date with the next Grand Theft Auto instalment to touch down in spring 2013.
Although an exact date of release has yet to be confirmed, Rockstar, and parent company Take Two, have revealed that following a number of leaks, a GTA V release date will indeed be held in spring 2013 with the next-generation crime title to launch for Xbox 360 and PS3 gamers first.
Whilst a PC bound rendition of the game has yet to be mentioned, Rockstar has offered a couple of tantalising insights into the upcoming release with an expansive environment seemingly set to feature a selection of new in-game terrains ranging from "mountaintops to the depths of the ocean."
Officially unveiled earlier this year, confirmed GTA V features and details have been sparse in recent months with a selection of GTA V screenshots backed up by a hearty collection of rumours and murmurings suggesting the game could launch anytime from pre-Christmas to late next year. Yesterday a selection of prematurely outed marketing materials revealed the next Grand Theft Auto offering would be hitting retailers in early 2013 with pre-orders to open in the coming days.
Speaking on the newly confirmed spring 2013 GTA V release date, Rockstar Games co-founder Sam Houser said: "Grand Theft Auto V builds on everything we've learned about open world game design. He added: "We can't wait to share it with fans."
Describing the game as the "most ambitious title in the series to date," Houser added: "Set in the sprawling city of Los Santos and the surrounding area, Grand Theft Auto V delivers a world of unprecedented scale and detail bursting with life, from mountaintops to the depths of the ocean."
With finalised GTA V price details yet to be revealed, Rockstar Games has confirmed that ahead of the spring release, GTA V pre-orders will kick off next week with those eager to secure their copy of the GTA Vice City and GTA San Andreas follow-on able to do so from November 5th.
Are you excited about the arrival of GTA V? Will you be pre-ordering your copy of the game when advanced orders open next Monday? Let us know via our Facebook page or the comments box below or Tweet us @TrustedReviews using the hashtag #GTAVrelease.


text:
- 05-31-13 06:49 PM #1Cadillac Owners Enthusiast
- Automobile(s): 16 2.0T Perf, 8spd auto, dp, E85, tune
- Join Date
- Aug 2010
- Location
- Posts
- 811
Great driving experience
I just got back from a 4 day run from south FL to Virginia ,down the whole Blue Ridge Parkway, then home. I just love the way the car handled. Acceleration, braking, and cornering were top rate. Working the gears was a joy! The only thing I would have liked is a four/five way harness to keep me planted in the seat. The small passing zones made for very short bursts of speed followed by some fast braking for the next corner.
I have to say I was very impressed with the car! BTW, averaged 28.7 mpg with a very heavy foot for the 2322 miles round trip.
Very nice scenery, but I went for the driving experience. Next time I will go in the fall and take my time enjoying the colors of autumn.


text:
INDIANAPOLIS -- Green Bay senior center Alec Brown (Winona, Minn./Winona) has been named the Horizon League Men's Basketball Player of the Week, while Oakland guard Kahlil Felder (Detroit, Mich./Pershing) has been named the Freshman of the Week, for the week of Feb. 10-16. The award is the fourth of the year for Brown and sixth for Felder.
Green Bay (21-5, 11-2 Horizon) moved within a win of clinching the Horizon League's No. 1 seed for the conference tournament with road victories over Youngstown State, 71-40, and Cleveland State, 68-54. Oakland (10-18, 5-8 Horizon) split results, first beating Detroit, 83-82, in overtime, before a last-second loss to Wright State, 72-71.
Brown dominated both games for Green Bay, shooting 16-of-28 from the field and averaging 21.0 points and 6.5 rebounds per game. Against Youngstown State, Brown was an efficient 11-for-16, posting 24 points and three blocks in 27 minutes of action. Two days later, Brown tied for the team lead with 18 points, hitting 3-of-4 3-point attempts and corralling nine rebounds as Green Bay led by as many as 23 points at second-place Cleveland State.
The weekend's efforts moved Brown into the top 40 in Horizon League history with 1,619 career points. Brown sits first in Green Bay history with 777 career rebounds, a record he set against Youngstown State. With 78 blocks this season, Brown is 11 from setting a new Phoenix single-season record; the 7-foot-1 center needs 17 blocks to establish the Horizon League career record, which currently stands at 309.
In front of the largest crowd ever at the Athletics Center O'rena, Felder notched just the eighth triple-double in the NCAA this season and the second in the Horizon League. Felder finished with 15 points, 10 rebounds and 11 assists on the night, scoring four of Oakland's six points in overtime and securing his 10th rebound just ahead of the Golden Grizzlies' game-winning jumper.
