As my consigliere is wandering in this direction, I wanted to be really clear that the main purpose of his visit is not to work with me on oddball ideas about busting through into other dimensions. While it’s fun to focus on warping space-time, attempting to move directional shifts around, and levitating objects, making money is a more realizable objective.
Remember, he’s a long-standing member of the old University of Colorado Longwave Econ group and that’s one of the main reasons for the visit. When you look at the stock market – which has continued to hyper-extend – it’s important to remember that “what goes up….”
The market action this week was not unexpected. We could see the S&P go into the 2,700 area. But, alas, I will be the guy on the sidelines.
There have simply been too many times that trying to “Call the Top” has turned into an exercise in financial suicide for the people who’ve tried it. Suicide is one of those areas – like finance – where I’m willing to observe the results obtained by others.
This is not to say we won’t get out in the shop and light up some of the gear… here are two of the three stacks of equipment;
The unit on the top of the right stack is the one that I told you about – that defaulted to Chinese when Mr. Ure went to sleep turning it on the first time.
Here’s how I summarized the experiments in the book:
“The first series of experiments is not excepted to produce results. However, it will be conducted with an eye toward identifying any equipment issues.
This round will include low (0.5 Hz) to high (20KHz) audio. From there, RF energy from 9 KHz to 500 MHz will be tested using both resistive loads at the low frequencies and an assortment of small dipoles at the high frequencies (>80MHz).
The second series of experiments may produce only very minor results. It will be performed with two radiative sources placed at right-angles to one-another. The sources will be fed in phase from a common signal source.
Again, the testing will run through audio spectrum from a low of (20Hz) to high (20KHz) audio. From there, RF energy from 9 KHz to 500 MHz will be tested using both resistive loads at the low frequencies and an assortment of small dipoles at the high frequencies (>80MHz).
The third series of experiments will involve efforts to create a transverse wave. Thus, the right-angle radiators will be used, only this time set to different frequencies.
As outlined, we have far north of 57-million frequencies to consider. Worst of all? The work won’t be done in my lifetime, even if I could afford to work on it 5-hours per day.
The reason is that any effects from trying to warp space-time or levitate objects take time to set up.
In other words, let’s say I set up three signal sources with three different wave forms that could interact, this way or that. According to some of the translated reports, levitation takes time to “set up.” About four minutes.
Shall we do the math, then?
54,000,000 experiments. 6-minutes each to set up, power-on, await results, notations on result, and go to next. 324-million minutes. 5.4-million hours.
675-thousand days, and with no holidays, 1,849.31 years.
This is a LOT like going looking for the Los Dutchman’s Mine. Who, by the way, we have been researching and he was really a German immigrant. But I think I mentioned that before.
So as we go into the balance of the week, except for pithy observations from my colleague, don’t be disappointed if we don’t get everything all set up and all possible tests run.
The problem’s solution may account for temples in Tibet, the pyramids of Central America and Egypt, too.
But the odds of us winning the PowerBall are considerably higher, which is why from the outset, the book has been simply a research project for the next novel.
Still, that’s what part of the gear looks like. Think of it as one of “them icon pressing apes going fishing in strange waters with unproven lures…”
Doesn’t mean he might not accidentally catch fish, but it does mean it’d be smart to have a back-up pound of hamburger in the fridge.
If you have any numbers, particularly pairs or threes of numbers, send them in with your comments on why they are worth moving to the front of the line.
For example, someone of religious beliefs might suggest 3 frequencies (for the trinity). Then 12 for disciples, 13 for the whole entourage, and find some others. (There is a whole Book of Numbers, lol.)
I’ll run them once I get through my “suspect list” that is based on things you’ll read about in the book.
Just wanted to be straight so we’re clear that I don’t have any hard & fast expectations, so neither should you.
This is a lot like “top calling” in the market. Some day, someone’s going to find it…but today? Different set of odds.
And we were talking about how predictors and seers are loosely-goosely in their time frames….
So post your numbers as a comment to this post…
Harrison Ford Is Not Alone
Since I are a pilot, I thought this note from the FAA was interesting:
Wrong Surface Landing Incidents
Notice Number: NOTC7400
Recently, the FAA Air Traffic Organization (ATO) has advised of an increase in, “Wrong Surface Landing Incidents” in the National Airspace System (NAS).
