diff --git "a/aerospace/dev.jsonl" "b/aerospace/dev.jsonl" new file mode 100644--- /dev/null +++ "b/aerospace/dev.jsonl" @@ -0,0 +1,1000 @@ +{"text": "Follow CBSPHILLY Facebook | Twitter\nFORT LAUDERDALE, Fla. (CBS Miami) — A hazardous materials team was called to Fort Lauderdale-Hollywood International Airport after five crew members aboard an American Airlines flight from Philadelphia became ill.\nFlight 1897 took off from Philadelphia around 11 a.m. Shortly before landing at Fort Lauderdale-Hollywood International Airport, crew members complained of an odor onboard.\nThe plane landed safely and paramedics spoke with the crew.\n“Two pilots and three flight attendants asked to be taken to the hospital as a precaution,” according to a statement from the airline. “The aircraft is being evaluated by our maintenance team.”\nNone of the 137 passengers on the flight were affected by the odor.", "label": "Yes"} +{"text": "A YouTuber that purposely crashed his plane in a California national forest for a sponsorship deal has reached a plea agreement.\nTrevor Jacob, 29, pleaded guilty to destruction and concealment with the intent to obstruct a federal investigation. The YouTuber is facing up to 20 years in prison.\nAccording to a press release from the U.S. Attorney’s Office for the Central District of California, Jacob admitted to downing the plane to promote a wallet. He later retrieved the footage of the aircraft crashing and destroyed it.\nOn November 24, 2021, Jacob departed from Lompoc City Airport on a solo flight. About 35 minutes into the flight, the YouTuber exited the plane and parachuted to the ground. The airplane subsequently crashed into the Los Padres National Forest.\nJacob made the National Transportation Safety Board (NTSB) aware of the crash two days later. An investigation was launched by the NTSB, and the Federal Aviation Administration (FAA) began its own investigation shortly after.\nIn the weeks following the incident, Jacob lied to investigators about knowing where the plane’s wreckage was located. In December 2021, he and a friend went to the crash site and recovered the downed aircraft. They took it to his hangar at Lompoc, where he cut up the plane and got rid of the pieces.\nOn December 23, 2021, Jacob uploaded the video footage of the plane crashing to YouTube. He titled the video “I Crashed My Airplane.” The 13-minute video shows Jacob exiting the aircraft and the plane crashing.\n“Jacob admitted in his plea agreement that he intended to make money through the video,” according to the news release.\nThe FAA revoked Jacob’s pilot license in 2022. He is scheduled to appear in court in the coming weeks.", "label": "Yes"} +{"text": "TNPSC Current Affairs 2016 November 11\n1.Guy Ryder Re-elected as ILO Director General.\nGuy Rider has been re-elected as Director General of International Labour Organization. He took office on 1st October 2012.He is the 10th Director General.\nInternational Labour Organisation has formed on 1919 , it is United Nations Agency located in Geneva, Switzerland.\nInternational Labour Organisation which deals with labour issues, international labour standards, social protection, and work opportunities to all, it has 186 countries as members including the cook Islands.\n2.The Kaveri delta Coal-bed methane extraction project has been cancelled by center.\nCentral Government has cancelled the Kaveri delta Coal-bed methane extraction project due to the protest from farmers.\nAbout the Project:\nIn 2010 GEECL has won the licence to explore and extract methane and Coal Deposit in Mannarkudi in Thiruvarur district. The then Tamil Nadu Government has given area in Nagapattinam, Thanjavur and Thiruvarur district in Tamil Nadu. But due to oppose from farmers, Environmentalist the project has been canceled.\n3. China has launched pulsar navigation test Satellite\nChina has launched the satellite to detect signs of pulsars. The satelite will conduct experiments on X-ray pulsar navigatons, which are very high density stars formed by neutrons.\nIt has been launched from Jiuquan Satellite Launch Center, the satellite was carried by long March-11 rocket. It was 239th flight mission by Long March.", "label": "Yes"} +{"text": "A team of subject matter experts at the National Nuclear Security Administration’s (NNSA’s) Sandia Field Office (SFO) was recently awarded the Department of Energy’s (DOE’s) Secretary’s Honor Award for their efforts in negotiations with the United States Air Force to reach an acceptable agreement on a new permit and operating agreement for the Tonopah Test Range (TTR) located near Tonopah, Nevada.\nThe TTR is the testing range of choice for many national security missions, and so failure to extend the permit would have caused a cessation of critical planned weapons tests at the site. Instead, the work of this team enabled the Nuclear Security Enterprise to assure the testing of gravity nuclear weapons without mission disruption.\nThe 2019 Secretary’s Honor Awards were announced January 20, 2021. The awards recognize DOE employees and contractors for their service and contributions to the Department’s mission to the benefit of the Nation.\n“The NNSA’s national security mission at the Tonopah Test Range is critical,” said Jeff Harrell, Manager of the NNSA Sandia Field Office. “I am truly thankful to all the members of the team for their dedication and perseverance to accomplish the agreement with the Air Force for the new permit.”\nThe SFO team members were Mike Duvall, Susan Lacy, Curtis McHaley, Aaron Perea, Doris Sandoval-Tellez, James Todd, William “Bill” Wechsler, and Cynthia Wimberly. Principal Assistant Deputy Administrator for Defense Programs Phil Calbos (NA-10) and Real Estate Contracting Officer Joelle Altamirano (NA-521) were also members of the team.\n“It is a great honor for the team to receive this award,” said Mike Duvall, team member and SFO Deputy Manager. “We worked diligently over the course of two years to ensure the new permit with the Air Force would meet the Nation’s national security needs.”\nSandia National Laboratories conducts operations at TTR in support of the NNSA’s weapons programs. Activities at TTR include stockpile reliability testing; arming, fusing, and firing systems testing; and the testing of nuclear weapon delivery systems. The range also offers a unique testing environment for use by other U.S. government agencies and their contractors.\nVisit the Tonopah Test Range website for more information.", "label": "Yes"} +{"text": "Mon, Feb 11, 2013\nHigh-Altitude, Long-Endurance Aircraft Also Receives Software Upgrades\nBoeing's liquid hydrogen-powered Phantom Eye unmanned aircraft system has completed taxi testing at Edwards Air Force Base in California as it progresses toward its second flight. During the testing, which occurred Feb. 6, the Phantom Eye demonstrator aircraft sitting atop its launch cart reached speeds up to 40 knots, or approximately 46 miles per hour.\nThe Phantom Eye team has also completed software and hardware upgrades to prepare for flying at higher altitudes. \"We upgraded the autonomous flight systems and have achieved all the required test points in preparation for the next flight,\" said Drew Mallow, Phantom Eye program manager.\nAdditionally, the team improved the aircraft’s landing system following Phantom Eye's first flight, when the landing gear dug into the Edwards lakebed and broke. \"We've drawn on Boeing’s experience to come up with a solution, using our tactical fighter aircraft landing systems as an example,\" said Brad Shaw, Phantom Eye chief engineer.\nPhantom Eye's innovative and environmentally responsible liquid-hydrogen propulsion system will allow the aircraft to stay on station for up to four days while providing persistent monitoring over large areas at a ceiling of up to 65,000 feet, creating only water as a byproduct. The demonstrator, with its 150-foot wingspan, is capable of carrying a 450-pound payload. Its first flight, in coordination with NASA's Dryden Flight Research Center at Edwards, was in June 2012.\n(Image provided by Boeing)\nStormbirds A confederation of Luftwaffe-related web sites, providing reference-grade coverage of the Messerschmidt 262 and other advanced combat aircraft of the Third Reich.>[...]\nA safety alert issued by ATC to aircraft under their control if ATC is aware the aircraft is at an altitude which, in the controller's judgment, places the aircraft in unsafe proxi>[...]\n\"You have a huge job ahead of you. The challenges are many and the solutions are hard.\" Source: Senate Commerce Committee Chair Jay Rockefeller (D-WV).>[...]\nGet A Customized ANN News Portal For YOUR Website! As we promised, the ever-so-busy software geeks at ANN have been working overtime on a number of cool new tools and toys... and t>[...]\nEffort To Raise Funds And Awareness For The Special Operations Warrior Foundation A group of Airmen with the Air Force Seven Summits team reached the highest point of the world, Mo>[...]", "label": "Yes"} +{"text": "FLYHT AFIRS 228 STC-Approved for Six Different Aircraft Types\nFLYHT Aerospace Solutions Ltd (FLYHT) has received Supplemental Type Certificates (STC) for its Automated Flight Information Reporting System (AFIRSâ„¢) 228 on a total of six different aircraft types.\nThe STCs apply to: ATR-42/72; Boeing 777-200/300; Boeing 767-200/300; Boeing 747-200; Bombardier Challenger 870/890, CRJ-700/900 (TCCA STC, China VSTC); Hawker Beechcraft 750/800XP/850XP/900XP (EASA & TCCA for full activation and FAA in progress).\nSTC approvals are in progress for: Boeing BBJ1 (737-700); BBJ2 (737-800); and the Airbus ACJ 319/320/321 family of aircraft.\nFLYHT’s CEO, Bill Tempany, said, “We’re pleased at the rapid expansion of aircraft types that can be supported by AFIRS, making the unique benefits of our system available to business aviation, charter, and scheduled operators.\n“As a Transport Canada DAO, FLYHT is able to develop and expedite approval of the aircraft integration engineering and STC packages that are required to install any airborne electronics on aircraft. This, along with the unique capabilities of AFIRS, makes FLYHT the best partner in the industry when it comes to implementing advanced aircraft connectivity.â€Â\nThe company also holds approvals for its AFIRS 220 legacy product on the following business aircraft: Embraer Legacy 600; Boeing BBJ1 (737-700) and BBJ2 (737-800); Airbus ACJ319, ACJ320 and ACJ321; Bombardier CRJ-100SE; Hawker Beechcraft 750/800XP/850XP/900XP.\nFLYHT performs all engineering required for aircraft integration and, by virtue of being a Transport Canada Design Approval Organization (DAO), can expedite the approval to install its products on a wide variety of aircraft types. FLYHT currently holds over 40 STCs for AFIRS, which are issued by five regional authorities (TCCA, FAA, EASA, CAAC [China] and ECAA [Egypt]) covering 20 aircraft types.\nAFIRS integrates voice, text, and automated data reporting over Iridium SATCOM and the Internet, into one affordable package. The system’s features include: global voice and text communications; global flight tracking and position reporting; real-time event notifications; built-in Quick Access Recorder (QAR) for FOQA and SMS; automated engine trending; accurate and automated movement and flight times; real-time fuel management and emissions reporting; and, EFB connectivity.\nAbout FLYHT Aerospace Solutions Ltd.\nFLYHT provides proprietary technological products and services designed to reduce costs and improve efficiencies in the airline industry. The Company has patented and commercialized three products and associated services currently marketed to airlines, manufacturers and maintenance organizations around the world. Its premier technology, AFIRSâ„¢ UpTimeâ„¢, allows airlines to monitor and manage aircraft operations anywhere, anytime, in real time. If an aircraft encounters an emergency, FLYHT’s triggered data streaming mode, FLYHTStreamâ„¢, automatically streams vital data, normally secured in the black box, to designated sites on the ground in real-time.\nAFIRS, UpTime, FLYHT, FLYHTStream and AeroQ are trademarks of FLYHT Aerospace Solutions Ltd.", "label": "Yes"} +{"text": "EuroSpaceward Conference to Focus on Carbon Nanotechnology and Space Elevator Systems\nThe 4th International Conference of EuroSpaceward: Carbon Nanotechnology and Space Elevator Systems will take place in Luxembourg on December 4-5. Carbon nanotubes have been constructed with length-to-diameter ratio of up to 132,000,000:1, significantly larger than any other material. Experts from around the world will discuss the latest research showing how the unique mechanical properties of this material can be exploited to facilitate the space elevator. Vesselin Shanov (TL), who has grown record length carbon nanotube arrays (BL) with his team at the University of Cincinnati, USA, will give the opening Keynote lecture on ‘Advances in synthesis and application of carbon nanotube materials.’ New research on space elevator systems and reports of international climber contests will be the focus of day 2 of the event. Akira Tsuchida of JAXA and Ted Semon (CL) of the International Space Elevator Consortium will provide outlooks on the future of space elevator work during the closing session. (Credit: EuroSpaceward, International Space Elevator Consortium)\nPanel Discussion Set to Focus on Space Policy Implementation\nImplementing National Space Policy will be the topic of a panel discussion on December 3 at the Space Enterprise Council (SEC) headquarters in Washington DC. Sponsored by SEC and the George Marshall Institute, the event will provide a forum for space experts and former congressional members to focus on lessons learned from past and present space policies and how it can be applied to current and future policies. Panelists include former Executive Secretary and White House National Space Council member Mark Albrecht (C), former Director of the Space Policy Institute John Logsdon (L), current House Armed Services Committee Kari Bingen, former retired Air Force Major Rosie Rosenberg and former Appropriations clerk, Paul Carliner (R). With its diverse membership and affiliation with TechAmerica, the SEC works to advance the interests of USA companies through advocacy with policymakers as well as provide an ideal business environment for space enterprise. (Credit: Space Enterprise Council, Geore Marshall Institute, NASA, 123nonstop.com, xprize.org)\n= All times for terrestrial events in local time unless noted.\n= All times for international terrestrial events in local time unless noted.\n= All times for space events, and…\n= All times for international space / astro events in Hawaii Standard Time unless noted. Add 10 hours to obtain UT (‘Universal Time;’ Greenwich, England).\nWeekly Planet Watch – Morning Planets: Venus (ESE), Saturn (ESE) / Evening Planets: Jupiter (S).\nNov 29 — International Space Station, LEO: E-25 crew members continue science and maintenance activities as they prepare for the arrival of STS-133 Discovery crew.\nNov 29 — NASA Lunar Reconnaissance Orbiter (LRO), Lunar Orbit: All systems nominal in scientific phase of mission as LRO continues to return data from the Moon.\nNov 29 — Mars Rovers Opportunity & Spirit, Red Planet: Mars Rover Opportunity continues trek to Endeavour Crater, recently crossing 25km odometry mark; ‘Sweep & Beep’ paging techniques for Spirit have been unsuccessful as it remains silent at Home Plate.\nNov 29 – Dec 1 — The National Academies, Washington DC: ‘A Decadal Strategy for Solar and Space Physics / Panel: Solar and Heliospheric Physics.’\nNov 29 – Dec 1 — IRAM (Institute of Radioastronomy), RadioNet, Grenoble, France: ‘Observing with ALMA: Early Science Workshop.’\nNov 29 – Dec 1 — The Tunisian Association for the Digital Geographic Information, Tunisia, Africa: ‘5th International Conference Geotunis 2010: The Use of GIS and Remote Sensing for Sustainable Development.’\nNov 30 — The Dudley Observatory, Schenectady NY: ‘The Sun and Solar Eclipses,’ Jay Pasachoff.\nNov 30 – Dec 1 — NASA Office of Small Business Programs, Bethesda MD: ‘3rd Annual NASA Small Business Symposium and Awards Ceremony.’\nNov 30 – Dec 1 — World Technology Network, New York City NY: ‘The 8th World Technology Summit / 9th Awards 2010.’\nNov 30 – Dec 2 — International Academy of Astronautics, Abuja, Nigeria: ‘IAA Nigeria International Symposium on the Equatorial Plane: Attributes and Characteristics.’\nDec 1 — Deep Space, Milky Way: Scientists continue to observe HIBP 13044 b, an exoplanet with a minimum mass 1.25 times that of Jupiter that entered our galaxy from another galaxy.\nDec 1 — USA Senate Committee, Washington DC: ‘Senate Committee Hearing: Transition and Implementation – The NASA Authorization Act of 2010.’\nDec 1 — The SETI Institute, Mountain View CA: Colloquium Series Lecture: ‘IRIS: A New Window on the Physics of the Solar Interface Region,’ Bart De Pontieu.\nDec 1 — Reuben Fleet Science Center, San Diego CA: ‘The Sky Tonight Planetarium Show: Winter Constellations.’\nDec 1-2 — ESA, Frascati, Italy: ‘Terrafirma 6th User Workshop,’ event to share in the applications and understanding of ground movement monitoring which are emerging from this state-of-the-art satellite technology.\nDec 1 — Cassini OTM-269, Saturn Orbit: Spacecraft conducts Orbital Trim Maneuver #269 today.\nDec 1 — Moon: 3.0° SW of Spica; 17:00.\nDec 1 — Asteroid 2005 GC120: Near-Earth Flyby (0.043 AU).\nDec 2 — Moon: 6.2° SSW of Venus; 08:00.\nNET Dec 3 — NASA, Launch Discovery STS-133, Cape Canaveral FL: USA mission to the International Space Station set to deliver the Express Logistics Carrier 4, a Multi-Purpose Logistics Module and critical spare components. Delayed from Nov 1, 2 & 4.\nDec 3 — Space Enterprise Council, George Marshall Institute, Washington DC: ‘National Space Policy: Learning from the Past to Improve Future Decisions,’ panel discussion with John Logsdon, Kari Bingen, Mark Albrecht, Rosie Rosenberg and Paul Carliner.\nDec 3 — University of Alabama at Huntsville, Huntsville AL: Astrophysicist Neil deGrasse Tyson to speak at UAH fall commencement ceremony.\nDec 3 — Asteroid 2409 Chapman: Closest Approach to Earth (1.195 AU).\nDec 4 — International Lunar Observatory Association, Space Age Publishing Company, Tokyo, Japan: ‘Galaxy Forum Japan: Galaxy Education in the 21st Century.’\nDec 4— Zero Gravity Corporation, Miami FL: Commercial weightless flight on board G Force One.\nDec 4-5 — EuroSpaceward, Luxembourg: ‘EuroSpaceward’s 4th International Conference: Carbon Nanotechnology and Space Elevator Systems.’\nDec 4 — Asteroid 5790 Nagasaki: Closest Approach to Earth (1.539 AU).\nNET Dec 5 — RSA, Launch Proton / Glonass, Baikonur Cosmodrome, Kazakhstan: RSA Proton Rocket to deploy trio of satellites for the Glonass navigation system.\nDec 5 — Mercury: 6.4° S of Pluto; 07:36.\nDec 5 — Moon: 2.5° N of Antares, 00:00; New Moon (Beginning of Lunation 1088).", "label": "Yes"} +{"text": "Kohima: Indian Army’s Cheetah helicopter crashed on Monday soon after taking off from Rangapahar helipad in Dimapur district, Nagaland.\nThough the helicopter was damaged in the crash, the two pilots and an army official on board escaped unhurt. The army aviation chopper was on a routine sortie when it crashed nose down from a height of about 10-12 feet on the ground at 9.30 AM, Defence PRO in Shillong, Amit Mahajan said.\nDefence PRO in Kohima Lt Col Emron Musavi said that there were two pilots and an army official in the helicopter but none was injured, reported media.\nAn inquiry has been ordered into the incident, Mahajan said.", "label": "Yes"} +{"text": "PSLV-C37 Current Affairs, GK & News\nIndian Space Research Organisation successfully launched its observation satellite EMISAT in the morning from the Satish Dhawan Space Centre in Sriharikota. The launch vehicle PSLV-C45 was carrying EMISAT and 28 other customer payloads. The main satellite EMISAT and the 28 customer satellites will be taken into 2 different orbits, and the 4th stage engine of ..\nIndian Space Research Organisation will launch 29 satellites including the primary payload EMISAT, on 1st April. Polar Satellite Launch Vehicle, PSLV-C45 will take off from Satish Dhawan Space Centre in Sriharikota carrying the satellites onboard. EMISAT is developed to monitor radar network by India. EMISAT weighs 436 kg and is intended for electromagnetic spectrum measurement. ..\nTopics: Indian Space Research Organisation • Polar Satellite Launch Vehicle • PSLV-C37 • PSLV-C4 • PSLV-C44 • PSLV-C45 • Satellite Launch Vehicle • Satish Dhawan Space Centre • Science and technology in India • Spacecraft • Spaceflight\nOn 1st of April 2019, the Indian Space Research Organisation (ISRO) will launch a 436 kg electronic intelligence satellite Emisat for the Defence Research Development Organisation (DRDO) along with 28 satellites of international customers from the spaceport of Sriharikota. It will also demonstrate its new technologies like three different orbits with a new variant of ..\nIndian Space Research Organisation (ISRO) created history by successfully launching a record 104 satellites in single mission. These satellites were launched on board of Polar Satellite Launch Vehicle PSLV-C37, on its 39th mission from Satish Dhawan Space Centre, Sriharikota, Andhra Pradesh.’ Key Facts Of the total 104 satellites, three were Indian and remaining 101 belonged ..", "label": "Yes"} +{"text": "Enterprise Networks and Servers: SGI Altix Used to Help Make Space Shuttle Flight Safe\nJul 07, 2005, 13:00 (1 Talkback[s])\n\"With NASA now projecting a mid-July Space Shuttle return to\nflight, Lockheed Martin Space Systems-Michoud Operations continues\nits impact analysis of the external fuel tank using the SGI Altix\ncomputing system and SGI InfiniteStorage purchased from Silicon\nGraphics in 2004.\n\"The SGI Altix high-performance computing systems are helping to\nensure the safety of space flight by enabling NASA Michoud\nengineers to successfully run impact analysis simulations of foam,\nice, and other debris and to model/analyze the design of the\nshuttle's external fuel tank...\"", "label": "Yes"} +{"text": "Airbus: 2 helicopters for NASA and contract for India\n(CercleFinance.com) - Airbus has announced the supply of two new H135 helicopters to NASA, delivered from its\nThese aircraft, along with a third scheduled for delivery early next year, will be used for a variety of missions, including rocket launch safety, emergency medical services, research and passenger transport.\nThe Indian Institute of Aeronautics (IIA) has concluded an agreement with Airbus for the use of \"Airbus Competence Training (ACT) for Academy\" in its progra.\n\"ACT for Academy\" is training software offered by Airbus that aims to familiarise students with the latest technologies and procedures for the maintenance of Airbus aircraft.\nIn this way, Airbus aims to prepare and train a skilled workforce, in line with the \"Skill India\" initiative launched by the Indian government.\nCopyright (c) 2020 CercleFinance.com. All rights reserved.", "label": "Yes"} +{"text": "One of the most daring aviation adventures took place in the summer of 1920 when eight daredevil U.S. Army Air Service fliers made a historic flight With their De Havilland DH-4 from Mitchel Field, Long Island, to the barren coast on the Bering Sea and the famous Alaskan gold mining camp of Nome. The approximate round-trip distance was 9,000 miles, much of it over uncharted country.\nThe Squadron did stopovers at\nErie Grand Rapids Winona Fargo Portal Saskatoon Edmonton Jasper Prince George Hazelton Wrangell White Horse Dawson Fairbanks Ruby\nFor creating of this flight I used the 'DH-4 Alaska Expedtion' done by Dennis Simanaitis.\nThe eight DH-4 aligned at Mitchel Filed, just opposite to Roosevelt Field\nand taking off there\nFlying over Manhattan\nand landing at Erie Airfield.\nOn the way to Fargo, ND\nand some days later approaching Whitehorse, Yukon\nover Alaskan forest while reaching Ruby, AK\nand finally the Pacific west coast at Nome.\nThis flight has be done five years before the famous 1925 serum run to Nome. Although no airplane finally could be used to forward faster the antitoxin, it could be story for itself. Let's see.", "label": "Yes"} +{"text": "A 30 minute maintenance engine run is begun on N787BA. Scheduled to leave for Boeing Field this afternoon, it is still on the ground at 0230z.\nN7874 landed, parked on the Boeing ramp for 40 minutes, then departed for Tatoosh before returning to Boeing Field.\nBOEING 522 747-8F N50217 departed Boeing Field this morning and worked in the north flutter track. On takeoff, a seagull struck the number two engine and T-38 N38FT was launched to check for damage.", "label": "Yes"} +{"text": "Considering getting your Remote Pilot Certificate? The May-June 2017 FAA Safety Briefing covers everything you need to know.\nThe May-June 2017 FAA Safety Briefing is here, and the focus for the agency’s latest issue of their bi-monthly digital publication is the rapidly growing world of Unmanned Aircraft Systems (UAS). The issue features articles exploring and answering “the who, what, where, when, why and how of UAS operations,” including regulatory and technical challenges UAS operators need to be aware of. So, let’s a brief look at the articles the FAA’s prepared, and other topics up for discussion in the FAA’s latest Safety Briefing issue.\nOverview of the May-June 2017 FAA Safety Briefing\nIn The Dawn of Drones: Why We All Need to Care About UAS, active GA pilot, flight instructor, and FAA Safety Briefing editor Susan Parson explores what she sees as the three different camps pilots fall into when it comes to drones: the Doomsayers, the Dozers, and the Dazzled. In the article, Parson also reveals that as of her writing of the article, the FAA has issued “an astonishing 52,000 Remote Pilot certificates,” and that registered drones (over 750,000) have already well surpassed registered manned aircraft (209,000) in the FAA’s Aircraft Registry.\nUp next is pilot, ground instructor, and FAA Safety Briefing Associate Editor James Williams with When Do I Need a Certificate? A Look at Hobbyist vs. Commercial Requirements for Small UAS. In the article, Williams explores the guidelines that need to be met by all drone pilots and the part 107 requirements that detail what a drone pilot has to do to be able to fly for compensation, including the requirements that can have a certificate of waiver issued for them.\nSafety Briefing assistant editor and student pilot Jennifer Caron follows up with Who’s Behind UAS? A Look at Drone Support, Programs, and Initiatives in the FAA. Caron covers the many different “drone support mechanisms, programs, and initiatives” the FAA has in place for the benefit of the both operators, and the public. Then, commercial pilot and Managing Editor of the FAA Safety Briefing Tom Hoffman joins in with How Do We All Get Along: A Look at the FAA’s Strategy for UAS Integration into the NAS. Noting that the FAA understands that a “one-size-fits-all” approach to integrating drones safely and efficiently into the NAS has “little chance of being effective,” Hoffman discusses how the current part 107 rule is part of the groundwork for “a more inclusive type of system.”\nNext, for Where Do I Find the Drone Zone? Navigating Cyberspace for Official UAS Resources, assistant Safety Briefing editor, U.S. Air Force veteran, and rated Civil Air Patrol aircrew member Paul Cianciolo discusses where to find different resources online. This includes where pilots can register their drones, the FAA’s Remote Pilot study guide and knowledge test guide, where to report a part 107 related accident, and more. Chris Huebner, a subject matter expert and Lieutenant Commander in the U.S. Navy Reserve, then provides a look at a different type of drone with What’s It Like to Fly a Global Hawk? A First Person Account of Large UAS Operations. Huebner’s account is not only fascinating but relevant to the discussion because, as Huebner puts it, the “the risk-based approach and best practices” he describes are applicable to both part 107 remote pilots and hobbyists as “a Global Hawk is a large UAS.”\nFinally, Cianciolo returns for Drone Dragnet: UAS Guide for Law Enforcement Officials, discussing topics such as what rights law enforcement has when it comes to enforcement actions. And for those considering possibly just flying drone ‘under the radar,’ so to speak, and not complying with the various regulations, Cianciolo notes that “the FAA may assess civil penalties of up to $27,500 for failure to register a UAS, including model aircraft,” while the criminal penalties may “include fines of up to $250,000 and/or imprisonment for up to three years.” So, probably not a good idea.\nAnd if that’s not enough, the May-June 2017 FAA Safety Briefing also covers additional topics like the career potential for Drone Maintenance Technicians, how the FAA’s B4UFLY app adds to drone safety, and avoiding collisions between drones and helicopters.\nTo read the May-June issue of Safety Briefing, click here, or on the image to the right. You can also visit the main Safety Briefing page, where in addition to the PDF version, they also offer an ePub version (for iPads and Nooks) and a Mobi version (for Kindles.)\nFeatured Image: courtesy of the FAA\nA Pilot’s View On the FAA WINGS Safety Program and NASA Callback\nWe all want to fly safely, yet, each year NTSB records reveal the same stubborn problems. While it’s true some aircraft accidents are caused by mechanical failures, pilot incapacitation, and the ever-mysterious “unknown causes,” when looking at AOPA ASI’s “Joseph T. Nall Report” over the last decade, nearly three-quarters of accidents are “pilot-related.” The report points out that most pilot-related accidents are the result of specific failures of flight-planning, decision making, or the typical hazards [Click to read more…]", "label": "Yes"} +{"text": "National Aeronautics and Space Administration.\nNotice of meeting.\nIn accordance with the Federal Advisory Committee Act, Pub. L. 92-463, as amended, the National Aeronautics and Space Administration announces a meeting of the NASA Advisory Council, Space Flight Advisory Committee.\nMonday, November 6, 2000 from 8 a.m. until 5:30 p.m. and on Tuesday, November 7, 2000 from 8 a.m. until 3:30 p.m.\nKennedy Space Center Visitor Complex, Atlas Room, Kennedy Space Center, FL 32899.Start Further Info\nFOR FURTHER INFORMATION CONTACT:\nMs. Susan Y. Edgington (Stacey), Code M, National Aeronautics and Space Administration, Washington, DC 20546, 202/358-4519.End Further Info End Preamble Start Supplemental Information\nThe meeting will be open to the public up to seating capacity of the room. The agenda for the meeting is as follows:\n—Overview, status and metrics for Office of Space Flight programs.\n—Shuttle upgrades discussion.\n—International Space Station commercialization\nIt is imperative that the meeting be held on this date to accommodate the scheduling priorities of the key participants. Visitors will be requested to sign a visitor's register.Start Signature\nDated: October 16, 2000.\nBeth M. McCormick,\nAdvisory Committee Management Officer, National Aeronautics and Space Administration.\n[FR Doc. 00-26931 Filed 10-18-00; 8:45 am]\nBILLING CODE 7510-01-P", "label": "Yes"} +{"text": "Australia has committed to buy a first batch of 14 Lockheed Martin F-35A Joint Strike Fighters (JSFs) and associated training and support infrastructure for the RAAF at an estimated cost of $3.2 billion, Defence Minister Senator John Faulkner announced today, after cabinet’s National Security Committee granted second pass approval for the purchase.\nThe announcement sees the RAAF’s planned JSF buy split into three tranches. The first 14 aircraft will equip an initial training and testing unit; a second buy of at least 58 F-35As will then allow the RAAF to equip three combat squadrons; and possibly a final buy of 28 JSFs would replace the ‘bridging’ F/A-18F Super Hornets in the early-mid 2020s.\n“Approval of this first batch of JSF aircraft is evidence of the Rudd government’s strong commitment to defence and our commitment to implementing the Defence White Paper,” Defence Minister Senator John Faulkner said in a November 25 statement. “By 2012, Defence will have much firmer cost estimates for the remaining aircraft and necessary support and enabling capabilities as part of the planned first multi-year buy that is expected to comprise over 1000 aircraft for the US, Australia and other partners. This will allow for much more effective planning of the final JSF acquisition in the context of the overall Defence Capability Plan.”\nThe first 14 aircraft will come from Low Rate Initial Production (LRIP) lots, and will be delivered in 2014, while the second and third tranches will come from the planned multi-year production which begins in 2015.\nThe first unit is expected to initially convert to the aircraft and be based at Eglin AFB in Florida before bringing the aircraft home to RAAF Williamtown, which is unlikely to occur before 2017. It will be “ready for operations” in 2018, while all three operational squadrons “are planned to be in service” in 2021, according to the minister’s statement.\nThe initial outlay will likely include the establishment of new compartmentalised squadron and basing infrastructure at RAAF Williamtown for the first squadron, as well as training and maintenance manuals, ground support equipment, and possibly synthetic and maintenance training devices.\nDespite being foreshadowed in the 2009 Defence White paper, many commentators had expected the decision to acquire the JSF to be delayed by at least six months to mid 2010 due to forward funding uncertainties in the Defence budget at home and in the JSF development program in the US.", "label": "Yes"} +{"text": "Found 20 - 30 results of 57 programs matching keyword \"jpl\"\nLead Curiosity Driver Matt Heverly and Research Scientist Bethany Ehlmann elaborate on the unusual working conditions involved with a Mars rover expedition. The time has come! The Curiosity rover will be landing on the planet Mars on August 5, 2012. The Exploratorium crew did a special live webcast from the museum floor at our evening program for adults, called After Dark. Join us as we get the lowdown on the Mars mission! Research Scientist Bethany Ehlmann and Mechanical Designer Scott McGinley explain some of the scientific instruments aboard the Mars rover Curiosity. Engineers at the Jet Propulsion Laboratory (JPL) explain how they simulate martian conditions and conduct tests with model rovers to prepare the Curiosity rover for its journey to Mars and its work on the red planet. Join the Exploratorium crew on our trip to NASAs Jet Propulsion Lab (JPL) in\nPasadena, California, to learn more about the Mars Science Laboratory mission\nand the Curiosity rover. A glimpse of the full-scale model of the Mars rover, Curiosity. On display at the Exploratorium from August 1st to September 16, 2012. This model is on loan from JPL, NASA's Jet Propulsion Laboratory, and there are only two on loan in the United States! It's time for a new mission to Mars! Join Exploratorium science educators as we celebrate the launch of the newest rover, Curiosity, as it begins it's 8 1/2 month journey to the planet Mars. We will look at the launch itself, talk a little bit about MSL(Mars Science Laboratory) and Curiosity, summarize the history of Mars exploration, and look forward to what is next! In this short interview with Dan Goods, designer, artist, and visual strategist at NASA's Jet Propulsion Laboratory, Goods discusses his art piece, \"Jupiter Fog Pool.\" The piece, inspired by the Juno mission to Jupiter, was part of \"Cosmological Constructs,\" our After Dark event of September 2010. Learn more about the new mission to Mars! The Mars Phoenix Lander touched down on the Red Planet on Sunday, May 25, 2008, and began collecting data. Phoenix is designed to study the history of water and search for complex organic molecules in the Martian arctic's ice-rich soil. Join Exploratorium Senior Scientist Paul Doherty as he walks us through the mission and shows us the first pictures that the Phoenix Lander sends back! The two Mars Rovers are alive and well after surviving their second Martian winter. Come and see photos of discoveries they made during their third year on Mars, with Exploratorium Senior Scientist Paul Doherty.", "label": "Yes"} +{"text": "riptive of weather conditions in snow-covered terrain. For aviation purposes it is often described as the cause of the visual difficulty which occurs when a aircraft is attempting to land during a snowstorm. As already stated, the United States Navy maintains a special whiteout landing area situated to the south of its normal landing strips near McMurdo Station. This area is used when an aircraft, which is committed to a landing, is required to land when visibility is obscured by a snowstorm. The snow in Antarctica is perfectly dry, and a wind of only 20 kilometres can sweep loose snow off the surface and fill the air with these fine white particles. A landing on the special whiteout landing field can be accomplished only by an aircraft equipped with skis or, in the case of an aircraft without skis, then it must make a belly-up landing on this snow-covered emergency airfield. Flying in a 'whiteout' of that description is no different f\nIf push came to shove would you sell your used... Read more\nMurder, romance, secrets and hidden pasts. Dece... Read more\nSeeing the future comes at a price. What price... Read more\nThe list of books below is based on the weekly downloads by our users regardless of eReader device or file format.\nSee more popular titles from this genre.", "label": "Yes"} +{"text": "GAO report criticizes station management\nPosted: Sat, Jul 20 10:31 AM ET (1431 GMT)\nA report by the General Accounting Office (GAO) released this week criticized NASA for poor management of the International Space Station project. The report concluded...\nNews briefs: July 19\nPosted: Sat, Jul 20 10:19 AM ET (1419 GMT)\nRepresentatives of the partner nations of the International Space Station project will meet in Washington July 23 to discuss concerns about NASA's commitment to...\nShuttle schedule in flux\nPosted: Fri, Jul 19 10:02 AM ET (1402 GMT)\nNASA may reorder the launches of the next three shuttle missions as it works out a plan to deal with the cracks found in fuel...\nNews briefs: July 18\nPosted: Fri, Jul 19 7:57 AM ET (1157 GMT)\nLockheed Martin reported a slight increase in Space Systems earnings for its fiscal second quarter Thursday. The company reported earnings of $122 million for the...\nNews briefs: July 17\nPosted: Thu, Jul 18 8:19 AM ET (1219 GMT)\nThe search for a spacecraft launched on a suborbital test flight last week continues in Russia. The Demonstrator-2 spacecraft was launched July 12 from...\nBusiness briefs: July 17\nPosted: Thu, Jul 18 8:02 AM ET (1202 GMT)\nBoeing's Space and Communications division reported increased revenue and earnings in the fiscal second quarter, the company announced Wednesday. Boeing reported earnings of $181...\nProposed Soyuz crew manifest includes Bass\nUpdated: Wed, Jul 17 7:47 PM ET (2347 GMT)\nOriginally Posted: Wed, Jul 17 12:41 PM ET (1641 GMT)\nPop star and potential space tourist Lance Bass has been included in the proposed crew of a Soyuz taxi mission to the International Space Station...\nNews briefs: July 16\nPosted: Wed, Jul 17 7:28 AM ET (1128 GMT)\nChina plans to launch its first people into space in 2003 or 2004, according to a US Defense Department report. The report also said that...\nBush Administration planning space policy study\nPosted: Tue, Jul 16 8:38 PM ET (0038 GMT)\nThe Bush Administration is planning a review and possibly a major overhaul of the nation's space policy, according to a new directive. National Security...\nNews briefs: July 15\nPosted: Tue, Jul 16 7:39 AM ET (1139 GMT)\nThe search for a Russian spacecraft launched on a suborbital flight continued Monday without success, the AP reported. Demonstrator-2, launched from a Russian sub...\nabout spacetoday.net · email@example.com · mailing list", "label": "Yes"} +{"text": "GRIFFITH MERRILLVILLE AIRPORT\nGriffith Merrillville Airport is a public-use facility located two miles east of Griffith, Lake County, Indiana.\nIt covers an area of 122 acres and has one runway, which is asphalt paved. It is privately owned by Griffith Aviation who is the FBO at Griffith Merrillville, and offers services such as a flight school, and full service maintenance from Great Northern, and custom engine overhauls from G&N Aircraft, as well as 100LL gas and Jet A fuel.\nShould you require private jet charter at Griffith Merrillville Airport, look no further than Air Charter Service to offer an unrivalled service and selection.\nPrivate Jet Charter to Griffith Merrillville Airport\n- Location: Griffith, Lake County, Indiana\n- Airport Code: 05C\n- Runway Length: 4901 ft\n- Co-ordinates: 41°31′11″N 087°23′58″W\n- Airport Address: 1705 Main St, Griffith, IN 46319, United States\n- Nearest Towns/Cities:Merrillville (4.35 miles), Highland (3.59 miles)", "label": "Yes"} +{"text": "The European Space Agency recently shared this image of a tiny, 10-cm object that can wreak havoc in even the strongest space armor we have.\nThere is a growing concern regarding the sheer number of random objects in outer space, be they natural or man-made. Needless to say, all these objects pose a great risk to spacecraft, because they typically travel at extremely high velocities. For instance, an object just 10 cm across would inflict catastrophic damage and potentially cause the disintegration of the target. This happens due to the extremely high velocities at which they travel, which can reach 15 km/s for space debris and 72 km/s for meteoroids. Just so you can make an idea, bullets almost never go above 400 meters per second, so debris travels about 37 times faster than a bullet.\nEven extremely small objects can have a major impact. Recently, the ISS’ Cupola — the dreamy vantage point which astronauts use to take amazing pictures — was chipped by a paint flake or small metal fragment no bigger than a few thousandths of a millimetre across. The problem is not only the impact itself but also that the speed of these rogue objects causes additional shockwaves which further the damage. The ESA explains:\n“Beyond 4 km/s (depending on the materials), an impact will lead to a complete breakup and melting of the projectile, and an ejection of crater material to a depth of typically 2–5 times the diameter of the projectile. In hypervelocity impacts, the projectile velocity exceeds the speed of sound within the target material. The resulting shockwave that propagates across the material is reflected by the surfaces of the target, and reverses its direction of travel. The superimposition of progressing and reflected waves can lead to local stress levels that exceed the material’s strength, thus causing cracks and/or the separation of spalls at significant velocities.”\nIt’s counterintuitive, but big objects aren’t really as problematic as small objects. Larger objects can be tracked and studied and perhaps avoid — or at the very least, we can prepare for it. But smaller objects are virtually untraceable and can be quite surprising, striking out of nowhere. According to NASA, there are millions of pieces of debris or ‘space junk’ orbiting Earth. Recently the ESA shared its latest figures according to which there are around 5,000 objects larger than 1 meter in orbit, 20,000 larger than 10cm, and 750,000 larger than 1cm. All these pose a risk for all spacecraft, which is why researchers are trying to develop better and safer armor. Notably, the ESA is working on Whipple shields with aluminium and Nextel–Kevlar bumper layers.\nWhipple shields are quite clever in their approach. They consist of a relatively thin outer bumper spaced some distance from the main spacecraft wall. This will cause a bumper which is not expected to stop the particle or even remove most of its energy, but rather to break it and disperse its energy, dividing the original particle into many fragments, spread across a greater surface. Intermediate fabric layers further slow the cloud particles. The original particle energy is spread more thinly over a larger wall area, which is more likely to withstand it. Nowadays, Whipple shields have reached a stage of maturity, so they’ll likely be incorporated into the next generation of spacecraft — potentially even SpaceX shuttles.\nFuture research will try to further our understanding of such impacts, because the risks get higher every day. If we want to start exploring Mars or other areas of the solar system, or even if we just want to secure Earth’s orbit for future spacecraft, armor is key. With every piece of spacecraft and satellite we launch. the risks get higher.", "label": "Yes"} +{"text": "Cheap LGB to Sacramento flights\nPopular Flights from Long Beach, California\nTop Long Beach Flights to US Destinations\nTop Long Beach International Destinations\nPopular Flights from Sacramento, California\nTop Sacramento Flights to US Destinations\nTop Sacramento International Destinations\nLGB to SMF Route Map\nLong Beach to Sacramento Flights, Stats and Airplanes\nRoute information for flights from Long Beach Municipal to Sacramento Intl..\nAirline carriers and aircraft used on flights from LGB to SMF\nLGB - Long Beach Municipal Airlines\nBrowse the the most popular airlines servicing the Long Beach (LGB) airport. Visit their flights pages to learn more about the most popular routes these carriers fly.\nSMF - Sacramento Intl. Airlines\nBrowse the most popular airlines servicing the Sacramento (SMF) airport. Visit their flights pages to learn more about the most popular routes these carriers fly.", "label": "Yes"} +{"text": "Counting Down: Navy's Latest Communication\nSatellite Ready for Launch\nBy Steven A. Davis, Space and Naval Warfare Systems\nCommand Public Affairs.\nCape Canaveral Air Foce Station, Florida – (NNS)\n– August 28, 2015 – The Navy's fourth Mobile User Objective System (MUOS) satellite is awaiting\ncountdown for Wednesday, Sept. 2. A live launch broadcast will be viewable as an online webcast at\nThe U.S. Navy's\nfourth Mobile User Objective System (MUOS) satellite, encapsulated in a 5-meter\npayload fairing, is mated to an Atlas V booster inside the Vertical Integration\nFacility at Cape Canaveral's Space Launch Complex-41. The launch is scheduled\nfor Aug. 31, 2015. MUOS is a next-generation narrow band tactical satellite\ncommunications system designed to significantly improve beyond-line-of-sight\ncommunications for U.S. forces on the move.\nMUOS works like a smartphone network in space, vastly improving secure\nsatellite communications for mobile U.S. forces. MUOS provides users a global,\non-demand, beyond-line-of-sight capability to transmit and receive high-quality\nvoice and mission data on a high-speed Internet Protocol-based system.\nPhoto courtesy United Launch Alliance\n\"There are three critical points for the MUOS program today,\" explained Navy\nCapt. Joe Kan, program manager for the Communications Satellite Program Office.\n\"First is that it's operational, supporting the warfighter every day. Second, it\nbrings enhanced capabilities over the legacy system.\nThird, it is critical for\nthe tactical warfighter.\"\nMUOS is already providing legacy communications to combatant commanders via\nactive satellites on-orbit. MUOS' new Wideband Code Division Multiple Access\ncapability has been demonstrated in various environments, platforms and\napplications such as integration testing with the newest submarine antennas,\nNavy special operations scenario exercises and Air Force C-17 in-flight tests.\n\"MUOS will be used by all services. For example, the Army will extend\nsatellite communication to their individual soldiers. The special operations\nforces will use MUOS for all their missions. And the Navy uses MUOS in\nparticular for submarine communications,\" said Kan.\nMUOS provides satellite communications in the narrowband spectrum. Although\nnarrowband communication is less than 2 percent of total Department of Defense\nbandwidth, it represents more than 50 percent of all DoD satellite communication\nusers. In addition to ad-hoc situations such as disaster response, narrowband\nrepresents the majority of communications for SEAL teams.\nTwo MUOS satellites, launched in 2012 and 2013, are already providing legacy\ncommunications capability from their geosynchronous orbits over the Pacific\nOcean and the United States.\nMUOS-3, launched in January, was accepted by the Navy in June after on-orbit\ntesting. The third satellite is awaiting final testing before being accepted for\nUltimately, the constellation and associated network will extend narrowband\ncommunications availability well past 2025.\nMUOS 2 satellite is mated to an Atlas V\nrocket at Cape\nCanaveral Air Force Station\nThe Navy's Program Executive Office for Space Systems, located at the Space\nand Naval Warfare Systems Command in San Diego, is responsible for the MUOS\nFor more news from Space and Naval Warfare Systems Command, visit", "label": "Yes"} +{"text": "Another unit I managed to complete before January had run it's course. My Auster AOP (Air Observation Post).\nThese aircraft were used by specialist army officers trained by the RAF to fly as spotters for artillery units. This was a dangerous job, with the planes operating at low level and at a max speed of 110mph. They were at risk from light AA and even MG fire, as well as the danger of being hit by the artillery shells that they were directing.\nUnlike most other units in my army, this aircraft (and my Typhoon, come to think of it) is currently lacking any specific attachment to a squadron. Something I will have to rectify!\nDecals are slightly botched, but I am happy with them for now. Invasion stripes came about as my research shows that up until the start of July 1944 the aircraft had invasion stripes on the top and bottom surfaces. After the start of July, the stripes were removed from the top surfaces until December 1944, where they were removed totally. The Battlefront painting guide doesn't mention them at all, so I added them myself.\nI may do something to help the flight stand work better, as the aircraft is a little wobbly on it. I may also gloss the windows and revisit the fuselage decals and add the letter and number markings that the aircraft may have had.", "label": "Yes"} +{"text": "I have the Apco Lift EZ-R. Small size. Been flying it for abour 18 months both foot launch and on my flash trike. I have about 18 yrs paramotor flying experience. I love this wing. First this is not an A wing it is definitely more of a B and It certainly IS 2 wings in one. I have the most advanced riser set up. With trim closed and only using brakes, this is a school wing and I love the fact that take off an landing feels like cheating as it is so easy but still pretty dinamic. Once i am In the air I seldom use the brakes. I open full trim and fly with the tip steering toggles. It becomes a different sporty and fast and fun wing. I is fast to keep up with my friends on 3 hour cross country flights and efficient as i use same or less gas. My engine is a moster 185 vitorazzi. I would definitely recommend this wing as a great investment first wing as it is all around what you will need in the first 3-5 years. I have spent a lot of money repairing equip on failed lauches when i had twichy advanced wings on take off. you name it props, cages.. as one tiny over correction and you end up in the ground. Frustrated not able to fly and a big repair bill. Get the Lift and that will not happen!! I certainly wish a wing like this would’ve existed when I started flying.\nFrench | English\nItalian | German\n16 January 2018\nWe were recently asked about the agility of the wings we fly (Apco Lift). Quite often Lift is considered to be stable and fast but not very agile wing. However, the true character of the wing is revealed when you use the main brakes and the small side ones together. Wing changes its behaviour drastically and follows your inputs instantly. Wingovers are not a problem at all and the wing goes into deep spiral easily.\nYoutube Link: Апко Лифт. Управление ушной и основной клевантой\nI must say the Apco Lift EZ is an absolutely incredible wing. Even very experienced paragliding pilots choose the Lift EZ over other wings after their paramotor education is completed.\nDear Apco Company,\nI am flying with Apco Lift EZ glide , I must say this it is a very stable glide.\nthank you Apco 🙂", "label": "Yes"} +{"text": "Not content with hopping aboard a tour bus or renting a helicopter, professional base jumper Quentin Luçon figured the best way to see the Swiss Alps was to hang\n1. In 2006, Aviation Safety (AVS) published Federal Aviation Administration (FAA) Order VS 1100.2, Managing AVS Delegation Programs, which provided direction for\nJonathan “Johnny” Klebitz is a character in the Grand Theft Auto series. He appears as a\nInspecting Power Lines From a Flying Helicopter Might Be the Most Stressful Job\nHow to Become an Airline Pilot. Being an airline pilot is a glamorous, exciting, and highly rewarding job. But how exactly do you become one? You can’t just submit a\nGet the latest breaking news across the U.S. on ABCNews.com\nWe’re your one-stop shop for Pilot Gear, Pilot Supplies, Aviation Headsets, Pilot Accessories & Aviation Equipment. FREE SHIPPING on orders over $100!\nTons of well organized stream XXX videos are waiting for you! Our porn videos are updated daily so please come back. A lot of categorized Secret, Dangerous+sex, Piss", "label": "Yes"} +{"text": "Air Force’s expanded medical waiver policy admits more than 600 airmen\nThe Air Force has allowed more than 600 airmen to join its ranks despite having previously disqualifying medical conditions such as eczema and attention-deficit hyperactivity disorder, new statistics show.\nSince the service implemented its expanded medical policy in January, 634 new airmen have received waivers for prior asthma, eczema or ADHD conditions, according to the latest numbers provided to Military.com.\nThe expanded policy, called the Air Force Memorandum for Appearance and Accession Standards Review, gives applicants with previously disqualifying medical conditions a second chance on a case-by-case basis.\nTo read more please log in or subscribe to the digital edition https://www.etypeservices.com/The%20Dam%20Good%20TimesID696/", "label": "Yes"} +{"text": "On Sunday, the Israeli army confirmed that one its drones had crashed inside Lebanese territory.\nIn a brief statement, the military said it was not afraid of intelligence information leaking from the plane in this incident.\n“A little while ago, during the activity of IDF forces on the Lebanese border, an Israeli drone crashed in Lebanon … There is no fear of information leaking, ” said Israeli army spokesman Avichay Adraee tweeted on Sunday.\nPreviously, the Lebanese Army reported that as many as 20 Israeli military aircraft entered Lebanese airspace via the country’s southern border on Friday.