Felder's 169 assists on the year are an Oakland freshman record, and the lefty continues to pace the conference with 6.0 assists per game. Felder is on pace to become the first freshman to lead the Horizon League in assists since the 1992-93 season.
Green Bay will return to the Resch Center with a chance to clinch a share of its first Horizon League men's basketball regular season title since the 1995-96 season on Thursday, Feb. 20, hosting Valparaiso (16-11, 8-4 Horizon). Tip-off is scheduled for 8 p.m. ET, with the Horizon League Network providing live coverage.
Looking for its second conference road win, Oakland will travel to UIC (5-21, 0-12 Horizon) on Friday, Feb. 21. ESPN3 will carry the game, with coverage beginning at 8 p.m. ET.
Top Performers for the Week:
|Player of the Week
|Freshman of the Week
|Nov. 11
|Kendrick Perry, Youngstown State
|Alec Peters, Valparaiso
|Nov. 18
|Steve McWhorter, Milwaukee
|Kahlil Felder, Oakland
|Keifer Sykes, Green Bay
|Nov. 25
|Alec Brown, Green Bay
|Alec Peters, Valparaiso
|Dec. 2
|Keifer Sykes, Green Bay
|Lexus Williams, Valparaiso
|Dec. 9
|Keifer Sykes, Green Bay
|Matthew Grant, Detroit
|Dec. 16
|Kelsey Barlow, UIC
|Alec Peters, Valparaiso
|Dec. 23
|Travis Bader, Oakland
|Kahlil Felder, Oakland
|Alec Brown, Green Bay
|Dec. 30
|Shawn Amiker, Youngstown State
|Pat Birt, UIC
|Jan. 6
|Keifer Sykes, Green Bay
|Jarod Williams, Detroit
|Jan. 13
|Keifer Sykes, Green Bay
|Kahlil Felder, Oakland
|Jan. 20
|Alec Brown, Green Bay
|Lexus Williams, Valparaiso
|LaVonte Dority, Valparaiso
|Jan. 27
|Keifer Sykes, Green Bay
|Kahlil Felder, Oakland
|Feb. 3
|LaVonte Dority, Valparaiso
|Kahlil Felder, Oakland
|Feb. 10
|Charlie Lee, Cleveland State
|Clay Yeo, Valparaiso
|Feb. 17
|Alec Brown, Green Bay
|Kahlil Felder, Oakland


text:
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text: No recent wiki edits to this page. Green LanternStatus: DeceasedSpace Sector: 2666Sector Partner: InapplicableHomeworld: UnknownPredecessor: Inapplicable//True Lantern UnknownSuccessor: Inapplicable//True Lantern UnknownHistory:Formerly one of Nekron's undead soldiers sent by Krona to battle the Green Lantern Corps, Tylot became a member for a day when he decided to help the Green Lanterns defeat his master. Tylot was astounded by the way the Green Lanterns acted towards each other, and the respect they gave their masters, the Guardians of the Universe. In battle, Tylot saved Arisia of Graxos IV and offered her to Hal Jordan of Earth, to prove he was not an enemy of the Green Lanterns. This act surprised Jordan and he gave Tylot a power ring from a fallen comrade. When Nekron and Krona were finally defeated, Tylot faded away.


text:
Dear Anjali,
I am settled in UAE, I would like to get Bharatanatyam learning (Beginners)CD from you. could you please advise the details.
About Me
Namskaram !
My name is Anjali Nandan and 'am currently in Plano,TX, USA. I have been learning Bharatanatyam from the age of 6. The learning has mostly been in Mumbai from late Smt. Madhuri Kelkar. I am a "Nritya Visharad" in Bharatnatyam from Bharatiya Sangeet Samiti.
I have got the good fortune to work along with Padmashri Smt. Hemamalini as part of various dance Ballets. It was a Divine experience working in her productions like "Mahalakshmi", "Savitri" and "Geet-Govind". She is a graceful and disciplined exponent of Bharatanatyam.
Apart from online lessons her school Natyam Academy in Plano, TX offers Bharatanatyam lessons to interested students in Dallas/Plano/ Frisco communities.
I am not any expert in the field having seen many greats in this art form. This Blog is a humble attempt to provide some information on the dance form as I have learnt it.
Thanks for your help and encouragement along the way!
Note (Updated Sep 21, 2009): Thanks for all the comments, suggestions and encouragement. I truly appreciate each of that. To enable a better format for our discussion, I have added forums to the website. Request you to discuss your questions and ideas there.