- Landing on a runway other than the one specified in the ATC clearance (frequently after the pilot provides a correct read back)
- Landing on a Taxiway
- Lining up with the wrong runway or with a taxiway during approach
- Landing at the wrong airport
Investigations of these incidents reveal some common factors that pilots should be aware of so we can try and reduce future occurrences:
- Airports with parallel runways are prone to wrong surface landings
- Parallel runways with different dimensions and/or surface color may confuse pilots
- Offset parallel runways may be problematic due to the potential of the longer or wider runway being more prominent
- Airports with similar configurations and in close proximity are prone to wrong airport landings
Air Traffic Controllers do their best to monitor aircraft position but cannot always visually confirm which runway a pilot is lined up with (particularly with close parallel runways)
Pilots with previous experience or knowledge at an airport may be prone to “Expectation Bias” which will lead them to identify the runway they are expecting versus the runway assigned
Pilots’ assigned runways that are rarely used may have difficulty identifying the correct surface and are prone to error even if they use the airport frequently
- Cockpit distractions during approach and landing phase of flight are frequent factors in wrong surface landings
- Pilots of any rating or experience level may be prone to a wrong surface landing, but reports indicate that pilots with less experience are more frequently cited
- Best Operating Practices pilots can use to help avoid wrong surface landings:
- Be prepared! Preflight planning should include familiarization with destination and alternate airports to include airport location, runway layout, NOTAMs, weather conditions (to include anticipated landing runway)
- All pilots should recognize they are prone to a wrong surface landing and take steps to prevent errors on every approach and landing
- Reduce cockpit distractions during approach and landing phase of flight. Avoid all unnecessary conversation with passengers. Full attention to flying duties!
- Have a technique to verify you are approaching the correct airport and lined up with the correct runway and practice this on every flight
- Use visual cues such as verifying right versus left runways; runway magnetic orientation; known landmarks versus the location of the airport or runway
- Be on the lookout for “Expectation Bias” If approaching a familiar airport, ATC might clear you for a different approach or landing runway. Be careful not to fall back on your past experiences. Verify!
- Pay attention to inflight updates including ATIS and possible runway changes based on wind or other factors
- Always include the assigned landing runway and your call sign in the read back to a landing clearance
- When cleared to land early or prior to entering the pattern, exercise care and verify with ATC if there is any doubt as you get closer to the airport
- Reduction in visibility including the glare from the sun can create visual challenges that lead to errors
- Night time conditions also create visual challenges that can trick even an experienced professional pilot. Be prepared!
- Utilize navigation equipment such as Localizer/GPS (if available) to verify proper runway alignment
- Request assistance from ATC if experiencing any disorientation or if unsure of position
- On short final, make final verification of correct runway and ensure that no vehicles or aircraft are present
- If you are ever in doubt of your approach or landing on the assigned runway, perform a go around procedure and promptly notify ATC
When pilots approach a towered airport for landing, an assigned runway is issued followed by the pilot’s visual identification of the surface. Subsequently a landing clearance is issued by ATC to be followed by landing on the correct runway. The goal of this sequence is to ensure safe separation of aircraft at locations with high concentrations of air traffic.
In each phase of the process there are chances of miscommunication and visual mistakes which can lead to the aircraft arriving on the wrong surface. The subsequent risks involve traffic conflicts and possible collisions which are unacceptable in the National Airspace System (NAS).
All human beings are capable of error and mistakes can have a way of appearing when we least expect them. It is vitally important for all airmen to prepare themselves and take proactive steps to prevent error and also to recognize it, when necessary, followed by immediate corrective action.
In conclusion, this Notice/FAASTBLAST is to alert pilots to hazards associated with landing at the wrong airport or on the wrong surface at the destination. Fortunately, there have been no recent accidents associated with this issue, but the risk remains and should be a priority for all airmen. Please exercise care on every approach/landing and help prevent Wrong Surface Landings in the NAS!
So no, Harrison Ford wasn’t the first person to pick the wrong runway set-up./ Been there, done that…though I figured it out while still 4-miles out…just sayin… I think it was a mis-com by the tower, but in the ATC world, the guy on the ground is always right.
Write when you get rich,