\nThe Israeli aircraft reportedly flew around the southern and eastern regions of Lebanon before returning back to their airspace.\nThe Army Command confirmed that the violations will be followed up in coordination with the United Nations Interim Force in Lebanon.", "label": "Yes"} +{"text": "Crawdaddy Magazine June 1977 Blondie Steve Winwood interview Van Morrison NASA Space John Belushi\nYou will earn 15 loyalty points with this purchase\nCrawdaddy Magazine June 1977 Blondie Steve Winwood interview Van Morrison NASA Space John BelushiExtremely well preserved back issue of Crawdaddy Magazine June 1977 this issue contains features on Blondie - Punk Harlow pics, Steve Winwood 5 page interview, Van Morrison LP review, NASA's Space Shuttle 6 page article, John Belushi 6 page article, & lots more including record reviews, Letters pages & general news articles & stories.\nNear Mint condition. If condition is vital please request more pics before you purchase. It has been stored flat and has never been folded\n|Brand||Does not apply|", "label": "Yes"} +{"text": "19 May 2022\nThe 2022 Vintage Aerobatic World Championship (VAWC) will be staged at Breighton Aerodrome from 18 to 21 August – the first time it has been held in the UK.\nThe four-day event has an emphasis on elegance and refinement in the flying with ‘normal’ aerobatic sequences rather than extreme manouevres.\nThere are three categories:\nBoth powered and glider aircraft are welcome. ‘Borderline cases’ will be decided by the VAWC committee.\nCharles Sunter, chairman of the organising Real Aeroplane Club, said, “The Vintage Aerobatic World Championship unites the world of vintage aviation with an exciting and prominent showcase event. Bringing together contestants, family and friends for a few days of fun, laughter and excitement.\n“Vintage aviation isn’t for everyone, and quite often the draw of shiny home build kits means that the skill, flair and passion required to fly vintage aircraft is a being lost. To fly aerobatics well in such aircraft requires more than just a basic understanding of energy management, it requires the pilot to be truly at one with their machine.\n“You don’t have to be an aerobatic ace to take part, in fact it can be more fun if like me you are not. All we ask if that you fly safely and enjoy the experience.”\nBreighton Aerodrome is in the corner of a WW11 heavy bomber RAF base, in the East Riding of Yorkshire.\n“With over 35 years of vintage aviation heritage and approximately 90 vintage aircraft within 13 hangars we have a real synergy with the VAWC,” continued Charles.\n“With an 800m grass east/west runway and a flying zone in front of our new 300sqm café/ bistro, competitors and their partners, friends and support crew can expect an incredible atmosphere and a warm Yorkshire welcome.\n“As for the Saturday night party, bad weather days, day trips for those who wish to visit local attractions, we have all that covered.\n“With more than 35 years of organising the most amazing parties and being in an area full of both historical and aviation history, we will be looking after everyone, no matter what they wish to do (including shopping trips!).\n“Don’t be overwhelmed by the event. After you have registered to take part you will receive a welcome pack with all the information you need.”\nFor insurance reasons, the VAWC event is not open to public spectators. ONLY members of the Real Aeroplane Club will be allowed airfield access to watch this amazing event. Membership for the remainder of 2022 can be purchased for £20.\n“Come and immerse yourself in grass roots vintage aviation and passion,” added Charles.\nTo register for the Vintage Aerobatic World Championship 2022, click here, or contact Charles Sunter, t: +44 (0)7903 112542, e: [email protected]", "label": "Yes"} +{"text": "Seattle (WA) – High fuel prices will push airlines to buy more fuel efficient planes, according to a new 20-year forecast released by Boeing. The company says 29400 new jets will be needed in the next two decades and this is up from 28600 new jets predicted in last year’s forecast. The planes will be worth a total of $3.2 trillion and will consist mostly of smaller one and two-aisle planes.\nAirlines will need 19160 new single-aisle planes while 6750 twin-aisle planes will be ordered in the next two years. Costs for these planes will total $1.36 trillion and $1.47 trillion respectively. Interestingly enough, Boeing predicts only 980 very large aircraft – like the massive Airbus A380 and Boeing 747 – will be needed. Those planes will be worth $290 billion.", "label": "Yes"} +{"text": "90 min Boeing 737 + 30 minute Cessna\n- 2 hr2 hours\nExperience piloting the real thing in a truly immersive, scratch-built simulator, with a complete replica cockpit, fully functional controls and tactile feedback, surrounding you in the sights, sounds and feel of the iconic machine. Built by Sim2do, everything from the design of the seats to overhead, at an extraordinary level of detail, to produce one of the most evocative, immersive simulators available on the market today. Mission Your mission will incorporate a 30 minute experience in our training simulator which includes a briefing and a flight . This is to enhance your knowledge in ground handling, flight control performance, taxi, take-off and landing. The remainder of your experience will be the Boeing 737 pre-flight briefing, an instrumentation familiarization and the opportunity set up to fly from one of the 24 000 airports worldwide. Then into the cockpit and onto the controls of the Boeing 737. Your flight will be done in real time and it will be like flying the real thing. You will learn how to get the Boeing 737 off the ground (and back again) safely without incident. Your co-pilot will work with you to operate all the other flight functions that the crew is required to do to accomplish your flight. You are the pilot! We believe in \"raw\" flying and only use the autopilot as a last resort. Limitations At Sim2do Flight Simulators, safety is our utmost priority. To ensure a safe and enjoyable experience for everyone, we ask that our customers meet the following restrictions: Maximum Weight 130kg Minimum Height 130cm Maximum Height 200cm Good eyesight No under 10 and under 16 to be accompanied by an adult. Physical Ability Getting in and out of the simulator is physically demanding and requires good mobility, balance and co-ordination. The rudder pedals controls are like real aircraft and need good leg strength to operate them. Please make sure the pilot is aware of these constraints before purchasing a voucher. The cockpit is not suitable for wheelchairs.\n1B Gregory Road, Mildenhall, England IP28 7DF, GBR", "label": "Yes"} +{"text": "33\" seat pitch as standard with Thomson Airways longhaul economy\nBook your Thomson long haul holiday now, and you'll get a 33” seat pitch, stylish leather seats and more on your flights with Thomson Airways. Just think - that’s more legroom in long haul economy than BA, Virgin Atlantic, bmi & Monarch*.\nThey say size doesn’t matter - but trust us it does. Especially when you’re flying a long way. That’s why we’re revolutionising long haul flights by giving all our passengers more space to stretch out on our Boeing 767 aircraft. And we knock most other holiday companies into touch when it comes to Premium class seats - giving you at least 36\" seat pitch, plus even better entertainment, and complimentary drinks**.\nA new way to fly long haul...\nStandard Class - Included as standard on ALL our longhaul flights\nPremium Class - More seat space, entertainment & drinks included**\nSee our latest longhaul holiday deals:\nNew 787 Dreamliner\nThomson Airways are scheduled to take delivery of 11 787 Dreamliner aircraft in 2012. These aircrafts are designed to make flying more pleasurable for passengers with cleaner cabin air, larger windows and improved lighting.\n* Source: BATA website, September 2008\n** Excluding champagne\n† Available on selected flights", "label": "Yes"} +{"text": "COMOX, B.C- Canada’s aerobatic team has arrived on Vancouver Island.\nThe Canadian Forces Snowbirds are back at 19 Wing Comox for their 2018 spring training, and they’ll be joined this year by the CF-18 demo team. The Snowbirds arrived yesterday and will be training until April 25.\nThe newly-painted CF-18 demo jet is on the way and is expected to arrive tomorrow. It’ll be piloted by Comox-born Stefan Porteous. He was named the demo pilot late in 2017.\nThe training practice schedule will be weather dependent, though there two per day. Schedules for the training will not be released this year. Onlookers will be able to view the flights from Air Force Beach, as well as around the Valley.\nThe team’s performance schedule will begin on May 5 in North Carolina, and end on October 14 in Texas. They will be performing at Canadian airshows during that time.", "label": "Yes"} +{"text": "Do you want to access to this and other private contents?\nLog in if you are a subscriber or click here to request service\nSuccess for the first test of hooking with \"Boom\" for the tanker KC-767A destined to Italian Air Force\nEdward, Usa - The test made without fuel with the aid of an US Air Force airplane\n\"During an experimentation flight made the day before yesterday, the first refuelling aircraft destined to Italian Air Force has completed one of more significative tests, during which has been made a hooking 'Dry' with an airplane of the US Air Force Flight Test Center in Edwards (California), employing the 'Boom' of the fifth generation at fly-by-wire control. The test performed with the new 'Bucket'...\nAVIONEWS - World Aeronautical Press Agency", "label": "Yes"} +{"text": "|Fastest flight time||29h 10m||The fastest flight from Islip, New York to Edinburgh takes 29h 10m|\n|Direct flights||None||There are no direct flights from Islip, New York to Edinburgh. Popular non-direct route for this connection is Islip Long Island Airport - Edinburgh Turnhouse Airport.|\n|Airports in Edinburgh||1 airport||There is 1 airport near Edinburgh: Edinburgh Turnhouse (EDI)|\nIslip Long Island - Edinburgh Turnhouse\nFly from Islip Long Island to Edinburgh Turnhouse for the best Islip, New York - Edinburgh flight prices\nEdinburgh Turnhouse is 3225.3 mi away from Islip Long Island.", "label": "Yes"} +{"text": "At 14:37 EDT, a Beech Bonanza struck trees after takeoff from the Boonville Airport. The pilot received minor injuries, two passengers were not injured and the airplane was destroyed by a post-crash fire. The pilot said the winds were out of the south and the windsock looked like it was favoring runway 31, but it wasnt. I took it off the runway too slow and the torque just took over. I could feel it happening and I was wondering, What are you doing? I thought as I gained airspeed, I would gain rudder control, which I did, but by that time I was off the side of the runway.", "label": "Yes"} +{"text": "This image of the rock 'Half Dome' was taken by the Sojourner rover's\nleft front camera on Sol 71 (September 14). Pits, linear textures, and\npronounced topography on the rock are clearly visible.\nThis image and PIA01567 (right eye)\nmake up a stereo pair.\nMars Pathfinder is the second in NASA's Discovery program of low-cost\nspacecraft with highly focused science goals. The Jet Propulsion\nLaboratory, Pasadena, CA, developed and manages the Mars\nPathfinder mission for NASA's Office of Space Science, Washington,\nD.C. JPL is an operating division of the California Institute of\nFull Res Image", "label": "Yes"} +{"text": "XCOR Offer's Free Ride\nWhile the big boys like SpaceX and Virgin Galactic have been getting all the headlines lately, they aren’t the only players in the commercialized race for space. XCOR Aerospace of Mojave California have been somewhat of a dark horse in this race; and they’ve recently has been making a break for the lead in the sub-orbital market. Humbly self-described as a “small” company, this operation is on the verge of achieving what some many others are attempting: affordable space flight for private citizens.\nBased out of the Mojave Air and Space Port, XCOR has been developing and testing their rocket designs since 2001. They have completed an impressive total of 67 flights with their various rocket crafts, and are poised to go commercial with their reusable launch vehicle (RLV) Lynx.\nBeyond offering spaceflight participants a ticket to the edger of space, they also plan on using their suborbital platform to provide affordable services to academic, scientific, engineering, and observation-related markets. They are currently developing two additional vehicles, one of which will be an orbital craft.And here’s where things get crazy. These guys are so confident that they’re already handing out free tickets for a suborbital thrill ride. Early registration for the Next Generation Suborbital Researchers Conference (NSRC-2012) at Palo Alto can get entered in an old-fashioned-style Sweepstakes to win a free ride. The draw will be conducted at NSRC-2012 on the 27th of February 2012. Of course there are the nay-sayers citing how talk is cheap. But the developmental progress of the Lynx platform would suggest that suborbital launces are imminent. To further bolster their ambitious claims, the Free Suborbital Ticket expires in 2015. So if you want to go to space for free with XCOR, you’ll have to cash in before 2015, which suggests an impressive timeline.\nThis article was not sponsored by XCOR. The guys here at SpaceFizz were just impressed with their Lynx development, and their gutsy sweepstakes offer.", "label": "Yes"} +{"text": "The Mars Exploration Program studies Mars as a planetary system in order to understand the formation and early evolution of Mars as a planet, the history of geological processes that have shaped Mars through time, the potential for Mars to have hosted life, and the future exploration of Mars by humans. Mars One will establish a human settlement on Mars. You can participate in the first major step: a private Mars Lander and Satellite mission in 2018. Check out 'Mars One - First Private Mars Mission in 2018. The 2020 mission of the ExoMars programme will deliver a European rover and a Russian surface platform to the surface of Mars. A Proton rocket will be used to launch the mission, which will arrive to Mars after a nine-month journey. The ExoMars rover will travel across the Martian surface to search for signs of life. It will collect samples with a drill and analyse them with next-generation.\nMission. It is Mars One's goal to establish a human settlement on Mars. Human settlement of Mars is the next giant leap for humankind. Exploring the solar system as a. Mars One aims to establish a permanent human settlement on Mars. Several unmanned missions will be completed, establishing a habitable settlement before carefully selected and trained crews will depart to Mars. Funding and implementing this plan will not be easy, it will be hard. Launch: May 5, 2018 Touchdown: November 26, 2018 Official mission page. Already halfway through its 301 million mile 485 million km journey to Mars, NASA's newest lander is due to arrive in. Diese Liste führt chronologisch geordnet alle Raumsonden auf, die mit dem Ziel gestartet wurden, den Planeten Mars zu erreichen. Dabei werden auch die Raumsonden genannt, die ihr Ziel wegen Fehlfunktionen oder anderer Gründe nicht erreicht haben; Sonden mit reinen Fehlstarts sind eingeklammert. Einige von der Sowjetunion gestartete und fehlgeschlagene Marsmissionen wurden. A new nonprofit called the Inspiration Mars Foundation, founded by the world's first space tourist, Dennis Tito, aims to launch a mission to Mars in 2018 that would carry a man and a woman.\n10.12.2013 · A privately funded unmanned Mars mission will launch in 2018, officials with the non-profit Mars One foundation announced Tuesday. The mission will. Will Mars missions make humans sick? Here's what we know. While it's unclear if microbes are lurking on Mars, studies of earthly bacteria show that space can make some germs especially unpleasant.\nChronology of Mars Exploration. Mission Timeline. 1960 Marsnik 1. ESA Mars Orbiter and Lander 2017 2018 InSight - 5 May 2018 - Mars Lander 2019. Surface Platform Hope - July 2020 - United Arab Emirates Mars Orbiter Mars 2020 - July/August 2020 - Mars Rover. Other Missions Search for Mission Information. To search for information on any. Missions to Mars. Our aspirational goal is to send our first cargo mission to Mars in 2022. The objectives for the first mission will be to confirm water resources, identify hazards, and put in place initial power, mining, and life support infrastructure. Upcoming Planetary Events and Missions. 2020 February 9/10 - Solar Orbiter - Launch of European Space Agency solar orbiting mission 2020 July 11 - Parker Solar Probe - NASA solar mission makes third Venus flyby 2020 July 17 - Mars 2020 - Launch of NASA Mars rover.\n05.05.2018 · NASA is going to Mars again, this time with the first spaceship dedicated to digging deep below the surface to find out what's shaking on the red planet. SpaceX isn't the only organization pining to visit the Red Planet. Here's a detailed list of all operational and planned missions to Mars -- from the Mars Odyssey to the Mars 2020 Rover -- along. And because a Mars expedition would probably be a collaborative effort among countries, those astronauts will have to overcome cultural differences to live and work together. What’s more, communication between Earth and a Mars-bound ship will be delayed up to 20 minutes each way. 13 November 2019. In June, NASA's Curiosity rover reported the highest burst of methane recorded yet, but neither ESA's Mars Express nor the ExoMars Trace Gas Orbiter recorded any signs of the illusive gas, despite flying over the same location at a similar time.\nNASA med oppsiktsvekkende Mars-nyhet! NASAs «Curiosity rover» har funnet nye bevis, gjemt inne i eldgamle steiner funnet på Mars-overflaten som peker mot at den røde planeten kan ha hatt liv. If the manned Mars mission is successful, Putin’s faction will get there years before competing missions from SpaceX which anticipates sending humans to the Red Planet in 2024 and NASA in the.\nNASA Estimates SpaceX 2018 Mars Mission Will Cost Only $300 Million. Not a such a bad price tag to go to Mars. Universe Today July 30th 2016. News / Off World / Elon Musk / Mars Mission. Inspired by an Obama speech in 2010 on human missions to Mars, Dutch company Groen Agro Control started investigating the best way to grow and fertilise plants in space, and whether that could. Future Missions list view grid view Launch Date: 2022. Euclid, a planned. The Mars 2020 rover will investigate a region of Mars where the ancient environment may have been favorable for microbial life, probing the Martian rocks for evidence of past life. Next year is already overflowing with exciting missions to space. NASA is launching a new lander to Mars, as well as a spacecraft that will get closer to the Sun than ever before. July 03, 2018 A dust storm continues to envelop the Red Planet and Curiosity’s labs are back in action. For information on all our Mars missions: mars.. TRANSCRIPT. Opportunity Rover NASA's Opportunity Rover is weathering a massive global dust storm. Less sunlight means the solar-powered rover can't generate power.\n29.03.2018 · Plodding past alien soil millimeter by millimeter, a robotic spacecraft will soon unearth the subsurface secrets of Mars. NASA’s new InSight mission, slated for liftoff May 5 from Vandenberg Air. Reading Plus level J – Mission to Mars – August 2018 5 Stars 1. Main purpose Many obstacles 2. Why is Mars red Covered. Mars Orbiter Mission MOM, uformelt kjent som Mangalyaan sanskrit: मंगलयान, «Mars-fartøy», er en Mars-romsonde som ble skutt opp i jordbane av Indian Space Research Organisation ISRO den 5. november 2013. Romforskningsoppdraget er en «teknologidemonstrasjon» som har som mål å utvikle teknologier som er nødvendige for å utarbeide, planlegge, lede og gjennomføre et. Sun 2 Dec 2018 02.00 EST. Share on. Last week, Nasa successfully landed its InSight probe on Mars,. It is one of four deep space exploration missions planned by China’s National.\nVeggies Bra For Hjertet\nTare Og Selen\nMorsomme Barneaktiviteter Denne Helgen I Nærheten Av Meg\nÅ Si Livet Er Som En Boks Sjokolade\nHenry Varnay Blanc De Blanc\nPurebred Rottweiler Oppdrettere\nLavkarbo Kjøttkule Stroganoff\nVinner Av Jackpot I Går Kveld\nSlinky Dog Dash For 3 År Gammel\nSukkerfri Vin Totalt Vin\nDr. Rajeshwar Rao\nBorn Thong Sandaler\nRøde Lastebilskilt For Kranser\nLær Hawaiian Rosetta Stone\nGrubhub Save On First Order\nSanjay Dutt Govinda Ki Film\n1 Tysk Valuta Til Naira\nPerfekt Grillet Ny Strip-biff\nMed Vennlig Hilsen Ditt Brev\nNios 12. Resultat 2013\nSlik Setter Du Et Excel-ark I Alfabetisk Rekkefølge\nBob Evans Gjestetilfredshetsundersøkelse\nAccuplacer Test 2019\nHarley Davidson Impeller Wheels\nFrysing Definisjon Vitenskap\nCbs Sports Rugby Live\nMetro 99 Leiligheter\nRalph Lauren Rylander\nHvordan Jeg Kan Studere Hardt\nSanntids SQL Server\nTeppe Løfter Til Sengs\nBeste Drone For Gopro Hero 6\n1930 Model A Speedster Til Salgs\nMitsubishi Eclipse 96\nSabbath School Lesson 4. Kvartal 2018\nValley Jr Warriors Hockey\nAdidas Pharrell Hu Holi Nmd", "label": "Yes"} +{"text": "Aviation Intelligence data from IBA's InsightIQ reveals 88 firm total aircraft orders were received from 4 airlines and 1 lessor at the 2022 Singapore Air Show. An additional airline signed a letter of intention for 7 Airbus aircraft.\nAirbus came home with 85 firm orders at the Singapore Air Show in 2022, representing 97% of total confirmed orders.\nThe largest single order came from JetBlue, who placed an order for 30 Airbus A220-300 aircraft. These are to be powered by Pratt & Whitney engines. Fleet data from InsightIQ reveals that these aircraft will join an active fleet of 127 x A220-200 and 8 x A220-300 airframes at the New York based low-cost operator. A further firm order for 20 x A220-300 jets was placed by aircraft leasing company Aviation Capital Group, joining 4 active Airbus A220-300 jets managed by the lessor.\nJetBlue's 30 new A220-300 aircraft will join the 135 active A220 family jets at the airline. Image: JetBlue\nJazeera Airways has confirmed an order for 28 x Airbus A320neo family aircraft. The Kuwaiti airline's order includes 20 x A320neo aircraft and 8 x A321neo aircraft, and confirms a Memorandum of Understanding announced at the Dubai Air Show in November 2021. Our recent Jazeera fleet analysis highlighted these aircraft will join a fleet of 17 active Airbus A320ceo and neo family aircraft. Whilst powerplant choice is unconfirmed, IBA anticipates the operator to select the CFM LEAP-1A family engines, in line with the existing A320neo fleet.\nSingapore Airlines has placed an order for 7 x Airbus A350F freighter aircraft. InsightIQ reveals that these freighters would join a total of 50 x active A350-900 and 7 x A350-900ULR aircraft in service across the Singapore Airlines group. Currently the largest global A350 operator, Singapore Airlines plans to use these aircraft as a direct replacement for their ageing fleet of 7 x Boeing 747-400 freighters from the fourth quarter of 2025. The oldest of these is a 21.5-year-old aircraft registered 9V-SFI, which was delivered in September 2000. Singapore Airlines CEO Goh Choon Phong stated these aircraft would \"substantially increase our operating efficiencies and reduce our fuel burn, making an important contribution towards the success of our long-term decarbonisation goals\" in a recent Airbus press release.\nAmerican Airlines have placed an order for 3 Embraer 175LR regional jet aircraft. These aircraft are destined to be operated by its wholly-owned regional affiliate, Envoy Air. According to Embraer, these orders would result in Envoy operating more than 100 examples of the type by the close of 2022. Embraer regional jets have strong proliferation in the North American market, but with ageing fleets and new turboprop concepts on the horizon, we could still witness significant changes in the region's fleet makeup inside this decade.\nUAE based Etihad Airways have signed a letter of intent to acquire 7 x Airbus A350F freighter aircraft. This comes as A350 passenger operations are soon to commence at the airline. The A350F will be powered by the latest generation Rolls-Royce Trent XWB-97 engines. This uptick in A350F order activity is good news for Airbus following Qatar Airways' order for 34 Boeing 777-9F freighters amidst disputes over A350 passenger aircraft.\nIBA's InsightIQ analysis platform flexibly illustrates multiple asset, fleet and market positions, actual and potential, to inform client choices and identify acquisition opportunities. Immediate access to crucial aircraft, engine, lease rate and fleet data eases appreciation of historic and future aircraft concentrations and operator profiles.\nJazeera Airways has confirmed an order for 28 Airbus A320neo family aircraft. The Kuwaiti airline's order includes 20 A320neo aircraft and 8 A321neo aircraft, and confirms a Memorandum of Understanding announced in November 2021.", "label": "Yes"} +{"text": "Enjoy this presentation (not mine!) looking at various stores configurations under heavy G load in the F-16.\nShouldn’t CAT III limit the plane to 6G only, or am I mistaken? Seems like in the last test he overstressed the airframe even while flying Cat III…\nThe purpose of CAT III is to prevent departure when in a CAT III configuration���it does not limit G. It reduces things like roll rate and AoA but you can still pull 9G if you like. Very unlikely the wings would fall off but if it gets people to observe limits in MP then okay I guess.\nAh, thanks for the explanation. Much clearer now!\nIn real life if you over-G an aircraft…in the USN…\nYou will likely be met on the flight deck by the Maintenance Department Master Chief…well the aircraft will be met by the Master Chief. After giving you a single cold glare, he’ll be examining the jet.\nYou will be met in the Ready Room by the SDO (Squadron Duty Officer) who will tell you that, “The Skipper said to report to his stateroom right away…he’s really pissed.”\nYour subsequent “conversation” with the CO will be loud and one way. You will remain standing through out it.\nOn return to the Ready Room for a cup of coffee, you will notice that somebody has taped over your callsign on your coffee mug and printed, “G-man” or “Wing Bender” or some other appropriate witticism in its place. (Note: If you loudly curse and rip off the tape, the new callsign will stick like epoxy. If you say nothing and quietly remove it after a few days, your original callsign will survive.)\nI am hoping that the new Super Carrier add ons will include some of this.\nI always picture James Tolkan (the CO from the Top Gun movie) as he screams “that’s not your plane, but the tax payers’ plane!” at the pilot, along with a few choice words about the pilot’s presumed heritage that are not suitable for TV.\nTheir heritage, their mental acuity, their future career prospects or lack thereof…yep.\nSomething about the transportation of rubber facsimiles of canine feces to certain east asian locales…\nThat would be awesome!\nOutside of “war ops” is it a very very infrequent event or does it happen more than we would think? I’ve always wondered what happens when planes get bent by pilot error and how often it occurs\nI’d say infrequent.\nThe F-14A had something called “torque tubes” that had something to do with the…I want to say, wings. Anyway, they would bend under certain stress conditions and I think that was not all that uncommon - but not career ending by a long shot.\nWe had a guy on deployment who had a “partial ramp strike” - one of his main mounts touched down just short of the flight deck. Some damage and they sent him back to the US to re-qualify carrier landings.\nAnother guy took a cat shot with his parking brake on (he swore it wasn’t) and blew both main mount tires. He got to land last since the metal rims might cut an arresting gear cable. It was a louder trap (as heard from just below the flight deck where we lived and worked) but all it really earned him was a temporary callsign “Boom Boom”.\nWe had a jet have to take the barricade - fuel issue not pilot issue. The jet was down for a while since wings tend to get bent and antennas ripped off by the barricade.\nOur sister squadron had a jet overrun the runway at NAS Roosy Roads - pilot was upset and threw his helmet to the ground…probably broke it. The jet looked OK - just a lot of mud. He might have gotten in trouble for the broken helmet.\nOur squadron had a jet get a weird electro-mechanical problem that, after landing, caused it to go off the left side of one of the runways at Nellis AFB. It went “dune buggying” across the desert between the runways…and across the parallel runway to end up off that runway too. That would have trashed an F-16 but the F-14 “Grumman Tank” took it in stride. They fixed the initial problem, checked for FOD damage and it was flying the next day.\nWe did put one into the water; crew ejected safely. But that was a bad cat shot so the ship’s fault - a petty officer miss-checked the launch bar in the shuttle…yeah, probably a career ending issue for that guy.\nDuring my time aboard CV-67, LPH-9 and CVN-74, I saw (…counting) about 6 accidents that damaged aircraft or put them in the water, where the aircrew survived to face consequences, if any. Thinking only one where there were serious pilot error ramifications.\nThere were 5 other crashes where the aircrew (17 total) did not survive. Of those…4 were pilot error with weather being a contributing factor in two. The fifth we will never know - just never came back.\nAll of this was outside of war ops. So…(thinking)…probably minor plane damage due to pilot error is less frequent but major accidents are more frequent than one might think…at least they were regretfully more than I thought they would be.\nSorry for the stream of conciseness answer. It was a thought provoking question.\nThanks for your insights!\nJust from listening to the Fighter Pilot Podcast, I get the impression that over-g-ing an airplane is something that most fighter pilots have done once or twice. When the topic comes up, the answer always seems to be “of course not” with a wink and a smile… or whatever the podcast equivalent of that answer is…\nThe damage model -systems failures- seems a good place for this; bend the jet and lotsa lights turn on/flash, with some annoying noises to go along with it. The Tomcat wings used to snap off, or so I hear\nI’ve not had any luck with the “Failures” tab, at least for Clients. Not sure it works for MP but been a long time since I tried it. Time to look again.\nMaybe change the splash screen (the “Fly” menu/window) background to something appropriate, at least for several days? Associated with a pilot profile perhaps.\nThey still do, don’t they @Freak\nTorque tubes are used to turn the flap jack screws. Basically just drive shafts.\nThat is fair enough I think.\nSometime after WWII fighter structures started being designed with a concept of “Design to Fail” which keeps the weight and cost of the structure down.\nThis means that if you fly something that can exceed what is termed the “Ultimate Load Limit” then structural failure and loss of aircraft is expected. The Ultimate Load limit in terms of G is a variable and depends.\nThere are 2 reasons why I don’t think an F-16s wings would fall off like in the video. The reason that is easier to explain, is that the wing attachment points are designed to fail before the wing.\nSome pilots might prefer to see the pylons fall off…rather than the entire wing with intact pylons.\nConfirmed last night during load testing. The load testing was commenced due to frustration of not being able to catch a wire on the supercarrier if you don’t own it", "label": "Yes"} +{"text": "✔ Join the air battle\n✔ Utilize powerful aircraft against waves of enemies\n★★★★★ How to play On The Fire - Skies of War ?\n✔ Drag to move the aircraft and fire to the enemies\n✔ Call B52 support and launch Super Missile\n✔ Protect VIP Mode\n✔ Dead Mode\n✔ Target Mode\nSO WHAT DO YOU WAITING FOR? JOIN BATTLE WITH US !!!", "label": "Yes"} +{"text": "DID YOU KNOW? DTIC has over 3.5 million final reports on DoD funded research, development, test, and evaluation activities available to our registered users. Click HERE\nto register or log in.\nGround Support Equipment Airborne Launcher Vibration Isolation Design.\nARMY MISSILE COMMAND REDSTONE ARSENAL ALA GROUND EQUIPMENT AND MATERIALS DIRECTORATE\nPagination or Media Count:\nA theoretical analysis of simple mathematical models of mechanical systems is carried out with a view toward the design of a vibration isolation system for helicopter mounted rocket launchers. Possible future problems and their possible solutions are discussed. An alternative to the vibration isolation system as a means of reducing launching errors due to helicopter induced motion is given. Author\nAPPROVED FOR PUBLIC RELEASE", "label": "Yes"} +{"text": "Here you go mate.\nPre-Flight Checklist and For Karma Drone\nJust a word of caution, but something many people new to drones might not be aware of, you MUST check the current Geomagnetic conditions before flying. The level of interference is expressed as a kp value. If the level is 4 or higher, you run a significant risk of losing connection to GPS, the controller to drone, and having compass errors. This is not unique to Karma but for all drones.\nYou can check the current conditions at NOAA.gov\nPlanetary K-index | NOAA / NWS Space Weather Prediction Center\nor with phone apps like magnetology and UAV forecast.\nRecommended Android and IOS Apps\nAndroid - https://play.google.com/store/apps/details?id=ru.mindarts.magnetology&hl=en\niOS - Magnetology\nAndroid - https://play.google.com/store/apps/details?id=com.uavforecast&hl=en\niOS - UAV Forecast\nIt is the pilot's responsibility to check the conditions before flying. The following conditions need to be met before taking off. If you run into an issue and are flying in a condition not outlined below, it is YOUR fault, not the drone's.\n- Drone Free from damage (cracks, bends or otherwise)\n- Drone, camera, stabilizer, and controller on latest update\n- Camera with recommended SD card https://gopro.com/help/articles/Block/microSD-Card-Considerations\n- Check the available space on the microSD card\n- Be sure the camera stabilizer is securely locked into the drone\n- Propellers free from cracks, debris, or un-manufactured bends\n- Securely tighten the propellers\n- Battery fully charged (drone, camera and controller)\n- Fully extend the landing gear and arms\n- Battery fully engaged and locked into place\n- Never launch on or near your car\n- Area clear of people, obstacles, and the following:\n- Metal (including underground)\n- Reinforced Concrete\n- Sand which may contain magnetite\n- Electrical equipment\n- Groups of people or anyone standing within ten feet of the drone\n- Radio/Wi-Fi signals\n- Drone compass calibrated for the area you are flying (no further than 100 miles from where it was last calibrated)\n- Acceleromter calibrated AFTER 5-10 minutes of flight with drone held LEVEL to the horizon\n- Stabilizer calibrated in the drone with the drone standing on firm level surface\n- Clear view of the Blue sky - Do Not fly in overcast, foggy, or areas of high humidity or precipitation\n- Wind speed (including gust) below 22mph (10m/s)\n- Kp disturbances in the Earth's magnetic field less than 4\n- Away from object that can cause Wi-Fi interference\n- Away from areas of high Wi-Fi utilization\n- All Settings Checked\n- Return to home altitude\n- Max altitude\n- Max range\n- Flight mode (Sport/non-Sport)\n- Camera settings\n- Wait 1-2 minutes AFTER getting the prompt \"Ready to Fly\" to allow the drone to acquire additional satellites before taking off (not mandatory but a good idea)\n- Keep the back of the controller pointed at the drone at all times\n- If the controller connection goes into the red or the video becomes choppy, STOP, adjust the direction you are holding the controller and give the controller and drone a little time to establish a stronger connection.\n- The controller also has a GPS unit. Don't stand under/near structures that might interfere with the connection to the satellites (or your drone). See 11,12,19,20 above.\n- Whenever possible, manually land your drone. You can do it much better and softer than the auto landing.\n- Never initiate Return to Home (Auto Land) if the drone has lost GPS.\nThis list is not unique to Karma but to all drones. If you are going to fly in valleys, in dense areas of vegetation, under bridges/tunnels/trees/structures you need to be prepared to fly manually and know that it is not uncommon for the drone to experience multipath propagation which will cause it to miscalculate it's position in space and fly erratically. Always fly within LOS.\nThanks for the reply but could you direct me to DRONE START....Can't seem to find it. ThanksHi Frank, welcome to the forum, which has been really useful for everything really!\nI would also recommend Drone Start. There's a few dji features that you can't use, however the rest of it is fantastic. The weather and KP index are included and you can add the check list Ironspear provided.\nEnjoy your first flight, weather here is to rain until Monday! Very frustrating! [emoji30]checklist\nThere are old pilots and there are bold pilots, but there are no old & bold pilots.\nHummingbird Media Productions\nThanks for the reply but could you direct me to DRONE START....Can't seem to find it. Thanks", "label": "Yes"} +{"text": "Intensifying military aircraft demand to augment aerospace and defense ducting market size over 2019-2025\nWith the growing number of air passengers and increasing aircraft demand, aerospace and defense ducting market size has been estimated to grow significantly over 2019-2025. Maintaining aircraft cabin temperature and pressure are very important as the passenger aircrafts cruise at high altitudes. Due to lower pressure and temperature at higher altitudes, air-conditioning system installation in aircrafts play an important role in both human health and comfort. Companies toiling to enhance customer experience and airlines lowering their fares to serve a wider consumer base will add impetus to aerospace and defense ducting market trends in the forecast years.\nU.S. Aerospace & Defense Ducting Market, By Application, 2018 & 2025, (USD Million)\nDropping air fares have been playing a crucial role in positive growth of aerospace and defense ducting market size. Low air fares will increase the number of passengers and consequently demand for improved customer experience. Recently it has been reported that air fares in Australia have fallen by 10 per cent since July 2018. The index of business class fares fell by 0.2 per cent in July and by 11.6 per cent from the peak recorded in June 2011. More affordable rates will predictably raise number of air travelers. As comfort and convenience of customers become paramount, efforts by airlines in these areas are helping to expand aerospace and defense ducting market share.\nLowering air fares has been raising the number of passengers wanting to travel by air which in turn will augment aerospace and defense ducting industry outlook. The International Air Transport Association (IATA) has disclosed that current trends in air transport predict passenger numbers can double to 8.2 billion in the year 2037. China will displace the United States as the world’s largest aviation market in the mid of the year 2020. China rebalancing its economy towards consumption will reinforce strong passenger demand over the long term. The number of air passengers have been predicted to increase with rapidly expanding aviation sector which will push the growth graph of aerospace and defense ducting industry forward.\nGet a Sample Copy of this Report:@ https://www.gminsights.com/request-sample/detail/3080\nIncreased air travel has naturally created a demand for aircrafts which has encouraged aircraft manufacturers to increase production. To address the huge demand, Boeing has reportedly delivered 69 737 airplanes in December 2018 and set a new annual record of 806 deliveries in 2018. The company has surpassed its previous record of 763 deliveries in 2017. Rapidly growing demand and production of aircrafts equipped with various features has been improving customer experience. Aerospace and defense ducting market size will also expand considerably over the forecast duration owing to augmented aircraft production.\nBesides commercial aircrafts, demand of military aircrafts is also on the rise to enhance national security. According to the prominent sources, the U.S. air force must inflate its operational squadrons by nearly 25% in the years to come. The requirement has been recommended to deal with the growing military might of Russia and China and to protect the U.S. against violent extremist forces. Sources also cited that the number of squadrons, bombers and tankers, a mix of fighters and drones, should be raised from 312 at present to 386 by the year 2030. The Air Force needs light weight aircrafts with greater efficiency and competence to deal with high pressure and temperature. Intensifying demand of such aircrafts in the Air Force is one of the crucial factors that will augment revenue share of aerospace and defense ducting market.\nIn order to strengthen their stance in aerospace and defense ducting industry, several companies are following different growth strategies. For instance, Meggitt PLC, a leading international company specializing in high performance components and sub-systems for aerospace, defense and selected energy markets, has been awarded a fixed price contract by General Dynamics Land Systems (GDLS) to develop an Advanced Cooling System for the next generation ground combat platforms. Meggitt has manufactured more than 2,480 hydraulically powered Thermal Management Systems (TMS) for GDLS with additional 450 in process.\nBusinesses are also working on their current joint ventures as a part of the plan to increase their aerospace and defense ducting market share. Recently, the joint venture of Eaton with Shanghai Aircraft Manufacturing Co. (SAMC) secured approval by the authorities to offer maintenance, repair and overhaul (MRO) services on tubes and ducting to clients in the APAC region. With the approval, the current facility of Eaton-SAMC joint venture in Shanghai will immediately start serving as a ducting, tube and hose repair station. Such expansions and joint ventures will help to enhance the aerospace and defense ducting industry landscape in APAC region.\nGrowth of aerospace and defense ducting market will be helped by the companies toiling to expand their footprint globally with big contracts and regional expansions. The need for strengthening national security is also gaining paramount importance which will supplement aerospace and defense ducting industry growth significantly. According to a latest research report compiled by Global Market Insights, aerospace and defense ducting market size is forecast to surpass $7 billion by 2025.\nAuthor Name : Anchal Solanki\nNorth America to emerge as a major regional ground for aircraft refueling hose market\nThe aircraft refueling hose market is registering significant growth in recent times owing to exponential rise in deployment of aircraft fleets worldwide. Increased tourism and spending on business travel has also propelled the aviation sector in the past couple of years.\nU.S. Aircraft Refueling Hose Market, By Application, 2018 & 2025, (USD Million)\nThe International Air Transport Association (IATA) claims that the number of trips per person is forecast to increase by 4% – 8% annually for many emerging countries, and is projected to be as high as 10% – 11% per year in India and China. These growing trends necessitate radical infrastructural developments and the need for efficient refueling equipment like aircraft hose.\nAircraft hoses are made with utmost precision whilst keeping in mind the critical nature of their application. They can easily conduct refueling operations on land as well as in air – features that have considerably enhanced its significance in recent years.\nInvestment in defense infrastructure has offered immense impetus to aircraft refueling hose market. For instance, the U.S. Air Force 2020 budget anticipates an approximate US$165.6 billion investment, a 6% increase from the FY 2019 request, which involves continuing the procurement of F-35As and KC-46As, and initiating the refresh of the F-15 fleet with a new variant. These investments will most likely drive the global aircraft refueling hose industry share.\nGet a Sample Copy of this Report:@ https://www.gminsights.com/request-sample/detail/3344\nExpansion in commercial airline fleets along with a high-rise demand for lighter airplanes will boost aircraft refueling hose market share. Exponential increase air passenger traffic will positively influence product demand. For instance, IATA claims that, with present trends in air transport, it is likely that passenger numbers will double to 8.2 billion by 2037.\nAircraft major Boeing recently projected that the worldwide need for new airplanes will grow rapidly between 2018 and 2037, during which about 42,730 new airplanes deliveries are expected with a market value of $6.3 trillion. This growth will be increasingly witnessed across Asian countries like China and India and will drive the regional industry. In fact, Boeing claims that China alone is expected to order 6,810 new airplanes worth over $1.025 trillion over the aforementioned period.\nRising efforts by domestic airlines to increase their flight network by adding new, advanced aircrafts will drive the industry share. Expanding aircraft fleets helps to increase the size of the airline’s network and will eventually help to boost aircraft refueling hose market trends.\nNorth America aircraft refueling hose market will generate substantial proceeds by 2025 on account of rising demand for military aircrafts along with a considerable increase in defense budget. In a bid to attain improved system performance and efficiency, eminent industry players are developing lightweight and technologically advanced refueling hoses. Global Market Insights, Inc., claims that North America aircraft fueling hose industry size will depict a CAGR of 3% over 2019-2025.\nIn recent times, new highly advanced aerial refueling tankers are being deployed to conduct refueling operations in air, further contributing toward enhancing operational efficiency and reducing flight downtime. For instance, in 2019, the U.S. Air Force started accepting the first few production copies of Boeing’s military aerial refueling aircraft, KC-46. Official reports claim that the Air Force will accept 19 additional KC-46s by the end of August 2019 that would help drive the regional industry share.\nThe U.S. Navy plans to finalize its MQ-25 drone program by 2019 with an aim to craft drones that could fly off an aircraft carrier and refuel other aircraft mid-flight. Proliferating trends pertaining to drone development and deployment will propel North America aircraft refueling hose market size.\nHelicopters are gaining traction in aircraft refueling hose market owing to increasing use of helicopter in-flight refueling (HIFR) systems. In the past decade, the worldwide fleet of civil helicopters has grown by 37.38% to reach 30,895 aircraft, claims the General Aviation Manufacturers Association (GAMA). Increased helicopter usage in O&G industry for getting to offshore oil rigs and conducting rescue operations in remote locations will drive aircraft fueling hose industry size from helicopters .\nThe global aircraft refueling hose market is driven by rapid deployment of commercial and military aircraft fleets in the aviation sector. Increasing number of air passengers and rising defense budget will augment business growth. Reports from Global Market Insights, Inc., estimate aircraft refueling hose market size to reach USD 2.5 billion by 2025.\nAuthor Name : Mateen Dalal\nLATAM aircraft door market to gain modest proceeds by 2025, rising demand for air freight services to expedite the global industry expansion\nThe proliferating tourism industry along with the surging consumer spending on air travel have indeed pushed aircraft door market trends lately. Doors, being one of the most critical components of aircraft, are quite overtly designed with utmost precision to offer easy access control and management of various aircraft compartments as well as ensure passenger safety by maintaining required air pressure within the aircraft. With the global expansion of the aviation industry, aircraft door designers and manufacturers are now focusing on reducing the overall door weight to enhance the aircraft’s fuel efficiency and profitability. The rising focus on weight reduction solutions in air carriers will thus drive the aircraft door market size over the forthcoming years.\nU.S. Aircraft Door Market, By Door, 2018 & 2025, (Units)\nGiven the escalating air traffic across the globe, the fact that the frequency of aircraft production has surged comes as no surprise. According to the International Air Transport Association (IATA), by 2036, the number of passengers using air transit services is expected to reach over 7.8 billion – nearly twice of the 4-billion-mark recorded in 2017. With rising disposable incomes along with the escalating annual spending in emerging nations, the demand new, advanced and luxury airliners will also increase, scaling up air carrier deliveries and subsequently impacting the global aircraft door industry share.\nIt has been observed that of all different types, cargo doors are significant more popular, perhaps on account of the rise in cargo transport. According to the IATA, the air freight transportation in the year 2018, surpassed 60 million tons with an increase of close to 4.5% as opposed to 2017. Indeed, air cargo transportation is known to be potentially significant and accounts for about 35% of the worldwide trade by volume. With the expansion of the e-commerce industry, online retail carriers and integrators are enhancing their package sorting and automation capabilities, in addition to extending networks in a bid to gain a larger fraction of the growing trade. Powered by the robust expansion of air cargo transportation and the massive requirement of efficient doors in aircraft to ease loading and unloading, cargo aircraft door market share will experience a commendable incline in the years ahead.\nLatin America is anticipated to be tagged as one of the profitable regional grounds for the expansion of the global aircraft door market. Quite discernibly, the growth of the LATAM industry can be attributed to the fact that domestic airliners are consistently expanding their commercial and regional jet fleets in order to accommodate more passengers. Citing an instance of the aforementioned, in Q3 2018, Embraer had received an order of more than 20 regional jets from the reputed Azul Linhas Aereas Brasileiras.\nGet a Sample Copy of this Report @ https://www.gminsights.com/request-sample/detail/2434\nDriven by the expansion of the regional aviation industry and the efforts undertaken by prominent domestic players to consolidate their position in the global space, LATAM aircraft door market size is forecast to register a CAGR of 6.5% over 2019-2025.\nThe Indian air transport sector has also depicted strong growth in the recent years, a fact that would serve to proliferate the regional aircraft door industry. Reports from IATA forecast that in the next 20 years the number of annual air passenger journeys will increase by over 350 million, hitting almost 520 million journeys in 2037.\nThe regional civil aviation industry has also emerged as one of the fastest growing verticals in the recent years, and is expected to soon overtake the stalwarts in the domain in the global race. The strong performance of India’s aviation industry and the subsequently escalating demand for the production of technologically advanced aircraft, have thus served to expedite the growth map of India aircraft door market.\nAircraft doors in essence, play a vital role to maintain specific air pressure in an aircraft cabin, offering enhanced security and assurance to traveling passengers. With a rising proportion of the global populace opting for air travel owing to surplus disposable incomes and the growing trade initiated by e-commerce giants, worldwide aircraft door market size is poised to hit a remuneration mark of USD 9.5 billion by 2025.\nAuthor Name :Mateen Dalal\nAerospace landing gear market to derive commendable proceeds via commercial aviation over 2018-2024, surging MRO services to expedite the industry expansion\nOver the recent years, the global aerospace landing gear market share has observed an exponential growth owing to a significant uptick in air passenger traffic and the consequent increase in the demand for lightweight aircrafts. Owing to the criticality of these subsystems, which support aircraft weight during landing and ground operations, the commercial airlines have focused on incorporating high-grade landing gears in the recent times. Moreover, the swift escalation in the number of commercial aircraft production across the world has emerged as one of the foremost factors to have contributed toward rapid growth of the aerospace landing gear industry.\nU.S. Aerospace Landing Gear Market, By Position, 2013-2024, (Units)\nElaborating further, the U.S. based Boeing for instance, delivered an astonishing 763 commercial airplanes in the year 2017. Reportedly, the aerospace behemoth surpassed its previous delivery record set in 2015. In this context, it would be prudent to mention that 2017 was the seventh consecutive year that registered a decent increase in the delivery of commercial aircrafts by foremost manufacturers.\nApparently, the number of commercial aircraft deliveries stood at 1740 in 2017. This remarkable surge in the total fleet of the commercial airplanes, which was estimated to be around 31,000 worldwide in the same year, has been instrumental in establishing the prominence of commercial aircrafts in the aerospace landing gear market. In fact, the commercial aircraft space is projected to be the major growth segment in the overall aerospace landing gear industry in the upcoming years. Incidentally, commercial aviation held over 58% of the aerospace landing gear market share in 2017 and will emerge as a dominant segment by 2024.\nGet a Sample Copy of this Report:@ https://www.gminsights.com/request-sample/detail/2343\nConcurrently, it has been observed that there has been a gradual uptick in the number of collaborations being formed between firms operating in MRO (maintenance, repair and operations) industry and various commercial microsatellites & orbital transportation service providers. Needless to mention, these collaborations have invariably boosted the commercialization scale of the overall aerospace landing gear market in the recent times. The U.S. headquartered Triumph Group for instance, has recently teamed up with a systems integrator specializing in microsatellite services, Sierra Nevada Corporation (SNC), to provide landing gear system for the Dream Chaser spacecraft.