Leave A Comment
1,189 responses so far ↓
Dear Anjali,
Dear Anjali,
My daughter has been learning kalakshetra bharatanatyam for the past 3years. She has learned alarripu, pushpanjali and Natesha kavutam. Unfortunately we have lost our teacher and were wondering whether you would be willing to teach via Skype. Please let me know if that is a possibility. Thank you
Hi Anjali,
My daughter has been learning bharatanatyam for the past 10 years and getting ready fir her arangetram in Sep 2016. What do you recommend for her? She is very passionate about dancing and wants to learn more.
Hi Anjali, i am 26 years old.I studied classical dance at the time of my schooling but it stopped because of studies.Now i really wish to continue the dance course but unfortunately i have back pain due to delivery..so i am asking you is it possible to continue or will it cause my health??Please reply
HI Anjali, Thanks for making me learn BharatNatyam thru yr online video Avadu. I have been a big fan of classical dances and keen to learn Bharatnatyam, your videos have helped me lot , request you to send me basis gesture of hands and eye for more clarification as i dont understnd other than Hindi english and a bit telgu as i been to hyderabad.
my name is sandra. i am studying in New Indian Model,Dubai… i am in grade 7 P. could you also teah me your dance style [Bharatanatyam] Or you could come to my school if you want…
hi, respected anjali mam,
my daughter (8years) has bharatnatyam started 1 year,but she was not remember of the steps after dance classes.i seeing your many more dance clips on u tube,I want to purchase your tutorial bharatratyam D V D..(full volume)mam please help me and my daughter (for her better future)
i just want to know how much a stage show for 3 hrs time to b paid to a performer
I am Likitha Siddanathi basically from India but doing job in France. I had learnt dance for 6 years in my schooling and then stopped due to my career. and now I want to continue my dance so can you give me some guidance ?
Your demonstration is really commendable …
I have a 6 year old daughter who is interested in dancing. I would like to try learning through online as it is convenient for us.
What is fee structure and if you can provide with you class details and curriculum, it will help a lot. I do Jong know much about dancing.
Thank you,
Hi Anjali…
I like ur website v much and its very informative.I haven't learnt bharathanatyam but I have a great passion on that. I used to watch lots of bharathanatyam videos. I would like to know which style of bharathanatyam is this.
I liked the basic info you provided. My daughter has just started learning this dance and i am living at a place where teachers are teaching only steps necessary for their examination of Prachin Kalakendra Chandigarh but i want my Daughter must learn all the Knowledge of bharat natyam & become a teacher too please guide me & bless my Daughter with your kind Guidence
Dear Anjali, I live in Belgium and am learning BN here. Chanced upon this website (what a treasure trove!! Kudos on maintaining this!!). Bought your DVD as well. Wondering if there's a possibility for Skype classes/or at least fine tuning for those learning from your DVD? Kindly message me, would like to get in touch with you regarding the different possibilities. Thank you very much in advance.
hello I am a bharatnatyam dancer and I mostly like to explore in this website. I have been learning bhartnatyam since I was 8 years old I m now 13 I m still doing bharatnatyam. I like this website as it tells me more about dances like alarippu pushpanjali thillana n I like to explore about it….. congratulations Anjali ma'am you helped me in knowing more and I still want to learn more so my teacher over here in Africa can help me till my Arangetrum………….. thank you!
Hi Anjali.Thanks for posting…I believe this is vazhvooor style ……my daughter has also started learning bharathnatyam excellent information thanks a ton
Very clear understanding Mam.. Thanks! BTW can you get me the exact mp3 of the pushpanjali please?
Respected Ma'am, Thanks a lot for the great help and the initiative for online teaching. At the age of 40 I just joined the class and struggling to learn Adavu's especially Nattadavu. I will go through your online messages and learn.
Again Thanks
thanks anjali for your website.I would like ask you what type or style is this barathanatyam ?,,,i know exited some ways or style but i not see difference.
thanks again my guru ji
I am trained in Pandanallur style of bharatanatyam.
Thanks. Cant share it due to copy rights. You shd find it on Kakakendra.com
Priya I am trained in Pandanallur style. Thanks
Thank you Jyo. You can email me if you need any contact programs.
Thank you. Wish your daughter good luck
Hi Anjalimadam, wat I say?I have no word other than THANK U SO MUCH
thank you… this web site has been helping in learning simple steps and practicing the steps….
Looking for some help for my 8 yr old daughter who is very much interested in bharatnatyam as a beginner . What is the best way of learning and could you provide with a CD . We live in Edinburgh ,Scotland . Thanks
I am glad to see you want to spread bharathanatyam online but how convinced are you that it is the right thing to do? isn't personal touch necessary for learning such an art that has immense history
Your videos on Adavus has been very useful for me as beginner. One of the best I could find, in fact. Very detailed explanations and demonstrations. Thank you so much.
I like your website.. Thanks for the informations… do you take online classes can you give information about that please.
Ms. Anjali Nandan,
A commendable endeavour and service. A good humanist and teacher in one.
May, you be ever blessed to continue your projects in future too.
Thank you very much Unnikrishnan Sir.
Can you please share the lyrics of the Mahabharata Shabdam composed by Guru Saroja Vaidyanathan.
Im not sure but have seen the video in you tube and the song starts like "paaviyar sabai thannil".
Dear Anjali,
My daughter Shreya Balasubramaniyam learning dance through Nritya Pooja Academy and about to complete the level through this academy. She is in the 9th level and also completed third level through Gandharva exam. I would like to have proper books and cd's of alarippu, jatishwaram, Ganesh and Natesh kavutuvam, tillana and so on everything in all ragas so i would make her to perform in all types. Please let me kow how i can try for all this .
Gayathri, You might find the songs you need on Amazon and websites like kalakriya or kalakendra
Respected madam
I am from Maryland I have 4 year old daughter.i am requesting to teach dance for my daughter. i want teacher like you be the guru for my daughter
Thank you
Hello Mam,
I very much impressed with the amount of information that you have shared. My elder daughter, Ananya Subramanian is learning from 4yrs locally in Bangalore. It would be of great help if you could guide us with the information like: most popular examination boards, about the exams, syllabus etc. As a parent I am interested in pursuing her ambition. Please help me in this regards as I don't know much about Bharatanatyam.
my daughter sreyasee basu student of mr. samrat dutta learning bharatnatyam. she already compleated margam. she is now 19years old. how can she join your coures ? pls. suggest. we are in india. thanks
Sanjay, These courses are for students residing outside india.


text:
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AFTER being named as the inaugural chairman of the new independent commission, the former Kangaroos star and IT guru John Grant will meet with the chief executive of the NRL, David Gallop, today.
The meeting follows the official announcement yesterday of the eight commissioners who will take over the running of the game from News Ltd and the ARL. They are:
- Grant, who was a member of Australia's 1972 World Cup team squad and heads the IT company Data#3;
- Harris Farm Markets chairwoman and founder Catherine Harris;
- Brand strategist Ian Elliot;
- Leighton Holdings executive director and chief financial officer Peter Gregg;
- Former Qantas and SOCOG chairman Gary Pemberton;
- CSR chairman Jeremy Sutcliffe;
- League great and management consultant Wayne Pearce, and;
- Indigenous education leader Dr Chris Sarra.
The chairman of South Sydney, Nicholas Pappas, who was a member of the four-man selection committee that chose the eight commissioners, confirmed the appointments at yesterday's meeting of NRL club bosses.
The commissioners will begin an induction period before the official handover occurs, which officials predicted could be weeks or months away.
Pappas told the meeting there were still a dozen issues to resolve, including News Ltd's refusal to sign a non-compete clause guaranteeing the media company would never again start a Super League-style breakaway competition.
''It is certainly important that we do all we can to ensure that the commission is in a place to make decisions from the earliest possible opportunity,'' Gallop said.
''This has been a lengthy process, and there are a number of legal steps required to finalise all membership agreements, dissolve the existing NRL partnership and board, dissolve the ARL board, transfer all contracts and meet all tax and company requirements.
''We are being advised that this may take a bit more time, which will give valuable time for the commissioners to be briefed on all important issues in advance of their first formal meeting.''
The chief executive of Gold Coast, Michael Searle, who began working with the Sydney Roosters chairman, Nick Politis, towards the implementation of an independent commission three years ago, said he was satisfied with the people who had been appointed.
''I think the game has achieved what it set out to do, which is put a corporate lid on to [the structure] and maintain the very fabric of the game of rugby league,'' Searle said.
''It has always been important for the fans that we don't change the culture of the game, and by putting these type of business people on the commission will make sure we have a very strong corporate lid to administer our game for the next 100 years.
''It was an important thing for the game, and both partners, the Australian Rugby League and News Ltd, have done the right thing for the game by being transparent and very upfront about what they want from the game. A restructure is the right outcome for our game and also the partners. I'm happy for it to come to fruition.''


text:
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