\nIn this regard, the agreement mentions that Triumph Group’s Washington based Integrated Systems business unit will work together with SNC to supply the main and nose landing gear to a lifting-body vehicle, the Dream Chaser. Reportedly, this spacecraft would be utilized to support NASA’s Commercial Resupply Services 2 project that is slated to resupply the International Space Station. The partnership is being increasingly termed as quite remarkable in the aerospace landing gear industry given that the contract further includes the supply of integrated actuation solutions for the landing gear and door systems which would be developed by both the firms.\nSpeaking in the similar context, numerous dominant commercial and defense aircraft manufacturers around the globe have continued assisting airline operators to leverage exchange offerings of landing gears and overhaul of performing equipment as well. Powered with a robust global network of repair service centers, these aircraft manufacturers are well-positioned to lower maintenance time and provide reliable landing gear repair services to major airlines. To cite an instance of the same, Boeing had declared the launch of its new landing gear exchange programs in 2014 for Air Canada’s 777-200LE (Longer Range) and 777-300ER (Extended Range) airframes.\nAs per the contract, the American aerospace behemoth had agreed to provide certified and fully overhauled landing gear shipsets for a total of 23 aircrafts belonging to the largest domestic and international airline in Canada. Apparently, such cost-effective offerings by prominent aircraft manufacturers have optimistically influenced and proliferated the aerospace landing gear industry space over the past few years.\nThe prominent aerospace regulating authorities such as Federal Aviation Authority and Civil Aviation Safety Authority have laid out strict guidelines to deploy advanced technologies including Radio-Frequency Identification and wireless sensor network to enhance operational safety of airplanes. Furthermore, the increasing adoption of advanced landing gear systems across major airlines would impel product penetration, cite analysts. Driven by a rapid increase in commercial aircraft deliveries coupled with the burgeoning air passenger traffic, the aerospace landing gear market is slated to grow at an exceptional pace in the years ahead. In fact, as per a research report collated by Global Market Insights, Inc., the revenue portfolio of aerospace landing gear industry is estimated to surpass USD 21 billion by 2024.\nAuthor Name : Saif Ali Bepari\nTitanium sponge for aerospace & defense market to accumulate heavy returns over 2018-2024, innovative recycling initiatives and indigenous production of the metal to characterize industry landscape\nTitanium sponge for aerospace & defense market share has been witnessing a sharp uptick in the recent years owing to an increased emphasis on enhancing the fuel efficiency and lower the weight of military and commercial aircrafts. At the same time, it has been observed that numerous companies have been focusing on building technologically advanced facilities to manufacture environment friendly titanium sponge which has consequentially benefited the overall business space. Citing an instance that affirms this declaration, a group of private firms operating in titanium sponge for aerospace & defense industry have recently unveiled the first production facility in Europe that recycles aeronautical-grade titanium.\nU.S. Titanium Sponge for Aerospace & Defense Market, By, 2017 & 2024, (Metric Tons)\nElaborating further, the facility, named as EcoTitanium, would utilize four times less energy than the traditional supply chain and would ensure titanium-ingot production to be highly eco-friendly. Here, it would be prudent to mention that this instance complements the efforts being undertaken by various European nations to indigenously manufacture a substantial amount of titanium sponge as to reduce the net imports of this metal and lower the dependence on Russian and American suppliers. Furthermore, the facility is slated to ramp up it’s manufacturing of titanium ingots to several thousand tons per annum in the times to come – a factor that would propel the growth prospects of titanium sponge for aerospace and defense market across Europe.\nApart from the emergence of eco-friendly titanium sponge, a new trend that is being observed across titanium sponge for aerospace & defense market is that of the manufacturing of titanium sponges by prominent space research institutions of a few nations for strategic purposes. For instance, in a bid to fulfill the ever-increasing titanium requirement for its space programs, the Indian Space and Research Organization’s (ISRO) Vikram Sarabhai Space Centre, in 2015, completed the construction of a full-fledged titanium sponge manufacturing plant at Chavara in the state of Kerala.\nGet a Sample Copy of this Report@ https://www.gminsights.com/request-sample/detail/2581\nReportedly, the latest facility is slated to manufacture around 500 metric tons of titanium sponge per annum. Reportedly, the foremost space agency requires a total of 200-300 metric tons of titanium sponge on an annual basis to seamlessly conduct its ambitious space programs. Interestingly, the latest plant is being termed as a significant achievement of the ISRO as it is the only integrated facility across the overall titanium sponge for aerospace & defense industry that carries out all activities right from mining of titanium to production of aerospace-grade titanium sponge at the same location.\nThe above instance further reinforces the prominence of titanium alloys that possess unique characteristics like excellent corrosion resistance and high strength to weight ratio. Apparently, these properties have made titanium alloys highly useful in liquid propellant tanks, interface rings for satellites, inter tank structures, and gas bottle/liners. Needless to mention, the aforementioned statements go on to explain the rising interest of space agencies across the globe to have in house titanium sponge manufacturing facilities that would quicken the pace of their space programs.\nConcurrently, the escalating demand for high tensile strength and light weight metals that are being increasingly deployed in armor plating & missiles, helicopters, fire walls, landing gear, and naval ships would further accelerate the titanium sponge for aerospace & defense market share expansion. Moreover, the rising utilization of components made from these material alloys in engine mounts, turbines, seat rails, floor beam, fuselage frame, and doorframes would undoubtedly augment the commercialization potential of titanium sponge for aerospace & defense industry in the forthcoming years. In fact, according to a research report collated by Global Market Insights, Inc., the overall remuneration portfolio of this business sphere is estimated to surpass USD 1.9 billion by 2024.\nAuthor Name : Saif Ali Bepari\nAerospace & defense fluid conveyance systems market to amass hefty returns via aftermarket sales, global industry share to exceed USD 22 billion by 2024\nThe rising deployment of fleet services for transportation & military operations has been driving aerospace & defense fluid conveyance systems market considerably since the last few years. With increasing disposable incomes and subsequently changing lifestyles, air transportation has lately gained substantial momentum, fueling the need for commercial aircraft. In addition, in order to eliminate terrorist activities, which have been increasing rapidly since the last few decades, many countries have been deploying unmanned aerial vehicles and high-speed jets. Aided by changing military strategies and heavy investments in the defense sector, aerospace & defense fluid conveyance systems industry size is anticipated to witness a massive upsurge over 2018-2024.\nU.S. Aerospace & Defense Fluid Conveyance Systems Market, By Fluid, 2017 & 2024, (USD Million)\nTaking into account the primary need of fluid conveyance systems in aircraft production, leading aircraft manufacturers have been establishing partnerships with fuel system manufacturers. An instance of the aforementioned is GKN Aerospace’s contract signed with General Atomics Aeronautical Systems Inc., in 2017, for developing, designing, and manufacturing fuel conveyance systems. GKN Aerospace, through this development agreement, apparently looked forward to developing fuel systems for UAV (unmanned aerial vehicle) applications. The firm planned to manufacture fuel bladders through a vacuum forming process in conjunction with the latest polyurethane (PU) material that is durable and lightweight. Given that UAVs are prominently used in the defense sector for performing various surveillance and other military tasks, GKN is likely to strengthen its stance in aerospace & defense fluid conveyance systems market through this deal, in addition to encouraging its fellow adversaries to increase their investments in the development of military UAVs.\nThe surging deployment of aircraft for defense as well as commercial purposes has been creating lucrative opportunities not only for original equipment manufacturers but also for aftermarket product developers. In fact, in order to rake in maximum capital, aircraft companies are signing long-term deals with aftermarket product suppliers. The collaboration of airline companies with aftermarket product distributors is proving rather beneficial for this vertical, in terms of reduced maintenance cost and improved fleet reliability.\nGet a Sample Copy of this Report@ https://www.gminsights.com/request-sample/detail/2518\nCiting a recent instance justifying the aforementioned statement, in 2016, Emirates signed a 10-year aftermarket agreement with Unison Industries to upgrade the GE90 and GP7200 engine fleets. Emirates back then, could leverage Unison’s expertise in the areas of upgrades, exchange programs, and repairs with mutual goals of the highest quality support. The deal testified that requirement of the aftermarket is vitally important for maintaining fleet services. Indeed, as per estimates, aerospace & defense fluid conveyance systems market size from the aftermarket distribution channel is slated to register a CAGR of 3.5% over 2018-2024.\nElaborating further on the growth strategy scenario in aerospace & defense fluid conveyance systems market, it is noteworthy to mention in 2015, Parker Aerospace signed a long-term deal with Emirates to provide a maintenance package to its Airbus A330/A340 and Boeing 777 engines and aircraft. As per the agreement, Parker will establish its repair facilities and network outstations across the globe to support Emirates, which will emerge to be advantageous for regional companies and local support teams to generate a sufficient inventory pool for fleet maintenance. This in consequence would have a remunerative impact on the overall aerospace & defense fluid conveyance systems industry outlook over the years ahead.\nThe mutual cooperation between aircraft companies and product suppliers is likely to be one of the major driving forces of aerospace & defense fluid conveyance systems industry. The surging deployment of UAVs for performing military operations will also have a remarkable impact on product demand over the years ahead. Driven by the escalating demand for fleet components and the robust competitive hierarchy, aerospace & defense fluid conveyance systems market share will increase at a CAGR of 3% over 2018-2024.\nAuthor Name : Sunil Hebbalkar\nAircraft communication system market to procure hefty proceeds from commercial aircraft sales, technological advancements in product development to pave the path for industry growth\nThe commendable expansion of the aviation space can be aptly credited for the significant proceeds that aircraft communication system market has been accumulating in the recent years. According to a study conducted by IATA, the average global citizen now undertakes air travel once every 21 months – a significant increase from the 43-month duration in 2000. Not to mention, military expenditure has also observed a rise lately, with governments setting aside a major portion of the national budget for the defense sector. Driven by surging military spending and the rising number of defense aircraft, aircraft communication system market will inevitably propel over the coming years. In order to remain aligned with the exponential demands of the current consumer base, innovative products are also being introduced in aircraft communication system market.\nChina Aircraft Communication System Market, By Component, 2018 & 2025, (USD Million)\nWith air travel becoming more affordable, a new generation of jetsetters have come into being, leading to increased air traffic. In consequence, pilots are under tremendous greater pressure to navigate in the congested air space. As the demand for real-time satellite access and air traffic data to undertake rapid decisions increases, aircraft communication system market is likely to receive commendable momentum. For instance, the EU has adopted the SANDRA project that integrates different plane communication systems in a single system. This unit facilitates faster data connectivity and replaces banks of radio hardware with state-of-the-art software systems. Thus, data like weather conditions and air traffic situation that used to be verbally communicated earlier, can now be accessed by pilots in real time through flight computers.\nA single system based on IP technology, SANDRA is capable of transmitting data through multiple data links. It can also transmit data to the ground via digital and high-speed satellite, providing communication to the aircrafts in a seamless manner. Indeed, the system has increased aircraft safety owing to the reliable and quick communication between the aircraft and control tower. In consequence, this seems to have encouraged aircraft communication system industry players to advance their capabilities and bring about highly innovative products.\nGet a Sample Copy of this Report @ https://www.gminsights.com/request-sample/detail/2329\nSpeaking of which, SATCOM, one of the pivotal products in aircraft communication system market, has proved itself to be rather crucial in air traffic management. Its increased deployment in military aircrafts is likely to upscale its demand, thereby stimulating aircraft communication system market size from SATCOM.\nOne of chief drivers for the aircraft communication system market is the exponential growth of the commercial aircraft industry. Considering an instance of Airbus, one of the pioneers of the aerospace industry, the firm has set its goal of tripling its revenues within the next seven years to enable its commercial aircraft business reach $10 billion. It also plans to target measures worth $555 million in 2018 to improve productivity. Furthermore, in the year 2018, Airbus commercial aircraft deliveries rose to 800 – an 11% surge compared to 2017.\nPowered by substantially large investments in place, in conjunction with the escalating adoption of low-cost carriers and enhanced regional connectivity, global aircraft communication system industry is likely to accrue massive ROI from the commercial air carrier segment.\nWith cutting edge innovations being brought forth rapidly in aircraft communication system market, it is rather overt that this business space would thrive commendably in the ensuing years. NASA has recently developed The Aircraft Access to System Wide Information Management that is capable of replacing the underground cables airport communication system with wireless communication. This is one of the instances of high-grade technological advancements prevalent in aircraft communication system industry. As per reliable estimates, aircraft communication system market size is anticipated to cross USD 2.9 billion by 2025.\nAuthor Name : Paroma Bhattacharya", "label": "Yes"} +{"text": "Elevator: 2010 - a space race for the whole family\nAugust 5, 2007 Almost 40 years after it ended, the Spaceward Foundation is reigniting the space race with the third annual Elevator: 2010 competition. Part of the “Spaceward Games” taking place on October 19-21 near Salt Lake City, the competition is open to any family, school or adult and this year allows participants to compete in more events including the first inaugural Light Racer challenge. The tournament aims to bring attention to the viability of far-reaching space exploration concepts and requires competitors to build beam powered lunar buggies and beam powered cable “climbers”. But the machines aren’t the only thing ascending rapidly in the name of scientific advancement; the total prize money this year has skyrocketed to US$1 million.\nElevator: 2010 is a joint initiative of NASA and the Spaceward Foundation that began as a response to rising interest in the century old concept of the Space Elevator. The Space Elevator is, oddly enough, pretty much exactly what it sounds like, involving the suspension of a 62 000 mile long tether from a counterweight in space to an anchor point on the Earth’s surface. This line would facilitate the journey of shuttles from ground level right into, or past, Earth orbit without the use of any rocket propulsion. This method of travel would make the journey to space drastically cheaper, and allow shuttles to depart more often and with a much larger amount of cargo. However, until there is more evidence that the completed structure won’t fall on its face, (and a good part of the surrounding continent), governments and corporations are unwilling to sponsor its development.\nThis is where Elevator: 2010 comes in. The goal of the program is both to educate school children and the general public as well as nurture core technologies – ultimately the aim is to show enough improvement in the “building blocks” of the space elevator to demonstrate that, by 2010, construction could feasibly begin. These building blocks include the makeup of the tether and the design of the shuttle, which, for the purposes of the competition, has to be solely powered by a light beam. In 2005, the first year of the competition, a participant succeeded in creating a beam-powered vehicle that ascended the 50 metre trial line at a few inches per second. In 2006, even more competitors managed to reach the top and one came within two seconds of achieving a victory - which is achieved by an ascent at a minimum of 2 m/s (6.6 feet per second). But as of 2007, the Elevator: 2010 grand prize has remained tantalizingly unclaimed. The Spaceward Foundation hopes that this year, which marks the halfway point in their overall timeline, a team will finally claim the jackpot.\nWhether the popularity of the race will lead to increased funding for an actual space elevator is yet to be seen, however the innovation it encourages has already demonstrated its wider applications. The Light Racer competition shows the versatility of the light beam power system, using it to charge small buggies. Spaceward claims these vehicles would be perfect for travelling from crater to crater on the surface of the moon, gathering any accumulated ice for use in nearby lunar bases.\nAs of the writing of this article, 24 teams have registered. Teams who have not yet done so have until September 1st.\nDavid Smitherman of NASA's Marshall Space Flight Center's Advanced Projects Office has also compiled plans for a space elevator - the concept would see a structure extend approximately 50 km tall with a cable tethered to the top. This would allow electromagnetic vehicles to travel into orbit carrying people, payloads and power between space and Earth in the latter part of the 21st century (see main pic).", "label": "Yes"} +{"text": "07/31/2014. Remarks by Wade Douglas: \"My late father, Lt. Col. Wade O. Douglas, was Aircraft Commander of 53-2315 for a time. This photo shows my father (far left) and his crew with their plane, and also clearly shows the details of the external antennae. Unfortunately I can't recall the names of the other crew members. The picture was taken at Forbes AFB, Topeka, Kansas in the early sixties, and I believe it is an official USAF crew photo.\nDad was pretty tight lipped about what I later pieced together, were Soviet overflights. The only anecdote he ever told me was that there was a lot of curiosity on the flight line about the plane’s radar array and that he would answer questions by saying jokingly that they were the mortuary crew and the protuberances on the nose were for carrying bodies.Dad was promoted to Major when he took over 53-2315. He was made a Lt. Colonel when he retired.\nI don’t recall the period when he flew that plane. I think that an earlier crew had painted the Playboy Bunny heads on the pods. Nose art wasn't really Dad's style. He previously had flown an RB-47H model also out of Forbes AFB. Before that he flew a C-124, and when the U-2 began taking over what had been the EB-47E (TT)'s role, Dad became an Atlas Missile site commander. He began his 26-year Air Force career as a navigator on a B-17F in WW II. I still enjoy reading his wartime diary.\"\n09/30/2011. Remarks by Jack Kovacs: \"Pictured is one of three EB-47E(TT) aircraft (other two s/n 53-2316 c/n 4501129, 53-2320 c/n 4501133) converted from the B-47E for TELINT (telemetry intelligence). The EB-47E(TT), or Tell-Two, aircraft mission was to collect and record telemetry from Russian missile and space launches. Intelligence analysts used the collected data to determine the properties/parameters of the launched vehicles.\nThe Tell-Two aircraft carried a Strategic Air Command crew of five: two pilots, one navigator, two EWOs (Electronic Warfare Officer). The EWOs operated electronic gathering equipment located in a capsule inserted in the bomb-bay area of the aircraft. Two large external antennae were located on each side of the fuselage near the cockpit.\nThe three EB-47E(TT) aircraft served from 1958 until 1967. For collecting against launches, the aircraft operated mostly from a base in Turkey, from an alert status, flying radio silent, top secret missions into Iran, next to the Turkmenistan - Iranian border or sometimes over the Black Sea. Other locations were in the South Pacific to collect data on missiles landing in the mid-Pacific missile range.\n53-2320 crashed on landing and was destroyed at Incirlik, April 3, 1965, after holding, waiting to land because of excessive crosswinds. Finally, getting too low on fuel to divert to another base, the aircraft had to land in a high marginal crosswind situation, started porpoising on touchdown, and crashed at the end of the runway, killing two crewmembers. The other two aircraft ended up in the bone yard at Davis Monthan AFB, Arizona, USA in November 1967 and were scrapped in January 1969.\"", "label": "Yes"} +{"text": "Boeing has built and delivered its 50th P-8A Poseidon aircraft for the U.S. Navy‘s anti-submarine warfare, anti-surface warfare and intelligence, surveillance and reconnaissance missions.\nThe Navy said Thursday it accepted the new unit at the Naval Air Station in Jacksonville, Florida, and expects to complete the branch’s fleet transition from P-3C to P-8A by fiscal year 2019.\n“This is the first time a Navy combat aircraft was built from the ground up on a commercial production line,” said Tony Rossi, program manager for maritime patrol and reconnaissance aircraft at the Navy.\n“This replacement for the P-3C builds on lessons-learned, while enhancing those capabilities with unique features, such as an electro-optical/infrared sensor turret and increased acoustic processing capability with 64 passive sonobuoys, 32 multistatic sonobuoys and concurrent passive and active processing,” Rossi added.\nNavy noted that six active squadrons and one fleet replacement squadron at NAS Jacksonville have completed a P-8A fleet transition training program.\nThe service branch also relocated the homeport of VP-4, the first west coast P-8A squadron, from Kaneohe Bay, Hawaii to a naval air station in Whidbey Island, Washington.", "label": "Yes"} +{"text": "Space enabling modern way of life\n/ Published June 07, 2016\nSCHRIEVER AIR FORCE BASE, Colo. -- The Global Positioning System is the world's only global utility. Operated by the dedicated men and women of the 2nd Space Operations Squadron at Schriever Air Force Base, Colorado, GPS is also the world's largest military satellite constellation. The squadron has three missions: global navigation, time transfer and nuclear detection. Uses of GPS include precise timing for financial transactions, search and rescue, communications, farming, recreation and both military and commercial aviation. For more information, visit http://www.schriever.af.mil/GPS.", "label": "Yes"} +{"text": "A new day of surveillance missions over the Black Sea.\nThis morning a double surveillance mission was done by an USNavy Boeing P-8A departed around 09:30 CET from NAS Sigonella and an USAF RC-135W ( reg. 62-4134 – callsign DRUG61) departed from Souda Bay AB around 06:30 CET.\nThe Boeing RC-135W is in flight in these minutes over Aegean Sea on the route to Souda Bay. The Poseidon is still in the area of the mission.", "label": "Yes"} +{"text": "A Simulation Model of the T-46A Aircraft for Availability and Sortie Projections.\nAIR FORCE INST OF TECH WRIGHT-PATTERSON AFB OH\nPagination or Media Count:\nThis study simulated the operation of the T-46A trainer aircraft in the Undergraduate Pilot Training UPT environment in order to estimate aircraft availability and sortie generation rate. The simulation model is based on current T-37 aircraft UPT operations and uses estimates of the reliability and maintainability of the T-46A. Regression analysis techniques were used to estimate the functional relationship between the independent variables and the response variables. After initial screening, only two factors were included as independent variables. These were mean time between failures MTBF and mean time to repair MTTR. A central composite design was used to gather the data needed to perform the regression. Results of the regression analysis indicated that for both aircraft availability and sortie generation rate, a second order regression equation in terms of only the MTBF factor provided the best fit. As was expected, an increase in MTBF, meaning the aircraft is more reliable, results in an increase in both aircraft availability and sortie generation rate. Estimates and confidence intervals for aircraft availability and sortie generation rate were determined. Theses\n- Humanities and History", "label": "Yes"} +{"text": "A Qantas flight had to turn back not long after departure when passengers spotted one of the propellers had slowed to a halt mid-air.\nThe regional service from Cairns to Townsville in Australia had to return to Cairns around 20 minutes in due to an “engine issue”.\n“We just noticed that [the propeller] started slowing even further, and then obviously the cockpit staff, I believe, must have shut the engine down,” passenger Rodney Hyman told The New Daily.\nThe captain came on the loudspeaker and announced the aircraft was turning back to Cairns because of the engine issue.\nThe plane touched down without incident, to the applause of passengers.\nHyman commended the staff, saying: “It was very calm and rational onboard.\n“It’s one of the more interesting commutes to work I’ve had.”\n- Read more\nA Qantas spokesperson told The Independent: “One of the engines displayed an oil indication warning and the captain of the aircraft made the decision to return to Cairns.\n“The aircraft landed safely and passengers will be re-accommodated on other services today.”\nTwin-engine planes are designed to fly safely with just one engine in operation.\nIt follows a plane coming within one minute of touching down without its landing gear last week.\nVietnam Airlines flight VN781, flying from Ho Chi Minh City to Melbourne, was on the approach to the airport when air traffic controllers realised the plane’s wheels were still up.\nSupport free-thinking journalism and attend Independent events\nThe crew of the Boeing 787 had to abort the landing when they realised the issue.\nFlight tracking data from Flight Aware shows that the plane dipped to 880 feet before climbing rapidly to just under 5,000 feet, when the crew realised the landing gear was still up.\nAfter circling the airport the plane landed safely.", "label": "Yes"} +{"text": "Did you know?\n- The smallest aircraft operated by Turkish flying between Basel and Antalya is a 737 with 155 seats.\n- The largest aircraft operated by Hapag Lloyd flying between Basel and Antalya is a 737 with 180 seats.\n- 33 flights per week fly out of Basel connecting to Antalya.\n- 6 airlines operate between Basel and Antalya.\n- The shortest nonstop flight time from Basel to Antalya is 3 hours, 10 minutes on Belair, Sun Express.\nHotels in Antalya\nTraveling on the route and need hotel in Turkey? Choose from more than 45,000 hotels.", "label": "Yes"} +{"text": "Benefits of AirTaxi Express\nOn airtaxi.express you can search for and reserve prices and aircraft directly. Lengthy manual inquiries and days of waiting for offers are no longer necessary. Over 150 pilots are registered on airtaxi.express.\nWith AirTaxi.Express, even more distant destinations can be easily reached as a day trip. Would you like to relax in a thermal bath? Enjoy the fresh sea air?\nWhether alone or with the whole family. Easily book your next day trip from the airport near you.\nStart at 8 or 9 a.m. in the morning. Just in time for lunchtime you could take a seat in your favorite restaurant on the beach on Sylt. In the afternoon you can go back home relaxed.\nDay flights are ideal for setting off to new destinations on Sundays.\nTreat yourself to a real weekend from Saturday morning to Sunday evening. Whether the French coast, Denmark, Sweden or other destinations. Instead of standing in traffic jams for hours, simply fly to your dream destination. You can reach many destinations in Europe non-stop in a very short time with a private plane.\nBook your flight on AirTaxi.Express and coordinate the details conveniently with your pilot. It is usually worthwhile if the pilot stays with you to avoid empty flights.\nAirTaxi.Express is also ideal for vacation planning. For stays of 3 days or more, the aircraft flies back to your home base and flies back to it for your return journey.\nYour pilot can also take special requests, excess baggage and much more into account. Should you wish to travel to and from your hotel, your pilot can also take care of the transport of your luggage and the corresponding taxi bookings.\nFor business customers, AirTaxi.Express offers flights according to instrument flight rules. Greater time planning and availability are guaranteed.\nWhether as a birthday present or for special occasions. Sightseeing flights in your own region are always a nice change. Sightseeing flights with AirTaxi.Express are mostly flown by enthusiastic private pilots and are therefore particularly cheap.\nAir freight service\nWould you like to transport urgent freight quickly from A to B? AirTaxi.Express will take care of a suitable aircraft and pilot. Let us advise you and ask individually.\nAirTaxi.Express arranges aircraft for rent. The fleet is currently from PA28 and C172 machines. For an hour of flight with a PA28 with 235 HP, including fuel, € 219 plus VAT. (Hobbies)\nOn the AirTaxi.Express website private as well as professional pilot flights are brokered. Professional pilot flights are suitable for people who value pilots with more flight experience. In order to be able to book flights with professional pilots, a one-time premium membership (€ 99) is required. Premium members receive many benefits:\n- Higher pilot availability\n- Telephone travel planning hotline\n- Professional pilots\n- and much more\nAirTaxi.Express arranges flights for private pilots on a shared cost basis. Special flights (e.g. business flights) are handled by professional pilots.\nIf you would like to fly with AirTaxi as a pilot, you can register HERE for free.\nIn the case of shared-cost flights, the pilot shares the costs of the flight with the passengers on board. For example, if the flight costs € 300 and the pilot flies with 2 guests, the pilot may only demand a flat-rate fee of € 200 from the guests.\nCommercial pilots, on the other hand, are allowed to fly for a fee. This usually makes the flights more expensive than cost-sharing flights and they are more popular with commercial customers.\nThere are over 1000 airfields in Europe. Many airfields are travel destinations in themselves. Visit new places, clubs, people and try out gastronomic offers at selected airfields. AirTaxi.Express presents particularly interesting airfields.\nAre you the proud owner of an aircraft but would like a higher flight occupancy rate? AirTaxi.Express will be happy to add your aircraft to its database and refer your aircraft to competent pilots. Contact us.\nAirTaxi.Express is all about you, dear passengers. Use the comfort of a private plane to travel comfortably and quickly.", "label": "Yes"} +{"text": "Starliner Update: NASA and Boeing complete joint checkpoint review ahead of first crewed flight\n- United States\nOn Thursday, May 25, NASA and Boeing announced the completion of a joint Crew Flight Test checkpoint review ahead of the first crewed flight of Starliner, scheduled for no earlier than July 21,\nDuring the joint checkpoint review, mission teams reviewed open work ahead of launch, including emerging issues that need a path to closure prior to a decision to fuel the spacecraft in June.\nNASA said that 95% of the Crew Flight Test certification products are now completed. This includes the successful approval of the crew module batteries for Starliner, following thorough testing and analysis. Additionally, post-certification flight mitigations have been implemented, and a battery upgrade proposal has been put forth for future missions.\nCurrently, the teams are engaged in finalizing spacecraft closeouts and making preparations for upcoming hardware milestones including spacecraft fueling, the rollout of the spacecraft to the launch site, and integration with the United Launch Alliance Atlas V rocket.\nMeanwhile, the team is also working resolution paths on other items including the removal and replacement of a by-pass valve on the active thermal control system.\nAdditionally, potential increased risks associated with a particular tape utilized on the spacecraft for safeguarding wires against chafing are also being assessed.\n\"We are taking a methodical approach to the first crewed flight of Starliner incorporating all of the lessons learned from the various in-depth testing campaigns, including Starliner's flight tests and the agency's verification efforts,\" said Steve Stich, manager of NASA's Commercial Crew Program.\n\"Crew safety remains the highest priority for NASA and its industry providers, and emerging issues are not uncommon in human spaceflight especially during development,\" he added.\nWe completed a joint checkpoint review with @BoeingSpace ahead of the first #Starliner flight to carry astronauts, set for no earlier than July 21. Teams will provide updates leading up to the inaugural Crew Flight Test to and from the @Space_Station: https://t.co/vjfsPE9DLp pic.twitter.com/E7ZcaUSGAh— NASA (@NASA) May 26, 2023\nAfter a successful test flight involving astronauts, NASA will commence the final certification process for the Starliner spacecraft and its systems, paving the way for regular crew rotation missions to the space station.", "label": "Yes"} +{"text": "October 20, 1998\nJohnson Space Center, Houston\nTexas State Comptroller John Sharp will hold a press conference at Space Center Houston on Wednesday, Oct. 21, to discuss a series of new proposals involving a partnership between the Johnson Space Center, the State of Texas and Texas public universities for the enhancement of engineering, math and computer science skills for Texas high school and college students.\nJSC’s facilities and laboratories will be made available to undergraduate and graduate students as part of the partnership and JSC’s scientists and engineers will serve as mentors for the students in the development of their skills and knowledge.\nThe press conference will be held at 10 a.m. Wednesday in the Saturn Club room at Space Center Houston. News media interested in attending the event may call Teresa Ehrman in the public relations office at Space Center Houston at 281/244-2133 to arrange access to the event.\n- end -", "label": "Yes"} +{"text": "Nowhere are technology and engineering requirements more stringent and demanding than in\nthe fields of defence, security and space exploitation.\nAirbus Defence and Space unites a range of capabilities and skills unrivalled anywhere in the world.\n- Europe's No. 1 in defence and space\n- Among the top 10 defence companies worldwide\n- World-leading player in the space industry\n- World-renowned range of products including Eurofighter, A400M and Ariane launcher\nAirbus has released an Android version* of the iflyA380 app, already available for iOS users, bringing the experience of flying on the iconic A380 to even more passeng...\nEuropean aerospace giant Airbus conducted Thursday the first test flight of the giant new Beluga XL, an even bigger version of the company's workhorse transport plane which has been in service since the mid 1990s.Decorated for the occasion as a \"whale in the sky\", the plane's crew took off at ex...", "label": "Yes"} +{"text": "By SAASS, SAASS\n/ Published June 15, 2020\nSAASS professor Dr. Wendy Whitman Cobb has released a new book titled Privatizing Peace: How Commerce Can Reduce Conflict in Space.\nThis book explores the privatization of space and its global impact on the future of commerce, peace and conflict. As space becomes more congested, contested, and competitive in the government and the private arenas, the talk around space research moves past NASA’s monopoly on academic and cultural imaginations to discuss how Elon Musk’s SpaceX and Jeff Bezos’ Blue Origin is making space \"cool\" again.\nThis volume addresses the new rhetoric of space race and weaponization, with a focus on how the costs of potential conflict in space would discourage open conflict and enable global cooperation. It highlights the increasing dependence of the global economy on space research, its democratization, plunging costs of access, and growing economic potential of space-based assets.", "label": "Yes"} +{"text": "Therefore, it’s hardly a surprise that Zsolt Sinka’s recent entry into the Guinness World Records caught our attention.\nThe muscle-man from Hungary actually managed to pull a 50-tonne Airbus A320 almost 40 metres using HIS TEETH!\nThat’s a pretty impressive claim to fame. Basically, Zsolt (otherwise known as ‘Popey’) attached some rope to the front wheel of a Wizz Air plane at Budapest’s Liszt Ferenc Airport and pulled using his teeth.\nMORE VIDEOS: Watch dramatic engine failure on Thomas Cook Airbus A330 in Manchester\nThe video has drawn some criticism on YouTube though. “Strange how they keep the jet engines running... Sure is \"tough\" to pull a plane that already has a little thrust behind it,” wrote Brenton Pahl, with many similar comments by other users.\nYou can watch the video below – and feel free to leave comments on this page. Also, check out The Aviation Writer’s Facebook page – we’re fast approaching 1,500 fans. Why not become the latest one and have access to a regular stream of aviation videos, photos and stories? Click here to visit.\nMORE VIDEOS: The coolest car in the world? Abandoned plane converted into car!\nThe achievement is similar to that of Kevin Fast, the Canadian record holder for pulling the heaviest aircraft (not using his teeth). I’ve included a video of that below too. He set the world record in 2009 after he pulled a CC-177 Globemaster III, weighing 188.83 tonnes, 8.8 metres along a Canadian air base in Ontario, Canada.\nMORE VIDEOS: United Airlines pilot attacked by drunk passenger at US airport (explicit)", "label": "Yes"} +{"text": "Image: Elysium promo\nThe trailer for Elysium, the upcoming sci-fi flick from Neill Blomkamp, the guy who made District 9, blew the minds of space nerds everywhere. And while it may be yet another entry in a promising string of dystopian sci-fi films—it will come on the heels of Oblivion and After Earth—it's probably the only one that was inspired by the space colonies NASA designed in the 1970s.\nFirst, Elysium. The film promises to give the struggle of the have-nots the space opera treatment—the poor are stuck on a smoldering Earth, and the rich comfortably circle the planet tucked inside a luxurious space palace. Matt Damon, a poor sunburned Earth-dweller, has to climb the proverbial ladder between the two worlds. We're not quite sure why yet—all we know is he's going to have to fight some robots in the process.\nThe first time I saw that trailer, I immediately thought—NASA. Space colonies. 70s sci-fi. See, that omnipresent space station Matt Damon's aspiring to board looks an awful lot like the one that a team of scientists at NASA came up with in 1975.\nAround that time, NASA began hosting a 'Summer Studies' program that invited scientists, engineers, academics and designers to work with the space agency to develop a vision for off-planet living. And they were dead serious.\nThe idea eventually proposed in 1975 was called the Stanford Torus. It wasn't the first ring-shaped space station to be conceived—and sci-fi writer Larry Niven had come up with a similar construct in his 1971 Ringworld, and Herman Potocnik had discussed ring-shaped colonies as early as 1929—but the Torus was the most elaborate. I wrote a full rundown of NASA's space colony plans a few years back, but the basics go something like this:\nThe team decided that the best bet for the first space colonies would be to place them in Earth's orbit; it'd be easiest to keep climate control manageable that way—space stations on other moons or planets would be too hot, too cold, and exposed to too much radiation.\nThe scientists aimed to build giant stations that could hold tens of thousands of people, and they figured they would build them using minerals mined from the moon. The station would be round and comprised of a giant band on the outer ring; the centrifugal force created as it spun in orbit would simulate gravity for the colonists.\nInitial stages of the space colony's development would be funded by space tourism, and then by asteroid mining operations. Eventually, the rich would vie to buy up that prime real estate: free from earthly pollution, strife, and home to the best views ever.\nAnd there you've got yourself the beginnings of a pretty solid back-story for how the ultimate divide—hundreds of miles of atmosphere and space itself—between rich and poor was erected in the first place. Wonder if Elysium will use that, too.\nBlomkamp himself doesn't site the NASA plans as an inspiration for the film's visuals—in an interview with io9, he discusses wanting to portray \"the level of opulence and wealth, where they've actually recreated Bel-Air on a space station,\" and that the colonists have \"pulled all of that wealth and those resources out of Earth.\"\nAnd that's sort of what the Stanford Torus engineers did as well, just with trees, greenery, and big suburban buildings. NASA imagined taking earth as we know it into orbit, too. That vision for cylindrical cities became a sci-fi and space art mainstay, and has clearly persisted until today; from Ringworld to Deep Space Nine to Halo to Elysium.\nBut when those scientists sketched out their plans in the 1970s, they did so during the height of space age optimism—NASA was dead serious about these ideas, about its vision for orbital utopian colonies. Small wonder then, that nearly forty years later, as its budget is being gutted, the only remnants of NASA's grand vision is a dystopian Hollywood film.", "label": "Yes"} +{"text": "Get the ultimate Aviation Feeling with this original Airbus Seatbelt!\nThis belt does have an original aircraft buckle with Airbus imprint and an original safety seat belt in Airbus-blue. The Airbus belt can be easily adjusted from XS to XXL (60 to 110 cm). The belt width is 3.8 cm, the buckele measures 5.5 x 4.5 cm.\nWearing this Airbus Seatbelt you will call attention from anybody. A must have for each aviation enthusiast!", "label": "Yes"} +{"text": "Berlin Space Technologies is a global leader in small satellite systems. It builds on the 30-year tradition of building small satellites in Berlin. BST has contributed to more than 50 space missions with subsystems and technologies in the last 10 years. BST has successfully delivered complete satellite missions for international customers and is currently building two satellites for international customers.\nThese missions have been won in international competitive tenders which prove both the technical prowess as well as cost-effective nature of satellites made in Berlin.", "label": "Yes"} +{"text": "Collective Pull Down®\nA Critical Safety Device\nThe pilot's recognition time in the event of low rotor RPM is a concern with all models of helicopters. In the event of rotor RPM decay that affects the main rotor speed, the pilot must lower the collective immediately to perform an autorotation. In certain flight conditions, rotor RPM decay can happen in as little as a few seconds. If the pilot delays his reaction and allows the main rotor speed to decay below a certain speed, control of the aircraft can be fatally lost.\nThe Collective Pull Down (CPD) is an aftermarket safety device that initiates the lowering of collective in an engine or drive system failure event. The CPD is triggered by the low rotor RPM warning signal, and is designed to immediately pull the collective down in less than half a second, eliminating pilot recognition and reaction times. The CPD can be easily overridden by the pilot at any time.\nThe CPD is an FAA approved safety product. It is lightweight, less than 2 lbs, easy to install and requires no software to operate.\n- Initiates the critical collective-lowering segment of autorotation entry when the low RPM warning activates\n- Completes required pull down action in approximately 0.5 second\n- Pilot in full control to override the pull down action\n- Compact, modular design for quick and easy installation\n- Lightweight system with small footprint\n- Improves rotorcraft safety and saves lives\n- Provides immediate reaction in loss-of-power events, giving the pilot more time to react\n- Does not take up cockpit or baggage space\n- Provides tactile warning of a low RPM situation\n|Total System Weight||2.0 lb|\n|CPD Assembly Dimensions||7.64\" L x 5.94\" W x 2.59\" H|\n|Qualification Testing||RTCA/DO-160G Environmental Specifications|\n|Certification||Supplemental Type Certificate #SR02506SE|\n|Power||14V and 28V Systems Available|\n|U.S. Patent||Protected by U.S. Patents; other patents pending|", "label": "Yes"} +{"text": "In 2017, the U.S. Air Force bought an airplane to replace its aging Pratt &GMP F119A propeller.\nThe aircraft, which was originally built in 1963, is one of only two remaining F119s left in service, according to the Air Force.\nWhile the aircraft was still under warranty in the 1960s, the Air Power Division of Pratt &s;GMPs F119 program office decided to buy the plane in order to upgrade the plane’s engine and propeller capabilities.\n“It was an opportunity to add more thrust to the airplane that wasn’t available from its original design,” Air Power spokesman Ryan Haney told the AP in an email.\nAfter several months of testing, the engine and the propellers were upgraded to a new design, and it was ready to fly.\nIn the end, the F119 was able to make a maiden flight in 2017.\nBut for many, the airplane has been a time capsule.\nA new study published by the American Institute of Aeronautics and Astronautics (AIAA) says the F89 will be one of the most problematic aircraft in its fleet, which is estimated to hold 3,400 to 5,000 people.\n“There is no good alternative to the F91 in terms of survivability,” the report states.\n“As of today, it has a high risk of catastrophic failure.\nThis aircraft is a perfect example of a ‘lost cause,'” the report adds.\n“For decades, this aircraft has been in service and the aircraft is considered a symbol of American air power and American ingenuity.”\nThe Air Force, in an attempt to make up for the loss of the F19, is investing millions of dollars into its fleet of F89s.\nThe F89, with its powerful Pratt &ing;GMX engines, is supposed to be the aircraft’s lifeline.\nBut, the AIAA report notes, it can be difficult to maintain its flying status.\n“The F89 cannot be sustained and it cannot be maintained with regular maintenance, which requires a considerable amount of time,” the AIPA report says.\n“To this end, maintenance is a major component of the operational and maintenance requirements for the F9 and F9A.”\nThe F9, the newest version of the aircraft, has a more powerful Pratt& GMX engine, but the AISA report states that the F29 is the “best performer” of the fleet.\nBut the AIEA report also found that while the F90 and F89 are “the best performers of the program,” the F10 is “lacking in reliability.”\nAircraft reliability and service life is a key component of any airplane, and the F11 was the most troubled airplane in the fleet, according the report.\n“If the F1 or F11 were operational, there would be no reason to continue the program.”\nThe AIAAP says that the Air force has spent more than $300 million on the FXX program, and that it will spend $300 to $400 million on future FXX models.\nThe program office plans to purchase another FXX plane as well, but it is unclear whether it will be able to meet the cost of the plane and keep it flying.\n“Because of the high level of reliability and the high quality of the components, the future F9 program is expected to deliver an aircraft that will be in service well into the 2030s,” the study states.", "label": "Yes"} +{"text": "According to Jahid Fazal-Karim, owner and chairman of the board of Jetcraft, the sweet spot for buying a plane is between three and five years old in terms of value. Fazal-Karim knows what he is talking about, having overseen more than 500 transactions worth over $10 billion in value since he started his career at Jetcraft in 2008. He is often referred to as one of the most powerful players in business and private aviation. Jetcraft\nHow can these and other similar companies afford to offer such low rates? One reason is that sites like JetSuite.com are offering seats on flights that would have been empty or at least not full. “Over 40% of flights that are flying private have empty seats,” says Steve King, the co-founder of private jet charter company AeroIQ. Many times, these flights are simply repositioning so they can pick up passengers in another city and the companies would rather get some money from passengers than no money.\nWith a charter flight, you rent the entire aircraft, rather than just one seat. The aircraft can be large or small, and flights can be one-way or round-trip. The charter could be made on a flight-only basis, might include ground services such as transportation to or from meetings or could be part of a complete vacation package. Charter flights offer more flexibility than scheduled flights, with a wider choice of destinations and tailor-made itineraries.\nSome prefer more specific terms that may include a manufacturer’s name along with the aircraft model number, and configuration features such as a distinct cabin layout or upgraded avionics package. However, even using very specific terms when searching for aircraft for sale online may miss some listings due to variations in identification; for example, “Gulfstream G550” vs. “Gulfstream G-550.” More inclusive searches, such as “Gulfstream, large-cabin jet” yield more results.\nWith access to over 5,000 aircraft worldwide, Blue Star Jets has the experience in locating the best possible aircraft for your mission. Operators providing service for Blue Star Jets clients in the United States must meet standards set forth by the Federal Aviation Administration (FAA) for safety, security and service and operate under Part 135 of the FAA regulations.\nHave an upcoming charter flight or looking to price out a regular itinerary? Our online private jet travel planner makes getting an aircraft charter quote simple and fast. Simply fill out the form at the right or follow the link below to submit your private jet flight details and one of our expert Sales Directors will contact you right away to present the best options for your trip need, preferences and budget. Have more questions? Contact us by phone at 866.409.0929.\nAs private jets are constantly moving between locations, the guide prices provided below are based on various data sources relating to the aircraft's last known position. Due to this, not ALL available aircraft are included within the search results. So please contact one of our charter experts for a fixed quotation, as they are aware of all aircraft available in specific locations at any given time.\nBusiness airliner can be contracted as bizliner. Airliners converted into business jets are used by sports teams or VIPs with a large entourage or press corps. Such airplanes can face operational restrictions based on runway length or local noise restrictions. They can be the most expensive type of private jet as they provide the greatest space and capabilities.\nSome other examples of prices come from Avinode, which powers a charter marketplace for brokers and operators and gathers a large amount of data on pricing. Their recent data shows the average price per hour for return trips, for various aircraft. As noted above, these rates can vary depending on when you fly, where you fly and if your flight is one way or return, plus landing fees, ramp fees and any repositioning can all add to the costs. Always ask for a fully inclusive quote from your broker or operator.\nAnother important factor Fazal-Karim suggests considering is the length of time you plan to own a plane. He says the average period of ownership is one decade, and typical depreciation in aircraft value drops about 10 percent to 15 percent in the first year with a further 10 percent each subsequent year. Due to low inventory and high demand for pre-owned aircraft, the Jetcraft Market Forecast predicts depreciation rates will improve over the next 10 years. Jetcraft\nIn 2017 Honeywell predicts 8,600 aircraft to be delivered during the next decade for a total value of $264 Billion. Its breakdown is 57% big (85% in value) - super-midsize to business liner, 18% midsize (8% in value) - light-medium to medium, and 25% small (7% in value); the global demand is expected to come from North America for 61%, 15% from Latin America, 14% from Europe, 6% from Asia-Pacific and 4% from Middle East and Africa.", "label": "Yes"} +{"text": "|Founded||April 9, 1912Halberstadt, Province of Saxony, Germanyin|\nHalberstädter Flugzeugwerke or Halberstadt was a German aircraft manufacturer. It was formed on 9 April 1912 under the name Deutsche Bristol Werke Flugzeug-Gesellschaft mbH in Halberstadt, Province of Saxony.\nThe British-German joint venture initially produced planes according to the system by the British and Colonial Aeroplane Company, Ltd such as Bristol Boxkites and Bristol Prier monoplanes, but soon expanded into their own developments. In September 1913 the company was renamed Halberstädter Flugzeugwerke GmbH. The chief designers were Hans Burkhardt, who later transferred to Gothaer Waggonfabrik, and the technical director and chief engineer was Karl Theiss.\nThe company built more than 1,700 reconnaissance aircraft (C type) and 85 fighter planes (D type), which served in the Luftstreitkräfte (German Air Force) during World War I. When German aircraft production was prohibited according to the 1919 Treaty of Versailles, the company, renamed Berlin-Halberstädter Industriewerke AG resorted to the production of agricultural machines and the repair of Reichsbahn railroad cars. Insolvency proceedings were opened in 1926; the Halberstadt factory premises were used by Junkers from 1935.\nBesides license-built two-seat observation/flight school aircraft (Halberstadt A.II), Halberstadt produced scout-planes, ground attack aircraft, and fighters:\nHalberstadt B types\nB type planes were dual-seated unarmed reconnaissance aircraft built in 1914/15. The biplanes were equipped with Oberursel-Gnome rotary engines, later (B.II and B.III) with Mercedes six-cylinder straight engines.\nHalberstadt C types\n- Halberstadt C.I\n- Halberstadt C.III\n- Halberstadt C.V\n- Halberstadt C.VII\n- Halberstadt C.VIII\n- Halberstadt C.IX\n- Halberstadt CL.II\n- Halberstadt CL.IV\n- Halberstadt CLS\nHalberstadt D types\n- Kroschel, Günter; Stützer, Helmut: The German military aircraft 1910-18, Wilhelmshaven 1977", "label": "Yes"} +{"text": "Reading that Bournemouth Class D airspace was downgraded to Class G for today, plus the forecast of a sunny day was just too much of a rare opportunity. So Sue and I flew over the Bournemouth region without ATC guidance. Also to fly in the zone we needed to set a listening squawk, which we can now do in the Venture.\nIt was the first time I have been able to fly over my house as well. No, not the one below, that’s Kingston Lacy.\nBelow is Wimborne from the West.\nAnd this one is obvious.", "label": "Yes"} +{"text": "Sriharikota (Andhra Pradesh): After an initial technical glitch, the India’s Space Odyssey took a giant leap forward on Saturday whe the first unmanned developmental Flight Test Vehicle Abort Mission-1 (TV-D1) to demonstrate the crew escape system for the Gaganyaan programme was successfully accomplished from the SHAR Range here.\n“TV D1 Test Flight is accomplished. Crew Escape System performed as intended”, ISRO said.\n“Mission Gaganyaan gets off on a successful note”, it added.\nThis critical phase marked the beginning of preparations, heralding the first step closer to India’s first Human Space Mission as it comes in the backdrop of the successful launch of the third lunar mission Chandrayaan-3 that soft landed in the Moon’s South Polar Region and the Solar exploratory Adiitya-L1 mission spacecraft.\nAfter a smooth 12.5 hr countdown that began at 7.30 pm on Friday night, the TV-DI just failed to take off from the First Launch Pad at 0845 hrs after a 45 minute delay (due to inclement weather conditions) as the engines did not get ignitedand fresh dates would be announced soon after rectifying the anomaly ISRO Chairman Dr S.Somanath earlier in the day said the mission was called off as the engine did not get ignite with just five secs before the lift off after the Automatic Launch Sequence was initiated.\nHowever, the anomaly was quickly identified and rectified and the mission took place and accomplished successfully.\nAnnouncing the mission’s success later, Dr Somanath said: “The TV-D1 mission was to demonstrate the crew escape system for Gaganyaan.”\nHe said the parachutes opened and the crew module touch down on the Bay of Bengal at the required velocity.\nThe crew module will be recovered from the sea by the Indian Navy ship and brought to the Chennai Port. The Indian space agency will then study the data.\nOn the initial glitch, he said owing to the weather and poor visibility conditions the launch, which was originally scheduled at 8 a.m., was postponed to 8.45 a.m.\nAnd just five seconds before the lift off from the first launch pad, the computer systems held back the rocket from lifting off due to a non-conformance in the system.\nDr Somanath said, the issue was identified and sorted out quickly. The rocket was filled with gases and then the mission took place and accomplished successfully as planned, he added.", "label": "Yes"} +{"text": "2004 COMMUNICATOR AWARD RECIPIENT\nNASA/Contractor Communications TeamSpace Communicator Award: NASA/Contractor Communications Team\n[Dyson, Marianne, 2004 RNASA Program Book, March 11, 2004]\nOn February 1, 2003, as the nation's attention and grief focused on the human space flight program, a united team of NASA public affairs officials and contractor public relations professionals assembled rapidly to provide the first words and faces to the world in response to the loss of Columbia and her crew. In an unprecedented spirit of cooperation, the NASA-Contractor Communications Team quickly surmounted organizational boundaries and differences between locations, government agencies and corporate entities to create a communications workforce that was open, responsive and effective in providing the most current and authoritative information to the public.\nWithin minutes after the accident, the NASA-Contractor Communications Team was hit with the first wave of a media onslaught. Within a day, media ranks at the Johnson and Kennedy Space Centers swelled to more than 2,500 accredited media representatives from around the world. The team served as the frontline of the Human Space Flight program, skillfully and honestly balancing the demands of the media and the public's right to know while preserving the reputation and integrity of the space program.\nOf the many challenges facing the team, one of the most difficult was in quickly and patiently educating many of the on-scene reporters regarding the highly technical nature of the Space Shuttle program. These efforts played a significant role in ensuring the integrity of the media coverage, and thus the integrity and credibility of the program, by promoting accurate accounts of the information known. The openness and responsiveness of the NASA and industry leadership went a long way in reinforcing NASA's reputation as an agency open to finding the root cause of the accident, no matter what it may be.\nUnder the constant glare of the cameras and commentators across the country for weeks, the NASA-Contractor team conducted itself professionally at all times, demonstrating clearly the dedication and commitment within the human space flight program. Without exception, the members of the NASA-Contractor team put individual needs aside for the benefit of the team.\nBehind the cameras, the atmosphere of cooperation was unprecedented as NASA and contractor communicators worked hand-in-hand to research and respond to queries. Contractor team members crossed corporate boundaries to develop coordinated messages that were supportive of the NASA mission. NASA Public Affairs Officers coordinated information across locations to keep program officials at the Johnson Space Center abreast of emerging issues and trends. Across the team, communications professionals provided counsel and support to management and program officials to ensure that the entire human space flight program delivered consistent, coordinated and supportive messages to its many stakeholders.\nIn summary, this team proved itself capable of meeting the most extreme challenges with courage, fortitude, dedication and compassion. Each individual's efforts presented a human face to the public that represented the Agency long after the cameras left. For this demonstration of integrity, excellence in performance, and commitment to the importance of human space flight, this team was recognized with the Rotary National Award for Space Achievement Space Communicator Award.", "label": "Yes"} +{"text": "Lots and lots of screenshots this time.\nThe screenshots actually give a fairly good idea of what was implemented today. Things that got done today:\naddition of a throttle control\nAI players shooting back\nterrain assets, including a volcano that emits clouds of ash\nwhen an aircraft crashes into terrain, the terrain \"catches fire...", "label": "Yes"} +{"text": "|Quoting gothamspotter (Reply 3):|\nQuoting rfields5421 (Reply 1):\nI don't think it was a real modified aircraft, rather a CGI mockup. What they can do with CGI and PhotoShop is simply amazing.\nLook at the photo...it's real.\n|Quoting AvroArrow (Reply 6):|\nReal or not it looks pretty darned cool.\n|Quoting scouseflyer (Reply 9):|\nThis movie plane was actually modified to look like this but obviously couldn't fly!\n|Quoting atcsundevil (Reply 13):|\nI noticed in an episode a few weeks ago (from the new series) during a power lap that R1 was open with air stairs pulled up -- I guess it does more than just sit there and look pretty (well...different, at least).\n|Quoting BMI727 (Reply 10):|\nThat plane is actually sitting at the Dunsfold Aerodrome and can often be seen in the background of Top Gear episodes. I believe it was also featured in a Volkswagen Toureg commercial.\n|Quoting Semaex (Reply 17):|\nDoes anyone have a picture of this same 737 in the same spot un-CGI'd ?\n|Quoting JRowson (Reply 15):|\nI think the cabin interior was used to shoot scenes for \"Come fly with me\" (the David Walliams/Matt Lucas comedy reality show) as I watched the \"making of\" and it appears that they were at Dunsfold.\n|Quoting ghifty (Reply 18):|\nDoubtful. The plane is completely de-regged so it'd be hard to figure out exactly which one/where it is.\n|Quoting fly4film (Reply 8):|\nThey ended up choosing this 737. (registration number N801TJ I believe)\n|Quoting beardown91737 (Reply 26):|\nbut the V-tail is much less material than the Horizontal and Vertical Stabilizers on the normal 734\n|Quoting rampart (Reply 28):|\nNote to future livery designers: v-tails don't offer much space for logos or other corporate identification, unless looking up obliquely (on the ground or in flight).\nMilitary Aircraft Every type from fighters to helicopters from air forces around the globe\nClassic Airliners Props and jets from the good old days\nFlight Decks Views from inside the cockpit\nAircraft Cabins Passenger cabin shots showing seat arrangements as well as cargo aircraft interior\nCargo Aircraft Pictures of great freighter aircraft\nGovernment Aircraft Aircraft flying government officials\nHelicopters Our large helicopter section. Both military and civil versions\nBlimps / Airships Everything from the Goodyear blimp to the Zeppelin\nNight Photos Beautiful shots taken while the sun is below the horizon\nAccidents Accident, incident and crash related photos\nAir to Air Photos taken by airborne photographers of airborne aircraft\nSpecial Paint Schemes Aircraft painted in beautiful and original liveries\nAirport Overviews Airport overviews from the air or ground\nTails and Winglets Tail and Winglet closeups with beautiful airline logos", "label": "Yes"} +{"text": "Bicycle aluminum alloys 6061 and 7005 – aluminium-guide.com\noften considered, that the aluminum alloy 6061 more suitable for bicycle frames, than an alloy 7005, although the alloy 7005 and somewhat more durable. The tensile strength of the alloy is 7005-T6 350 MP, and alloy 6061 – 310 MPa, yield stress 290 and 275 MPa, respectively.\n7005 Aluminium Blocks - Steel Pipe, Tube, Fitting Flange.\nAA 7005 aluminium blocks are available for sale in size range of 6mm to 300mm, with custom width and length We produce and sell aluminium 7005 grade blocks in various shapes such as square, round, rectangular and also custom cut size from 7005 aluminium blocks.\nBending aluminum seamless tube 7005 7075 6061 6063 alloy for.\nBending aluminum seamless tube 7005 7075 6061 6063 alloy for aircraft parts_OKCHEM Please note that all emails sent by OKCHEM are from ***@okchem.com, [email protected] okchemvip.com, or [email protected]\nAluminum Tube 7005 Suppliers, Manufacturer, Distributor.\nAlibaba offers 219 Aluminum Tube 7005 Suppliers, and Aluminum Tube 7005 Manufacturers, Distributors, Factories, Companies. There are 130 OEM, 112 ODM, 6 Self Patent.\nAluminum Frames: 6061 vs 7005. Which Is the Best?\n6061 is an alloy that consists of aluminum, magnesium and silicone and is considered to be superior to 7005, made of aluminum and zinc, although the latter appears to be more resistant. 7005 aluminum has a resistance to failure of 51,000 psi, compared to the 45,000 psi recorded for 6061 aluminum while also being more resistant to squeeze.\naluminum tube alloy 7005 Customized Unique And Anti-Rust.\nBrilliant and anti-corrosion aluminum tube alloy 7005 available at Alibaba.com. These aluminum tube alloy 7005 are highly-efficient thermal conductors, apt for multiple industries.\n7075 T6 | 7075 Aluminium | EN AW 7075 T6\n7075 Aluminium Alloy finds use in applications where high strength is critical and where good corrosion resistance is non-essential. The alloy is classed as a very high strength aluminium aerospace alloy with superior stress corrosion resistance. Depending on the temper, 7075 offers up to 465 MPa yield strength and 540 MPa tensile strength.", "label": "Yes"} +{"text": "Space remote sensing systems are compared for suitability in assessing and monitoring the Earth's renewable resources. Systems reviewed include the Landsat Thematic Mapper (TM), the National Oceanic and Atmospheric Administration (NOAA) Advanced Very High Resolution Radiometer (AVHRR), the French Systeme Probatoire d'Observation de la Terre (SPOT), the German Shuttle Pallet Satellite (SPAS) Modular Optoelectronic Multispectral Scanner (MOMS), the European Space Agency (ESA) Spacelab Metric Camera, the National Aeronautics and Space Administration (NASA) Large Format Camera (LFC) and Shuttle Imaging Radar (SIR-A and -B), the Russian Meteor satellite BIK-E and fragment experiments and MKF-6M and KATE-140 camera systems, the ESA Earth Resources Satellite (ERS-1), the Japanese Marine Observation Satellite (MOS-1) and Earth Resources Satellite (JERS-1), the Canadian Radarsat, the Indian Resources Satellite (IRS), and systems proposed or planned by China, Brazil, Indonesia, and others. Also reviewed are the concepts for a 6-channel Shuttle Imaging Spectroradiometer, a 128-channel Shuttle Imaging Spectrometer Experiment (SISEX), and the U. S. Mapsat.\n|Title||Review of developments in space remote sensing for monitoring resources|\n|Authors||Allen H. Watkins, D. T. Lauer, G. B. Bailey, D. G. Moore, W. G. Rohde|\n|Publication Type||Conference Paper|\n|Publication Subtype||Conference Paper|\n|Record Source||USGS Publications Warehouse|\n|USGS Organization||Earth Resources Observation and Science (EROS) Center|", "label": "Yes"} +{"text": "THE GENERAL AVIATION SOCIAL NETWORK\nChristen Eagle being built by Benny Davis. this aerobatic plane is tricked out with the best featur…\nTags: biplane, aerobatic\nDec 17, 2014\nDiana Gomes da Silva is the first and only aerobatic female pilot in Portugal, and one of the young…\nTags: aerobatic, da\nNov 16, 2012\nSign Upor Sign In\nOr sign in with:\n© 2021 Created by AircraftOwner Online.\nReport an Issue |\nTerms of Service\nPlease check your browser settings or contact your system administrator.", "label": "Yes"} +{"text": "Japanese startup ispace is preparing to land its Hakuto-R Mission 1 (M1) spacecraft on the Moon today, in what will be the world’s first lunar landing by a private company if successful.\nThe M1 lander is set to touch down around 5.40pm BST on Tuesday in the Moon’s Atlas Crater, located at the outer edge of Mare Frigoris, or the Sea of Cold.\nThe lander took off from Cape Canaveral, Florida, on a SpaceX rocket in December.\nThe 2.3m tall M1 lander, which has been in lunar orbit since March 21, will begin an hour-long landing phase from its current position around 62miles above the surface, moving at more than 3,700mph, chief technology officer Ryo Ujiie told a media briefing on Monday.\nUjiie likened the task of slowing down the lander to the correct speed against the Moon’s gravitational pull to ‘stepping on the brakes on a running bicycle at the edge of a ski jumping hill’.\nOnly the United States, the former Soviet Union and China have soft-landed a spacecraft on the Moon, with attempts in recent years by India and a private Israeli company ending in failure.\nHow to watch tonight’s lunar landing\nispace will attempt to land its payload on Tuesday, April 25, at 5.40pm BST.\nA livestream will begin at 4.20pm this evening on ispace’s YouTube channel, so viewers can follow its progress.\nIn unsuccessful today, alternative landing dates have been set for April 26, May 1 and May 3, depending on the operational status of the mission.\nAfter reaching the landing site at the edge of Mare Frigoris, in the Moon’s northern hemisphere, the M1 is to deploy a two-wheeled, baseball-sized rover developed by the Japan Aerospace Exploration Agency (JAXA), Japanese toymaker Tomy and Sony, as well as the United Arab Emirates’ four-wheeled ‘Rashid’ Rover.\nThe M1 is also carrying an experimental solid-state battery made by NGK Spark Plug among other objects to gauge how they perform on the Moon.\nIn its second mission, scheduled for 2024, the M1 will bring ispace’s own rover, while from 2025 it is set to work with US space lab Draper to take Nasa payloads to the Moon, aiming to build a permanently staffed lunar colony by 2040.\nIn March, JAXA lost its new medium-lift H3 rocket to forced manual destruction after it reached space, less than five months after its solid-fuel Epsilon rocket failed after launch in October.\nA successful landing today would help further Japan’s goal of sending Japanese astronauts to the moon by the late 2020s.", "label": "Yes"} +{"text": "Our new addition to the RCAF collection is a tribute to the Snowbirds, officially known as 431 Air Demonstration Squadron, military aerobatics flight demonstration team of the Royal Canadian Air Force.\nWoven patch on the front panel and direct embroidery of the Squadron in flight on the side.\n- Woven patch on felt\n- One size fits all\n- Embroidered grommets for ventilation\n- Adjustable velcro back strap\n- Colour: Navy\n- Spot clean", "label": "Yes"} +{"text": "Accession Number : AD0904929\nTitle : Doppler Beam Sampling Study. Volume II. Preliminary Design of Mobile Navigation Laboratory.\nDescriptive Note : Final rept. 19 Apr 71-30 Jun 72,\nCorporate Author : BOEING CO SEATTLE WA\nPersonal Author(s) : VanderStoep, Donald R. ; Buse, Leland C. ; Call, Roger W.\nReport Date : JUN 1972\nPagination or Media Count : 161\nAbstract : The Mobile Navigation Laboratory (MNL) preliminary design task consisted of the system definition and design of an extremely flexible and general purpose instrumented vehicle for use in conducting navigation system development and evaluation tests. A forty-foot, single-compartment, 3-axle coach configuration was selected as the optimum vehicle available. A dual-computer data processing system physically separating the functions of reference navigation and test implementation was selected as the configuration most likely to result in flexible test programs. A real time monitor was developed which can be used in both computers to minimize the software development required to support the navigation laboratory. Included in the data processing system are hardware peripheral devices capable of flexible man-to-machine communication and real time test monitoring. Considerable additional peripherals provide a large and expandable data recording capability which is compatible with existing data processing systems for offline data reduction and program development. The basic Air Force test objectives for the vehicle were analyzed to develop a system concept and equipment configuration. Available off-the-shelf equipment was surveyed to select an equipment complement for the vehicle. The basic vehicle, operator's console layout, data processing system, and supporting subsystems were designed to provide a complete, self-supporting, navigation test vehicle which offers a flexible and operable facility for the development of new techniques and the integration and testing of advanced navigation hardware. (Author)\nDescriptors : (*DOPPLER RADAR, NAVIGATIONAL AIDS), (*TEST FACILITIES, NAVIGATIONAL AIDS), NAVIGATION COMPUTERS, MONITORS, DIGITAL COMPUTERS, MEMORY DEVICES, DATA PROCESSING, SAMPLING, ALGORITHMS, ELECTRONICS LABORATORIES, RADAR NAVIGATION, MOBILE, REAL TIME, INERTIAL NAVIGATION, SYSTEMS ENGINEERING, INTERFACES, DETECTORS, SIMULATION.\nSubject Categories : Test Facilities, Equipment and Methods\nActive & Passive Radar Detection & Equipment\nDistribution Statement : APPROVED FOR PUBLIC RELEASE", "label": "Yes"} +{"text": "The Indian Navy received two MH 60R multi-role helicopters from the United States at the Cochin International Airport. The copters were delivered by the Special Air Assignment Mission Flight of the US Air Force.\nThe helicopters were part of the 24 MH 60 R Multirole helicopters being procured by India from the United States at a cost of over 14,000 crore rupees. The first three helicopters delivered last year in the US are being utilized for training the Indian Navy crew. Another helicopter is scheduled to be delivered on the 22nd of next month.\nThese helicopters will be initially based at the Naval Air Station INS Garuda in Kochi and will be put through intensive flying trials for integration into the Navy’s fleet operations.\nThe delivery of all the 24 MH 60 R multirole helicopters will be completed by 2025. The induction of these helicopters will significantly boost the integral Anti-Submarine Warfare capability of the Indian Navy.", "label": "Yes"} +{"text": "The private mission Ax-2 of the Falcon 9 rocket took off from Florida to the International Space Station (ISS) this Sunday. The crew is composed, among others, of two Saudi astronauts, a man and a woman.\nThe Ax-2 mission, organized by the American company Axiom Space, was launched on Sunday May 21 towards the ISS. The liftoff took place shortly before 5:40 p.m. from the Kennedy Space Center in Florida, aboard a SpaceX Falcon 9 rocket.\nThe first two Saudi astronauts to go to the space station are on board. Rayana Barnawi and Ali Al-Qarni are accompanied by two other crew members. The mission is led by Peggy Whitson, a former NASA astronaut who has already made three trips to the ISS. American contractor John Shoffner is the pilot.\nThe four astronauts are using a SpaceX Dragon capsule to reach the ISS, where they are scheduled to arrive on Monday around 13:24 GMT and stay for ten days.\nTwo Saudi astronauts on board\nRayana Barnawi, a scientist by training, expressed her joy at being the first Saudi female astronaut and representing the region. “Being the first Saudi female astronaut, and representing the region, is a great pleasure and an honor,” she said Rayana Barnawi, during a press conference a few days before the departure.\n— Axiom Space (@Axiom_Space) May 21, 2023\nHer partner Ali Al-Qarni is a fighter pilot. “I have always had a passion for exploring the unknown, and admiring the sky and the stars,” he explained. So this is a wonderful opportunity for me to pursue that passion, and this time to fly among the stars.”\nAl-Qarni and Barnawi are not the first Saudis to be sent into space. Saudi Arabia previously sent one of its nationals, Saudi Prince Sultan bin Salmane, into space in 1985 on a U.S. mission.\nA partnership between NASA and Axiom Space\nThis is the second partnership between NASA and Axiom Space. The four crew members will conduct about 20 experiments during their stay, including the study of stem cell behavior in zero gravity.\nThey will join the seven passengers already aboard the ISS, including three Russians, three Americans and Emirati astronaut Sultan al-Neyadi, the first national of an Arab country to perform a spacewalk.", "label": "Yes"} +{"text": "Squadron Leader W.G.(Bill) Drinkell,D.F.C.,A.F.C., Rtd.\nServed with 50 squadron during 1944/45.\nAbove: Two distinquished veterans.\nVN-T was Bill's 50 squadron aircraft.\nTheir aircraft was holed by a bomb over Duren and returned on two engines; it was involved in a mid-air collision with a Huricane; the starboard engine was completely destroyed (both incidents were friendly fire); there was no radio reception; and the aircraft also suffered flak damage.\nEducated Colchester Grammar School, Colchester, Essex., leaving 1938.\n3rd September 1939: joined the RAF at Halton as an apprentice fitter.\nWith 1500 other apprentices he completed the course and was awarded the Educational Award for that entry.\nFrom there he was posted to 266 Squadron at Wittering, Stamford.\nOn Tuesday, 12th August, 266 was moved to Eastchurch, Kent.\nThe next morning, whilst walking to the ablutions hut with other maintenance crew members, Dorniers bombed the station. They threw themselves to the ground as bombs exploded nearby.\nThe airfield was devastated and 266 was moved the next day to Hornchurch.\nAs soon as he was 18 he volunteered for pilot training and was accepted, however, he did not begin until January 1942.\nTraining started at St Andrews, then Perth where he flew Tiger Moths. He flew solo after 7 hours instruction.\nFinally he flew the Catalina flying boat with an eventual \"flying boat\" posting. He then had to do a Reconnaissance Course at Prince Edward Island, Canada, where, on 26th April 1943 he was awarded his wings.\nHe was then posted back to England, expecting to be posted to a flying boat squadron, however, with Bomber Command suffering heavy bomber crew losses, he was posted into bombers.\nActive service with 50 squadron.\nAll Bomber Command aircrew believed it always happened to the other chap. Bill and his crew being no exception. They regularly practised dingy drill and also clearing the aircraft on the ground. They got it down to 11 seconds from the word 'go'. Bill, as Captain, was always the last one to leave.\nBefore an operation they made sure that they had their best 'bib and tucker' on, clean clothes and well shaved. First aid escape if shot down; secondly to be well clad if ending up in a prison camp. There was a pecking order for climbing into their Lancaster on every raid. Bill was the first and then others in the same order. Nobody decreed that this should be so, but it was adhered to rigidly, a kind of ritual. Some of the crew had personal superstitions. The mid-upper gunner always carried a medallion that had been given to him. The navigator made a point of never looking out at any target, he always drew his curtain. He always wore water boots when they crossed the North Sea; if it was a short crossing of the Channel he wore shoes. Despite these ideosyncrasies he was an excellent navigator. The bomb aimer always placed his parachute under his thighs during the bombing run.\nBill and crew went solo in a Lancaster on September 5th 1944 and six days later were posted to 50 Squadron at RAF Skellingthorpe. They arrived at 4.00pm and were flying on their first operation that same evening to DARMSTADT, just south of Frankfurt.\nIn the course of four weeks during January and February 1945, they made three attacks on Oil Refineries at Poltz. Each trip taking up to ten and three quarter hours flying time.\nMarch 5th. oil refinery at BOLEM,\nMarch 7th., another trip to HARBURG. VERY SEVERE FIGHTER OPPOSITION, HOLED BY FLAK IN NOSE AND TAIL.\nTheir 30th, and last operation was to WURBURG.\nExtract from Recommendation for the Distinquished Flying Cross.\nFLIGHT LIEUTENANT DRINKELL was detailed to attack Duren in daylight on 16th November, 1943 and whilst on the bombing run, his aircraft was hit by a falling bomb which passed through his mainplane and No. 2 petrol tank. The petrol streaming from the tank immediately caught fire, and with great presence of mind he feathered both starboard engines, and, regaining control of the aircraft carried on with his bombing run and bombed his target successfully. On returning from the target Flight Lieutenant DRINKELL could not maintain height on two engines due to the excessive drag from the starboard wing, and when the aircraft had lost height down to 2000 feet he was faced with the alternative of bailing his crew out thereby losing his aircraft with the grave possibilty that his crew would be captured, or, restarting the starboard engine to give extra power necessary to maintain the aircraft in the air. With the crew standing by with parachutes on and ready to abandon the aircraft if necessary, he restarted the starboard inner engine satisfactorily, and returned without damage to the aircraft making a normal landing.\nFlight Lieutenant DRINKELL'S enthusiasm for operations, has always been of the highest order, and has been a great inspiration not only to his own crew but to the whole squadron. For his untiring enthusiasm, courage and skill in the face of the enemy, Flight Lieutenant DRINKELL is recommended for the award of the Distinquished Flying Cross.\nsigned: ...............(R. C. Pickles)\nGroup Captain, Commanding Officer R.A.F. Station Skellingthorpe.\nPosted to Far East.\nFrom June 1946 F/L Drinkell was employed as lst Pilot on communications duties with No. 1315 Flight at Iwakumi. Whilst serving there he was awarded the AFC .\nRAF archives. doc. re. award AFC to Bill Drinkell DFC.\nOver Japan recently an RAF Dakota found and \"homed\" six R.A.A.F. Mustangs threatened with disaster by bad weather. The Mustangs had taken off from Iwakuni in fair weather for Borfu when a severe storm broke over both airfields. Their radio could not be heard but ground stations could be received; thus, it was impossible to help. As darkness approached the Dakota, flown by F/L. W. G. Drinkell D.F.C., was about to land at Iwakuni when he heard the Mustang pilots requesting bearings. He climbed to 6,000ft above rain and cloud, re-transmitted bearings for the Mustangs and instructed them to rendezvous with him. Three were successful and were escorted to Milo. The Dakota then flew back in darkness, and, with the aid of ground bearings and Very lights, managed to rendezvous over Hiroshima with two of the Mustangs, while the third was in sight five miles off. Cloud had now closed over Miho, and the \"Dak\" descended on instruments, with two Mustangs in close formation. Within a few minutes the last Mustang had made a safe instrument landing.\nBil's marriage was a true love story in itself which started when she sat in the co-pilot's seat of his Dakota. At the time Miss Lilias Blaen, who came from Creo Town, Kirkcudbrightshire, Scotland, was an RAF Nursing Sister (Princess Mary's) serving at the main BCAir hospital, at Iwakuni on Honshu Island (only a few miles from Hiroshima).\nOn a Saturday in June 1946 she was part of a medical team sent to escort a badly injured army officer from Honshu Island to BCAir hospital.\nF/L Drinkell was the pilot of the Dakota aircraft used to convey the party to hospital.\nWith no time for Bill and his crew to rest, clean up or have a meal after the long hazardous flight which they had just completed, they rushed back to their aircraft to carry out this emergency duty. During the flight Sister \"Sally\" Blaen was invited to take the co-pilot's seat, where she became acquainted with, F/L Bill Drinkell. He recalls: \"I don't think she was much impressed by the dishevelled appearance of the crew, nor by the answer to her enquiry as to when we would arrive - \"The sandwiches are finished, so we must be almost there\", He, however, admired both her aplomb as they landed in the dark on a poorly equipped airfield, and the calm, efficient way she handled her patient. There friendship developed from that beginning and on East Sunday, 6th April, 1947 Sally Blaen became Mrs Drinkell.\nThey married in Japan where she was given away by Group Captain D. D.Christie AFC, Miho Station Commander.\nMiho airmen provided a guard of honour at the Garrison Church, where S/L Rev. G. Mayo Officiated.\nThe bridesmaid was Sister Sybil Woods and the best man was S/L Warren DFC.\nThe whole station celebrated their marriage.\nSadly Bill Drinkell passed away on 21st June 2013, just two weeks after attending the 2013 reunion.\nBill Drinkell's story is also included in the International Bomber Command Centre Digital archive. https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/document/43566", "label": "Yes"} +{"text": "|Best price found||£542||The best flight deal from London to Kuching found on momondo in the last 72 hours is £542|\n|Fastest flight time||18h 15m||The fastest flight from London to Kuching takes 18h 15m|\n|Direct flights||None||There are no direct flights from London to Kuching. Popular non-direct routes for this connection are London Gatwick Airport - Kuching Airport, London Heathrow Airport - Kuching Airport and London City Airport - Kuching Airport.|\n|Airports in Kuching||1 airport||There is 1 airport near Kuching: Kuching (KCH)|\nThe cheapest time of year to fly to Kuching from London is January. The most expensive is December.\nThe cheapest day of the week is usually Monday. The most expensive is usually Friday.\nLondon to Kuching flights are approximately 11% more expensive in the evening than at midday\nRoyal Brunei Airlines\nMalaysia Airlines, Royal Brunei Airlines, and Singapore Airlines are the most popular carriers operating from London to Kuching\nLondon Heathrow - Kuching\nFly from London Heathrow to Kuching for the best London - Kuching flight prices\n60 days before\nThe cheapest time to buy a flight from London to Kuching is approximately 60 days to departure\nTo ease the stress of booking flights, some of our airline partners flying from London to Kuching are responding to the global pandemic. The following airlines may have a flexible cancellation policy to help accommodate travellers: Malaysia Airlines, Singapore Airlines, and Royal Brunei Airlines.\nKuching is 6995.9 mi away from London. A reasonable flight in good conditions will take 16h 25m.", "label": "Yes"} +{"text": "Photo credit: Blue Origin\n2021 has been a breakthrough year for space tourism. Three different spacecraft carrying tourists have gone into space for the first time: Virgin Galactic’s SpaceShipTwo and Blue Origin’s New Shepard carried passengers to the edge of space, and SpaceX’s Crew Dragon carried its passengers into orbit around the Earth. William Shatner’s recent flight on New Sheppard has raised the profile of space tourism even more.\nAlthough many rightly celebrate these impressive achievements, a large number of people in the press and on social media have criticized them, claiming the money spent on these missions would be better spent fighting poverty or climate change. One Evening Standard journalist called the space tourism race an “unedifying ego competition” while Prince William said that billionaires should spend their money solving problems on Earth rather than on trips to space.\nThese detractors make several major errors. First, the development of space tourism is helping drive innovation in aviation and rocketry that will enormously benefit mankind. Virgin Galactic’s SpaceShipTwo is built by Scaled Composites, a company developing a range of revolutionary aircraft designs that are more efficient, pollute less, and fly further than anything in the air today. The two companies’ work on SpaceShipTwo is propelling Scaled Composites’ other projects. Likewise, the engines developed for New Shepard and SpaceX’s Falcon rocket are making access to space cheaper and easier for science projects, communications providers, and Earth-monitoring satellites. Advancing technology like this will benefit goals like fighting poverty and climate change more effectively in the long run than simply putting money into those things will.\nOn top of these scientific and technological benefits, the recent leap forward in space tourism also represents a crucial step toward a world where the experience of spaceflight will be available to most people, not just the super-rich and those they choose to take with them. New innovations are expensive, and the super-wealthy are usually the first to benefit, but the more these spacecraft fly, the more their designers will be able to improve them, driving down costs. A future where travelling to space is a realistic possibility for most rather than a distant dream is a future worth pursuing.\nThank you to the heroes of space tourism—such as Richard Branson, Burt Rutan, Peter Diamandis, Jeff Bezos, and Elon Musk—for making these phenomenal breakthroughs possible. These people have pursued their dreams for a better world—and for access to others beyond it—and they are making these dreams reality. Let’s celebrate them and their achievement.", "label": "Yes"} +{"text": "What people are saying - Write a review\nWe haven't found any reviews in the usual places.\nore Squadrons Overseas Daily work\nAir Force The Weekly Notes 31 51 77 103\nMedical Examinations 232\n4 other sections not shown\nOther editions - View all\naero engines aerodrome Aeronautical aeroplane ailerons air line Air Ministry Air Services aircraft airport airscrew August Aviation bomb bomber Bristol Bristol Pegasus British Brooklands cabin Capt carried cockpit commercial commission course Croydon cruising dive Duties Branch equipment fighters fitted Fleet Air Arm flew Flight photograph flown flying boat Flying Club Flying Officer Flying Training School fuel fuselage gear Gipsy Major Gipsy Six ground Gull hangar Havilland Hawker Heston Imperial Airways instructor interesting July King's Cup King's Cup Race landing last week licence tests load London Lympne machine maximum Messrs monoplane Monospar obtained Officer on probation operated organisation parachute passengers Percival Percival Gull petrol Pilot Officers R.A.F. Station recently route Royal Aero Club Royal Air Force September solo speed Squadron take-off tion undercarriage weather weight wind wing wireless", "label": "Yes"} +{"text": "(CNN) — Transportation Secretary Pete Buttigieg urged airline executives in a non-public dialog on Thursday to evaluation their flight schedules and take different steps to melt the impression of summer season flight cancellations, in response to a supply acquainted with the decision.\nThe supply mentioned Buttigieg requested CEOs on the decision to speak via plans to stop and reply to disruptions over the July 4 vacation weekend and past.\nThe Thursday night name got here on the identical day that airways canceled greater than 1,700 flights, in response to flight monitoring knowledge from FlightAware, largely pushed by East Coast thunderstorms.\nOn this case, there was little airways might do. Air visitors controllers issued floor stops at six airports, together with the three main hubs in better New York Metropolis.\nHowever the disruption rippled into Friday. FlightAware reported that airways canceled greater than 1,250 US flights, many from East Coast airports, as of three:30 p.m. ET.\nParticular eye on Florida\nThe decision additionally addressed air journey to and from Florida, a area dense in business air journey that has caught officers’ consideration.\nAfter carriers raised issues that the Federal Aviation Administration was not correctly staffed for flight numbers, the company mentioned this week it’s “inserting further air visitors controllers at services in Florida to help our long-term technique of staffing to elevated visitors demand.”\nButtigieg thanked the airways for working with the FAA to enhance the state of affairs, together with utilizing various routes to ease congestion, the supply mentioned.\nAirways for America, the commerce group representing lots of the individuals, mentioned in a press release that airways and the Division of Transportation have a “shared dedication to prioritizing the security and safety of all vacationers as they reunite with associates, household and colleagues this summer season.”\n“US airways all the time attempt to supply a protected and seamless journey, and acknowledge the significance of continued partnership between our business and the federal authorities to make sure aviation stays the most secure mode of transportation on this planet.”\nGreater than 2,700 cancellations over the lengthy Memorial Day weekend drew consideration to the problem of rebuilding the air journey system hit onerous by the pandemic.\nUnion criticizes Delta scheduling\nHowever the union representing Delta pilots launched a protest at an airline enterprise assembly on Thursday and known as the airline’s scheduling “unacceptable.”\n“We’ve been engaged on our days off, flying a report quantity of additional time that will help you get to your vacation spot,” Delta’s arm of the Air Line Pilots Affiliation wrote in a message to passengers. “On the present charge, by this fall, our pilots can have flown extra additional time in 2022 than within the entirety of 2018 and 2019 mixed, our busiest years to this point.”\nThe union representing Southwest Airways pilots says the airline scheduled about 200 extra flights each day in June than pilots to fly them. CNN has reached out to Southwest for remark.\nHigh picture: Vacationers queue up at a safety checkpoint in the primary terminal of Denver Worldwide Airport on Thursday, Might 26, 2022. (AP Photograph/David Zalubowski/File)", "label": "Yes"} +{"text": "Moon Landing Conspiracy A great deal of people believe that the landing on the moon, or Apollo 11, did not happen. People think the U.S. filmed the “landing” in a studio because they were losing in the Space Race. The Space Race was a race to the moon between many, countries including the U.S. and the Soviet Union. At the time the U.S. was losing, so they had to land a person to the moon quicker than the Soviet Union.\nWe chose the Space Race as our topic of research, because the events of the Space Race became very vital to the space exploration we all know, and are familiar with today. The Space Race is not examined closely enough today for students to get a good grasp of why the events are so important to us today. This is why we thought it would be both interesting and educational to our viewers to learn more about the events leading up to a man on the moon, and also what NASA has and is still accomplishing in more recent\nWhile doing so, he ended up finding a comet-like object that, which he later discovered that it was a planet. This planet became to be known as Uranus. Discovering this wasn 't an easy task, because it required\nFirstly, the author claims that because of the many technological advances due to the \"Space Race\", a commitment to a manned mission to Mars will produce similar results. Although there are many similarities between committing to sending a man to the moon and to sending a man to mars, it false for the author to assume that there will be similar technological and humanitarian advances. The 1960's is a very different time period from today and as a result, it is unknown whether a manned mission to Mars will prove to be a worthy investment. Additionally, a large part of the \"space Race\" can be attributed to the competition between the USSR and the USA during the Cold War. The competition for becoming the leader in space technology was very fierce and was very politically driven, allowing for huge amounts of money to be invested in space technology.\nTherefore, this theme of belief is significant in The Rocket. In conclusion, in Ray Bradbury’s 1950 dystopian novel, The Rocket, there are two main themes. imagination, and belief in yourself.\nHerblock makes a perfect attempt on unmasking the negative and poor side of a worldwide victory and success, this proves those coming together (around the world) for a worldwide “phenomenon” but when bigger issues shown in his cartoon, examples of more significant things than the moon landing, in which many are unaware of the issues. To add, one of the first articles, like “Man on the Moon” written by The Times talks about insignificance of the moon landing when it mostly discussed about rocks, a technique of sarcasm, mockery. America misused their money on the highly glorified event shows that those\nThe Martian Chronicles shows the human lead their own destruction on Earth, people who stays on Mars get chance to start over, but due to their false illusions they refuse accept reality. The Martian Chronicles is a science fiction short story, about how people tried to explore Mars, failed at first, but ended up colonize Mars. After colonizing Mars there a war on Earth, the war on Earth had massive destruction caused by people. Bradbury’s constantly uses examples about how humanity imperfect behaviors keep them from accepting reality, insteading accepting their own imagination. Characters in each short story are shown to have these imperfect behaviors to keep them from accepting reality.\nb. The exploration of space will go on with or without the united states and if wish to stay among the world as a power we cannot allow ourselves to not take on this new great adventure. c. We are obligated to pursue space because we cannot afford to fall behind other nations. IV. Transition:\nAdditionally, if the moon was once wandering aimlessly through space, why is it that other large lunar and planetary bodies have not been found acting in the same way throughout human history? Capture theory could go on to support the Earth having multiple moons which would again negatively impact the tides and thus human civilization on Earth as we know it. Therefore Sister Theory is stronger than\nI also started to think about the Drake equation, which I learned about in high school. The Drake equation looks at different things like the formation of stars and the probability of other life-sustaining planets, which in turn gives us a number of civilizations in the Milky Way Galaxy that we can detect electromagnetic emissions from (The Drake Equation). While I thought quite a bit about extraterrestrial life, I also thought about the fact we are stuck on Earth. The first thing that immediately comes to mind with that is how we are going to produce enough food. In the paper we discussed during class on Thursday, the data showed that we are using a significant amount of our natural resources in the production of beef cattle, and my thoughts on this are that we should transition to meats that don’t use as many resources.\nYou people may think they were real, or you might agree with me. I will show you many reasons why they were real. Like I said, the 1969 Apollo 11 moon landings were faked. Was Neil Armstrong even an astronaut? There is no real way to tell.\nThere’s also tracks where a Lunar Model has been, and Neil Armstrong 's footprints. Lot’s of other countries including the Soviet Union, and Russia were tracking Apollo 11. Did the war make us feel the need to win the space race? Now time for my rebuttal.\nTruthers: NASA 's Images of Pluto Are Another Conspiracy Theory The Pluto flyby mission that issued close images of Pluto raised questions about a possible conspiracy theory as some believe the Pluto Images are fake. The so-called Truthers question the truthfulness of the flyby on the internet. NASA 's New Horizons spacecraft captured photos of Pluto and its moon Charon. The images show differences in the surface material and exaggerated colors which were a consequence of using filters of the craft 's camera.", "label": "Yes"} +{"text": "NG Eagle, an indigenous Airline, is set to embark on its maiden flight from the Nnamdi Azikiwe Airport Abuja to the Murtala Muhammadu Airport Lagos on Sunday, December 10.\nThis marks a new beginning for the airline, which is set to revolutionise air travel experience for the flying public.\nCapt. Dare, managing director at NG Eagle in a press statement noted that the airline which was founded in 2019, has prepared meticulously to enhanced connectivity and convenience to travelers.\n“The forthcoming inaugural flight of NG Eagle\nrepresents an incredible milestone for us, embodying our dedication to revolutionizing travel experiences while reflecting the rich values of the Naija Spirit. We are thrilled to commence this journey and offer passengers an extraordinary flying experience,” he said.\nHe stressed that the airline has diligently worked to address the issues, demonstrating a steadfast dedication to transparency and accountability and providing reliable, high-quality air travel services.\nHe said: “We understand that our initial setbacks may have led to concerns, and we appreciate the patience and support of our valued stakeholders.\n“Our team has worked tirelessly to ensure all our systems and processes are in place, and we are thrilled to announce that NG Eagle Airline is now ready to take flight – connecting you to the people and places that matter the most to you, Dare explained.", "label": "Yes"} +{"text": "Today is the 20th anniversary of the destruction of the Challenger. I remember that day quite vividly. I was in college at the time, and the shuttle was still new enough that I set my alarm clock to wake up in time to watch the launch. I remeber seeing the explosion, and knowing instantly what had happened. The TV reporter though didn't. (I believe it was Kent Shockneck) He kept up his routine of mindless chatter about what the mission was going to accomplish, while I was sitting there with tears of rage and grief running down my face screaming at him on the screen. I have always felt a deep and abiding love for the space program. I believe it is our destiny (and our best chance for ultimate survival) to settle the solar system and the stars. I was grieving not only the astronauts just killed, but the damage done to the exploration of space in general. I knew there would be a protracted delay, especially because of the presence of McAuliffe. (She was a civilian, a teacher, who was chosen to fly into space for essentially PR purposes.)\nThe shuttle program has proven to have been a major mistake. If we had simply maintained our manned rocket program we would have accomplished as much, and as probably more, as we have with the shuttles. In my opinion the shuttle program has set back our progress in space by at least a decade.\nI believe that the Air Force has secretively developed a much more effective space plane program. Given both the facts that Rutan has developed an experimental space plane that works (and is currently developing a commercial version) and the retirement of the spy plane program, I think it must be assumed that the Air Force has developed a space plane.\nThat being said, I firmly believe that the future of space exploration and settlement is in private commercial enterprise. NASA has lead the way, now it is time for a modern Prince Henry to step forward.", "label": "Yes"} +{"text": "The Bruce Murray Space Image Library\nNASA / JPL\nMost NASA images are in the public domain. Reuse of this image is governed by NASA's image use policy.\nOriginal image data dated on or about August 27, 1989\nExplore related images:\nVoyager 1 and 2,\nMercury Solar Transit - May 9, 2016\nRosetta Navcam data: MTP 008\nRotating Mercury Map\nBright Unnamed Crater in Sinus Iridum\nCassini flies over Iapetus' equatorial ridge\nVoyager 2's second-best view of Miranda\nBecome a member of The Planetary Society and together we will create the future of space exploration.\nSupport the Bruce Murray Space Image Library and help us share the wonders of other worlds.", "label": "Yes"} +{"text": "Aviation Photo #0158637\nBoeing 747-338 - Qantas\nThis photo is copyright protected and may not be used in any way without proper permission.\nDel 04/86. \"City of Tamworth\", featuring in perhaps the wierdest and most unusual picture I have ever taken of a Jumbo. Have a look at this aircraft which is believe it or not in the very first stages of rotation. The tail appears to be lifting before the nose is, in a way similar to the AN-124 or a C-141. The aircraft just lifted off the runway with very little pitching up of the nose. My only thoughts are it was an empty flight and the crew used a lot of flap!\nExplore Other Great Photos\nPhoto Copyright © Craig Murray. All rights reserved. Airliners.net is not affiliated with any entity mentioned or pictured herein.\nAll trademarks are the property of their respective owners.", "label": "Yes"} +{"text": "Airbus has overcome the pandemic at the start of 2022, confirming the most optimistic forecasts. The European aeronautical manufacturer closed the first quarter of this year with a profit of 1,219 million euros, more than tripling those obtained in the same period last year (362 million). The company’s consolidated revenues increased by 15% compared to the previous year, reaching 12,000 million euros, thanks to orders for its single-aisle A320 model.\n“These first quarter results reflect a strong performance in our commercial aircraft, helicopter and defense businesses,” Airbus CEO Guillaume Faury said in Wednesday’s earnings presentation. However, the company warns that the forecasts for the year as a whole remain in a risk profile that has become more “challenging” due to the “complex geopolitical and economic environment”. “First quarter results reflect the strong performance of our commercial aircraft, helicopter and defense businesses. Our forecasts for 2022 remain the same, although the risk profile for the rest of the year is accentuated due to the current complex geopolitical and economic environment”, stated the chief executive.\nHowever, the company is optimistic about the future. “Beyond 2022, we see sustained strong growth in commercial aircraft demand, driven by the A320 Family. Therefore, we have started working with our industry partners to increase the production rate of the A320 Family to 75 aircraft per month by 2025. This increase will benefit the global value chain of the aerospace industry”, added Faury.\nGross orders for commercial aircraft to Airbus amounted to 253 aircraft in the first quarter of the year (compared to 39 aircraft in the first quarter of last year), while net orders, discounting cancellations, amounted to 83 aircraft (compared to a negative 61 planes last year). The total order book as of March 31, 2022 reached 7,023 commercial aircraft.\nThe deliveries of the European manufacturer between January and March amounted to 142 commercial aircraft, compared to the 125 that it delivered at the beginning of 2021, and the sales of this branch have increased their value by 17% in one year. As for helicopters, 39 were delivered, the same as in the first quarter of last year, but turnover has grown by 7% due to the sale of higher-end products and “the growth of service activities.” Finally, the company reports that sales of its Defense and Aerospace division have increased sales by 16% compared to a year ago.\nHe knows in depth all the sides of the coin.", "label": "Yes"} +{"text": "I was able to find a few photos that I'd overlooked, and I cleaned up a few others. This will be the last batch in this series, but I'll still have a few other stray shots that I'll post every now and again, so you'll just have to keep checking back if you want to see them.\nFor starters, here's a Mitsubishi A6M2 \"Zero\" fighter that was found on Papua, New Guinea after the fighting there was over. Crude in that they lacked armor and self-sealing fuel thanks, they were a lot more agile in the sky than anything that we had at the time. This would change before long, however at the Japanese learned the hard way that it was foolish to underestimate America's resolve and ingenuity...at least back then.\nThis is the North American A-36 Apache low-level dive bomber. Produced for export to England and powered by an in-line Allison engine initially, it was considered something of a dog and wasn't terribly popular.But then someone came up with the bright idea to ditch the dive brakes and mate it to the Rolls-Royce Merlin engines that were going into the British Spitfires and suddenly the P-51 Mustang was born--an aircraft that would one day be considered one of the best piston-engine fighters ever.\nThe Bell P-63E Kingcobra is painted up as an RP-63 \"pinball\" training aircraft developed late in WWII. Aerial gunnery students fired at these manned target aircraft using .30-cal. lead and plastic frangible machine gun bullets which disintegrated harmlessly against the target's external armor plating. Special instruments sent impulses to red lights in the nose of the \"pinball\" aircraft, causing them to blink when bullets struck the plane.Me personally, before flying on one of those missions I think I'd be checking every student pilot's ammo trays to make sure that it contained the special ammo and not the standard mix of ball, armor piercing and incendiary rounds.\nThis is a Martin B-26G medium bomber. Not to be confused with my personal fav, the Douglas A-26 (and later, B-26).This little hotrod was known as \"the incredible prostitute\" because they said, it's wings were so short that it had no visible means of support.\nIt's a plane...it's a boat...it's a...flying boat. This Consolidated OA-10 Catalina PBY amphibious plane was used for Search and Rescue work, snatching downed American pilots out of the water all around the globe.\nIt isn't terribly well known, but American forces in World War Two flew a number of foreign-made aircraft. Thei British-made Bristol Beaufighter stands as a prime example. USAAF forces flew over a hundred of these as night fighters, hunting down German raiders that flew after dark.This once apparently scored three Jerries.\nThis is a British Supermarine Spitfire Mk.V, done up nicely in USAAF colors. These were flown by a number of American pilots early in that war, starting with the Eagle Squadrons made up of American volunteers who joined to fight before America entered the war, risking their US citizenship to do so.\nA bit later, the U.S. Army Air Forces' 31st and 52nd Fighter Groups flew them first during Operation TORCH, the invasion of North Africa in November 1942.Behind the Spitfire, over it's wing, you can see the American B-17G heavy bomber Shoo, Shoo Baby.\nThis is a later variant of the Spitfire, the PR. XI, which is a Mk. XI Spitfire modified for photo reconnaissance.The U.S. Army Air Forces' 14th Photographic Squadron of the 8th Air Force operated Spitfire Mark XIs from November 1943 to April 1945, flying hazardous long-range reconnaissance missions over mainland Europe.\nNow these aircraft were just cool. The DeHavilland DH8 Mosquito was made of wood--plywood with a balsawood core. They didn't carry guns but they were light and fast and made excellent photo recon planes and night fighters. The US Army Air Force used a batch of them for both roles.This one's still sporting the black and white invasion stripes under it's wings to let allied gunners on D-Day know that it was a friendly plane.\nThis is a Kawanishi N1K2-Ja Shiden Kai, otherwise known to Americans as a \"George\". Coming along late in the war, it was every bit the equal of many of our US Navy fighters and posed a credible threat to our B-29 bomber crews. But it was another case of \"too little, too late\" and only 400 were produced before the end of the war. This is one of just three survivors left in the world.\nI found a usable picture of the museum's other F-100, this one a two-seat F100F used as a trainer and a Misty Forward Air Controller (FAC) plane in Vietnam.This particular F-100F (s/n 56-3837), was a Misty FAC aircraft assigned to the 37th Tactical Fighter Wing at Phu Cat Air Base, Vietnam. It was flown in combat by several notable USAF figures, including Gen. Merrill McPeak and Gen. Ronald Fogleman (former USAF chiefs of staff), and Col. Richard Rutan (the chief pilot of the first around-the-world unrefueled flight).\nYay! A usable shot of the F-105G. This beauty flew combat missions out of Thailand for five years, operating as both a fighter-bomber and a \"Wild Weasel\" strike aircraft that targeted enemy surface-to-air missile launchers. It also knocked down three enemy MiGs while it was over there. Damn, I love the F-105.\nAnd on the \"Bad Guys\" side of the ledger, a Mikoyan-Gurevich MiG-21F of the North Vietnamese Air Force.\nAnd just because I've got nothing else for now (but keep checking back), here's a dog wearing a parachute.\nBut if you still want more plane pics, there are a few here from my visit to Florida's Valiant Air Museum last year.", "label": "Yes"} +{"text": "13,266 Business Seekers seeking opportunities in Aviation and Hospitality Training\nWant to showcase your brand here?Register\nAre you seeking opportunities in\nAviation and Hospitality Training\nFill this form and connect with 4 Aviation and Hospitality Training Live Oppotunities and other Live Opportunities among 30+ industries INSTANTLY.\nWith the launch of affordable flight to travel the industry is witnessing great growth, in return the demand for aviation institute franchise has also increased With rising demand for frankfinn franchise and frankfinn institute franchise cost. Hospitality training is also increasing with nursing training franchise and more. Franchise Bazar can give entrepreneurs a change to take opportunities in air hostess training franchise, franchise of education center, aeronautical franchise and many other opportunities.", "label": "Yes"} +{"text": "A first Air Experience Flight for 5 of Lewisham’s newest cadets today at RAF Benson.\n2 of our cadets wrote about their Air Experience Flight.\nOne cadet said of their Air Experience Flight:\n“1921 Squadron gave me the oportunity to fly a Grob Tutor aircraft. A great experience! A sensational feeling and all because I’ve decided to join 1921 Lewisham Squadron. I now feel inspired to continue with a career in which I would need all the skills I have learned here. I can’t wait to repeat that magical moment as soon as possible. First time I went flying and I was able to do aerobatics. I was also allowed to take control of the aircraft. Hopefully more people would be inspired to join the Air Cadets and be a part of these adventurous events.”\nAnother cadet said:\n“Chances to go flying can sneak up on you and my first try I had less than a day’s notice. I had no idea how it would be or if I could even make time for it at home. But then I took a plunge into something most people would wish or want to try but can’t.Your everyday life is probably clutered up with timetakeing responsibilities but when you go on an air experience flight you feel distant from stress along with the ground. If you ever get to go to an airbase they will make you go and take a couple of stressful to remember safety procedures before you get in the plane. Once you get suited up and take off you actualy fell relieved. At one point the pilot might ask you if you want to do some aerobatics which most will accept or not and regret it.\nThe good thing about these types of experiences at air cadets you can ask if you want to do something.”\nThere you have it. 2 cadets who joined our squadron in January being introduce to what clearly seems to be a very life enhancing experience and a lot of fun.\nIf you would like to come and join 1921 Squadron (Lewisham) Air Cadets then please contact Lewisham Air Cadets here.", "label": "Yes"} +{"text": "Aircraft Glass Flaw Detection,\nARMY FOREIGN SCIENCE AND TECHNOLOGY CENTER CHARLOTTESVILLE VA\nPagination or Media Count:\nThe author describes an instrument kit proposed by aviators. Transparent polymer materials have enjoyed wide application in aviation as aircraft cockpit windows and for other purposes. Articles made of polymer materials must be evaluated for further operational suitability when defects appear and during prevention maintenance and repair. The kit serves this purpose.\n- Test Facilities, Equipment and Methods", "label": "Yes"} +{"text": "Government Shutdown Forces Brief Closure of LaGuardia Airport, Nearby Newark Airport Facing Flight Delays\nA ripple effect of flight delays across the U.S. is expected after LaGuardia Airport was closed for a short period Friday morning by the Federal Aviation Administration, due to a lack of air traffic controllers.\nNearby Newark Airport faced significant delays for the same reason, adding to the nationwide air travel difficulties.\nThe LaGuardia delay, which was scheduled to last until 10:45am ET, according to the FAA website, resulted in flights being grounded for an average of 41 minutes. As of 11:00 a.m, however, the website was still showing the closure as being in effect.\nNewark, meanwhile, continues experiencing gate holds and traffic delays averaging between 46 minutes and one hour, and the length is increasing the FAA said late Friday morning.\nThe action is the strongest signal to date that the ongoing government shutdown is significantly impacting air travel in the country and follows safety warnings from the airline industry’s three biggest unions earlier this week.\nLeaders of the National Air Traffic Controllers Association, Air Line Pilots Association and Association of Flight Attendants-CWA said, “We have a growing concern for the safety and security of our members, our airlines, and the traveling public due to the government shutdown. In our risk averse industry, we cannot even calculate the level of risk currently at play, nor predict the point at which the entire system will break. It is unprecedented.”\n“Our crew members and customers are likely to face extended security lines, flight delays, and even cancellations,” Hayes said. “And the longer this goes on, the longer it will take for the air travel infrastructure to rebound.”\nThe ground delay, while it was less than an hour long, is likely to put additional stress on the Trump administration to settle the ongoing shutdown. Earlier on Friday, before the FAA took the action, New York governor Andrew Cuomo issued an open letter to Trump urging him to reopen the airport, citing security fears at airports.\n“If you do nothing, the situation at our airports will continue to deteriorate and our national security will be further compromised,” Cuomo wrote. “It’s time to stop playing political games with the safety of American citizens.”\nTransportation Safety Administration workers and air traffic controllers have now been working for 35 days without pay. Friday was the second pay period where they received no check and more and more are not coming to work as a result. Beyond LaGuardia, some airports are closing security checkpoints to handle the staffing crisis, which is creating further delays for passengers.", "label": "Yes"} +{"text": "*Al Udeid Air Base will be expanded and Doha Air Base will be developed to welcome new aircraft and systems\nDeputy Commander of the Amiri Air Force Major-General (Pilot) Ahmed Ibrahim al-Malki has announced the establishment of a new air base named \"Tamim Air Base\".\nIn an interview published on Monday in the Altalaya magazine of the Directorate of Defence Communications at the Ministry of Defence, Maj Gen al-Malki said Al Udeid Air Base will be expanded and the Doha Air Base will be developed to welcome new aircraft and systems that have been introduced to the air force.\n\"These include the French Rafale fighters, American F-15 fighters, Eurofighter Typhoon and other advanced aircraft. In addition, command and control systems will be developed by introducing the latest radar systems and communications,\" Maj Gen al-Malki said.\nHe said during the rule of His Highness the Amir Sheikh Tamim bin Hamad al-Thani, there has been a qualitative leap in the development of the air force, where equipment have been doubled and new systems have been brought into service including warplanes, transport aircraft and helicopters.\nHe also touched on the reorganisation of the Amiri Air Force after introducing modern aircraft systems, highlighting that it is currently under review and will be revealed soon. He said the most important role of the air force is the protection of the air space, deterrence and ground attack.\nMaj Gen al-Malki added that the greatest challenge before the airforce is continuous development as modern technology in the field is always updated and the mission of the Amiri Air Force is to assimilate modern systems, which requires modernising human resources.\nHe said there are organisational projects of strategic nature which will be seen at the Amiri Air Force. He added that in 2018 the force has welcomed the first female batch as pilot candidates.\nThe Qatari air force has seen significant development after 2014, and Doha has concluded several major deals over the past months.\nIn December 2017, Qatar signed an agreement with the UK to buy 24 Eurofighter Typhoon jets after two successive agreements with the US to buy 36 F-15QA fighters and with France to buy 12 Rafale fighters.\nLEAVE A COMMENT Your email address will not be published. Required fields are marked*\nHealth ministry signs pact with Ooredoo\nGlobal education leaders promote social learning through QFI\nACTA holds ethics course for public sector employees\nQSE holds Financial Competition for Universities’ Students\nAll-new Mercedes-Benz Actros, Arocs and Sprinter launched\nRetaj Hotels & Hospitality to run Retaj Silivri Resort in Turkey\nQRCS receives USAID team\nSamsung’s new washing machine launched in Qatar\nCCQ symposium focuses on seamless transition for students to higher education", "label": "Yes"} +{"text": "Virgin Galactic, founded by British billionaire Richard Branson, and Blue Origin, by Amazon creator Jeff Bezos, are racing to be the first to finish their tests in the pursuit of space tourism.\nMOSCOW: Russia is planning to send paying tourists on the International Space Station out on spacewalks for the first time, an official from the country's space industry said Thursday. \"We are discussing the possibility of sending…\nRIYADH: Saudi Arabia's Public Investment Fund on Thursday announced a $1 billion investment in British billionaire Richard Branson's space tourism company Virgin Galactic. The announcement on the sidelines of an investment summit in…", "label": "Yes"} +{"text": "Two F/A-18 Super Hornets and two Royal Malaysian Air Force SU-30MKM/Flanker H fly in formation above the aircraft carrier USS Carl Vinson (CVN 70).\nSOUTH CHINA SEA (May. 10, 2015) Two F/A-18 Super Hornets and two Royal Malaysian Air Force SU-30MKM/Flanker H fly in formation above the aircraft carrier USS Carl Vinson (CVN 70) during a bi-lateral exercise aimed at enhancing security ties and partnerships with the Malaysian Armed Forces. The Carl Vinson Carrier Strike group is deployed to the U.S. 7th Fleet area of operations supporting security and stability in the Indo-Asia-Pacific region. (U.S. Navy photo by Lt. Jonathan Pfaff) File# 150510-N-ZZ070-004\nAircraft carriers are warships that act as airbases for carrier-based aircraft. In the United States Navy, these consist of ships commissioned with hull classification symbols CV (aircraft carrier), CVA (attack aircraft carrier), CVB (large aircraft carrier), CVL (light aircraft carrier), CVN (aircraft carrier (nuclear propulsion) and CVAN (attack aircraft carrier (nuclear propulsion). The first aircraft carrier commissioned into the United States Navy was USS Langley (CV-1) on 20 March 1922.", "label": "Yes"} +{"text": "DESIGNER'S GUIDE FOR EFFECTIVE DEVELOPMENT OF AEROSPACE GROUND EQUIPMENT CONTROL PANELS.\nFinal rept., 1 Feb 64-30 Apr 65,\nBUNKER-RAMO CORP CANOGA PARK CALIF SYSTEMS EFFECTIVENESS DEPT\nPagination or Media Count:\nThis guide was developed for use by the practicing designer. It contains a discussion of the system factors to be considered in designing Aerospace Ground Equipment control panels Part 1, a form the Design Information Worksheet to gather and present design information Part 11, steps to be followed in control panel design Part III, and a listing of controldisplay technology presently available to designers Part IV. Particular attention has been paid to the information necessary to analyze panel requirements and to the design implications of human engineering requirements.\n- Human Factors Engineering and Man Machine Systems", "label": "Yes"} +{"text": "Medical Air Transport & Non-Emergency Air Ambulance\nYou may be reading this description as a patient, a patient’s family member, a patient’s friend, or a case manager. Don’t feel overwhelmed, we are here to assist you. If you are in need of a Medical Charter Flight or an Air Ambulance Flight, we can arrange the proper private aircraft.\nSome individuals and patients have medical conditions that may call for an Air Ambulance flight while others may not call for such measures. In addition, if needed, your medical charter flight can be stocked with the latest medical equipment so that the medical staff will have what they need to take care of all your needs.\nIf you have any additional questions or need to book a Medical Flight, Air Ambulance, or Non-Emergency Medical Air Transport, just pick up the phone and give us a call – we are available 24 Hours per day, 7 days per week.\nWe understand the importance of finding the right Air Ambulance Planes or Medical Charter Planes, and we will work to ensure that your specific needs are taken care of. Contact us for assistance with Non-Emergency, Emergency, Medevac, Medical Charter Flights and Air Ambulance Charters.\nThere are many reasons that someone may need the accommodations of a Non-Emergency Medical Flight or an Air Ambulance. If a client is in need of a private aircraft with wheelchair accessibility, we have access to a Challenger 604 long-range jet, equipped with a hydraulic lift system for comfortable boarding and a wide cabin for maneuverability.\nThe photos below are examples of what you may expect from some of the medically configured charter planes, however, each aircraft is different.\nWhich Type of Medical Flight Is Right For Me?\nBelow you will find some general information about Non-Emergency Medical Flights along with a comparison between Medical Flights and Air Ambulance services.\nNon-Emergency Medical Flights\nIllness and Disease: Many patients may have an illness or a disease that complicates their ability to fly, or fly comfortably.\nSome are too ill to fly on a commercial airline as they require more space than a commercial airline flight can offer, more privacy, a lying flat surface or may just want a more comfortable scenario. There are certainly a lot of benefits to the above reasons, but in addition, it is more convenient and comforting in a private setting, using a private jet charter, and departing/arriving from a Fixed Based Operator (FBO) terminal.\nPerson(s) with special needs: Whether the patient is traveling with family members or under the assistance of an Aid or Caretaker, they may find traveling on a Non-Emergency Medical Flight much less stressful than flying in a commercial aircraft setting.\nWhen chartering a private flight, there is no waiting in security or bag check lines, or being surrounded by hundred or even thousands of unknown strangers. Some candidate types may be individuals who have recently undergone a procedure and others may have neuropsychiatric disorders such as Autism or DS.\nReasons to use these types of flights\nThere are a variety of reasons to charter a medical flight, air ambulance, medevac flights, or non emergency medical air transportation.\n- Relocating or moving residences\n- Hospital transfers, from your hometown to the hospital of your choice\n- Family get-togethers\n- Due to illness, there are many families who have not had the ability to travel on vacation with their loved ones in the past, flying privately allows for families to travel together in a less-stressful manor, at their convenience – safely and securely.\nAir-Ambulance vs. Non- Emergency Medical Flight\nThe requirements for these flights change based on a variety of factors, and just like every flight we arrange, each of our clients and their situations are unique.\n- Both Air Ambulatory Flights and Non-Emergency Medical flights may be performed in private charter airplanes or private charter helicopters.\n- The cabin configuration and seating on an Air Ambulance are specifically designed for patients, whereas a Non-Emergency Medical Flight may not be designed in the same layout.\n- If you or your family member are too ill for a Medical Flight, or have an unexpected emergency and need greater assistance, using an Air Ambulance Flight with a medical professional team and equipment may be best for you.\n- When using a Non-Emergency Medical Flight, it is your choice to either hire or not hire a medical professional team, nurse, nurse’s aide, or caretaker or have family/friends on board during flight. You also may or may not need special equipment or medications.\n- Depending on the condition of the patient, when using an Air Ambulance Flight, the medical staff, equipment, and medications will need to be on board.\nPrivate Jet with Wheelchair Accessibility\nAir Charter Advisors has direct access to a beautiful Challenger 604 long-range jet equipped with a hydraulic wheelchair lift, offering the most comfortable and convenient boarding process for our clients.\nThis unique aircraft and its configuration have made it one of the most requested aircraft we offer. Check out the following link for more information and photographs of the Challenger 604 with a wheelchair lift.\nContact Air Charter Advisors\nOur goal is to provide you with the highest level of service possible, including providing answers to all of the questions you may have regarding medical fights. Our team is available for you 24/7 – don’t hesitate to reach out to us and ask!", "label": "Yes"} +{"text": "New DJI Mini 2 SE Drone available for $339 starting today!\nDJI, the global leader in consumer drones, has launched its newest mini drone, the DJI Mini 2 SE, which is now available for purchase. Priced at $339, the DJI Mini 2 SE can be bought from the official DJI online store and Amazon.\nThe latest addition to DJI's family of Mini drones, the DJI Mini 2 SE is designed for users who want a lightweight, easy-to-use drone that falls below the 250-gram weight limit. This weight restriction is significant because recreational users flying drones under 250 grams do not need to register their devices with the Federal Aviation Administration (FAA). Additionally, these drones are exempt from Remote ID requirements and restrictions, making them even more appealing to hobbyists.\nDespite its compact size, the DJI Mini 2 SE boasts impressive features that make it an attractive option for drone enthusiasts. With a maximum flight range of up to 6 miles with DJI's O2 video transmission, users can explore vast areas while maintaining control of their drone. Furthermore, the DJI Mini 2 SE is equipped with a suite of intelligent flight modes, enabling users to execute complex aerial maneuvers and easily capture stunning visuals.\nThe DJI Mini 2 SE is built to withstand winds up to 24 mph (Level 5), ensuring stable flight in challenging conditions. Its impressive 31-minute flight time allows users to spend more time in the air, capturing their surroundings or simply enjoying the thrill of flight.\nDJI Mini 2 SE specs\n- Under 249 g\n- 2.7K/30fps Video\n- 4× Digital Zoom\n- 10km Video Transmission\n- 31-Min Max Flight Time\n- Stable Hovering\n- Return to Home\n- Beginner Guide\n- QuickShots, Panorama\n- 38kph (Level 5) Wind Resistance\nCustomers can purchase the DJI Mini 2 SE as a standalone package, including the drone and the RC-N1 remote controller for $339. Or as part of the DJI Mini 2 SE Fly More Combo for $489.\nThe Fly More Combo offers additional value by including extra accessories such as a shoulder bag, two additional intelligent flight batteries, a two-way charging hub, propeller guard, and extra propellers, providing users with a comprehensive drone package for an enhanced flying experience.\nThe DJI Mini 2 SE is an excellent option for those looking to enter the world of drone flying. Or for seasoned drone pilots who want a lightweight, easy-to-use drone that doesn't require FAA registration. With its combination of portability, impressive features, and competitive pricing, the DJI Mini 2 SE is poised to become a popular choice among drone enthusiasts.\nGet your Part 107 Certificate\nPass the test and take to the skies with the Pilot Institute. We have helped thousands of people become airplane and commercial drone pilots. Our courses are designed by industry experts to help you pass FAA tests and achieve your dreams.\nFTC: DroneXL.co uses affiliate links that generate income.* We do not sell, share, rent out, or spam your email, ever. Our email goes out on weekdays around 5:30 p.m.\nIn your Feb 8, 2023 article entitled “DJI MINI 2 SE… SE-RIOUSLY THE BEST BEGINNER DRONE,” you stated, “Unlike the DJI Mini 3, the DJI Mini 2 SE has not yet been added to the FAA’s list of Remote ID compliant drones. We expect this to happen before the latest DJI mini drone hits the market on March 22nd, 2023.” It appears this has not happened yet, and I was wondering if you have any intel on whether DJI plans to make this drone compliant for remote ID and when that might happen (hopefully before the Sept 16, 2023 compliance date). Looking forward to your response.\nps… I agree with your assessment about the mini 2 se being the best beginner drone. I just wish they could make it under 250 gms with the prop guards installed for increased safety with beginners.\nI don’t have any intel on when it will be added to the FAA list. Chances are the drone is already compliant. We’re waiting for DJI and/or the FAA to complete the paperwork and add it to the list. That is my guess at this point. We will update the post once we learn that the DJI Mini 2 SE has been added. Thank you!", "label": "Yes"} +{"text": "Physicist Helps Lead Drone Mission to Titan\nU of I’s Jason Barnes is part of the Dragonfly space mission of a drone-like rotorcraft lander that will explore Titan.\nIn 2025, a Dragonfly will have the opportunity to hop a rocket from Earth to Titan, Saturn’s largest moon. Named for its insect shape, the aircraft is a drone-like rotorcraft specifically designed to sample Titan’s atmosphere and surface. With eight rotors, the dual-quadcopter will have the ability to fly from site to site on the alien moon, potentially traveling up to 10s of kilometers at a time.\nNASA announced in July 2019 that Dragonfly won the agency’s New Frontiers Program competition, beating 11 other teams. The federal space agency will support the mission’s development with a cost cap of $850 million.\nUniversity of Idaho Associate Professor Jason Barnes is a founding member of the Dragonfly project. He serves as deputy principal investigator of the international team, which is led by the Johns Hopkins Applied Physics Laboratory (APL) and includes 35 co-investigators.\n“NASA’s missions of planetary exploration are one of the coolest things that we humans do, as a species,” said Barnes, who is in the College of Science’s Department of Physics. “To have our idea be selected to actually fly is what every planetary scientist dreams about.”\nPictured above: Dragonfly is a dual-quadcopter lander that would take advantage of the environment on Titan to fly to multiple locations, some hundreds of miles apart, to sample materials and determine surface composition to investigate Titan's organic chemistry and habitability, monitor atmospheric and surface conditions, image landforms to investigate geological processes, and perform seismic studies. Photo Provided by Johns Hopkins University Applied Physics Laboratory\nWhy Walk, When You Can Fly?\nTitan joins Venus, Earth and Mars as the only places in the solar system with substantive atmospheres and solid surfaces. And compared to Venus and Mars, Titan’s atmospheric properties are closest to Earth. The moon’s dense atmosphere and low gravity actually make flying easier than it is on Earth.\nSending a quadcopter to a distant moon is a fairly daring idea, Barnes said, but he thinks the design will allow researchers to answer questions that would be difficult for a stationary probe or a rolling rover. Titan has a smoggy atmosphere, so researchers don’t know if the terrain would limit a driven vehicle. Flying increases Dragonfly’s mobility, allowing the team to efficiently sample a diverse set of locations across a much greater area, according to Shannon MacKenzie, who serves as a co-investigator on Dragonfly and worked in Barnes’ lab until she received her doctorate from U of I in 2017.\nTeam Dragonfly has spent the past year perfecting its designs, planning individual investigations and experiments, and incorporating ideas from the proposal’s reviewers. In addition, team members tested some of Dragonfly’s components at Titan temperatures and a half-scale model built by Pennsylvania State University\n“Everything has to work the first time,” Barnes said. “You can’t send someone up with a wrench.”\nSidebar: About NASA’s New Frontiers Program\nIn the early 2000s, NASA created the New Frontiers Program to enhance the exploration of our solar system. The space community has labeled certain exploration objectives as top priorities. New Frontiers missions tackle these goals. A principal investigator, who is often associated with a research institute or university, leads the project, and the team comprises scientists and engineers from small business, industry, government and higher education.\nNew Frontiers missions are considered medium-sized projects and are larger enterprises than NASA’s Discovery missions. Teams must design projects that balance the high costs of space exploration with the production of new scientific insights.\nDragonfly is the fourth winner of the New Frontiers Program, with past winners being New Horizons’ exploration of Pluto, its moons and the Kuiper Belt; the Juno investigation of Jupiter; and OSIRIS-REx, which will sample an asteroid.\nDragonfly’s Destination: An “Ocean World”\nIn 2004, the Cassini spacecraft gave researchers their first close look at Titan during its study of the Saturn system. Cassini also sent the Huygens probe to the moon’s surface, where it gathered information for 72 minutes. The moon appeared to have rain, rivers, lakes and seas, although the liquid is likely ethane and methane. Cassini observations also indicate that a layer of ice covers Titan’s surface, and that this icy crust hides a global ocean.\nAt the equator, gigantic dunes sit atop the ice. Instead of being made of sand, the dunes are likely piles of complex organic compounds called hydrocarbons. The complex hydrocarbons likely form when sunlight breaks apart atmospheric methane and the resulting bits and pieces combine, then fall to Titan’s surface.\nScientists haven’t been able to discern the exact composition of the material on the surface.\n“If you were to ask me what exactly is on the surface of Titan, I wouldn’t be able to tell you,” MacKenzie said. “The atmosphere that’s blocking the way is probably the source for much of the organic gunk that’s down there.”\nEnter Dragonfly. The quadcopter is designed to sample the icy crust and hydrocarbon sands. It is outfitted with a vacuum to suck up samples, a drill for coring, and instruments that will identify the precise chemical composition of samples. Dragonfly should answer many of the questions raised by the Cassini mission, MacKenzie said.\nMacKenzie’s position as a co-investigator on the mission was uncommon for a doctoral student. A member of Dragonfly’s science team, MacKenzie helps determine the mission’s questions and design experiments to answer those questions. Since graduating from U of I, MacKenzie continues to work on Dragonfly in a postdoctoral position with the principal investigator of the Dragonfly mission, Elizabeth Turtle at APL.\nThere are several possible scenarios where liquid water could periodically come in contact with hydrocarbons at Titan’s surface, MacKenzie said, creating a concoction similar to the primordial soup that led to life on Earth. By studying Titan’s chemistry in action, researchers may be able to answer questions about how the building blocks of life initially formed on Earth.\n“One of the high-level goals is to understand what makes a planet or moon habitable and what chemical processes led to the development of life,” Turtle said. “Titan has been doing chemistry experiments for billions of years and basically the goal of Dragonfly is to go down to the surface and collect the results.”\nIn addition, Dragonfly will take atmospheric chemistry samples, meteorological measurements, and pictures of the landscape. The quadcopter will also carry an onboard seismometer to record any Titan seismic activity.\nFar From Home\nLandings are always white-knuckle events for researchers involved in space exploration. Like a Mars lander, Dragonfly will fly through space, slam through the atmosphere with a heat shield, and be slowed down with parachutes. While a Mars lander also requires rockets to slow its descent, Dragonfly will ditch its parachute and fly to Titan’s surface. Thanks to observations by Cassini-Huygens, the team has identified safe landing zones, as is done for Mars landers using satellite pictures.\nOnce within the landing zone, “we have cameras and onboard systems that can look for and identify a safe landing site and put down,” Barnes said. “It has to do all this onboard, because we can’t be joy-sticking it.”\nUnlike its insect doppelganger, Dragonfly won’t buzz about continuously. The quadcopter will thoroughly sample each landing site before zipping off to a new location. Moves will likely occur once per Titan day — about every two weeks on Earth.\n“We have lots of interesting targets to go next within hopping distance,” MacKenzie said. “We have a plan for what we want to do, but we’re adaptable, which is pretty exciting. We’d be able to explore.”\nDragonfly’s primary mission will last for over two years. However, the nuclear-powered quadcopter could conceivably continue working for much longer. Dragonfly will launch in April 2025 and arrive in December 2034.\n“It takes a long time to get to the outer solar system if you are trying to get there on the cheap,” Barnes said with a laugh. “I’ll be 60 by the time the mission is over.”\nMore information on the Dragonfly mission and U of I’s research in space is available at uidaho.edu/dragonfly.\nArticle by Leigh Cooper, University Communications and Marketing.\nArticle published in March 2018. Updated in July 2019", "label": "Yes"} +{"text": "By Rob Coppinger in London\nIn two weeks the European Space Agency (ESA) will finalise agreement with its member states for a two-year collaborative study with Russia’s Federal Space Agency (FSA) on a manned capsule.\nAt a meeting this week between ESA’s leadership and its member states' officials, the proposed advanced crew transportation system (ACTS), which could be a four-crew capsule, was discussed.\nA meeting scheduled for early July will see talks on levels of financial contribution for ACTS from member states. At this week's meeting, France and Germany offered €15 million ($18 million) for the study. “We made a step forward this week but the member states are hesitant [about ACTS]. A couple of issues still have to be resolved,” says ESA.\nA decision on ESA’s involvement with the FSA in developing a manned vehicle was postponed from the December 2005 ESA ministerial council. Then ESA’s proposal to its member states for a €30 million two-year programme of work to develop the winged Kliper vehicle was rejected.\nAt the ministerial meeting the project only gained pledges of €8 million from ESA members.", "label": "Yes"} +{"text": "Luton Airport flyers face cancellations while passengers out of Stansted Airport also face delays.\nFlights due to depart for various destinations around Europe have been grounded as wintry weather takes hold.\nFlyers are strongly advised to leave well ahead of time, whether travelling by rail or road to the airport, and regualarly check the status of their flights.\nKeep updated with our live updates of flight delays and cancellations below.\nIf you are caught in delays at either airport, let us know what's going on by emailing email@example.com, tweeting us @HertsMercury, or sending us a message over Facebook.\nFlight tomorrow afternoon cancelled\nThe 2.05pm flight from Stansted to Amsterdam has been cancelled for Saturday (3 March).\n7.50pm Amsterdam - expected to depart at 8.20pm\n8.30pm Katowice - expected to depart at 11.00pm\n8.55pm Craiova - expected to depart at 10.10pm\nFirst Stansted cancellation for tomorrow\nThe 6am flight to Geneva will not go ahead.\n7.00pm Luton to Belfast - estimated to depart at 7.40pm\n7.25pm Luton to Riga - estimated to depart at 7.40pm\n7.40pm Luton to Sibiu - estimated to depart at 8.50pm\nFull list of cancelled flights\nHere’s a full list of cancellations at Luton and Stansted.\nWe’ll be updating it periodically throughout the evening, and will be continuing live updates here.\nFlight to Nice cancelled\nThe 5.00pm flight to Nice from Luton was cancelled.\nWaiting around is thirsty work\nOf course, it’s not just flights out of Stansted that are affected, but those heading there too.\nPoor old Kate has been stuck on a plane in Barcelona for two and a half hours.\nMore Stansted cancellations\n6.45pm to Venice Treviso\n7.20pm to Eindhoven\n7.25pm to Copenhagen\n7.35pm to Nuremburg\nThe 6.15pm flight from Luton to Edinburgh has also been called off.\nThe 6.35pm flight from Luton to Paris-Ch De Gaulle is now expected at 7.35pm.\nThe 7.50pm flight from Luton to Edinburgh.\nThe 6.25pm flight from Luton to Amsterdam has been cancelled.\nAnother flight to Bucharest from Luton has been delayed. Scheduled to depart at 5.15pm, it will now leave at around 6.05pm.\nLuton Airport flights to Rome (4.35pm) and Stockholm (4.40pm) have been delayed by around 20 minutes.\nThe 4.45pm flight to Munich, however, faces a delay of around 70 minutes at the same airport.\nIt's not just about planes at Luton\nA safe landing\nWhat Luton looks like in the snow\nNice picture of a plane taking off at Luton by Nick Whittle here\nThe 5.25 flight from Luton to Milan will be delayed by around 40 minutes.\nThe 4.05pm to Poznan from Luton has been delayed by around 45 minutes.\nTwo Luton flights to Katowice and Warsaw have been delayed by around an hour each.\nThe 8.35pm flight to Bologna from Stansted.\nThe 7.50pm flight to Frankfurt from Stansted Airport.\nThe 6.20pm to Amsterdam will not be leaving Stansted Airport.\nTwo 6pm flights have been cancelled at Stansted Airport - one to Warsaw and another to Krakow\nThe 5.40pm flight to Lisbon from Stansted has been cancelled.\nThe 8.45pm trip to Glasgow has been called off, as has the 10.05pm flight to Dublin.\nThe 8.20pm to Cork from Stansted is also off.\nThe 7.35pm flight to Edinburgh and 7.40pm to Dublin have both been cancelled at Stansted Airport.\nThe 7.15pm flight to Shannon from Stansted has been called off.", "label": "Yes"} +{"text": "NASA & BASIS hosts Apps Challenge\nThe Bangladeshi round of International Space Apps Challenge 2015- the largest hackathon competition organized by National Aeronautics and Space Administration (NASA) has concluded. After several rounds of assessment, four teams from Dhaka and Chittagong have been selected for competing in the international round of the competition. Moreover, two other teams were also nominated under the People's Choice Category.\n1. Winner of the International Space Apps Challenge\n3. Coding continues", "label": "Yes"} +{"text": "Taking Pride in Our Past Looking Forward to the Future\nUnifi has decades of experience in the aviation services industry. Through the last quarter-century, we’ve adapted to changes in the industry by leaning on our expertise in ground services and security alongside a desire to innovate.\nBy blending a wealth of experience and a commitment to always look at the industry from new perspectives, we have become well-known and respected by operators, manufacturers, and other service providers worldwide for our commitment to quality, safety, and providing first-rate customer service.\nConsistently ranked as the industry’s top provider, we have built the most agile aviation services organization in the world, where local leaders are empowered to make local decisions across a global network.\nWe Provide Full Scope of Aviation Services With Expertise Including:\nDelta Global Services and Argenbright Holdings Combine to Create the Premier Aviation Services Provider\nWith a shared vision of passion, precision, and innovation, DGS and Argenbright Holdings became one – and Unifi was born.\nUnder the leadership of the Argenbright team, Unifi created more career opportunities for employees while providing unparalleled service to airline customers as a best-in-class provider of airline-related services, ground support equipment maintenance, security, and more.\nToday, Unifi delivers consistently superior services that give customers the operational edge they need for success in today’s competitive air travel industry. We currently handle approximately one million flights each year, representing major U.S. carriers at more than 200 airports.\nOur Heritage in Innovation Still Resonates to This Day\nThe revolution of flight changed the world, and our passionate team of achievers is always on the lookout for the next big thing to expand the breadth and quality of our service offerings. If there’s a barrier, we break it. If there’s a challenge, we overcome it. At the end of the day, we move forward with one goal in mind: to win our customer’s trust and business through teamwork and innovation that builds the service leaders of tomorrow.", "label": "Yes"} +{"text": "A fish-spotting helicopter crashed shortly after takeoff from a purse seiner last week near Nauru, killing both the pilot and a passenger on impact, according an official with the fishing boat's agent in Majuro in the Marshall Islands.\nKilled in the accident were American pilot Jeffery Lynn, who was 40, and his Chinese passenger Zhang Youhai, who was 41.\nZhang was a crewmember on the fishing vessel, Jih Yu 868, according to an official with Kendall Micronesia Inc., the fishing company's agent in Majuro.\nThe helicopter was owned by Vertol Systems, U.S based company that supplies helicopters for fishing vessels in the region.\nVertol runs a maintenance operation for its helicopters at Amata Kabua International Airport in Majuro.", "label": "Yes"} +{"text": "Do you have questions about our editorials? Questions about hot topics in the news? Every week, the editorial team responds to readers Journalism.\nPosted at 11:00 a.m.\nDon’t you think that these huge rockets that NASA sends into the atmosphere are one of the main causes of pollution? Aren’t we spoiling the atmosphere trying to figure out what’s going on on Mars and the Moon?\nNASA’s SLS rocket has been waiting since August 29. It has been postponed a few times and is supposed to take place somewhere in November, if all goes well.\nThis mission, dubbed Artemis I, is the first of three. The ultimate goal is to send humans – including the first woman – to the moon no later than 2025.\nAll this is very exciting, but we can still ask ourselves questions about the effects of space travel, especially since wealthy businessmen – along with NASA science missions – wealthy businessmen – Lalibertés, Bezos, Branson, etc. Paying for their own trip to space in the millions of dollars.\nPollutants, these spaceflights?\nIt all depends on the rocket, says Richard Bauderault, associate professor in the department of chemical engineering at Montreal Polytechnic.\nThe majority of NASA’s rockets run on hydrogen. Thus, the white smoke that can be observed in its wake is water, quite simply. It is true that water vapor is a greenhouse gas, but these quantities are very limited, according to this expert, which have little effect on global warming.\nWhat about the private rockets for SpaceX, the company founded by Elon Musk that dreams of going to Mars? SpaceX is also preparing to launch the Starship spacecraft, dubbed Super Heavy, equipped with 33 highly polluting engines. Note that Musk would like to share his Starship on NASA’s Artemis missions.\nThese rockets operate on a mixture of liquid methane and oxygen. When burning methane is released into the atmosphere, it forms carbon dioxide2, a greenhouse gas. Worse still, adds Richard Boderault, the methane that SpaceX buys in the US may come in part from shale gas extraction. So it’s more polluting, because exploiting methane generates leaks during its journey. This manufacturing process exhaust is 86 times more harmful than CO2 emissions2. However, Professor Bauderault points out that methane produces far fewer greenhouse gases than burning gasoline or diesel.\nFor comparison, it is estimated that a transatlantic flight using kerosene produces about 1 ton of carbon dioxide2 for each passenger. You should know that kerosene produces 4 to 16 times more greenhouse gas emissions than methane. If we agree that an average flight includes 300 people (passengers and crew), the total emissions would be somewhere between 1,200 and 6,000 tons of CO2-eq.2. A SpaceX rocket launching? About 1000 tons!\nSo the missile’s impact on global warming is less than it does in a single transatlantic flight on a full jumbo jet.\nWe can hope that the knowledge that space exploration generates a large offset for its emissions.\n“Food trailblazer. Passionate troublemaker. Coffee fanatic. General analyst. Certified creator. Lifelong music expert. Alcohol specialist.”", "label": "Yes"} +{"text": "Goodreads helps you keep track of books you want to read.\nStart by marking “Saturn V Flight Manual” as Want to Read:\nSaturn V Flight Manual\nDesigned by Wernher von Braun and Arthur Rudolph at NASA s Marshall Space Flight Center, the Saturn V rocket represents the pinnacle of 20th Century technological achievement. The only launch vehicle in history to transport astronauts beyond Low Earth Orbit, the Saturn V delivered 24 men to the moon. To this day it holds records as the tallest (363 feet), heaviest (nearly ...more\nPaperback, 262 pages\nPublished June 18th 2011 by Periscope Film LLC\n(first published February 28th 2005)\nTo see what your friends thought of this book, please sign up.", "label": "Yes"} +{"text": "PB&W will be attending the 68th annual NBAA (National Business Aviation Association) convention and exhibition. NBAA is the world’s largest business aviation industry event and will feature over 1,000 exhibitors and 100 aircraft on display. The conference will be held at the Las Vegas Convention Center in Las Vegas, Nevada from November 17th through the 19th.\nThe Timken Company (NYSE: TKR) has announced the divestiture of its subsidiary company Timken Alcor Aerospace Technologies, Inc. (“TAAT”) to Kaman Corporation (NYSE: KAMN). Headquartered in Mesa, Arizona, TAAT is a designer and supplier of aftermarket parts for fixed wing aircraft and helicopters and sells to support businesses conducting maintenance, repair, and overhauls in the aerospace market. TAAT will become part of the Specialty Bearings & Engineered Products division of Kaman Aerospace Group.\nImportant factors in Kaman’s decision to acquire TAAT from Timken include organic growth opportunities, the robust quality system, engineering expertise, and strong relationships with engine MROs and fleet operators. Kaman expects TAAT to achieve further growth through Kaman’s strong global sales channels.", "label": "Yes"} +{"text": "3D printing and additive manufacturing company, Stratasys, has signed a three-year technical partnership agreement with Boom Supersonic to bring the commercial airline one step closer towards routine supersonic aviation.\nThe agreement aims to shape the future of supersonic aviation, with Stratasys FDM 3D printing technology expected to help Boom fast-track the development of advanced tooling and production-grade aircrafts parts.\nBy leveraging the design freedom, production speed, and heightened cost efficiencies of additive manufacturing, Boom plans for the first flight of XB-1, its supersonic aviation demonstrator, to take place next year.\nThe company is deploying Stratasys FDM-based Fortus 450mc and F370 3D Printers — both designed to produce on-demand parts leveraging production-grade thermoplastics, as well as advanced manufacturing tools that perform even under aviation’s most challenging environments.\nBoom’s supersonic airliner will reportedly fly 2.6 times faster than any other aircraft on the market today. Accelerating to 1,451mph, the planes could reduce typical New York to London flight times of seven hours to just over three.\nFounder and CEO of Boom, Blake Scholl explained: “Supersonic flight has existed for over 50 years, but the technology hasn’t existed to make it affordable for routine commercial travel. Today’s significant advances in aerodynamics, engine design, additive manufacturing, and carbon fibre composite materials are transforming the industry at all levels.”\nNov 15-16, 2107 – Exhibition Centre Liverpool\nThe UK’s biggest showcase for the Fourth Industrial Revolution (4IR) – a revolution in manufacturng agility, innovation and thinking.\nHighlighting the best solution providers and technology offerings, this unique FREE event is for manufacturing business leaders keen to adopt the relevant tools and knowledge to drive business growth.\nNew for 2017:\n- Buyer Lounges – matching buyers and sellers\n- Tech Zones – Industrial IoT, Automation & Robotics, Additive Manufacturing, Digital Transformation, and Big Data\n- Solution Theatres – engaging expo attendees with case studies and cutting-edge developments\n- Mentor Clinics – find the answers to your questions\n- Innovation Alley – growing the expo ecosystem with hardware start-ups", "label": "Yes"} +{"text": "After two delays this week, Orbital Sciences Corp.'s Cygnus cargo spacecraft was successfully launched aboard an Antares rocket from NASA's Wallops Flight Facility in eastern Virginia at 1:07 p.m. Thursday.\nThe cargo delivery will reach the International Space Station Sunday morning with its 2,800 pounds of cargo, including supplies, parts and science experiments. It will remain attached to the space station until Feb. 18, when it will return loaded with 2,800 pounds of disposable cargo that will burn up on re-entry.\nThis is the first of 18 cargo delivery missions for Dulles-based Orbital under a $1.9 billion NASA contract. It will deliver a total of 44,000 pounds of cargo to the space station through late 2016.\n\"Our team has put in a lot of hard work to get to the point of performing regular ISS cargo delivery trips for NASA,\" said Orbital CEO David Thompson. \"It's an exciting day for all of us and I'm looking forward to completing this and our future CRS missions safely and successfully for our NASA customer.\"\nOrbital (NYSE: ORB) completed a successful demonstration mission to the space station in October.\nThis week's launch was delayed Tuesday by extremely cold weather and again on Wednesday because of unusually high space radiation.", "label": "Yes"} +{"text": "With the contribution of the LIFE programme of the European Union - LIFE14 ENV/GR/000611\nThe fourth Copernicus sentinel satellite, Sentinel-1B, was successfully launched!\nThe fourth Copernicus sentinel satellite, Sentinel-1B, was successfully launched from Europe’s Spaceport in Kourou, French Guiana on 26th April at 23:02 Brussels time (22:02 GMT). The 2.3 tonne unit lifted off on a Soyuz rocket that delivered the European Union satellite into orbit at a height of 693km. Sentinel-1B is now orbiting around the Earth, with a 180° orbital phasing difference with its twin brother, Sentinel-1A, which was launched 2 years ago.\nThis mission provides key data to the European Union Copernicus Programme and benefits numerous services, for example, those relating to the monitoring of Arctic sea-ice extent, routine sea-ice mapping, surveillance of the marine environment, monitoring land-surface for motion risks, enabling forest, water and soil management, and mapping to support humanitarian aid and crisis situations.\nCopernicus is a European system for monitoring the Earth coordinated and managed by the European Commission. The development of the observation infrastructure is performed under the aegis of the European Space Agency for the space component and of the European Environment Agency and the Member States for the in situ component.\nCopernicus consists of a complex set of systems which collect data from multiple sources: earth observation satellites and in situ sensors such as ground stations, airborne and sea-borne sensors. It processes these data and provides users with reliable and up-to-date information through a set of services related to environmental and security issues.\nSource: Copernicus programme website\nThe LIFE GYM [LIFE14 ENV/GR/000611] project is co-funded by the LIFE programme, the EU financial instrument for the environment.\nThe sole responsibility for the content of this report lies with the authors. It does not necessarily reflect the opinion of the European Union. Neither the EASME nor the European Commission are responsible for any use that may be made of the information contained therein.\nStart Date: 15 September 2015 – Duration: 35 months", "label": "Yes"} +{"text": "Garmin International Inc., a unit of Garmin Ltd. (NASDAQ: GRMN), the global leader in satellite navigation, and Jeppesen, a leading provider of aeronautical charting and navigation services, are pleased to announce PilotPak™, a new bundle pricing program for databases on select Garmin panel mount avionics. PilotPak provides a more affordable single aircraft pricing structure and simplifies the database purchase process by offering a one-stop shop experience.\n“Garmin and Jeppesen are continuing to make it easier and more affordable for pilots to keep their aviation databases up-to-date,” said Gary Kelley, Garmin’s vice president of marketing. “We know that pilots depend on these databases for safety and convenience, and we’re pleased to work together to offer customers a single and comprehensive purchase and support solution.”\nPilotPak provides all the databases within the selected package to be used with any combination of GTN™, G600, G500, G500H and G3X installed in one aircraft, all for a single annual price. Each bundle option includes Garmin’s popular SafeTaxi®, Obstacle, Terrain and Airport Directory, and customers are able to choose between bundle options that include Jeppesen NavData, Jeppesen JeppView and/or Garmin FliteCharts®.\nWith a PilotPak Standard Americas subscription, a pilot can enjoy 20 percent savings on databases for a single GTN or 60 percent savings with the inclusion of a G500 when compared to purchasing annual subscriptions to each database individually. When Garmin’s FliteCharts are included, the savings on databases for a single GTN 750 amount to over 30 percent and when combined with a G500, the customer saves over 70 percent. Whether a pilot has one or more of the qualified avionics, they pay a single, affordable price for the selected package.\nThe databases have been bundled into several different packages:\nThe Lite, Standard and Standard with Garmin FliteCharts PilotPak options are available from www.flygarmin.com. The Standard and Standard with Jeppesen JeppView options are available at www.jeppesen.com/gtn.\nGarmin International Inc. is a subsidiary of Garmin Ltd. (Nasdaq: GRMN), the global leader in satellite navigation. Since 1989, this group of companies has designed, manufactured, marketed and sold navigation, communication and information devices and applications – most of which are enabled by GPS technology. Garmin’s products serve automotive, mobile, wireless, outdoor recreation, marine, aviation, and OEM applications. Garmin Ltd. is incorporated in Switzerland, and its principal subsidiaries are located in the United States, Taiwan and the United Kingdom. Garmin, FliteCharts and SafeTaxi are registered trademarks, and PilotPak and GTN are trademarks of Garmin Ltd. or its subsidiaries.\n- EBACE – Eurocopter launches EC175 with VIP/executive interior\n- NZ heliski firm fined $6,000\n- Vector Aerospace showcases GEMS engine management program at EBACE\n- SHG receives its 70th Eurocopter\n- Bristow Group Announces 25% Dividend Increase\n- FLIR Systems wins $23M US Coast Guard order\n- Swiss air ambulances at war – Rega v TCS\n- Air Methods Reaches Highest Level in FAA’s Safety Management System Program\n- CAE-built Lynx full-mission flight trainer celebrates 25 years of service\n- Universal Avionics Expands International Repair Capabilities for the EFI-890R/890H\n- Soloy sells 12 Honeywell engine kits for Chinese AC311 helicopter\n- CALSTAR appoints new Chief Pilot\n- Universal Avionics Announces New Warranty Program\n- Barco unveils new US Training/Simulation Demo Center\n- UK Apache Hellfire missiles restocked in £15M deal\n- Branding Iron hires new PR/Marketing Coordinator\n- Register Update – USA – week to 19 May 2013\n- New Helicopter Base in Valdosta Aimed at Saving Lives\n- UK – Castle Air opens new base at Biggin Hill\n- Ka-226T completes test EMS missions for Winter Olympics in Sochi", "label": "Yes"} +{"text": "Fantasy of Flight Museum Photos Page 1\nAny questions, comments, or problems, please\nThese pictures were taken and shared with the web by\nThese photos were taken at the Fantasy of Flight Museum in Florida. True walk arounds were difficult due to the ropes and other aircraft that got int he way.", "label": "Yes"} +{"text": "Flight Havana - Holguín\nDuration 1 hour and 20\nMonday 6.00 h\nThursday at 6.00 h\nMonday 8.40 h.\nHavana Hotels - Havana Airport\nHolguín Airport - Holguín Hotels\nHolguín Airport- Guardalavaca Hotels\nUnless otherwise stated, these rates include the fuel charge, which applies to domestic flights.\nThe reservations confirmed for the Varadero - Cayo Largo flight and that have to fly via Havana, will have a transfer fee of € 25.\nCustomers must be at the airport 2 hours before the departure of the flight.", "label": "Yes"} +{"text": "BEACON TRANSCRIPT – If you thought you had a great week, wait until you hear how Elon Musk’s went down. The multi-billionaire responsible for Tesla Motors, PayPal, Solar City and SpaceX has finally signed a deal with NASA.\nBesides being invited to make a guest appearance on The Big Bang Theory – one of the highest rated TV sitcoms – Musk saw his space transport services company SpaceX become the first private aerospace manufacturer to get in business with NASA.\nElon Musk is notoriously a less-than-friendly figure, but guest starring in the Thanksgiving episode of the sitcom gave him a chance to show a warmer side of the self-made businessman. But this accomplishment faded in the shade of the key NASA contract that allows SpaceX to ship astronauts to and from the International Space Station (ISS).\nAccording to NASA’s announcement on Friday, Musk’s company was awarded four missions to carry astronauts, in addition to some more missions awarded to Boeing. Even though the announcement was somewhat expected, it showed last year’s disastrous rocket crash did not cancel the deal.\nAfter retiring the Space Shuttles four years ago, NASA relied on the Russian Federal Space Agency for the transportation of personnel to and from the ISS; not only NASA, but also the other 16 nations involved in space programs.\nBut the seat the Russians provided did not come at a low price. The SpaceX and Boeing spacecraft are more than welcomed to start their flights, given that the seats on Russia’s Soyuz rockets cost not less than $82 million each. However, the Russians still have monopoly on the situation for two more years.\nConsidering the gradually deteriorating international relations with Vladimir Putin’s government, these two years – during which NASA will pay Russia roughly half a billion dollars – will not be easy for the U.S.\nUntil then, Musk’s legendary drive is reflected in the SpaceX’s tenacity to become an important player in the American space program. The company will serve both in the military department, as well as in ISS flights. The South African-born entrepreneur’s stern ambition was, however, dialed down a bit during his Big Bang Theory apparition.\nMusk appears as a humbler version on himself, meeting with Howard Wolowitz (played by Simon Helberg), an engineer and one-time astronaut. They cross paths while they’re both volunteering at a homeless shelter, allowing Elon Musk to show off his softer side, which we don’t get to see all that often.\nImage Source: CBS Static", "label": "Yes"} +{"text": "Azorra welcomes the newest member of our Team!\nOko J. Nelson is joining Azorra as an Analyst with responsibility for conducting pricing and financial analysis related to aircraft acquisitions and sales, as well corporate forecasting. He has recently graduated from Embry-Riddle with a Master of Business Administration in Finance and has held various internship roles at Northrop Grumman, Boeing and First Financial Group of America.\nWe are excited to welcome Oko to our growing Azorra Team!\nJanuary 5, 2022\nDesigned by Jacquelyn Brink\nCopyright 2024 - Azorra Aviation Holdings, LLC\n+1 (954) 332 9776\n25 Earlsfort Terrace,\nDublin D2, D02 PX51 Ireland\n201 East Las Olas Boulevard,\nFort Lauderdale, FL 33301\nAzorra is a relationship-driven commercial aircraft lessor, providing lease, financing, and asset management solutions with a focus on regional, crossover and small narrowbody aircraft. Azorra’s management team, with more than 25 years of experience on average, is led by industry veterans with a proven track record and a wealth of experience in aircraft leasing.", "label": "Yes"} +{"text": "OSIRIS-REx's Spacecraft, Up Close and Personal\nThe UA's Dante Lauretta has been on a lengthy mission to design, build and launch a spacecraft to a near-Earth asteroid to collect a sample and return that sample to Earth.\nLITTLETON, Colo. — For a dozen years, Dante Lauretta has flown to and from his home in Tucson to Littleton, Colorado. Now, on a snowy spring morning at Lockheed Martin’s sprawling Colorado compound, Lauretta is talking with a group of visitors about the impetus behind his frequent trips here.\nHe and his colleagues from around the world have been on a years-long mission to design, build and send a spacecraft to a near-Earth asteroid to collect a sample of that asteroid and return it to Earth for analysis. The mission’s aim would be to better understand asteroids — and the origins of the solar system.\nAnd so was born OSIRIS-REx. The final opportunity for outsiders to see and photograph the mission's 9-square-meter spacecraft before its scheduled Sept. 8 launch came Friday in a six-hour media gathering hosted by NASA and Lockheed Martin. During a tour of Lockheed's facilities, reporters and social-media representatives were able to observe the spacecraft receiving its finishing touches. It will be transported by an Air Force C-17 cargo plane to Cape Canaveral, Florida, on May 20.\nIn addition to Lauretta, the group heard from Jason Dworkin, a NASA scientist; Richard Kuhns, Lockheed program manager for OSIRIS-REx; and Scott Messer, a program manager for United Launch Alliance.\nThe spacecraft for OSIRIS-REx — the Origins, Spectral Interpretation, Resource Identification, Security, Regolith Explorer — must pick up a pristine sample of an asteroid’s regolith, the loose soil and rocky material found on its surface.\n\"I’m really interested in the role these bodies have played or potentially play in the origin of life on Earth and the establishment of the habitability of our planet,\" says Lauretta, professor of planetary science and cosmochemistry at the University of Arizona Lunar and Planetary Laboratory and principal investigator for OSIRIS-REx.\n\"We’re really going back 4.5 billion years in history,\" he says. \"We’re getting rocks that record the processes that were taking place right at the dawn of our solar system, when the planets were being born and the materials that would go into those planets were being formed.”\nThe spacecraft was designed and built at Lockheed Martin in Littleton, and within days scientists and technicians will be wrapping up the testing phase there.\nTo capture a sample of the regolith, the spacecraft will hover over a carefully chosen area on the asteroid’s surface and then \"will be sent down at a very slow and gentle\" 10 centimeters per second to make five seconds of contact with the asteroid’s surface to vacuum up the regolith, Lauretta says.\nThe precise maneuvering of the spaceship around the asteroid — or proximity operations capabilities, as it is known — was one of the greatest challenges involved in developing OSIRIS-REx.\n\"That’s a real important capability for any mission that’s going to interact with asteroids in the future,\" Lauretta says.\nThe asteroid involved in the mission is not just any old asteroid.\nThis one is known as Bennu, one of more than 700,000 in our solar system. It was chosen for many reasons, but chiefly because it’s one of the most accessible carbonaceous asteroids in our solar system and one of the most well-characterized ones. Scientists have a good read on the radar data and telescopic data that tell about its orbit and composition.\n\"When you know a lot about an object, it really helps you plan the mission,\" Lauretta says.\nData show that Bennu, provisionally known as 1999 RQ36, has a polar diameter of 508 meters and mean diameter of 492 meters. It also has a spinning-top shape; that is, it sports a bulge along its equator, a common feature among near-Earth asteroids.\n\"What we think this means is that this is a rubble-pile object,\" Lauretta says.\nThat means Bennu is probably made out of many boulders tens to hundreds of meters across.\n\"(The boulders) are loose, and they’re responding to the forces of the asteroid spinning, and material is migrating from the pole of the asteroid and accumulating at the equator and building up a ridge,\" Lauretta says. \"That’s the theory. The good news is that we’re going to get out there and take a good look at the asteroid, and we’re going to test that theory, and we’re going to try and figure out why so many asteroids have that spinning-top shape.\"\nNo matter the reason, Bennu is in an unstable orbit, which means it probably won’t last more than 10 million years before it collides with Earth or another planet, or falls into the sun, Lauretta says.\nWhich is of concern to Lauretta and other scientists. In fact, Bennu is considered a potentially hazardous object and has a relatively high probability of impacting the Earth. So scientists are interested in understanding how asteroids’ orbits evolve.\nKey to that evolution is something known as the Yarkovsky effect.\n\"Which is simply that an asteroid receives energy from the sun, turns that energy into heat, and as it rotates into the afternoon throws that energy back into space as thermal energy, and that acts like a thruster and changes the orbit of the asteroid slowly but surely over time,\" Lauretta says. \"If you want to know where an asteroid is going to be in the future, particularly in our future, then you want to know about the Yarkovsky effect.\"\nLikewise, if you want to know what an asteroid is made of, take a look at its spectroscopic data.\n\"With spectroscopy, we look at how asteroids reflect light and how they emit light,\" Lauretta says. \"That tells us something about the temperature on the surface and something about the composition, especially the minerals that make up the surface of the asteroids.\n\"We have samples of (asteroids) on Earth in the form of meteorites. But we have a really hard time linking the spectral properties of the meteorite with those of an asteroid so that we can say what the distribution of compounds in our solar system is.”\nThat's why getting a pristine sample of the regolith is imperative.\nIn addition to a touch-and-go sample acquisition mechanism and a sample return capsule, the spacecraft will carry a laser altimeter; a suite of cameras to which the UA contributed; spectrometers; and lidar, which is similar to radar, using light instead of radio waves to measure distance.\n\"I never dreamed I’d be in charge of a program of this magnitude and this significance and this much fun,\" Lauretta says. \"I’m anxious to get through the launch phase and into space and change our mode of operation, because we’ve been building this thing and designing it for so long.\n\"Getting to fly it is going to be a new and exciting challenge.\"\nTopicsScience and Technology\nUniversity of Arizona in the News", "label": "Yes"} +{"text": "Space Systems Loral and Busek Co. have agreed to further the development work for a solar electric propulsion aircraft in an effort to help meet future requirements of NASA and other government agencies.\nMatteo Genna, chief technology officer of SSL, said Monday the collaboration with Busek will help to advance the development of a thruster production capability.\n“Working together will put us at the forefront of advances that will benefit satellite operators and are essential to the development of future space infrastructure and space exploration,” added Genna.\nSSL has developed a number of satellites powered by solar electric propulsion systems.\nBusek built the first Hall Effect thruster and provides propulsion systems to the Defense Department and NASA.", "label": "Yes"} +{"text": "A team of researchers from the Fraunhofer FKIE Institute has developed an unmanned aerial vehicle that can position a screaming human. In the event of a natural disaster, the drone has the ability to detect and pinpoint voices calling for help from survivors, enabling them to cover a wider area faster than disaster relief teams and rescue dogs.\nIn order to train the AI onboard the drone, the research team recorded sound samples such as screaming, calling for help, or even tapping something to indicate where they were located without being able to speak, and implanted them into the AI algorithm. In addition, AI is equipped with an ultra-small digital microphone array, such as those mounted on smartphones and hearing aids, by adjusting to remove unnecessary sounds such as the drone’s own rotor sound.\nThe microphone signal processing technology mounted on the bottom of the drone tracks from which direction the human sound is coming from. It has already succeeded in an outdoor field experiment assuming an actual site, and it can detect the sound and confirm the location within a few seconds.\nThe research team plans to expand the range of sound detection by processing more voice signals using a microphone that can detect higher frequencies as a development goal. It is not yet known when this technology will leave the research field and become practical. The research team is in the process of patenting a technology that tracks the sound sensed by a microphone array, while on the other hand, it continues to experiment and develop prototypes.\n[Video: Field experiment using the MEMS system mounted on the drone to hear inpulsive sounds produced by a potential victim.mp4]\nThere are already examples of the introduction of unmanned aerial vehicles at disaster sites. For example, it is used to investigate the collapse of a building to understand the initial situation, and an infrared camera detects the body temperature of a survivor. Related information can be found here.", "label": "Yes"} +{"text": "The UAE names the two Emiratis who will be first to go into space to the International Space Station following an extensive search for astronauts\nThe UAE on Monday named the two Emiratis who will be the first to go into space to the International Space Station following an extensive search for astronauts.\nSheikh Mohammed bin Rashid Al Maktoum, UAE Prime Minister, Vice President and Dubai Ruler, tweeted that he is proud to announce the success of Hazza Al Mansouri and Sultan Al Nayadi.\nHe said he hoped the duo would \"raise the bar for an entire generation\", adding: \"We have the only Mars probe program in the region; our satellite industry has realised its full potential; we have UAE astronauts; we have a space industry worth AED20bn & we have aspirations without limits... When given the opportunity, Arabs can reach for the stars.\"\nThirty-four-year-old Hazaa Ali Abdan Khalfan Al Mansouri has a Bachelor’s Degree in Aviation Science and Military Aviation from the Khalifa bin Zayed Air College, has 14 years of military aviation experience, and has completed training programmes both inside and outside the country. In 2016, Al Mansouri qualified to be an aeronautical pilot and now pilots an F-16B60 aircraft.\nThirty-seven-year-old Sultan Saif Muftah Hamad Al Niyadi has a PhD in Data Leakage Prevention Technology from Griffith University in Australia that he had obtained in 2016, as well as a Master’s degree in Information and Networks Security from the same university, a Bachelor’s degree in Electronics and Communication Engineering from Brighton University in the United Kingdom, UK, and completed a general education programme in IT in the UK in 2001.\nThe final two were chosen after a shortlist of nine candidates competing to become the UAE’s first astronauts underwent tests recently in Moscow.\nThe tests were conducted over the course of three weeks at the Gagarin Research and Test Cosmonaut Training Centre and at the Institute of Biomedical Problems at Russia’s State Scientific Centre.\nThe two astronauts from the Emirati corps will be trained in Russia, one primary and one backup. One of them will be joining a crew of Russian commander and an American astronaut in Soyuz MS-12 spaceflight which is planned to launch to ISS in April 2019.\nThe other will receive extensive training for future long duration space missions.\nHamad Obaid Al Mansouri, chairman of the Mohammed bin Rashid Space Centre, also tweeted: \"This announcement is the beginning of a new phase and a milestone for our beloved nation and the young people of the nation who aspire for a brighter future; it is a privilege and pride to succeed in the Mohammed bin Rashid Space Centre in delivering the ambition and aspirations of the UAE youth Into space.\"\nYousef Al Shaibani, director general of Mohammed bin Rashid Space Centre, added: \"We have always had faith and certainty in the abilities and competencies of the sons and daughters of the nation, and in light of it we launched the most important and challenging in the history of our beloved nation, which has surpassed the achievements and successes on the ground to look for challenges and stakes in space.\"\nThe Mohammed bin Rashid Space Centre launched the Emirates Astronauts Programme in December 2017 and created an e-registration portal for those who aim to be the first Emirati astronaut.", "label": "Yes"} +{"text": "Accession Number : AD0771525\nTitle : Pulse Mode Performance Model Computer Program Documentation and User's Guide. Volume IV. Appendix E. PMDER/TDK Source Program Listing.\nDescriptive Note : Final rept.,\nCorporate Author : ROCKWELL INTERNATIONAL CORP CANOGA PARK CALIF ROCKETDYNE DIV\nPersonal Author(s) : Chadwick,W. D. ; Combs,L. P.\nReport Date : JAN 1972\nPagination or Media Count : 205\nAbstract : The Pulse Mode Performance Model computer program has been developed to provide an analytical tool for accurately predicting the pulse-mode performance of attitude control rocket engines. Volume IV is a listing of the TDK source program coding. (Modified author abstract)\nDescriptors : *Controllable thrust rocket engines, *Attitude control systems, *Spacecraft, *Computer programs, Liquid propellant rocket engines, Thrust chambers, Combustion chambers, rocket nozzles, Injectors, Transients, Combustion, Thermodynamics, Instruction manuals, FORTRAN\nSubject Categories : Computer Programming and Software\nLiquid Propellant Rocket Engines\nDistribution Statement : APPROVED FOR PUBLIC RELEASE", "label": "Yes"} +{"text": "I was going to make a joke about Marine Corps wives making their own gravity also but I won't do that. I have a question about a speed. I know he tried, if I understand it correctly, to go higher and was told they had commercial traffic in the way and then he asked for flight following and was advised he was too low for radar assistance. I assume that's the little bump up to 2000 feet likely because the fog was so bad and he was looking for a clear patch. I don't understand much about helicopters and I'm wondering if there's a reason why he was flooring it. I assume going slow in helicopter probably burns more fuel but if Wikipedia is correct he was almost at max speed. aircraft rarely traveled at Max speed, correct?", "label": "Yes"} +{"text": "PIA has airline services to both domestic and international destinations, with airline services in many major airports around the world. Here are ten major airports that PIA services internationally and the corresponding terminal that you will find PIA in. Toronto, Canada; Toronto Pearson International Airport: PIA is located in Terminal 3.\nPIA has airline services to both domestic and international destinations, with airline services in many major airports around the world. Here are ten major airports that PIA services internationally and the corresponding terminal that you will find PIA in. Toronto, Canada; Toronto Pearson International Airport: PIA is located in Terminal 3. Pakistan International Airlines is known for giving pilot and cabin crew training to the employees of the world's top-ranked airlines with the likes of Emirates, Qatar Airways, Air Malta and Flydubai. PIA also leased its aircraft to Emirates in the earlier parts of their existence. Born on March 11, 1962, the twin babies, a girl and a boy, became the jet travellers at the early age of 5 months by undertaking 4,500 miles journey by air unaccompanied by their parents. They arrived in Karachi on a PIA flight from London and took the connecting flight to Rawalpindi twenty minutes later, adding another 700 miles to their May 25, 2020 · The pilot of the Pakistan International Airlines (PIA)'s crashed plane ignored three warnings from the air traffic controllers about the aircraft's altitude and speed before the landing, saying he Originally known as ‘Orient Airways’ back when it was established in 1946, Pakistan International Airlines acquired its new name in 1955 becoming the country’s national airline. With its main aim to cater to Pakistanis, this flight has proved to be the country’s backbone in the aviation industry and continued its operations even in\nJun 24, 2020 · A domestic flight operated by Pakistan International Airlines (PIA), PK8303, was traveling from Lahore to Karachi when the Airbus A320 came down in a residential area near Jinnah International Airport. The 91 passengers and crew of eight were all killed in the crash, apart from two people who miraculously survived the wreck.\nThe total flight duration time from Peoria (PIA) to Mesa (AZA) is typically 3 hours 10 minutes. This is the average non-stop flight time based upon historical flights for this route. During this period travelers can expect to fly about 1,317 miles, or 2,120 kilometers. Jun 24, 2020 · PIA plane crash: Pilots ignored warnings from air traffic control, says Ghulam Sarwar Khan “But the one thing that cannot be explained is that when the plane was at five nautical miles away\nMiles can be used to purchase flights or upgrades wherever Pakistan International Airlines flies. Pakistan International Airlines – How to Check In, Seating Assignment, Leg Room and Other Fees You can book online and reserve your preferred seat, given availability, fare, and restrictions.\nMay 25, 2020 · The Airbus A-320 from Lahore to Karachi was 15 nautical miles from the Jinnah International Airport, flying at an altitude of 10,000 feet above the ground instead of 7,000 when the Air Traffic Control (ATC) issued its first warning to lower the plane's altitude, Geo News quoted an ATC report as saying. Pakistan International Airlines – Pakistan’s Premier International Airline. Pakistan International Airlines – PIA is the largest airline of Pakistan. The national airline of the country was previously known as “Orient Airways.” The fleet family has over 35 aircraft including Boeing-777 and Airbus A-320. Standard Chartered Bank and PIA launched Credit Cards allowing passengers to earn air miles for use of their credit cards. In 2009, PIA was the gold sponsor for Logistics Pakistan, an Exhibition and Conference poised to highlight the emerging opportunities for the Logistics sector in Pakistan.\n- archive internet roku\n- download ip address hider\n- comment ajouter lexode à kodi sur android\n- haut p2p mmo\n- how to make a home vpn\n- free bittorent\n- quel vpn utiliser en chine\n- how to open blocked sites in saudi arabia\n- exécuter kodi à partir du lecteur usb\n- alternatives to tor browser\n- regarder arrow en ligne gratuitement\n- open google chrome\n- wd mon mot de passe administrateur par défaut du cloud\n- supprimer avast secureline vpn\n- philippine proxies", "label": "Yes"} +{"text": "Heliport to come up in Rohini area\nIf you can afford a small aircraft or a helicopter you may be able to land in Delhi’s northern suburb Rohini. If not, you could still avail private helicopter services to be launched for tourists in remote areas, especially in northern India. Chetan Chauhan reports.Updated: Jun 13, 2011 23:06 IST\nIf you can afford a small aircraft or a helicopter you may be able to land in Delhi’s northern suburb Rohini. If not, you could still avail private helicopter services to be launched for tourists in remote areas, especially in northern India.\nDelhi is set to get its first heliport outside the Palam airport area, where small aircrafts and helicopters land.\nThe environment ministry has accorded in principle approval for constructing a heliport in 25 acres of barren land in Rohini, a few kilometers away from the Rithala metro station. The proposal, mooted by the civil aviation ministry, will cost Rs 64 crore.\n“The heliport is already approved under the Master Plan of Delhi and the environment ministry’s approval is required,” the civil aviation ministry said, adding it will be used for civil as well as military purposes.\nThe proposed heliport will have sufficient facilities to cater to a sizeable numbers of passengers. A terminal building in 2000 square meters, which can be expanded further, will be constructed. There will be parking facilities for more than 100 passenger cars.\n“The ground access requirements will include terminal curbside, roadways, and vehicle parking for employees and visitors,” said the civil aviation ministry’s proposal.\nThe new air landing facility in Delhi will have at least four hangars capable of maintaining large helicopters such as the Mi 172 of the Indian Army. “It will have all facilities that a small heliport requires,” an official said.\nConsidering the Terms of Reference (TOR) for the proposal, the environment ministry has stipulated conditions to protect local water quality, compensatory afforestation for 59 trees that will have to be cut and ways to maintain local noise levels.\nThe environment ministry also asked the project proponents to provide details of solid waste and water waste management to be incorporated at the new heliport. The ministry wants the new project, first of its kind in Delhi, to be environment friendly. If all goes well, Rohini can have its small air space in the next two to three years.\nFirst Published: Jun 13, 2011 20:49 IST", "label": "Yes"} +{"text": "Following its recent commercial debut in Japan, Boeing’s brand new 787 Dreamliner will soon take part in a six-month world tour, starting with trips to China, Africa and the Middle East. The ‘Dream Tour’ will start on 4 December when the new aircraft will visit China, with stops in Beijing, Guangzhou and Haikou to visit partners, government representatives and airline customers including Air China, Hainan Airlines and China Southern.\nThen from 11 December, the Dreamliner will fly to Africa with stops in Addis Ababa and Nairobi to visit Ethiopian Airlines and Kenya Airways. It will then move on to Doha to visit Qatar Airways. Additional tour stops are being planned for January to April 2012, further destinations to be announced later.\n“The 787 Dreamliner is a game-changing airplane and we’re delighted to be able to bring this innovative product to our customers who will soon be receiving their own 787s,” said Ray Conner, Vice President of Sales for Boeing Commercial Airplanes. “This airplane is now changing the way the world flies, and we want to share that excitement with as many people as we can.”\nMany of the stops will include opportunities for local media to tour the aircraft and talk with Boeing executives and pilots.", "label": "Yes"} +{"text": "Apr 14, 2016\nTEL AVIV [MENL] -- Israel, intent on a unique configuration, has developed amajor system for the Joint Strike Fighter.\nTEL AVIV [MENL] -- Israel has expressed interest in acquiring kamikazeunmanned aerial vehicles.\nApr 12, 2016\nLONDON [MENL] -- Azerbaijan has deployed a range of Israeli weapons in itswar with Armenia.\nApr 11, 2016\nANKARA [MENL] -- Turkey's military aircraft was preparing to be certified bythe European Union.", "label": "Yes"} +{"text": "On October 7, 2008, Carrie Holmes, 30, and a team of international skydivers became the first to skydive from above Mount Everest. With oxygen tanks and custom high altitude jumpsuits, the 16-person team broke a world record when they jumped from above the summit and landed in the highest drop zone ever—at 12,350 feet in the nearby village of Syangboche. —As told to Bryn Fox\nWhen I heard about the Everest skydive, I was immediately intrigued and wanted to be a part of it. I try to have goals to further my skills on every jump. In an effort to continue to learn, I often jump with more-experienced jumpers and seek out feedback and advice from those in the dropzone. I became a part of the (Everest) jump team in December 2007.\nI have always been an active individual, but [to prepare] I upped the workout program, sought exercise advice from my trainer Josh Morse, and incorporated hiking on a regular basis. Because the Everest skydive required oxygen, which I had never used on a regular basis before, I took a course on aerospace physiological training that discussed the effects of hypoxia on the body. SkyDance SkyDiving in Davis, California, offered a HALO (high-altitude low-opening) program, so I traveled there to experience jumping with full oxygen equipment. I had previously lived at altitude, so I knew I was easily susceptible to altitude sickness.\nTo acclimate, the Everest skydive team met in Katmandu and then flew to Lukla— the main starting point for treks through the Himalayas. From Lukla we trekked for eight days, stopping each night at local villages. Then we headed to the dropzone at Syangboche. It was the first time a plane had landed in Syangboche since the early 1990s. We were all staring down the valley, just waiting to see a plane. Finally, we saw a helicopter followed by an airplane, and we all cheered. Shortly after the plane arrived, a Russian M17 helicopter arrived with barrels of aviation fuel.\nEach solo diver did two jumps. The first jump was from 18,000 feet, with only a five-second freefall before pulling the canopy. The intent was to familiarize us with the equipment and the landing area. The second jump—the big jump—was from 29,500 feet. As the plane flew to altitude, I was trying to take in the moment and engrave the images on my brain so I would never forget. We flew close to Everest, and the scenery was jaw dropping. As we approved jump altitude, we switched from the oxygen system in the plane to our personal oxygen bottles.\nChris Parsons and I were doing the first-ever two-way, meaning the two of us were linked on exit and held hands during freefall. Once Chris and I were linked, he gave a count of three and we exited the plane. We freefell for about 60 seconds before pulling our parachutes. The canopy ride was about five minutes before we reached the ground. On the 29,500-foot jump, the clouds came in after we exited the aircraft, and they covered the landing area. The moment I realized that I was going to have to find an alternative landing area was not a good feeling. I ended up landing above the dropzone on uneven terrain and sustained injuries: a compound fracture of my left ankle and a fracture in my lumbar area.\nThe event was huge to the country of Nepal because there had never before been skydiving there. It was the farthest I had ever traveled and the longest holiday I had ever taken. It was the world record. And it was the first time these jumps were attempted. There aren’t many firsts left in the world, and it is great to be a part of something so rare.", "label": "Yes"} +{"text": "Florida Space Business Roundtable (FSBR)\nIn 2015 FSI is initiating a distinguished speakers series called the Florida Space Business Roundtable, or FSBR.\nFSBR will bring space leaders to the Orlando-Space Coast area on a monthly basis to speak about the most important space topics of the day—from space policy matters to business plans to the latest scientific results and new mission plans.\nSpeakers will bring government agency and elected officials, White House and Congressional staffers, regulators, aerospace leaders, scientists and technologists to Florida. The objective is to create regular venues that a wide cross section of Florida aerospace industry can benefit from space leader insights without having to travel to Washington or other far away locales, saving both time and expense and creating a stronger and richer space community in Florida.\nNASA Associate Administrator for human spaceflight Bill Gerstenmaier will be among FSBRs first speakers.\nFSBR will be supported by industry and academic institution memberships.\nA roster of upcoming speakers and topics will soon be posted.\nContact FSI Chief Scientist Dr. Alan Stern for more details: Alan.Stern@ucf.edu, 303.324.5269.", "label": "Yes"} +{"text": "So far this year, aerial operations have been suspended 14 different times due to drones flying over wildfires.\n\"It's tough to fly over a fire as it is, there's lots of turbulence bouncing you around, smoke and debris as you try to line up and drop fire retardant, you can't see a drone,\" said Cal Fire Batallion Chief John Francois.\nAccording to Francois, drones can only be spotted by crews on the ground who immediately report them forcing a suspension of air operations.\nThis happened last Friday in San Bernardino County for 20 minutes until a drone was cleared out of the airspace.\n\"I'd hate to be the person who owns that drone who just took this valuable tool away so he could take pictures while his neighbor's house burned down or God forbid his neighbor lost his life just so he could get a video up on YouTube,\" said Francois.\nA bill was just introduced in Sacramento that would make it illegal to fly a drone over a wildfire. If it becomes law, it will carry a $1000 fine.", "label": "Yes"} +{"text": "Q: Why is it good that there are female astronauts?\nA: When the crew gets lost in space, at least the woman will ask for directions.\nWhen Apollo Mission Astronaut Neil Armstrong first walked on the moon, he\nnot only gave his famous \"One small step for man, one giant leap for man\nkind\" statement but followed it by several remarks, usual com traffic\nbetween him, the other astronauts and Mission Control. Just before he\nreentered the lander, however, he made the enigmatic remark \"Good luck Mr.\nMany people at NASA thought it was a casual remark concerning some rival\nSoviet Cosmonaut. However, upon checking, there was no Gorsky in either\nthe Russian or American Space Programs. Over the years many people\nquestioned Mr. Armstrong as to what the \"Good Luck Mr. Gorsky\" statement\nmeant, but Mr. Armstrong always just smiled and would not answer.\nJust last year, (On July 5, 1996) in Tampa, Florida while answering\nquestions following a speech, a reporter brought up the 29 year old\nquestion to Mr. Armstrong again. This time he finally more...\nNASA decided to send a shuttle into space with two monkeys and an astronaut. They trained them for months. Then when they thought they were all ready, they placed all three in the shuttle and got ready to send them up into space. As the moment came closer NASA's mission control center announced, ''This is mission control to Monkey One. Do your stuff.'' At that the first monkey started typing like mad and suddenly the shuttle's engines ignited and the shuttle took off. Two hours later NASA's mission control center announced, ''This is mission control to Monkey Two. Do your stuff.'' At that the second monkey started typing like mad and suddenly the shuttle seperated from the empty fuel tanks. Another two hours later NASA's mission control center announced, ''This is mission control to the astronaut...'' At this the astronaut shouted ''I know, I know. Feed the monkeys and don't touch anything.''\nYour resume includes that job as Strom Thurmond's nanny.\nYour historic moonwalk speech? \"I've fallen and I can't get up!\"\nBeing on oxygen, wearing a waste bag, and eating pureed vegatables through a straw are old hat to you.\nYour '96 bid for the presidency didn't quite pan out.\nYou can't remember the last time you experienced lift-off, if you know what I mean.\nForget the \"Vomit Comet\" test plane - you failed the \"turnstile\" test.\nNASA fits you for a spacesuit support bra - but you're not female.\n\"Houston, we're venting some sort of gas out into space... no wait, it's just me.\"\nNASA isn't all that impressed that you already get all your meals from a tube.\nYou can no longer see over the Shuttle steering wheel without your cushion.\nDuring take-off you keep yelling, \"If you kids don't knock off that racket, I'm turning this thing around and we're going straight home!\"\nDemand that liftoff be more...\nAn astronaut in space was asked by a reporter, \"How do you feel?\"\n\"How would you feel,\" the astronout replied, \"if you were stuck here, on top of 20,000 parts each one supplied by the lowest bidder?\"", "label": "Yes"} +{"text": "Some dynamic airframe stability considerations in the control problem\nBorthwick, Robert Bruce\nMetadataShow full item record\nThe dynamic stability analysis of the airframe for consideration in the control problem was made considering six degrees of freedom. The intention was to explore a method and determine the extent that such a scheme could be used in a system known to be non-linear at larger disturbances. It was determined that a very workable system exists whereby differential equations may be simply converted into block diagrams and vice versa. The system is workable for various flight conditions. It can also handle disturbances up to one tenth radian in most cases but is restricted to linear approximations. The system is compatible to any multi-loop control problem and is not restricted to airframe control. A standardized form now exists upon which multi-loop compensation theory research may be conducted using either basic hardware or differential equations as the basic system. The graduate work, for which this thesis is a partial requirement, was performed while the author was attending the U.S. Naval Postgraduate School during assignment to the Aeronautical Engineering curriculum (Avionics).\nShowing items related by title, author, creator and subject.\nSalmons, James Dale (Monterey, California: Naval Postgraduate School, 1990-09);This thesis sought to perform developmental flight testing of a half- scale unmanned air vehicle. To do this the half scale version of the Pioneer (used by the US Marine Corps for training) was chosen as the airframe to ...\nCline, John Hendrix (Monterey, California. Naval Postgraduate School, 1977-03);The rotor system of the proposed XH-2/CCR (Circulation Control Rotor) prototype aircraft and the state variable format of the airframe equations of motion are described. Through a study of the eigenvalues and eigenvectors ...\nAmoruso, Alfred P. (Monterey, California: U.S. Naval Postgraduate School, 1962);The use of self adaptive technique to compensate for the varying parameters of a flight control system is desirable for high performance aircraft and space vehicles. The technique discussed in this study consists of using ...", "label": "Yes"} +{"text": "THE diaphanous wing of the dragonfly is not only a thing of beauty, its pleated profile also makes it a superior aerofoil.\nThe dragonfly Aeschna cyanea can glide for up to 30 seconds without so much as a wingbeat. Yet its wings look nothing like the supposedly ideal streamlined, cambered wing perfected in 1901 by flight pioneers Orville and Wilbur Wright and used ever since by the aviation industry. Instead, the wing surfaces are highly corrugated, with pleats that stiffen them against bending across their span. But until now, no one could say for sure whether those pleats have any aerodynamic function, too.\nTo find out, aerospace engineers Abel Vargas and colleagues at The George Washington University in Washington DC flew detailed virtual models of A. cyanea‘s wings in a fluid dynamics simulator. They found that the pleats gave the wings much greater lift than they expected in gliding flight, matching and sometimes bettering that", "label": "Yes"} +{"text": "American Airline passengers want Hamilton tickets as compensation for 24-hour flight delay\n(FOX NEWS) - Pizza makes everybody happy, right?\nIn order to pacify almost 300 passengers during their two unscheduled diversions, American Airlines fed everybody a slice of pizza.\nAfter flight crew aboard an American Airlines flight from Milan to Miami on Saturday noticed a crack in the windshield, they made an emergency diversion to Stephenville Airport in Newfoundland, Canada.\nWhile the aircraft was taken out of service for repairs, the airline had a two-part plan. One: fly an alternate plane up to Newfoundland to collect the 287 passengers. And two: feed them pizza.\nAfter eating pizza at Stephenville Airport, passengers boarded an alternate plane 10 hours later. However, instead of flying down to Miami, the plane went to New York's JFK airport. A spokesperson for the airline told Travel + Leisure that due to crew time and customs availability, they were unable to fly the passengers directly from Canada to Miami.\nRead full story at FOXNEWS.COM", "label": "Yes"} +{"text": "Less than a fortnight after an Air India Ltd. jet’s tire blew out forcing the evacuation of the plane, passengers on another of its flights were asked to disembark on the runway of Mumbai’s international airport.\nAn official at the airport said smoke was detected on the Airbus A319 aircraft, although Air India said air traffic controllers were mistaken, and it was dust that had caused alarm.\nThe plane arrived in Mumbai carrying about 120 passengers on a domestic flight from the southern city of Hyderabad. The carrier has 22 A319 planes in its fleet.\nSoon after landing, air traffic controllers in Mumbai detected smoke from “either the engine or undercarriage” of the aircraft, the official said. The passengers exited the plane using emergency slides and the aircraft was shifted to a bay for inspection, the official said. No passengers were hurt.\nAn Air India official said the incident was caused by “overcautious air traffic controllers who assumed dust on the runway as smoke.”\n“All the systems were found to be in place after initial inspection,” the Air India official said.\nEarlier this month, a tire on an Air India A320 jetliner burst soon after it landed in Mumbai airport, forcing an emergency evacuation of the plane.\nThe airline has faced several issues with its planes over the past year.\nIn December, a member of its ground crew died after being sucked into an aircraft engine. The same month, an Air India plane made an emergency landing after the cockpit windscreen cracked. In September last year, one of the company’s planes suffered a hydraulic failure while landing in New Delhi.\nFor breaking news, features and analysis from India, follow WSJ India on Facebook.", "label": "Yes"} +{"text": "Nearly 7,000 flights daily could be delayed starting Sunday as air traffic controllers are furloughed nationwide, warns an airline industry trade group.\nBut Twin Cities airport officials don't expect major problems.\nThe Federal Aviation Administration has told air traffic controllers they will be furloughed for up to one day every two weeks, starting Sunday. The furlough effectively cuts staffing by ten percent and are in response to mandatory budget cuts that are part of the federal sequester.\nBut the Minneapolis-St. Paul International Airport could fare pretty well, airport spokesman Patrick Hogan said.\n\"In talking to the local FAA officials, we're pretty confident that it won't have major impacts here, at least not to the extent that it will at some other airports across the country,\" Hogan said. \"But it is a concern. They'll have fewer employees.\"\nThe FAA did not respond to a request for comment. Meanwhile, Airlines for America, the industry trade group, has asked a federal court to delay the furloughs.", "label": "Yes"} +{"text": "Where Can You Buy Drones - An Overview Rodman New York 13682\nThe Red Heron also comes with spare motors, which is a fantastic value include, specifically for rookie drone pilots.\nA great way to get rolling with drones is with the PowerUp Toys PowerUp 3.0, a kit that lets you change a paper airplane into a controllable motor vehicle. The package is $50 and connects into a Bluetooth-enabled smartphone to act as a controller.\nThe Rolling Spider has an ultra-compact style, however it’s incredibly stable. You need to use this drone inside of or outdoors – where ever you desire. And with a built-in FPV camera, you usually takes aerial shots through the sky.\nYou'd like a premium top quality aerial platform that can manage each individual assignment you place it up versus? DJI Encourage 2 can provide! You need a specialised autonomous drone that could observe you (or any regular or going item of the motivation) everywhere you go you go and report amazing aerial footage?\nChoosing which drone is the greatest drone for kids and that's the safest is incredibly critical For a lot of motives. Clearly there are actually rapid moving sections which could harm minimal fingers, eyes, and so on. There is often sharp edges to look at and smaller parts that could be choking dangers.\nRodman Parrot AR Drone Camera\nFollowing assembling the drone, you could learn to fly it employing a smartphone application, alongside with accessing 1-button tips and variable controls designed for newbie to Innovative pilots.\nThis is a good alternative in case you’re on the lookout for anything extremely uncomplicated for the toddle to have the ability to press a button and see the vehicle go!\nThe Hubsan X4 is really a mini quadcopter (2.four” duration and width) that’s super very easy to fly and exceptionally long lasting. With a 6 axis gyro, this minor drone has astounding balance. Even though your kids have not flown a quadcopter in advance of, they’ll haven't any issues flying the X4 correct out on the box.\nThis miniature drone produced by Hubsan sporting activities a wide variety of exciting features such as GPS, altitude hold, adhere to me and much more.\nThe X4 will come with a high capability LiPO battery and a 4-channel controller. It’s able to fly the moment it comes at your doorway – batteries are even bundled.\nThis post is surely an try that will help you master the bullet details of each and every of the most popular camera drones in the marketplace now.\nDrones For Sale Rodman New York 13682\nWith 4 channels, this quadcopter has 3D flight and will do 360 flips. And it will come with a protective guard, and that means you don’t destroy your mini drone through the to start with handful of flights.\nDISCLOSURE: When viewers obtain items or companies on This page, we earn affiliate commissions that support our perform.\nSlowly and gradually but definitely, we're moving ahead to the most beneficial drone on this listing. But, just before that 1, I'll very first say a couple of words and phrases with regards to the runner up that is the wonderful Phantom 4 Professional by DJI.\nBest Drone And Camera Buy Drone Helicopter With Camera\nWhere Can You Buy Drones West Peterborough NH 03468\nWhere Can You Buy Drones Somers CT 06071\nWhere Can You Buy Drones West Long Branch NJ 07764\nWhere Can You Buy Drones Sloansville NY 12160\nWhere Can You Buy Drones Dover Plains NY 12522", "label": "Yes"} +{"text": "I know, I know..... you've seen this airplane many times over the last four years or so. Fact is, it just left my rented hangar space a week or two ago!! I've been thinking of selling for a while now, had it advertised a few places, had a few interested parties...... now it's gone.\nDaniel Reis, from the Owen area, decided he liked it and he showed up with cash, a tool box and a trailer. We started dismantling the aircraft so he could take it home.\nOne wing off. Luckily Al's 182 Cessna was gone for the day and we had the whole hangar to spread things out.\nThere were a bunch of air tubes and such to disconnect before we could take off the left wing.\nIt was starting to look a little weird by the time we got the second wing off.\nOne wing laying on the ground, trailer waiting on the tarmac....\nDan and his wife, Carmine, and Peggy and I were able to get the plane onto the trailer. We screwed pieces of board to the trailer deck to keep the wheels from being able to roll, put on a bunch of ratchet tie down straps and that's that.\nWe loaded the wings and struts on the trailer, tied it all down and off they went........\nEnd of story.", "label": "Yes"} +{"text": "“107” Extended Range Rocket\nThe “107” rocket is an anti-personnel weapon developed for light artillery, infantry and Special Forces units.\nRocket “107-ER” is fully compatible with the multiple rocket launcher systems which are used with the standard rocket.\nThe rocket propellant, used in grain production, is a modern thermoplastic composite propellant made in accordance with the original technology. The propellant grain is not bonded to the walls of the combustion chamber, which enables easy and cost effective future overhaul of the rocket at the customer´s premises.\nThe “107-ER” rocket is spin stabilized by six canted nozzles, and rotates with high angular velocity, ensuring great accuracy.\nTACTICAL AND TECHNICAL CHARACTERISTIC OF THE STANDARD “107” AND “107 ER” ROCKETS\nBasic characteristics of the old rocket “107mm” and new extended range rocket “107mm-ER” at nominal (firing-table) conditions are given in following table.\n|TECHNICAL CHARACTERICS||“107” STANDARD||“107” EXT.RANGE||Units|\n|Operation Temperature||-40 ÷ +50||-32 ÷ +60||C|\n|Total Motor Impulse||6600||9370||Ns|\n|Max. Velocity at Xe.||372||590||m/s|\n|Top of the Trajectory at X||2420||3600||m|\n|Time of Flight at X||45||53||s|\n|Maximum Range (Xe.)||8.5||11,5||km|", "label": "Yes"} +{"text": "SpEC is excited to attend the 38th annual Space Symposium Conference this year, taking place in scenic Colorado Springs from April 17th through April 20th in an awe-inspiring venue that features breathtaking mountain views in The Broadmoor, a five-star, world-renowned hotel. Did you get your ticket to attend this exciting event yet? If not, REGISTER NOW to ensure you stop by our booth #823!\nOriginated in 2017 by Air Force Space and Missile Systems Center, The Space Enterprise Consortium (SpEC), managed by National Security Technology Accelerator (NSTXL), was created to branch the cultural gap between military buyers and commercial space startups and small businesses through Other Transaction Agreements (OTAs). SpEC’s mission is to minimize barriers to entry for small businesses and non-traditional vendors, promote integrated research and prototyping efficiencies and leverage partnerships to increase flexibility and agility, reduce cost, improve technology, and decrease program development cycles.\nSpEC will be attending the three-day forward-thinking conference that centers around the future of space. SpEC prides itself on increasing project pace and quality by offering completely customized proposal options and market services for total project lifecycle support, resulting in a 40% faster award time. We value our membership base and are always looking to expand. In booth #823, our team will network with influential participants and prominent speakers from multiple spacefaring nations, federal and state government agencies, and many more distinguished organizations.\nOn Wednesday, April 19th, Col. Joseph Roth, Director, Innovation and Prototyping Directorate with Space Systems Command, Col. Jeremy Raley, Commander of Phillips Research Site and Director of Space Vehicles Directorate with Air Force Research Lab, and Dr. Andy Williams, Deputy Technology Executive Officer for Space will share updates about, and insights into, multiple programs taking place within SSC and AFRL. Don’t miss what is sure to be an exhilarating discussion! SpEC is also hosting a party on April 19th from 4 pm-6 pm, where we will have a digital prize wheel with an array of prizes such as popcorn, truffles, frozen margaritas, and more! You don’t miss out on the official consortium that manages the prototyping contracts and offers unique opportunities for Space Systems Command!\nIn past years, the conference had attendees such as The Vice President of the United States, secretaries of the Air, astronauts, and many more prominent attendees. This year, our team looks forward to connecting with like-minded companies centered around space innovations, ranging from nanotechnology to full-scale spacecraft, and speaking on what our membership offers. At booth #823, SpEC will discuss the benefits of our membership base, more importantly, how we have awarded over $2 billion in contracts since 2017 alone and are continuously growing by 36%. Our accelerated membership growth rate results from SpEC conducting market research and forging partnerships with VCs, incubators, and accelerators that identify emerging technologies based on program needs.\nWe are thrilled that two SpEC customers will speak at the conference: Maj. Gen. Stephen G. Purdy, Jr., USSF, Commander, Space Launch Delta 45, Space Systems Command, Program Executive Officer for Assured Access to Space and The Honorable Heidi Shyu, Under Secretary of Defense for Research & Engineering, United States Department of Defense. Our consortium will participate in the conference’s future-oriented agenda, incorporating networking discussions showcasing the latest space technology, resulting in a stimulating, dynamic, and forward-thinking environment.\nSUBSCRIBE to our emails, meet the SpEC team in booth# 823, and learn how we connect small businesses with larger traditional contractors and the government to foster new partnerships that unite the satellite industry as we head toward new frontiers.", "label": "Yes"} +{"text": "This week, Greg discusses the upcoming FAA recreational drone knowledge test, an update from the ULC tort law, the results of the AI vs DRL Pilot challenge, and Precision Hawk raising $32 million to build the next generation of drone software and services.\nBecome a better drone pilot with our array of courses:\nPart 107 Made Easy: become a commercial drone pilot with our ground school course featuring 12.5 hours of content, free mobile Flashcard app, 11-page cheatsheet, unlimited practice tests, guarantee you will pass or your money back and we pay for your retake.\n25% off with this link: https://sso.teachable.com/secure/245841/checkout/1308138/part-107-remote-pilot?coupon_code=YTNEWSUPDATE\nDrone Flying 101: the perfect course for beginners. Learn the regulation, airspace, how to complete your first flight, and tons more.\n25% off with this link: https://sso.teachable.com/secure/245841/checkout/926158/drone-flying-101?coupon_code=YTNEWSUPDATE\nDrone Maneuvers Mastery: become a better pilot with these 50 maneuvers designed to improve your flying skills and confidence while flying your drone.\n25% off with this link: https://sso.teachable.com/secure/245841/checkout/1356037/drone-maneuvers-guide?coupon_code=YTNEWSUPDATE\nCinematic FPV Drone From Scratch: build your own cinematic machine with this course.\n25% off with this link: https://sso.teachable.com/secure/245841/checkout/1480031/build-the-ultimate-fpv-drone?coupon_code=HALFOFF\nHobbyist Aeronautical Test Update\nWe talked about the FAA Hobbyist Aeronautical test a few weeks ago and this week the FAA released the name of the stakeholder who will advise the agency on how to administer the test.\nThe list includes Embry Riddle Aeronautical University, DJI, the Academy of Model Aeronautics, and the Drone Racing League.\nThe Test will be required for all hobbyists, including Remote Pilots. There is no indication on the cost of the test yet or the content.\nULC Tort Law update\nBack in June, we published a series of videos explaining the ULC Tort Law.\nThe ULC was trying to propose uniform laws that states could use, regarding drone flights.\nThey initially were trying to restrict the first 200 feet of airspace.\nIndustry stakeholders convinced the ULC to drop the 200 ft law and a vote was expected in the summer of 2019.\nAt the last minute, property rights people (who were not involved in the drafting process) threw a wrench in the vote and the vote did not happen.\nThis week, after discussion between UAS Stakeholders and the Property Rights folks, the ULC decided to table the discussion until RemoteID becomes a thing.\nAI vs DRL Pilot challenge\nA few weeks ago, I reported on the AlphaPilot challenge, a DRL competition that saw teams create AI-powered drones who competes during various races.\nThe winning team, MAVLab, won $1m and competed against one of the best DRL Pilot, Gab707.\nThe DRL pilot won the competition, completing the lap 5 seconds faster than its AI counterpart.\nPrecision Hawk announced this week that they raised $32 million to build the next generation of drone software and services.\nPrecisionHawk currently provides enterprise software solutions for the Agriculture and energy sectors.\nThey also run the Drone Pilot network droners.io which offers jobs to individual pilots, similar to DroneUp and DroneBase.", "label": "Yes"} +{"text": "Unregistered drone operators to be arrested in Tanzania\nYou can now be jailed for flying an unregistered drone in Tanzania.\nThe government, through the Tanzania Civil Aviation Authority (TCAA) had twice extended the registration deadline day, from December 2019 to August 23 this year, and then by another week to last Friday, August 28, with the authority issuing a final warning for drone owners and operators to register their unmanned vehicles.\n“The Tanzania Civil Aviation Authority (TCAA) urges drone owners to ensure that these flights should be Registered by August 28th, 2020,” read the TCAA statement last week. “After this statement, anybody who violates the order will be subjected to severe legal action. The authority in conjunction with the police force have set up a special task force that will oversee the implementation of the regulations.”\nYesterday, the TCAA released another statement, which confirmed the passing of the final deadline, and promised to make good its decree that anybody caught flying an unregistered drone would now be liable to arrest and to a fine equivalent to $431, or a six-month jail term.\nThirty-one drone operators had heeded the law since the first call to register drones was made in September last year. By the end of deadline day last Friday, an additional 34 applicants had scrambled to comply, and fall in line with the requirements of the country’s 2018 Civil Aviation (Remotely Piloted Aircraft Systems) Regulations that require all unmanned aerial vehicles to be registered before they are put to use.\nThe TCAA Director General Hamza Johari told local press that the 34 applicants to succeed in forwarding through their applications for further processing were among hundreds of hopeful drone owners and operators whose applications had to be turned down because their documentation was no in order.\nIn yesterday’s statement, the TCAA reiterated that successful applications had to satisfactorily fill out the registration documents from the aviation authority, supply all the accompanying requisite documentation, pass a security vetting process and pay the once-off registration fee of $100 (annual renewal is still required, though at no further cost).\nThe latest statement further requires that henceforth, all drone operators have to seek permission with the aviation and police authorities first before embarking on drone missions; stating the date, time, place and nature of work they will be engaged in.\nIf you are in Tanzania and need to dash and register your drone, you can do so at the TCAA offices in the capital Dar es Salaam or regional offices in Arusha, Dodoma, Iringa, Mwanza, Mtwara, Mbeya, Kilimanjaro, Kigoma, Tabora, Tanga, Unguja and Pemba.", "label": "Yes"} +{"text": "It appears that Boeing won’t revive its 767 airliner.\nSome aviation experts had predicted that Boeing would bring back the once-popular wide-body jet airliner due to the current void in the mid-market aircraft (MMA) market. In the latter half of 2017, reports emerged that suggested Boeing would resume production of the 767 airliner, manufacturing just enough units to hold airline companies over until it releases its next MMA aircraft. United Airlines had already expressed interest in purchasing 767 airlines if Boeing resumed production on the now-dated jet. Dennis Muilenburg, Boeing’s chief executive officer, also said there was strong interest for the 767 in commercial aviation as well as military and freighter applications.\nMore recently, though, Boeing’s Randy Tinseth explained that there’s little to no chance of the 767 being revived. “Bringing back the 767 passenger airplane – I just don’t see it,” said Randy Tinseth, vice-president of marketing at Boeing Commercial Airplanes, when speaking to reporters at an aviation conference in California earlier this month.\nOriginally introduced September 1981, the 767 is a mid- and long-range twin-engine airliner manufactured by Boeing Commercial Airplanes. In 1982, United Airlines became the first airline to use the 767 in its fleet. And throughout the 1990s, the 767 was ranked as the most popular airliner for transatlantic flights connecting North America to Europe. Since then, the 767 has continued to dominate the skies, with Boeing producing more than 1,100 units. Boeing stopping producing the passenger versions of the 767, however, once its successor, the 787, Dreamliner, was launched in 2011. Boeing still produces non-passenger versions of the 767, but those units are sold to commercial airlines.\nSo, why doesn’t Boeing want to resume production of the 767? While the company didn’t provide a specific reason, it’s safe to assume that it’s currently working on its next-generation MMA, which is expected to launch around 2025. Although details of Boeing’s upcoming MMA remain sparse, reports indicate that it will seat between 220 and 270 passengers, with a range of approximately 5,000 nautical miles. To put those numbers into perspective, the 767 has a seating capacity of 181 and 375 passengers and a range of approximately 3,850 to 6,385 nautical miles.\nWhile it’s still many years away from being launched, several major airlines have already expressed interest in purchasing Boeing’s new MMA, including American Airlines, Delta Air Linea and United Airlines. Of course, Airbus will likely prove to be a direct competitor of Boeing’s new MMA by launching its A321LR later this year.\nThe bottom line is that the Boeing 767 isn’t returning to the skies. With Boeing focusing its resources towards its next-generation MMA, the chances of it returning are slim to none.", "label": "Yes"} +{"text": "Ages ago the civilized world had started a mission to colonize the new world. The efforts were mostly taken on sea and many voyagers landed on new lands including the US. Many other countries were colonized with humans reaching nook and cranny of the world. And it is another story that most colonized nations got freedom with the passage of time. But humans’ desire to colonize other parts of the universe did not end.\nWith latest technology at hands, the advanced world eyed the space. The biggest breakthrough came in 1969 when US astronauts landed on moon. Since then many developments have taken place with US-space agency NASA leading from the front by monitoring the development on other planets.", "label": "Yes"} +{"text": "Component support for MIAT Mongolian Airlines Boeing 787 fleet\nAt MRO Middle East, MIAT Mongolian Airlines signed a long-term contract with Lufthansa Technik regarding the component support for its Boeing 787 fleet. The airline will be provided with Total Component Support (TCS) and gain access to Lufthansa Technik's worldwide parts pool that will enable the Ulaanbaatar-based airline to significantly increase the availability of spare parts for its Dreamliner fleet.\n“Based on our mission to connect the world with reliable, highest quality, warmest, and efficient air services, we look forward to working with Lufthansa Technik and benefiting from their extensive experience and proven Total Component Support for the material supply of our 787 fleet,” said Batmunkh.S, Technical Director at MIAT Mongolian Airlines.\n“We are very pleased that MIAT Mongolian Airlines has chosen us to supply components for their Dreamliner fleet. With access to our global network of material and parts pools, we will provide the best possible support to our valued customer and look forward to our collaboration in the years to come,” added Andreas van de Kuil, Vice President Sales Central Europe & CIS at Lufthansa Technik.\nLufthansa Technik operates one of the largest aircraft component pools in the world in 15 global component stocks on three continents. Sophisticated and flexible transport solutions provided by the global logistics provider Lufthansa Technik Logistik Services (LTLS) ensure that every required component reaches the customer’s aircraft in the shortest possible time. Moreover, Lufthansa Technik employs a dedicated AOG (Aircraft On Ground) support team that is available 24/7 in order to provide assistance to its customers.", "label": "Yes"} +{"text": "SpaceX plans to launch 22 Starlink internet satellites on Saturday (January 20), after a previous attempt ended in an unexplained abort.\nA Falcon 9 rocket carrying 22 Starlink spacecraft is scheduled to lift off from Vandenberg Space Force Base in California during a three-and-a-half-hour window that opens at 9:30 p.m. EDT (6:30 p.m. California; 0230 GMT). GMT). On January 21). Friday's takeoff attempt was aborted less than a minute before the countdown ended.\n“Stop trying to launch Falcon 9 tonight,” SpaceX posted on Friday (Jan. 19) on X (formerly Twitter) without adding further details.\nYou can watch the live broadcast on the Internet From the start of the launch five minutes before take-off x@spacex And on the SpaceX website.\nRelated: Starlink Space Train: How to See and Track It in the Night Sky\nIf all goes as planned, the Falcon 9 first stage will return to Earth about eight minutes after liftoff to land aboard the Of Course I Still Love You drone ship, which will be stationed in the Pacific Ocean.\nThis will be the sixteenth launch and landing of this booster, according to A SpaceX mission description. Among its previous flights were NASA's Double Asteroid Redirection Test (DART) and 10 other Starlink missions.\nMeanwhile, on Saturday, the Falcon 9 rocket's upper stage will continue to ferry 22 Starlink satellites into low Earth orbit, deploying them there about 62 minutes after liftoff.\nStarlink is SpaceX's massive broadband constellation. It currently consists of more than 5,250 operational spacecraftbut this number is increasing all the time.", "label": "Yes"} +{"text": "After 13 years studying Saturn and its moons, the Cassini spacecraft’s mission ended on September 15, 2017. Operators at NASA intentionally directed Cassini to plunge into Saturn’s atmosphere, destroying the spacecraft before its fuel supply ran out and the ability to control the probe’s path was lost. Mission planners made this decision to protect against Cassini possibly crashing into Saturn’s moons Titan and Enceladus, which were discovered during the mission to possess environments that could potentially support alien life. See also: Planet; Saturn; Solar system; Space probe\nCassini’s fiery entry into Saturn’s clouds concluded the mission’s “Grand Finale,” as NASA called it—a series of 22 orbits that looped the spacecraft between Saturn and its famous rings. Those laps around Saturn were the last of the 294 orbits completed by Cassini since arriving in 2004, following a seven-year voyage from Earth. See also: Orbital motion\nOne of Cassini’s first tasks upon reaching the Saturnian system was deploying a small probe bound for Titan. Named Huygens, it parachuted through Titan’s hazy, brownish-yellow atmosphere, using a gas sensor to detect prebiotic chemicals that rain onto the ground. Huygens then landed on Titan in January 2005—the first, and so far the only, landing on a world in the outer solar system. During Cassini’s 127 total flybys of Titan, the spacecraft’s suite of instruments discerned large lakes of ethane and methane on the moon’s surface. Normally gases on Earth, these molecules liquify in Titan’s frigid, -180 degrees Celsius (-292 degrees Fahrenheit) climate. Cassini also measured the degree to which the moon’s shape changed ever so slightly under the force of gravity based on its proximity to Saturn, indicating that a liquid ocean of water likely exists in Titan's warmer interior. See also: Cassini-Huygens mission; Titan\nCassini made numerous other important discoveries at Saturn. Flybys of Enceladus revealed geysers spewing into space from cracks in its terrain, likely emanating from an underground water reservoir like Titan’s. Cassini flew right through one of the plumes and detected chemical signs of active hydrothermal vents in the moon’s interior ocean; such vents are thought to be a likely origin for life on Earth. Along with Titan, Enceladus is now considered one of the best candidate worlds for extraterrestrial life. See also: Astrobiology; Enceladus\nRegarding Saturn itself, Cassini’s collected data solved longstanding mysteries about the provenance of features in its rings, and pointed to the discovery of two new, faint rings created by interactions with tiny moonlets. Cassini flew over Saturn’s poles, letting researchers on Earth see them for the first time. A surprise lay at Saturn’s north pole in the form of a giant, hexagonal-shaped cloud formation, whose six sides are each longer than Earth is wide.\nOverall, the Cassini mission revolutionized our understanding of Saturn and its planetary neighborhood. Much of the previous information on Saturn had come from the short encounters by the space probes Pioneer 11, Voyager 1, and Voyager 2, which cruised past it in the 1970s and 1980s. Cassini, however, lived at Saturn for well over a decade. Fittingly enough, the ringed world is also the spacecraft’s final resting place.", "label": "Yes"} +{"text": "Rep. Claeys Initiates Kansas UAS Research Triangle With KDOT Aviation, K-State Polytechnic\nSalina, Kans. -- Rep. J.R. Claeys this week had a proviso added to the budget that will create the Kansas Unmanned Aircraft Research Triangle between the state's research universities, including Kansas State Polytechnic in Salina.\n\"The new UAS Research Triangle will offer opportunities for growing industry in the region and right here in Salina,\" said Claeys. \"Combining the strengths of each of our university programs to compete will result in more wins across the state.\"\nThe proviso directs the new director of unmanned aircraft systems in the Kansas Department of Transportation to focus industry development efforts in the corridor between Kansas State Polytechnic in Salina and Wichita State University, as well as the program at the University of Kansas. Rep. Claeys created the position of director of UAS along with KDOT leadership and Kansas research universities. The new director will be based in Salina for at minimum half of the year in space made available by K-State Polytechnic.\n\"This will allow the director to have first hand experience with what is happening on the ground,\" said Claeys. \"It will allow them to better position Salina as a national hub for the UAS industry.\"\nThe Kansas UAS Research Triangle will offer opportunities for cooperation between universities and through public-private partnerships to compete for grants and private contracts as a single entity with combined efforts and resources, rather than on their own. The director of UAS is also charged with finding ways to cooperate with the Department of Transportation, the Kansas Bureau of Investigation and the Kansas Highway Patrol to study the use of UAS in the completion of tasks within the agencies, such as bridge inspections and surveillance.\nKansas UAS Research Triangle Budget Proviso (PDF)\nRep. Claeys' proviso initiating the Kansas unmanned Aircraft Research Triangle and directing the duties of the Director of UAS in KDOT Aviation.\nKansas Unmanned Aircraft Systems Map (PDF)\nA map showing the state's research universities in the Kansas Unmanned Aircraft Systems Research Triangle, including K-State Polytechnic in Salina.\nRep. Claeys Speaks at Announcement of Director of UAS Position", "label": "Yes"} +{"text": "Swagtron Lightweight FPV VR SwagDrone 4-UP\nDrone Video Goggles with HD Screen, Auto Channel Experience, Best for RTF Racing Drones 150-UP and 210-UP\nCOMFORTABLE Experience less fatigue while racing drones with an ergonomically designed VR drone headset\nBolt Drones Bolt Drone FPV Racing Drone Carbon Fiber with First Person View Goggles 5.8 Ghz Ready to Fly Package\nINNOVATIVE VIEWING The Bolt features a unique and innovative FPV viewing system that allows seamless transition from traditional viewing on controller to FPV viewing using goggles. Simply slide the screen into the goggles for FPV piloting & racing, or swap it back to the controller for recreational flying. Experience virtual reality flying!\nDJI HD Image FPV Goggles for Drone Racing Immersive Experience Within 28 ms Latency\nInnovative DesignThe DJI FPV Goggles are light comfortable and equipped with incredible features such as multi-antenna technology for stable video transmission It also includes two screens and two user-friendly channel adjustment buttons creating an engaging FPV flying experience for the user\nSkyzone SKY03O OLED /SKY03S 5.8GHz 48CH Diversity FPV Goggles Support OSD DVR HDMI with Head Tracker Fan LED for RC Racing Drone (SKY03O\nOur goggles is first goggles integrated with receiver and fully functional user interface, pilots just need install the antenna and plug the battery, easy to use, no need to purchase extra receiver and head track-er module, the user interface is easy use, no need take off the goggles to do all the setting.\nWenjuan EMAX Tinyhawk II Freestyle RTF 2.5 Inch 200mW 7000KV Wheelbase FPV Racing Drone\nAdult Teens Frsky D8 Runcam Nano 2 Camera VTX 5A ESC, with Goggles and Carrying Case\nDurable Design: Designed out of aerospace grade 3k woven carbon fiber, durability is maximized allowing the aircraft to withstand high degrees of impact. Printed onto the frame is a designer pattern giving the aircraft an appeal like no other.\niFlight Nazgul5 HD 5inch FPV Racing Drone BNF Freestyle 4s Caddx Vista Digital HD System for DJI FPV Goggles and Controller\n4.This 5inch HD fpv drone design for professional pilot,Recommended: fullsend 1300mah 4s or 1550mah 4s lipo battery\nDJI Goggles Racing Edition 1080P HD Digital Video FPV Racing Goggles Drone World\nVideo capture resolution: 2K\nDJI Digital HD FPV Goggles FPV Drone Racing\nUSB-C cable 1\nARRIS Dazzle 5 Inch FPV Racing Drone RC Quadcopter RTF withFrsky Q X7 Transmitter\nClassic True \"X\" symmetrical design, great flight feel for freestyle, High strength carbon fiber frame, 5mm thickness arms, super stable and durable\niFlight Titan XL5 HD BNF Drone 5inch Racing and Freestyle Quadcopter (4S Version) with GPS (Digital FPV Air Unit for DJI)\n-Latest SucceX-D F7 (50A 4-in-1 ESC) Stack and our popular XING 2208 motors", "label": "Yes"} +{"text": "NASA Earth Shot Of The Day\nGuinea-Bissau West Africa\nAmazing NASA Desktop Wallpaper\nI am really enjoying the NASA images that are taken from Satellites. This next NASA stunner description reads:\n\"The Landsat 7 image of Guinea-Bissau, a small country in West Africa, shows the complex patterns of the country's shallow costal waters, where silt is carried by the Geba and other rivers washes out into the Atlantic Ocean. This is a false-color composite image made using infrared, red and blue wavelengths to bring out details in the silt was taken using Landsat 7's Enhanced Thematic Mapper plus (ETM+) sensor on January 12, 2000.\"\nIf you click on the first image below it will give you an image that is 1600 x 1600 pixels. For those of you who have the amazing new Apple 27inch iMac or a widescreen, I prepared a stunning higher resolution version which is 2560 x 1440.\nIt's fascinating how similar this image looks to some kind of living organism–and of course, it is–if you think about it!!!", "label": "Yes"} +{"text": "The Avio Aero site in Brindisi, Italy is home to one of the longest-running specialist centers for aircraft service support activities.\nHere, a team of technical support specialists and operators, highly experienced in the maintenance and repair of large aero-derivate turbines and military aircraft engines, carry out services on helicopter engines from the General Electric T700 family, which are fitted on the helicopter fleets of Italy’s Navy, Army and Airforce.\nIt is also the Italian Police Air Division who entrusts these service specialists with their helicopters dedicated to public order and safety, landscape protection and to any emergency operations – which was the case recently when the aircraft was needed after earthquake and snow emergencies throughout Italy.\nSince last August and until the great snowfall at the end of January, on account of the devastating earthquakes that have struck the provinces of Rieti, Ascoli Piceno and Teramo (all located in central Italy), the number of helicopter flights carried out by the Police Force has risen sharply.\nSubsequently, the Avio Aero service team from Brindisi has stepped up the frequency of a series of preventive maintenance operations, in order to guarantee full operational readiness for the 11th Police Flight Department in Pescara (the Abruzzo region capital city).\nIn February, the Bike Shop visited the 11th Police Flight Department in Pescara; there we met with the Operative Director Giuseppe Briganti.\nThe events in Abruzzo had severely tested the Police Force, especially in terms of flight operations. Avio Aero’s service team helped to maintain the helicopter engines during those intensely challenging days by working side-by-side with the customer at their base – aiding in the aircraft’s mission effectiveness during the snowfall emergencies in the province of Teramo, which alone called for over 40 flight missions.\nGiuseppe Briganti introduced us to the Service team and gave us the opportunity to witness how the cooperation between Avio Aero’s service team and the flight center personnel proved to be extremely effective and efficient.\nWatch for yourself as we sit down with Giuseppe Briganti and take flight with him in one their Police Force helicopters:", "label": "Yes"} +{"text": "Highly detailed 1:5 scale presentation model of the Luna 9 spacecraft by Lavochkin Research and Production Association. Constructed of metal, cloth, and plastic composite, the custom handmade model stands 24.5″ in height, with either side bearing affixed red “CCCP” stickers. The model is set upon a black wooden base, 10″ x 10″ x 1″, with an affixed plaque: “Luna-9 Automatic Lunar Station Project Presentation Model, January 31, 1966—February 6, 1966, Lavochkin Research and Production Association.\" In fine condition.\nOn February 3, 1966, the Luna 9 became the first spacecraft to achieve a soft landing on the moon and transmit photographic data back to Earth. Over its three-day period of operation, the Luna 9 returned a total of 27 individual images of the lunar surface. Additionally, its success offered proof that the surface could support the weight of a lander, as some predicted that it would sink into a loose layer of dust. With extreme attention to details and accuracy, this is a museum-quality model of a significant spacecraft and this year will be the fiftieth anniversary of the Luna-9 landing.\nTerms and abbreviations used in our descriptions.", "label": "Yes"} +{"text": "Question : Will you do what it takes to get the absolute lowest-cost flight?\nAnswer : The cheapest day to fly in December is Sunday. Flexibility is paramount when booking travel plans in order to keep costs down.\nQuestion : Who's offering the cheapest round-trip flight to Amsterdam Airport Schiphol (AMS) over the coming months?\nAnswer : Check out Emirates, as they have been booking customers at lower fares than most.", "label": "Yes"} +{"text": "Meteorological Station – Lidar\nLooking at Martian Climate and Weather, Canadian Style\nSimulation of the Canadian lidar instrument in operation. (Credit: NASA Jet Propulsion Laboratory, University of Arizona)\nLike a robotic scientist, Phoenix searched for water in the soil, analyzed the chemical and mineralogical makeup of the Mars terrain and studied the atmosphere. Canada's meteorological station (MET) sat on the spacecraft's table-like deck. Using a laser instrument and a suite of temperature, wind and pressure sensors, the MET tracked daily weather patterns and seasonal climate changes on Mars.\nWeather Instrument Package:\nLidar – A laser weather watcher\nWorking with Toronto-based Optech, MDA Space Systems of Brampton, Ontario, was the prime contractor for the shoebox-sized Light Detection and Ranging instrument. The lidar's pencil-thick laser shot rapid pulses of light into the atmosphere, which bounced off passing clouds and dust overhead. The pulses of light were then reflected back to a 10-centimetre optical telescope that was part of the lidar system. The data helped to determine the composition, movement, and size of clouds and particles above the lander.\nThe Canadian lidar instrument\n(Credit: NASA / JPL / U. Arizona / Lockheed Martin).\nTo be able to pierce through most of the thin atmosphere, the laser was fixed in an upward-pointing orientation and worked at two wavelengths so that it could give accurate measurements of cloud height to within 10 metres. The Canadian science team typically ran the laser for 15 minute periods four times daily in order to determine what time of day clouds began to form around the landing site, and to find out if clouds form at various altitudes at certain times of the day. Though it only required the power of a 30-watt light bulb (with a maximum capacity peaking at 40 watts), the lidar could shoot 20 kilometres high into the Martian atmosphere.\nBy scanning and probing the Martian polar sky in such detail from the ground for the first time, Canadian researchers saw a variety of atmospheric activity in greater detail than ever before. They looked at ice and dust clouds, ground fog, and seven saw dust devils across the landing site. Researchers are using this unique data from the Red Planet's polar region to create a clearer picture of how water cycles between surface ice and vapour in the atmosphere.\n- Date modified:", "label": "Yes"} +{"text": "Face of Defense: Airman Takes Weather Award Twice\nBy Air Force Tech. Sgt. Ryan Labadens\nCombined Joint Task Force Horn of Africa Public Affairs\nCAMP LEMONNIER, Djibouti, April 18, 2012 There's an old saying that lightning doesn't strike twice in the same place, but it did for one Air Force noncommissioned officer.\nAir Force Tech. Sgt. Gregory Spiker, joint meteorology and oceanography operations weather forecaster, Combined Joint Task Force – Horn of Africa, uses a rope to lower the mast on a radar unit used to detect rain and thunderstorms Camp Lemonnier, Djibouti. Spiker was named the 2011 Air Force Weather Noncommissioned Officer of the Year. U.S. Air Force photo by Tech. Sgt. Ryan Labadens\n(Click photo for screen-resolution image);high-resolution image available.\nTech. Sgt. Gregory Spiker, joint meteorology and oceanography operations weather forecaster, Combined Joint Task Force - Horn of Africa, was named the 2011 Air Force Weather Noncommissioned Officer of the Year -- his second Air Force-wide weather award. His first one was the Air Force Battlefield Weather NCO of the Year for 2006.\nSpiker's skill in the weather career field was obvious to his home-station supervisor, Air Force Capt. Drew Moore, 56th Operations Support Squadron Weather Flight commander, Luke Air Force Base, Ariz.\n\"He's topnotch at what he does,\" Moore said of Spiker. \"He's energetic, motivated and very involved with the fighter squadrons here and what we do on the weather side. He's positive, has a good attitude and is a stellar NCO.\"\nSpiker deployed here in November 2011.\n\"Here we're responsible for forecasting for the entire area of interest for the combined joint task force,\" Spiker said. \"Any mission that's a CJTF-HOA mission, we're going to forecast for it.\"\nSpiker said he took an interest in weather and natural science at an early age. He first found out about the weather career field from his recruiter before joining the Air Force 10 years ago and he's been doing it ever since.\n\"I had always been a natural sciences kind of person and more of the 'outdoorsy' type,\" Spiker said. \"I wanted to do something different, and it seemed like the Air Force offered the most unique opportunity for me, so it really worked out.\"\nHis first two deployments were to Iraq in 2006 and 2007 to provide tactical weather support for the U.S. Army’s 3rd Brigade, 2nd Infantry Division Stryker Brigade, Joint Base Lewis-McChord, Wash. Spiker said his service in a deployed environment contributed to him earning his first Air Force weather award and also played a part in his receiving the 2011 award.\nOne of his main responsibilities here includes setting up and maintaining tactical weather equipment used for collecting atmospheric data in the CJTF-HOA area of interest, Spiker said. His job takes him to other sites in Djibouti and several countries in and around the Horn of Africa in support of the CJTF-HOA mission.\nSpiker is a “tremendous asset” and deserves the recognition, said his supervisor, Navy Cmdr. Douglas Wahl.\n\"He is proactive and one of the most-knowledgeable Air Force technicians and forecasters I've worked with,” Wahl said of Spiker. “It's obvious he takes great pride in his job and this award truly reflects the quality of his workmanship.\"\nEven though Spiker was excited about winning the award, he said he knew his career field was more than just a one-man job -- it is a team effort. He praised the airmen in his shop at Luke AFB and the joint personnel he works with here for their excellent performance.\n\"I work with the most awesome people I've ever worked with in my career right now. They're all such hard workers,\" Spiker said. \"I've always been lucky to be able to work alongside such great people.”", "label": "Yes"} +{"text": "Using degrees Celsius for public forecast. Weather courtesy of forecast.io.\nClosest aviation weather report (METAR) to Dongying Shengli Airport\nReport is more than 6 hours old.\nClosest report is Weifang Airport, 54.1 nm (100.2 km) SSE. Retrieved 2015/04/16 05:00 UTC (5 years ago):\nZSWF 160500Z 32007MPS CAVOK 19/M11 Q1014 NOSIG\nClosest aviation forecast (TAF) to Dongying Shengli Airport\nForecast is more than 12 hours old.\nClosest forecast is Weifang Airport, 54.1 nm (100.2 km) SSE. Retrieved 2013/01/21 15:24 UTC (8 years ago):\nTAF ZSWF 211403Z 211524 33005MPS 4000 BR NSC M02/M05 Q1030 NOSIG", "label": "Yes"} +{"text": "Fast private jet rental quote! Propeller Private Plane. 10,000+ aircraft across 40,000 destinations worldwide. Competitive private jet charter rental prices. Book a private jet charter.\nPrivate jet rental refers to the process of renting out a Private jet for personal or company traveling. Propeller private plane. Some factors that might influence the cost of a Private jet rental include the type of aircraft, the range of the trip, and the period of the leasing.\nPrivate Jet Rental Price – Propeller Private Plane\nThe price of renting a Private jet can vary greatly depending on a number of aspects, consisting of the sort of aircraft, the distance of the trip, as well as the variety of travelers.\nOn average, the hourly rate for a small Private jet, such as a Cessna Citation CJ2 or a Learjet 35A, can vary from $2,500 to $4,500 per hr.\nFor a mid-size jet, such as a Gulfstream G150 or a Hawker 800XP, the hourly price can range from $5,000 to $8,000 per hour.\nBig Private jets, such as a Bombardier Global 6000 or a Gulfstream G650, can cost upwards of $10,000 per hour to lease. Propeller private plane.\nFurthermore, there might be added prices such as landing fees, gas surcharges, and food catering costs. It is best to talk to a Private jet charter company to get an precise quote for your details trip requirements.\nPrivate Jet Charter Cost Estimator\nThe cost of a Private jet charter can differ significantly relying on a number of elements such as the kind of aircraft, distance of the trip, number of passengers, and area of separation and arrival. Propeller private plane. Right here is a harsh price quote of the price of a Private jet charter based on some usual scenarios:\n• Light jet ( as much as 8 guests): $5,000 – $10,000 per hr\n• Mid-size jet ( approximately 10 passengers): $10,000 – $20,000 per hour\n• Heavy jet ( approximately 14 passengers): $20,000 – $30,000 per hour\n• Ultra-long-range jet ( as much as 16 passengers): $30,000 – $50,000 per hour\nFor a one-way trip from New york city to Los Angeles ( about 2,500 miles) on a light jet, the cost could be around $25,000 – $50,000.\nOn the other hand, a round-trip trip from New york city to Paris ( roughly 3,500 miles) on a mid-size jet could cost around $100,000 – $200,000.\nIt is necessary to keep in mind that these quotes are harsh and may not reflect the real expense of a details flight. Propeller private plane. To get a much more exact estimate, it’s ideal to call a Private jet charter business and give them with the information of your flight.\nJust How Much To Rental Fee A Private Jet – Propeller Private Plane\nThe expense to rent a Private jet can vary considerably relying on a number of elements, including the kind of airplane, the range of the flight, and also the area of the airplane.\nOn average, a small Private jet (such as a Cessna Citation Mustang) can cost around $2,000-$ 3,000 per hr to lease. Propeller private plane. A larger jet (such as a Gulfstream G550) can cost upwards of $20,000-$ 30,000 per hour to rent out.\nFurthermore, there may be additional prices such as fuel additional charges, touchdown charges, and crew expenses.\nIt’s additionally essential to note that lots of Private jet rental companies use membership or fractional possession programs that allow people to acquire a share of the aircraft as well as fly at a decreased per hour rate. Propeller private plane.\nIt’s finest to call a Private jet rental business straight for a quote on a certain flight.\nRent A Private Jet\nLeasing a Private jet can be a elegant as well as convenient way to travel. Propeller private plane. Below are a few points to bear in mind when considering leasing a Private jet:\n1. Expense: Renting a Private jet can be pricey, with costs differing based upon the sort of jet, the duration of the flight, and also the distance of the trip. Make sure to study different alternatives and also compare prices prior to deciding.\n2. Sort of jet: There are a variety of Private jets offered for rental fee, including small prop aircrafts, midsize jets, as well as big high-end jets. Think about the dimension of your party and also your travel needs when picking the type of jet.\n3. Flight itinerary: Propeller private plane. When renting a Private jet, you have the adaptability to develop your own trip itinerary. This can consist of numerous stops and also locations, or perhaps side trips. Be sure to collaborate with the rental firm to plan your trip.\n4. Facilities: Numerous Private jets provide a variety of services such as comfortable seating, in-flight entertainment, and premium dishes. Make certain to inquire about these options when thinking about a service.\n5. Security: Safety and security must constantly be a leading priority when renting a Private jet. Make sure to research the rental firm and their safety document prior to making a decision. Propeller private plane.\nOverall, renting a Private jet can be a elegant and hassle-free means to travel, however it is necessary to do your study as well as consider your needs before deciding.\nPrivate Jet companies – Propeller Private Plane\n5. OneSky Jets.\n6. Sentient Jet.\n8. Magellan Jets.\n9. Paramount Business Jets.\n10. Air Charter Service.\nHow Much To Charter A Private Jet.\nThe cost of hiring a Private jet varies depending upon several elements, consisting of the type of aircraft, the range of the trip, and also the number of travelers. Propeller private plane. Usually, rates can range from $5,000 to $20,000 per hour.\nAs an example, a tiny jet such as a Cessna Citation CJ2 can set you back around $5,000 to $7,000 per hr, while a bigger jet such as a Gulfstream G450 can cost $15,000 to $20,000 per hour.\nAdditionally, there may be added costs such as gas additional charges, landing charges, as well as food catering. Propeller private plane. It’s advised to obtain a quote from a charter business for a certain journey to obtain an accurate price quote of the price.\nExist any economical Private jet rental companies?\nYes, there are a number of economical Private jet rental companies, consisting of:.\n1. XOJET: Offers flexible membership choices and affordable prices for Private jet charter trips.\n2. JetSuite: Offers a range of aircraft at competitive rates for both short as well as long-term charters.\n3. VistaJet: Deals both brief as well as lasting charter options at affordable costs, along with a membership program for regular leaflets.\n4. JetSmarter: Provides a subscription program that permits members to book Private jet trips at discounted rates.\n5. Flexjet: Offers fractional possession as well as leasing alternatives for Private jets, along with on-demand charter services.\n6. Air Charter Solution: Supplies a range of Private jet charter choices, including empty leg flights and one-way charters, at affordable costs.\nIt is very important to keep in mind that rates can differ depending upon the type of aircraft, area, as well as time of year, so it’s always best to obtain a quote from numerous companies prior to choosing.\nAny kind of have experience with Private jet rentals or vacant leg flights? – Propeller Private Plane\nPrivate jet rentals involve renting a Private jet for a specific flight or journey. Propeller private plane. This can include big salami flights, one-way flights, or multi-leg journeys. The price of a Private jet rental can vary depending on the sort of aircraft, the length of the trip, as well as the number of passengers.\nVacant leg flights, likewise known as ferryboat flights, happen when a Private jet needs to fly to a particular area to pick up passengers, however there are no passengers on the return leg. Propeller private plane. These trips are usually provided at a affordable rate as the jet needs to fly back to its home vacant.\nBoth Private jet rentals and also vacant leg flights can be scheduled via Private jet charter companies or on-line platforms. It is important to study as well as contrast various options to locate the very best bargain and also ensure that the company is trustworthy as well as compliant with safety guidelines. Propeller private plane.\nWhat are some companies that offer Private jet rental services, and also how much does it cost per hour or daily?\n1. NetJets – Prices begin at $4,995 per hour.\n2. Flexjet – Costs start at $5,995 per hr.\n3. Xojet – Expenses start at $5,995 per hr.\n4. Executive Jet Management – Prices start at $5,500 per hour. Propeller private plane.\n5. JetSuite – Costs start at $5,950 per hour.\n6. Blue Celebrity Jets – Prices begin at $5,500 per hr.\n7. Air Charter Solution – Prices begin at $5,000 per hour.\n8. PrivateFly – Costs begin at $6,000 per hr.\n9. Magellan Jets – Prices begin at $6,000 per hour.\n10. Paramount Business Jets – Expenses begin at $5,500 per hr.\nIt is essential to note that these rates undergo change based upon variables such as the type of aircraft, area, and duration of the trip. Additionally, many companies provide marked down prices for longer-term rentals or membership programs. Propeller private plane. It is suggested to call the companies straight for the most precise and up-to-date rates info.\nWhat is complimentary legs traveling (mostly on Private jets or services)? Are they affordable? – Propeller Private Plane\nFree legs travel refers to the practice of making use of vacant legs on Private jets or services. Propeller private plane. These are trips that are set up to fly vacant, either due to the fact that they are returning to their online after leaving guests or since they are positioning themselves for a future flight.\nAs opposed to flying empty, these jets and also leasings can be booked by people or teams at a minimized price, as the jet or rental company is looking to fill the empty space. Propeller private plane. This can be a extra affordable choice for those wanting to fly Private, as the expense of the trip is typically dramatically lower than booking a full charter. It needs to be kept in mind that the locations and also routines for totally free legs traveling may be restricted, and also might not line up with the traveler’s preferred plan.\nIs hiring a Private jet worth it?\nHiring a Private jet can provide a number of advantages such as increased privacy, versatility, and also convenience. Inevitably, whether hiring a Private jet is worth it will certainly depend on the individual’s concerns and spending plan.\nPrivate Jet Rental Near Me – Propeller Private Plane\nIf you are seeking a Private jet rental near you, there are a couple of options to think about. Some companies that provide Private jet rental services include:.\n• NetJets: This firm has a fleet of over 700 airplane and operates in over 120 countries. Propeller private plane. They provide a variety of jet dimensions and services, consisting of fractional ownership and also jet card programs.\n• Xojet: This company uses Private jet charter services as well as has a fleet of over 100 aircraft. They operate in the United States and also Canada and also offer a selection of jet sizes and also services.\n• JetSuite: This company supplies Private jet charter services and has a fleet of over 30 aircraft. They run in the United States and use a variety of jet sizes and services.\n• Flexjet: This company provides fractional jet possession as well as jet card programs. They have a fleet of over 150 airplane and also run in over 40 countries.\n• Delta Private Jets: This company offers Private jet charter services and has a fleet of over 70 airplane. They run in the United States and also offer a selection of jet dimensions and services.\nTo find a Private jet service near you, you can search online for Private jet charter companies in your location or speak to a travel agent who concentrates on Private jet traveling.\nPrivate jet rental refers to the process of renting out a Private jet for personal or business traveling. Cost: Renting a Private jet can be expensive, with rates varying based on the kind of jet, the period of the trip, and the range of the trip. Type of jet: Propeller private plane. There are a selection of Private jets available for rental fee, including tiny prop planes, midsize jets, as well as huge high-end jets. Private jet rentals involve renting a Private jet for a details flight or trip. Rather of flying empty, these jets as well as rentals can be booked by people or teams at a decreased expense, as the jet or rental company is looking to fill the vacant space.", "label": "Yes"} +{"text": "Learn to be a pilot at the Sheldon College Aviation and Space Academy\nYear 11 and 12 Students can realise their ambitions to fly through a range of Aviation and Space Programs available at Sheldon College.\nOn the successful completion of the Sheldon College Aviation Program, students will receive industry recognised credentials provided through the Sheldon College Partnership with the Australian Wings Academy.\nThe Aviation Program includes Work Experience in industry and the hands-on flying of aeroplanes and the commencement of a Diploma of Aviation (Commercial Pilot Licence – Aeroplane).\nStudents are encouraged to enter the Sheldon College Aviation Program in Year 11 to complete the Aviation Foundation Program.\nThe Aviation Foundation Program is tailored to provide a comprehensive introduction to the theoretical and practical aspects of Aviation. Students undertaking the Aviation Foundation Program will become familiar with aircraft equipment and gain the theoretical knowledge required to confidently progress to full flight training during Year 12.\nYear 12 students are eligible to enrol into the Diploma of Aviation (Commercial Pilot Licence – Aeroplane) and can study for their Private Pilot Licence during Year 12.\nStudents undertaking the Aviation Program will study the following:\n- Introduction to Aviation\n- Diploma of Aviation\n- Private Pilot's licence\n- Commercial Pilot Licence - Aeroplane\nOn graduation from Sheldon College, successful Aviation Program graduates will go on to complete their training with the Australian Wings Academy to apply for a Commercial Pilot Licence to fly commercial aeroplanes for airlines such as Qantas.\nTo register your interest in the Sheldon College Aviation Program, complete the form below or contact the Sheldon College Office of Senior Schooling on (07) 3206 5550.", "label": "Yes"} +{"text": "International Launch Services successfully carried the Sirius FM-6 satellite into orbit on an ILS Proton Breeze M launch vehicle. It was launched from Pad 39 at the Baikonur Cosmodrome in Kazakhstan at 18:00 GMT on Oct. 25.\nSirius FM-6 uses an X-band uplink and an S-band downlink to deliver digital audio radio service. It has approximately 20 kW end-of-life power and an anticipated service life of 15 years. The SSL-built device is one of the most powerful satellites built today. It will be located at 116.5 degrees west longitude.\n“For over a decade, SiriusXM has entrusted ILS Proton to deliver their satellites into orbit,” said Phil Slack, president of ILS. “It is a tremendous honor for ILS to have been a part of the satellite radio industry since 2000, with the launch of SiriusXM’s first generation fleet on ILS Proton within a 5 month period. Thank you to all of the teams that made this successful launch possible, including SiriusXM, SSL, Khrunichev, and ILS.” This was the sixth satellite launched by ILS Proton for SiriusXM and the 27th SSL 1300 satellite launched.\nFrom ILS press release ILS Proton Successfully Launches the Sirius FM-6 Satellite for Sirius XM Radio.\nDoug Lung is one of America's foremost authorities on broadcast RF technology. He has been with NBC since 1985 and is currently vice president of broadcast technology for NBC/Telemundo stations.\nThank you for signing up to TV Tech. You will receive a verification email shortly.\nThere was a problem. Please refresh the page and try again.", "label": "Yes"} +{"text": "The Defense Advanced Research Projects Agency and Space Systems Loral have drafted a partnership agreement to develop technologies that would facilitate autonomous repair and maintenance of satellites in geosynchronous orbit.\nThe RSGS public-private partnership is subject to review by the Defense Department“™s undersecretary for acquisition, technology and logistics since the project would be a first of its kind at the agency.\nDARPA seeks to create robotic hardware and software while SSL aims to build a space vehicle and integrate a robotic module from the agency with the spacecraft in an effort to produce a robotic servicing vehicle for military and commercial applications.\nUnder the agreement, the agency will also offer technical and government-funded launch services to the project.\nBrad Tousley, director of DARPA“™s tactical technology office, said the RSGS program will work to demonstrate a set of technologies that are not currently available nor projected to be commercially sold in the near term.\nThe agency added it already built the robotic arms for the project and plans to license the space-based technology to other interested U.S. companies via cooperative research-and-development agreements.\nDARPA has determined that a public-private partnership is the “best approach” to acquire the RSGS system that the agency believes can aid government and the commercial satellite programs.\nSSL would manage operation of the vehicle and offer cooperative servicing on a fee-for-service basis to military and commercial GEO satellite operators if the company successfully demonstrates the vehicle in space.", "label": "Yes"} +{"text": "You are bound to have seen movies where a gung-ho passenger leaps into action to safely land a wayward aircraft. But can just about anyone takeover the controls and guide a plane to terra firma with no prior training? Capt. Lim Khoy Hing sets matters straight.\nWould anyone be able to fly an aircraft should both pilots be incapacitated at the same time?\nThis is among the common questions asked by gamers and serious flight simulator enthusiasts who enjoy playing Microsoft Flight Simulators on the Boeing or Airbus virtual planes. They frequently wonder whether their ‘experience’ flying these ‘planes’ on computers would equip them to land a real airliner safely should the captain and co-pilot become incapacitated due to food poisoning, for instance.\nTo answer the question, most airlines have a general policy of not serving certain foods, especially seafood, to the pilots to prevent total crew incapacitation. Also, they must not eat the same food at the same time in order to prevent both from falling sick simultaneously. So, the possibility of that happening is quite remote to begin with.\nWho to the rescue?\nIn this month’s article, I will try to answer the hypothetical question of who might have a better chance of saving a plane should both the pilots come down with food poisoning. Movie plots involving airplanes sometimes show an ordinary passenger or cabin crew with no flying experience easily helping to land a plane safely, perhaps with the assistance of someone over the radio from the control tower.\nIn 2005, on board the Helios Boeing 737 in Greece, both the pilots lost consciousness due to a problem with the pressurization system that they had failed to recognise. The ill-fated flight crashed because nobody knew how take over the flight controls. The computers on board actually flew the aircraft for about three hours until it ran out of fuel.\nSo, what’s the real deal should this unfortunate scenario happen?\nA hypothetical scenario\nThis is a hypothetical scenario with four passengers onboard a flight that suddenly loses its pilots. Tom is a passenger who has absolutely no clue about flying; Dick, a newly qualified single-engine pilot with little flying experience; Harry, a computer geek who plays Flight Simulators for hours on end; and Marvel, an off-duty fully, qualified typerated pilot who happens to be on board. Let’s see how these four chaps perform when an emergency occurs in the cockpit.\nThe first thing anyone would need to do before taking over is to remove the incapacitated pilots from their seats. This would involve strength and skill, as the seat belts needs to be removed and the pilots extricated from their seats properly so as not to accidentally hit any controls. Once that is done, the question of who is the most suitable candidate to take over becomes pertinent.\nTom – A passenger with no flying experience\nUnlike a car, a commercial airliner is not an easy machine to handle for anyone without flying experience.\nFirst of all, Tom needs to get inside the cockpit and then talk to someone over the radio. He would need to know how to operate the radio on a Boeing or Airbus plane or even which frequency to dial. This would probably be beyond the grasp of someone with no flying experience.\nWithout communication with an expert, Tom would not even know where to begin. Hence, I believe Tom would have extreme difficulty to successfully land the jet plane.\nDick – A private pilot license holder with little flying experience\nOn the Helios Airways disaster, the two pilots were incapacitated due to loss of cabin pressure and consequently, suffered from lack of oxygen. However, one flight attendant was still alive as he still had some oxygen from a portable bottle. He did have some piloting experience like Dick but he couldn’t get through the locked cockpit door in time.\nHad the flight attendant been able to get into the cockpit earlier, there might have been a possibility that he could have landed the aircraft using the automation and with help from the ground.\nThe cause of this crash was the flight crew’s failure to set the pressurisation switch correctly after maintenance. This caused the plane to remain unpressurised until the cruise, which is similar to staying on top of Mount Everest without any oxygen!\nIf Dick is able to access the cockpit and communicate with the control tower in time, he might be able to land the plane safely.\nHarry – The computer geek\nA computer geek like Harry may have a better chance provided he is used to flying a similar type of plane on his desktop simulator. This requires the auto pilot to still be engaged, and the runway to be equipped with an Instrument Landing System. It is also imperative that he is able to talk to another pilot on the radio. Unless these three basic requirements are met, Harry would have some difficulty in bringing the plane home safely.\nThe trick for him is to communicate the predicament on the radio and to keep the auto pilot on.\nWhile it’s possible to control the aircraft by pressing push buttons and turning knobs easily with instructions given over the radio, flying manually by grabbing the sensitive side stick of an Airbus requires a lot of practice and skill.\nAs such, if Harry were to ‘hand fly’ the plane, it would be a very difficult endeavour. Even professional pilots have to go through training in a full flight simulator to ensure they continue to fly a plane safely. However, a large airliner like an Airbus A380 can be landed safely using the auto landing system with guidance from the ground.\nGiven the right conditions such as good weather, a perfect aircraft and Harry being already familiar with the aircraft’s systems, as well as continuous assistance from a qualified pilot or instructor, he might be able to pull it off, if he keeps his cool.\nCaptain Marvel – The off duty pilot\nIt really is quite unlikely that both pilots are incapacitated simultaneously during a flight (apart from the Helios disaster). However, there have been cases where a single pilot was disabled due to a heart attack in a light aircraft and a passenger was able to land the plane safely with instructions from another qualified pilot on the radio. This isn’t an issue on long haul flights as most airlines have two sets of crew (four pilots) on board.\nOn short haul flights where there is only a Captain and a First Officer, the two-pilot incapacitation issue, though remote, would probably pose some problems.\nTherefore, the off-duty pilot would be the better person to safely land the plane should this very unlikely event ever happen.\nAs you can see, if Captain Marvel was not on board the plane, my bet would be on Harry or Dick to bring the plane down. So, if you are an avid flight simulator player, the time spent playing the game would not go to waste if such a situation should ever happen while you are on board an aircraft.\nCaptain Lim Khoy Hing is a former AirAsia Airbus A320 and AirAsia X A330/A340 pilot who also used to fly the Boeing 777. He has logged a total of more than 25,500 flying hours and is now a Simulator Flight Instructor with Air Asia X. In his spare time, he shares his opinion on aviation issues with others. For more air travel and aviation stories,check out his website, ‘Just About Flying’ at www.askcaptainlim.com.", "label": "Yes"} +{"text": "Most planes are built by organizations with the goal of delivering them in amount for clients. The structure and arranging process, including security tests, can last as long as four years for little turboprops or longer for bigger planes.\nDuring this procedure, the goals and structure particulars of the airplane are built up. First the development organization utilizes drawings and conditions, reproductions, air stream tests and experience to foresee the conduct of the airplane. PCs are utilized by organizations to draw, design and do starting reenactments of the airplane. Little models and mockups of all or certain pieces of the plane are then tried in air streams to check its streamlined features.\nXray Kiss my mas shirt\nAt the point when the plan has gone through these procedures, the organization develops a set number of models for testing on the ground. Delegates from a flying administering organization frequently make a first flight. The flight tests proceed until the airplane has satisfied all the prerequisites. At that point, the overseeing open organization of aeronautics of the nation approves the organization to start creation.\nIn the United States, this office is the Federal Aviation Administration (FAA), and in the European Union, European Aviation Safety Agency (EASA). In Canada, the open office in control and approving the large scale manufacturing of airplane is Transport Canada.\nSee more: gearbubble", "label": "Yes"} +{"text": "Modular “FASTLINK” design\nThe PD1 has a modular design, all airframe parts are secured with fastlink locks with no tools needed for (dis)assembling de drone to maximise efficiency. It can be operational and in the air within 10 minutes from being packed in a secured transportation-case. The modular design allows you to easily and quickly replace all airframe parts, engine unit, payloads and other equipment on board. The payload area is big enough to fit a dual sensor gimbal and photo camera or any type of similar equipment.\nPD1 UAS is standard equipped with an advanced autopilot system which allows to perform fully autonomous flights with a pre-programmed route, actions (e.g. take photos or drop a package at certain points), automatic take-off and landing, parachute recovery and much more. All information from the PD1 (e.g. fuel level, engine temp/RPM, live view etc.) is streamed securely and in real-time to the Ground Control Station (GCS). The drone is also capable of performing fully autonomous flight without any connection to its GCS\nLS Micro Vux LR is the next generation LIDAR solution, a product suitable for both corridor and area mapping. Based on the Riegl VUX-1LR, survey grade FOG IMU, and including a 50mp RGB calibrated camera fully integrated. It can be operated at higher altitudes and covers more area on unmanned missions.\nLS Micro Vux LR automatically collects highly accurate laser and image data via its onboard system controller. It can produce DOMs, DEMs, DSMs and DTMs which may be further processed to produce 3D models for various industries.\nA wide range of different payload options can be exchanged within the PD1 system. Standard equipment includes a USG-212 EO/IR gimbal or USG-211 EO gimbal. Both camera gimbals featured 30x optical zoom, digital video stabilisation and target tracking. Furthermore, there is enough space left in the payload area to meet specific needs such as a secondary payload sensor, SAR radar, radio repeater etc.\nHigh-res aerial photography\nThe PD1 will be ready-to-fly with a high-resolution photo camera and software that allows to process and analyse captured data. The sensor can take pictures with a resolution of up to 10 pixels/cm while the drone is flying at an altitude of 1000 meters. Our software package consists of great features, such as the ability to compare photos with the flight log file, which allows you to find coordinates at targeted objects on a photo, mark up and specify objects of interest, see where the UAV was at the moment when photo was taken and generate standard reports. This solution cuts down overall time needed to analyze aerial photography materials and get most out of it.\n- Fast supplies and ammunition delivery to military units. Container holds more than 500 NATO standard .223 cartridges;\n- Deliver medications to remove areas; Container holds four P650 UN3373 packages;\n- Coast guard. Carry two self–inflating lifesaving buoys to help people in need;\n- And much more\nThe system is powered by a quiet and reliable 61cc 2-cylinder 4-stroke engine with a 150W electric generator system that can power up all equipment on-board during the flight. In addition, a remote start system can automatically start the engine in any condition under any circumstance. Electric fuel injection upgrade is available for maximum performance and adds 15% more endurance. The engine unit can be easily replaced, so you don’t have to interrupt drone operations for engine maintenance or overhaul. RPM, temperature and fuel level sensors", "label": "Yes"} +{"text": "The act of renting or leasing aircraft for the purpose of transporting cargo or passengers.\nAir Charter Operator\nIs responsible for the licensing,maintenance, safety and operations of the air charter company. The air charter operator is not always the owner of the luxury jet, business jet or private jet that is available for charter.\nOccurs when an aircraft chosen for charter is not currently at the departure origin for the charter jet trip.\nThe area of control established by the airport authority; the area that a particular airport controls navigational and radio control.\nA private jet chartered by a company or executive for use on a business related trip.\nThe right to operate within the domestic boarders of a country. Most countries limit operations within their boarders to domestic carriers as a form of protectionism.\nAs reported by Wikipedia, Carbon credits are a key component of national and international emissions trading schemes. They provide a way to reduce greenhouse effect emissions on an industrial scale by capping total annual emissions and letting the market assign a monetary value to any shortfall through trading. Credits can be exchanged between businesses or bought and sold in international markets at the prevailing market price. Credits can be used to finance carbon reduction schemes between trading partners and around the world.\nThousand foot flight levels or altitudes\nAircraft used to transport large amounts of goods and products and not certified for passenger loads.\nA level altitude maintained by an aircraft while in flight.\nTerm used for a leg of a trip that is transporting no passengers or cargo (empty leg). This is usually the return from dropping or the departure to a pickup.\nDepartment of Defense Flight Information Publications; used for flight planning\nDouble Round Trip\nOccurs when an air charter itinerary is designed such that it is more costly to keep the plane away from base than it would be to return home empty the report for pick up to complete the air charter itinerary.\nIs held by an air charter operator that publishes a schedule and provides non-scheduled air charter service.\nThe portion of the day when a crew member is on duty in any capacity (not just in-flight). This can be a constraint on long day-trips as there are FAA-imposed limits on the amount time allowed on duty.\nIs an aircraft that is chartered for the purpose or use in the transportation of executives. Typically the private aircraft that are chartered are midsize jets. Talon Air caters to Executive Air Charter and Executive Jet Charter\nFAA Part 121\nCertificate required for an operator to published scheduled trips for charter.\nFAA Part 135\nCertificate required for a charter provider to operate as a non scheduled air carrier.\nFixed Base Operator. Represents a large majority of the air charter industry. By definition at a permanent location, this is a vendor of services,maintenance , fuel, flight instruction, and aircraft sales, in addition to charter.\nA rotor driven aircraft that uses vertical axes with pitched blades to generate lift and stability.\nA helipad is used for takeoffs, landings and occasionally for parking of helicopters.\nThe area of land or water used for the landings and takeoffs of helicopters; the buildings, structures and grounds.\n(International Air Transport Association) codes are used by airlines for reservations, ticketing and baggage checking. These codes consist of exactly three letters. They are (usually) easily interpreted.\nInternational Civil Aviation Organization airport\nLocation indicator is a four-letter alphanumeric code designating each airport around the world. These codes are defined by the International Civil Aviation Organization,\nInstrument Meteorological conditions\nConditions such as visibility, distance between clouds, ceiling level that does not meet the standard for visual meteorological conditions.\nIS-BAO was developed by the industry for the benefit of the industry. It is a code of best practices designed to help flight departments worldwide achieve a high level of safety and professionalism..\nIs the act of hiring crew; leasing an aircraft for the purpose of private air transportation.\nIs one who facilitates the leasing or purchasing of air charter. A Jet Charter Broker is different from an Air Charter Agent as he does not act on behalf of either the end user of the chartered aircraft or on behalf of the charter operator. A Jet Charter Broker acts as the middleman in acquiring a charter flight for their client.\nHigh altitude, High Speed winds that in the United States blow from west to east.\nThe spacing of aircraft traffic on the same lateral plain or altitude.\nA single direction of travel between two points. For an air charter itinerary a leg could be represented by repositioning and fuel stops.\nA service that provides information such as wind direction and speed, favored runway pertinent know traffic airport taxi routes and authorized approach procedures to pilots of arriving or departing aircraft.\nIs the longitudinal spacing of aircrafts traveling on at the same altitude. The distance is expressed either as time or miles.\nIs the ratio of ones true airspeed to the speed of sound.\nIs an international distress signal, repeat MAYDAY to indicate an imminent and grave danger that request assistance.\nStrong localized winds capable of doing damage. Winds have been known to reach up to 150 knots.\nIs the network of airspace, navigational services facilities and equipment.\nNavigation aids that give visual reference to the ground; they are used as a reference point in establishing and maintaining the position of an aircraft that is awaiting further clearance form air traffic control other wise known as “in holding”.\nIs known to be the process of recording, planning and controlling the movement of an aircraft or vehicle from one point to another.\nNational Business Aviation Association\nIs considered international airspace, it is the airspace over the oceans that is subject to ICAO procedures and regulations.\nIs an aircraft charter for private use. Typically private jet charters are the most economical form of air charter. A private jet charter is intended to serve the needs of the client but does not seek to go above and beyond in luxury and accommodations.", "label": "Yes"} +{"text": "€ 102 999\nFor Sale: Excellent Condition Stoll Taildragger\nWe are offering a top-notch Stoll Taildragger for sale, equipped with a wide range of impressive features. This aircraft comes with a folding wing feature, allowing for easier storage and transportation. Powered by a robust Rotax 100 horsepower engine, it guarantees a smooth and powerful performance.\nThe MFL EfiIS glass cockpit provides a modern and user-friendly flying experience, offering advanced navigational and instrument capabilities. With a 100-liter fuel tank capacity, this plane ensures long-range flights without the need for frequent refueling.\nStandout features of this aircraft include LED navigation lights and strobes, ensuring excellent visibility both during the day and night. Additionally, it boasts a water heating system, providing comfort during colder seasons. The co-pilot operation capability allows for easy management between two pilots.\nWith its electric variable propeller adjustment, you can optimize performance and efficiency in different flying conditions. The aircraft is also equipped with a reliable Funk Triq KRT-2S radio and a Xpdr KTX 2 transponder.\nThe plane is currently located in Bodensee, Austria, as stated above. For further information or inquiries, please contact us via phone, WhatsApp, Signal, or email at firstname.lastname@example.org.\nSerious buyers, act now to own this exceptional aircraft that offers an array of impressive features and is meticulously maintained for the utmost flying experience.\nRotax 912 ULS, 98h\nUsed, built in 2019, 98h TT\nvariometer, artificial horizon, heading indicator, GPS or other navigation, transponder, radio", "label": "Yes"} +{"text": "Cheap Flights from Paris to Tirupati - PAR to TIR (reverse)\nDid You Know?\n- The smallest aircraft operated by Air India flying between Paris, FR and Tirupati, IN is a 777 with 238 seats.\n- Air India has 30 two stops or more flights between Paris, FR and Tirupati, IN.\n- 3 airlines operate between Paris, FR and Tirupati, IN\n- 6 flights per week fly out of Paris, FR connecting to Tirupati, IN\n- Delhi, IN is the most popular connection for two or more stop flights leaving Paris, FR for Tirupati, IN.\n- The largest aircraft operated by Jet India flying between Paris, FR and Tirupati, IN is a 737 with 156 seats.\n- The shortest flight between Paris, FR and Tirupati, IN on Jet India is 5,067 miles.\n- Air India has the most two or more stop flights between Paris, FR for Tirupati, IN.\nCheap International Flights from Paris - PAR\nChina E, China S, Oman, Jet India, Gulf Air, Turkish, SWISS, Air China, Royal Jordanian, Aeroflot, Saudi Arabian, Qatar, KLM, Austrian, Brussels, Air India, Pakistan, Ethiopian, Singapore, Kuwait, Etihad, Srilankan Airlines, Finnair, Alitalia, Air France, Emirates, Lufthansa, Thai, British Airways\nEtihad, British Airways, Srilankan Airlines, Brussels, KLM, Korean, Oman, Qatar, Kuwait, Singapore, Royal Jordanian, Emirates, Air India, Lufthansa, Air France, Pakistan, Ethiopian, Yemenia, Egyptair, Mauritius, Saudi Arabian, Thai, Gulf Air, Jet India, Turkish, El Al, SWISS, Air China\nThai, Jet India, Srilankan Airlines, Oman, Lufthansa, Qatar, Saudi Arabian, Singapore, Etihad, Air France, Air India, British Airways, Air China, Emirates\nSrilankan Airlines, Jet India, Etihad, Kuwait, Gulf Air, Thai, British Airways, Saudi Arabian, Qatar, Oman, Lufthansa, Air India, Emirates\nEtihad, Emirates, Saudi Arabian, Air India, Qatar, Oman, British Airways, Jet India, Thai\nThai, China E, Qatar, Air India, Emirates, Jet India\nJet India, Emirates, Gulf Air, Srilankan Airlines, Kuwait, Etihad, Saudi Arabian, Qatar, Oman, Air India", "label": "Yes"} +{"text": "Before Dan Wilson arrived, airport didn't have an on-Island mechanic.\nDan Wilson’s weeks are almost always split in two. For three days, he works in a World War II-era hangar at Katama Airfield. For another three days, he works out of a more modern hangar at the Martha’s Vineyard Airport. Sundays, he takes off, so to speak. A mechanic by trade but a pilot by passion, Mr. Wilson can be found roaming the skies when he’s not busy taking a wrench to a faulty airplane engine or completing annual inspections.\n“There are beaches all over the place,” said Mr. Wilson. “It’s beautiful flying out here.”\nIndeed, the scenic views are part of what brought Mr. Wilson to the Island years ago. For 15 years, he had spent summers here with his wife Jeanne DelGiudice. During those summers, Mr. Wilson spent time taking care of Waco UPF-7s and biplanes for classic aviators at Katama Airfield. But in a matter of time, what started as annual vacations to a treasured spot of Ms. DelGiudice’s young adulthood — she has been coming to the Vineyard since the 1970s, when her uncle, David Crohan, opened David’s Island House — grew into a year-round living situation.\nLast May, Mr. Wilson and Ms. DelGiudice left their home in Warwick, R.I., and moved to the Island permanently. Together, husband and wife started a business, Wilson Aviation Services. He does the mechanical work on aircraft. She runs the business end of it, he said.\n“The business is geared around general aviation,” said Mr. Wilson. “And just to support the public, so that if anybody has any problems here, they can be dealt with properly, so airplanes aren’t leaving with the problems, which was an issue before.”\nFollowing a plane crash in Brewster in January 2012 that resulted in the deaths of two local pilots, Oulton Hues, a flight instructor and part-time resident of the Vineyard, and Robert Walker of East Falmouth, the Island’s lack of mechanical support for aircraft came to light. Paul Adler of West Tisbury wrote a letter to the Gazette on the issue.\n“For at least 28 years, our airport has not supported a mechanical repair facility. As a result, many aircraft, both private and commercial, have departed our airport in need of repair, seeking another airport where there is a repair facility. Pilots cannot afford to bring in aviation mechanics, so sometimes safety is sacrificed due to these budgetary concerns. This is both alarming and dangerous,” Mr. Adler wrote.\nMr. Wilson and Ms. DelGiudice, who were already contemplating moving to the Vineyard at the time, took note of Mr. Adler’s concern. After Evergreen Helicopters sold their Providence, R.I., facility, where Mr. Wilson was employed, he was looking for a place to work.\n“That gave us more motivation [to move],” said Ms. DelGiudice. “It propelled him.\n“There was nobody out here doing anything, so it was obvious for us to move here,” she added. “In Katama, there were four or five planes landing and needing help. The signs pointed.”\nToday Mr. Wilson is one of two licensed airplane mechanics working on the Island. His experience spans 35 years. After graduating high school, he entered East Coast Aero Technical School in Lexington. There, he received his Airframe and Powerplant and Inspection Authorization licenses from the Federal Aviation Administration (FAA). Mr. Wilson’s first job was as an engineer for a freight airline, where he maintained Convair cargo planes and seven Beech 18 aircraft in Providence and Quonset Point, R.I. The planes he worked on transported items from gold and silver bricks to horses and even a sedated dolphin that woke up mid-flight.\nDuring his lifetime, Mr. Wilson has repaired submarines, cars, trucks, buses, electric boats and helicopters. But, he said, “I just love to work on the airplanes. I always came back to this.”\nAside from the general aircraft maintenance work he does on small planes — changing alternators, doing avionics work, making electrical modifications, doing oil changes, and, his favorite, repairing engines — Mr. Wilson also does inspections. The Federal Aviation Administration mandates that general aviation aircraft must be inspected annually and that any aircraft “that carry any person (other than a crew member) for hire or that are provided by any person giving flight instruction for hire” must be inspected after every 100 hours of flight. Mr. Wilson can inspect planes on the Island so that potentially faulty aircraft do not have to fly out for inspection, and pilots do not have to spend extra time and money to fly inspectors to the Island.\nMr. Wilson also is on call for Jet Blue and US Airways at the Martha’s Vineyard Airport.\n“If an airline like Jet Blue comes in, which is frequent, and he’s got an issue that has to be signed off or deferred, if I wasn’t here they would have to bring somebody in from Boston or New York, which takes a lot of time,” Mr. Wilson explained. “It’s good for me to be here,\non the Island, for them. Because once those people are stuck — if they miss their connections on some of those flights — they’re really stuck.”\nOne of his specialties is working on vintage aircraft and radial engines.\n“[Radial engines] are unique. There are not too many people working on those in this part of the country,” he said. “It’s an old, lost art.”\nIn his hangar right now is a Piper Cub from the 1930s, an early vintage airplane built for the general public and once used by the military for observation work. It’s up for inspection, but soon it will fly.\nStory, Photos and Comments: http://mvgazette.com", "label": "Yes"} +{"text": "- Cargo-only flight to ship ventilators, oxygen cylinders, oxygen generators and PPE to Delhi\nMONTREAL, May 18, 2021 /CNW Telbec/ - Air Canada today announced it is supporting India relief efforts in collaboration with the Toronto Business Development Centre (TBDC) and the Government of Ontario by operating a cargo-only flight to Delhi, providing urgent medical supplies to the Indian population which has been severely hit by the COVID-19 pandemic.\n\"We are all deeply saddened by the devastating situation in India, and no one can remain indifferent to what is happening now in that part of the world,\" said Jason Berry, Vice-President, Cargo at Air Canada. \"When flights to India were suspended on April 22, the movement of essential goods between the two countries was also halted. Today, with this exceptional cargo-only flight, we are grateful to be able to help and contribute to these relief efforts by shipping critical medical supplies. We worked closely with the Toronto Business Development Centre and the Government of Ontario to ensure timely support, in solidarity with the affected communities.\"\n\"We share a strong and deep relationship with India, and we stand with its people and frontline workers during these difficult times. India is the world's largest vaccine manufacturer and has so far shipped over 66 million doses around the globe. We invite the global community to help them fight the pandemic because unless everyone is safe, no one is safe.\" Vikram Khurana, Chairman Toronto Business Development Centre.\nAn Air Canada Boeing 787-9 Dreamliner will operate a cargo-only flight today with 40 tons of essential supplies from Toronto Pearson Airport to Delhi. The freight includes critical medical equipment such as oxygen cylinders, oxygen generators and Personal Protective Equipment (PPE).\nAir Canada will also be carrying 100 ventilators donated recently by the Saskatchewan Government.\nThe medical equipment donated by government agencies and partners is new and these supplies will be consigned to the Red Cross upon arrival in India.\nAbout Air Canada\nAir Canada is Canada's largest domestic and international airline and, in 2020, was among the top 20 largest airlines in the world. It is Canada's flag carrier and a founding member of Star Alliance, the world's most comprehensive air transportation network. Air Canada is the only international network carrier in North America to receive a Four-Star ranking according to independent U.K. research firm Skytrax. In 2020, Air Canada was named Global Traveler's Best Airline in North America for the second straight year. In January 2021, Air Canada received APEX's Diamond Status Certification for the Air Canada CleanCare+ biosafety program for managing COVID-19, the only airline in Canada to attain the highest APEX ranking. Air Canada has also committed to a net zero emissions goal from all global operations by 2050. For more information, please visit: aircanada.com/media, follow Air Canada on Twitter and LinkedIn, and join Air Canada on Facebook.\nSign up for Air Canada news: aircanada.com\nSOURCE Air Canada", "label": "Yes"} +{"text": "|variantes||Bartos/Nobel BN-1 Phantom|\nel Laister-Kauffman TG-4 (designated LK-10 Yankee Doodle 2 by its designer) was a sailplane produced in the United States during the Second World War for training cargo glider pilots. It was a conventional sailplane design with a fuselage of steel tube construction and wooden wings and tail, skinned all over with fabric. The pilot and instructor sat in tandem under a long canopy.\n|Laister-Kauffman TG-4A Walk Around|\n|Localización||Museo de los Aviones de la Fama, Chino|\nEncuentra kits en eBay:\nVistas : 988", "label": "Yes"} +{"text": "THE first rock found and examined by NASA's rover on Mars has a composition not seen before on the planet.\nThe rock, named after a a well-respected member of the Mars Curiosity rover team who died shortly after the rover landed on the red planet, has a composition not seen on the planet before.\nScientists have likened it to some unusual but well known rocks on Earth.\n\"(The rock is) widespread on Earth, on oceanic islands such as Hawaii, and St Helena, and the Azores; and also in rift zones like the Rio Grande and so forth. So, again, it's not common, but it's very well known,\" NASA mission co-ordinator Edward Stolper of the California Institute of Technology in Pasadena.\n\"With only one Martian rock of this type, it is difficult to know whether the same processes were involved, but it is a reasonable place to start thinking about its origin.”\nThe Curiosity rover examined Jake Matijevic three weeks ago. Jake Matijevic also had an interesting, weathered appearance that drew attention.\n\"We thought that it would be a basaltic rock because we’ve found a lot of these volcanic rocks in past missions,” APXS Principal Investigator Ralf Gellert of the University of Guelph in Ontario, Canada.\n“Volcanic rocks have a huge variety. But we were very surprised because the composition is not what we saw before. It was different, we were very surprised. There were way more elements that are representative of feldspar elements, low magnesium iron and nickel.”\nAs NASA said in a statement, rock compositions are important because they \"tell stories about unseen environments and planetary processes.\"\n\"The rock possibly tells you something about Martain crust,\" Gellert said. \"Maybe even how these rocks on the Martian surface formed. While we were surprised to find this kind of rock, it’s not really that surprising because there are many types of different volcanic rocks. And this is only one rock.\"\nMore tests will be done, however, before the rock’s properties, including the presence of feldspar, can be confirmed.\nOriginally published as NASA's rock found on Mars 'odd'", "label": "Yes"} +{"text": "Space-sensor program at Missile Defense Agency taps four firms for prototype developmentNews\nNovember 01, 2019\nWASHINGTON. The Missile Defense Agency (MDA) has chosen four companies to design space sensors that can track hypersonic and ballistic missiles. Northrop Grumman, Raytheon, Leidos, and L3Harris each received a $20 million contract to design a prototype sensor payload by the deadline of October 31, 2020.\nThe contract awards come nearly a year after the U.S. government's Missile Defense Review, which called for deployment of space sensors to monitor, detect, and track advanced, maneuvering hypersonic glide vehicles from anywhere on the globe. According to wording in this review, space sensors “enjoy a measure of flexibility of movement that is unimpeded by the constraints that geographic limitations impose on terrestrial sensors, and can provide ‘birth to death’ tracking that is extremely advantageous.”\nWork under the contract will be performed, the MDA announced, in California and Indiana.", "label": "Yes"} +{"text": "“The picture was taken by my brother in the spring of 1961. We flew out of Fairbanks to a place called Herman the German’s at Beaver Creek,” says Ken Kellogg. “Herman was a trapper on Beaver Creek and my brother flew supplies to him throughout the year. Herman had a shortwave radio and he would call Fairbanks when he needed supplies. My brother flew for a small bush operator out of Fairbanks called Frontier Flying Service.” [Read more…]\nBy J. DOUGLAS HINTON\nIt was March 20, 1991, as the Russian-built MiG 23 slowly taxied toward the runway at Cuba’s Santa Clara air base. Due for a flight test after an avionics installation, Major Orestes Lorenzo was at the controls.\nHe had never flown the MiG 23 before, but after hundreds of hours in the MiG 21 he was confident there should be no problem. It would be the last time Lorenzo flew a MiG 23 — any MiG for that matter. [Read more…]\nVERO BEACH, Florida — Legacy Flight Training’s second training center is now open for business. The new Legacy Flight Training facility, at the Air Commerce Center at the Scottsdale Airport (KSDL), joins Legacy’s facility at the Vero Beach Municipal Airport, in providing PA-46 specific flight training and full-motion simulator training.\nLegacy Flight Training began operations at KVRB in 2010, and marks its fifth anniversary this year. [Read more…]\nThe Upwind Foundation has revealed the Upwind Summer Scholarship Program Class of 2015: Anthony Bellanti of San Mateo, Calif.; Kevin Gray of Belmont, Calif.; Evan Isenstein-Brand of Pacifica, Calif.; and Michelle Karpishin of San Mateo.\nThese four aspiring young aviators have been awarded a complete primary flight training program that begins with ground school in April and continues with flight training once the academic school year is completed. [Read more…]\nThe SubSonex Air Show, flown by performer Bob Carlton, will make its worldwide debut at the 2015 SUN ‘n FUN International Fly-In & Expo. [Read more…]\nMIAMI, Florida – AMETEK MRO, a division of AMETEK Aerospace & Defense and a supplier of maintenance repair and overhaul (MRO) services, has opened AMETEK MRO Florida.\nThe new company brand is made up existing AMETEK MRO Miami based business units, Avtech Avionics & Instruments (AAI) and Aero Components International (ACI). [Read more…]\nAircraft Owners and Pilots Association (AOPA) Insurance Services has created a hangar insurance program, designed to protect individuals who own or lease hangars in cases of hangar damage, personal injury, theft, fire or wind damage for as little as $42 a month.\nADDISON, Texas — Baker Aviation, an aircraft maintenance, management and charter company in North Texas, has become the first Omega Aircraft Articles distributor to stock an inventory of FAA approved Parts Manufacturer Approval (PMA) parts for various business jets and turboprop aircraft. [Read more…]\nA flight instructor and student were practicing short field landings in a Cirrus SR22 at the airport in Milledgville, Ga. When the airplane was about 20 feet above the ground and on final approach, the airspeed suddenly decreased. [Read more…]\nBob Martin sent in this photo of this “pilot’s lounge,” taken at Havana Regional Airport (9I0) during EAA Chapter 1420’s annual fly-in, June 27, 2011. “The best way to beat the heat on a hot day,” he says. [Read more…]", "label": "Yes"} +{"text": "Srinath Ravichandran, co-founder and chief executive officer of Agnikul Cosmos, has come on board as an angel investor in the Indian space startup. \"As a hardware startup, we always are looking for others who can help us,\" he said.\nAGNIKUL is a startup that will build launch vehicles to carry micro/nano satellites to low earth orbit on demand.… https://t.co/B37T1kdhUG— anand mahindra (@anandmahindra) 1612945270000\nAgnikul, incubated at Indian Institute of Technology, Madras, is building a small rocket that can launch 100 kg satellites into low earth orbit. The rocket, which can be ported on a mobile platform, is looking at its first launch by the end of 2022.\nUnlike conventional rocket engines that have hundreds of moving parts, Angikul has taken the newer approach to 3D print the entire Agnilet engine as one part. This would make the engine lighter and have scope for little errors, a fact proven by its successful test.\nAgnikul is the winner in the top innovator category in the ET Startup Awards 2020.", "label": "Yes"} +{"text": "Project Kuiper vs Starlink: Two titans of satellite internet innovation are on a collision course to redefine connectivity worldwide. With the launch of its first two Project Kuiper satellite prototypes on October 6, Amazon hit a critical turning point in its mission to transform internet connectivity around the world. The prototypes were launched by United Launch Alliance’s Atlas V rocket from Florida’s Cape Canaveral Space Force Station, signaling the start of Amazon’s ambitious project.\nProject Kuiper’s Promising Start\nThe “Protoflight” mission seeks to place the KuiperSat-1 and KuiperSat-2 demonstration satellites at a height of 311 miles (500 kilometers) above the planet. Project Kuiper, the idea of Amazon founder Jeff Bezos, aims to connect the entire world to the internet by launching more than 3,200 spacecraft in the upcoming years.\nProject Kuiper’s Vision\nIn order to provide tens of millions of people in disadvantaged places with quick and affordable internet connection, Amazon launched Project Kuiper, a low Earth orbit satellite broadband effort. This wide network will serve private residences, educational institutions, healthcare facilities, commercial enterprises, governmental organisations, and groups operating in distant locations without dependable internet connectivity.\nThe project’s methodology demonstrates its dedication to environmental care. Amazon’s Project Kuiper, which has an impact on every aspect of its satellite network, places a high priority on space safety and sustainability. Every satellite in the constellation has active propulsion systems built in, giving Amazon’s crew the power to regulate every stage of a satellite’s journey. This makes it possible to perform precise manoeuvres to keep a safe distance from other spacecraft and to steer clear of nearby junk.\nLow Altitudes and Deorbiting Strategy\nThe satellites of Project Kuiper are built to function between 590 and 630 kilometers (about 367 to 391 miles) above the planet’s surface. This placement enables reliable and quick deorbiting of satellites at the conclusion of their missions. To reduce the chance of satellite overlap, each satellite operates within a 9-kilometer radius of its allocated height. Additionally, within a year after a mission’s conclusion, Amazon has constructed onboard propulsion systems to actively deorbit satellites. Furthermore, even in the event of a propulsion system failure, non-operational spacecraft will naturally decay in a timely way due to their low heights.\nCoexistence and Orbital Debris Management\nThe purpose of Project Kuiper is to coexist peacefully with current satellite systems. To improve orbital debris protection, lower the danger of interference, and foster collaboration with other satellite operators, the corporation regularly assesses and improves its understanding of the orbital environment.\nClick here to know more about the first satellites of Project Kuiper.\nProject Kuiper vs. Starlink: A Comparison\nWhile Amazon’s ambitious Project Kuiper is a first attempt at providing global satellite internet, SpaceX’s Starlink has a head start because to its quickly expanding fleet of satellites. In its beta phase, Starlink has already placed a sizable number of satellites, providing internet connectivity in a few locations. Although both initiatives seek to close the digital divide, they do so using different tactics and advantages.\nProject Kuiper gains from Amazon’s extensive resources and cloud computing know-how, making it a strong competitor. On the other side, Elon Musk of Starlink sees using Starlink’s money to fund future Mars missions, highlighting SpaceX’s distinct incentive.\nIn conclusion, Project Kuiper and Starlink are two IT behemoths’ efforts to expand high-speed internet access throughout the planet. Starlink promises a head start in satellite deployment and cutting-edge technical accomplishments, in contrast to Project Kuiper’s emphasis on sustainability, safety, and global reach. The rivalry between two industry titans will spur innovation and, ideally, result in accessible, affordable internet connectivity for people who need it. The world is eager to see how both projects will change the course of the internet as they develop further.\nClick here to know how AI is helping in predicting earthquakes.", "label": "Yes"} +{"text": "Personnel from No. 10 Squadron operating the AP-3C Orion (EW) based at RAAF Base Edinburgh in South Australia have maintained a culture of excellence with a number of significant achievements acknowledged in Air Force’s centenary year.\nCAPTION: The view from the cockpit as No. 10 Squadron AP-3C Orions fly in formation. Story by Flight Sergeant Jessica Daley.\nThe squadron was awarded the Duke of Gloucester Cup in 2021 by the Chief of Air Force for the Most Proficient Flying Unit of 2020.\nCommanding Officer No. 10 Squadron Wing Commander Marija Jovanovich said the squadron’s success was attributed to its attitude and teamwork.\n“The award recognises the impressive work conducted by all members of 10 Squadron throughout 2020, ranging from ICT support, maintenance, logistics, administration and aircrew,” Wing Commander Jovanovich said.\nIt is the third time that the unit has received the Duke of Gloucester Cup since the award’s inception in 1947.\n“Significantly, the unit also sustained an intensive operational flying program in increasingly contested environments despite a complex set of ongoing challenges, including COVID-19,” Wing Commander Jovanovich said.\n“Throughout numerous deployments, 10 Squadron continues to receive exemplary feedback from national and allied intelligence and special operations communities, acknowledging the capability outcomes delivered for the joint force.”\nThe high tempo of support to operations has continued throughout 2021, including the overseas deployment of the unit’s commanding officer, personnel and aircraft.\nNo. 10 Squadron has also broken new ground in 2021, with an all-female executive appointed.\n“I am really proud of our unit’s achievements, showcasing that there are no barriers or limits to what can be achieved in Air Force,” Wing Commander Jovanovich said.\nThe evolution of the squadron together with the strength of today’s capability and culture can also be attributed to the men and women who built the foundations of the squadron from its earliest beginnings.\nNo. 10 Squadron was formed in 1939 and was the first British Commonwealth squadron to experience active service in World War II and the only RAAF squadron to see continuous active service for the entirety of the war. The squadron’s rich tapestry of aircraft include Sunderlands, Lincoln Bombers, Neptunes, and variations of P-3C Orion aircraft, including the two AP-3C (EW) aircraft it operates now.\nIt’s a remarkable achievement to consider Air Force has been flying the P-3 Orion aircraft for more than half of its 100 years.\nAlthough the two AP-3C (EW) Orion airframes flown by No. 10 Squadron are approaching 40 years of service in the RAAF, their aircraft upgrades deliver an important airborne intelligence, surveillance, reconnaissance electronic warfare (ISR EW) capability and are a driver of how ISR EW operations will integrate into the future force.\n“10 Squadron is proud to fly and achieve outstanding outcomes on the oldest currently serving operational aircraft in the RAAF inventory, however we are equally excited to embrace the future force as Air Force platforms continue to evolve and new technologies come online,” Wing Commander Jovanovich said.\n“The P-3 community is a passionate community and it has been the greatest privilege of my career to fly the aircraft, command the final P-3 squadron and play a small role in its long and distinguished operational history.”", "label": "Yes"} +{"text": "Earth may already have been visited by an object from outside our solar system — a meteor that burned up in the planet’s atmosphere in 2014, astronomers claim. If confirmed, it would be the first known interstellar object to have entered the atmosphere.\nThe first interstellar visitor known to have come close to Earth was the roughly 400-meter-wide asteroid named ‘Oumuamua.’ It swooped within about 24 million kilometers of the planet in October 2017. Its sharp-angled approach to the solar system and equally strange departure led astronomers to suggest that ‘Oumuamua could have been anything from a fluffy skeleton of a comet to an alien spaceship.\nIf there was one interstellar interloper, astronomers reasoned, there would likely have been more, including some that collided with Earth. [Continue reading…]", "label": "Yes"} +{"text": "AeroMobil may have its work cut out for it if it's going to deliver a practical flying car within two years. Unfortunately, inventor Stefan Klein crashed a prototype in Slovakia this weekend after it entered an unrecoverable tailspin during a test flight. While the pilot thankfully managed to activate his vehicle's parachute in time and avoid any serious injuries, the machine wasn't so lucky -- as you can see above, it wasn't about to drive away. The company is optimistic about the accident in a statement, arguing that it's a \"natural part\" of testing that will help refine the design. It'll no doubt be a learning experience, but something tells us that the official roadmap doesn't include wrecking an aircraft. This is going to be a setback, even if it's relatively minor.\n[Image credit: MH, SME.sk]", "label": "Yes"} +{"text": "Earth's Satellites What is a Satellite? These early satellites, because they were visible from both sides of the Atlantic Ocean simultaneous for only a short time could provide only a period of five hours a day for communications. It allows scientists to pool their resources in terms of scientific knowledge and finances. A 2-meter resolution image consists of elements representing the average color or intensity of a 2x2 meter area of 's surface. Satellites can be celestial, such as a moon orbiting a planet in the solar system, or a planet in the solar system orbiting the sun. We get the answer by observing the most basic aspect of the earth, measuring its curvature. A satellite, in the broadest sense, means something that orbits the Earth, however, the term is usually used to refer to man-made satellites. Since the entire earth moves below them, this can be done easily.\nAryabhatta was the first Indian satellite, which was launched on April 19, 1975, for conducting experiments in space and to gain experience in design, fabrication and operation of the entire system. This helps the remote sensing satellite to take pictures of the area on the earth with approximately the same illumination. Artificial satellites also have orbited the moon, the sun, asteroids, and the planets Venus, Mars, and Jupiter. Imaging satellites can measure the changing sizes of glaciers, which is difficult to do from the ground due to the remoteness and darkness of the polar regions. This is because, as it falls towards the ground, the surface of the earth also curves by the same amount. Artificial satellites are human-made, orbital objects sent into space. Sri Lankan Telecommunications Regulatory Commission has signed an agreement with Surrey Satellite Technology Ltd to get relevant help and resources.\nSatellites are built by various aerospace companies, like Boeing or Lockheed, and then delivered to a launch facility, such as Cape Canaveral. Communications satellites cover all land masses and there is growing capacity to serve maritime and even aeronautical markets. There needs to be a way to reflect and reradiate heat. Irregular vs Regular Satellites Natural satellites have been further divided in two classes: a Regular satellite is a natural satellite following a relatively close and generally prograde orbit with little orbital inclination or eccentricity. Hence, the signal is easily transmitted. In 1903 Konstantin Tsiolkovsky 1857—1935 published The Exploration of Cosmic Space by Means of Reaction Devices in Russian: Исследование мировых пространств реактивными приборами , which is the first academic treatise on the use of rocketry to launch spacecraft. This action has the potential to create an orbiting object that is not man made.\nThe first satellite to carry a human was Vostok, in which YuriGagarin orbited the Earth … in 1961. Artificial satellites are those put into orbit by man. At this speed the rocket's forward momentum exactly balances its downward gravitational acceleration, resulting in orbit. There are also Remote Sensing Satellites. When the thrusters run out of fuel, the satellite eventually drifts out of position and becomes unusable.\nThe rocket carried a prism shaped 1. The objects C and D never fall back to the earth even though being pulled towards it continuously, as our earth is a circular body. The unanticipated announcement of Sputnik 1's success precipitated the in the United States and ignited the so-called Space Race within the. Such objects are often called moons. Any object, that only has the force of gravity acting upon it, is known as a satellite.\nThey are the planes perpendicular to equatorial plane. Such a satellite spends most of its time over a single designated area of the planet. Artificial satellites can have a range of missions, including scientific research, weather observation, military support, navigation, Earth imaging, and communications. Nuclear power sources have also been used in several successful satellite programs including the 1964—1978. He even made an attempt to calculate the speed of orbit of an artificial satellite. This research is of benefit internationally.\nIn addition to collecting scientific information, satellites help make maps, provide navigation services and see use in the military, acting as a spy and reconnaissance vessel. Hubble space telescope is an example of astronomical satellite. The satellites that are used to predict the future of weather are called weather satellites. At heights less than 200 mi 320 km the drag produced by the atmosphere will slow the satellite down, causing it to descend into the denser portion of the atmosphere where it will burn up like a meteor. The idea surfaced again in 's 1879.\nSatellite Communication Satellite communication is the process of conveying messages in the form of audio, video and text by means of radio and television broadcasts, and fax transmission done using satellites stationed in outer space in geostationary orbits. Military satellite Military satellite is an artificial satellite used by the army for various purposes such as spying on enemy countries, military communication, and navigation. These satellites also used to determine the exact location of an object. Sponsors: vBulletin, Copyright ©2000 - 2019, Jelsoft Enterprises Ltd. The cameras fitted in the satellites scan the earth, both in visible light and infrared radiations and take photographs. Panchromatic images have higher resolutions smaller pixel size than color, or multi-spectral, images.\nOne particularly high profile application of commercial high-resolution satellite imagery was the search for debris from the Columbia, which exploded over in 2003. The first artificial satellite was the Soviet Sputnik 1 mission, launched in 1957. The space shuttles sometimes carries remote sensing instruments to monitor earth. The Tiros series was followed by the Nimbus series, which carried six cameras for more detailed scanning, and the Itos series, which was able to transmit night photographs. Areas of concern include structure, instrumentation, controls, power supplies, and telemetry for future communications, meteorological, and navigation satellites.", "label": "Yes"} +{"text": "Wi-Fi capability was also added to the NavWorx ADS600-B UAT. The ADS600-B delivers ADS-B/TIS-B traffic and FIS-B weather and flight information to a variety of aircraft electronic displays. It is designed to meet FAA TSO-C154c and is FCC approved. The traffic, weather and flight information is provided subscription-free as part of the nationwide ADS-B aircraft tracking network.\nBoth the ADS600-B and WxBox capture and display this freely broadcast information directly in the cockpit. The ADS600-B and WxBox can be installed in both Experimental and certified aircraft, when the FAA’s “portable installation guidelines” are met, the company says.\nFor more information, visit www.navworx.com or call 888/628-9679.", "label": "Yes"} +{"text": "Elon Musk’s plans for life on Mars a ‘dangerous delusion’, British chief astronomer says\nBritish chief astronomer Lord Rees and world-renowned astrophysicist Neil deGrasse Tyson have dismissed billionaire Elon Musk’s Mars colonization ambitions as a “dangerous delusion” and “unrealistic.”\nThe pair made their buzzkilling remarks at the World Government Summit panel in Dubai this past week.\n“The only reason for humans to go to space would be for adventure. To live on Mars is not going to be easy. Mars has a hostile environment,” Lord Rees said, pulling no punches.\n“The idea of Elon Musk to have a million people settle on Mars is a dangerous delusion. Living on Mars is no better than living on the South Pole or the tip of Mount Everest,” he added.\nMusk has made no secret of his long-term ambitions of establishing a permanent, manned colony on Mars. In 2019, the billionaire tweeted the rather bold claim that, “It’s possible to make a self-sustaining city on Mars by 2050, if we start in 5 years & take 10 orbital synchronizations.”\nAstrophysicist Neil deGrasse Tyson begs to differ, however, arguing that the most pressing issue facing humanity is making the Earth habitable for longer before we can hope to consider occupying other worlds in the solar system and beyond.\n“To ship a billion people to another planet to help them survive a catastrophe on Earth seems unrealistic. If you want to call Mars home, you need to terraform Mars, turn it into Earth,” Tyson cautioned, adding that it would be far easier to “make Earth return to Earth again rather than terraforming Mars.”\nMany online agreed, speculating that perhaps the SpaceX founder had “watched too many Star trek films.”\nOthers took a more scientific approach to arguing against Musk’s lofty Martian ambitions.\nThe atmospheric pressure of Mars will make water boil below 98.6 degrees. Mars is not human-friendly.— Juan Humanbeing (@JuanHumanBeing) March 13, 2021\nOn the other end of the spectrum, some drew comparisons between Musk and none other than Galileo, the ‘father of observational astronomy’ and ‘father of modern physics’.\nThey said the same thing to Galileo— alex (@ajr_92_) March 12, 2021\nOthers dropped movie references, replete with gifs of Arnold Schwarzenegger in ‘Total Recall’ or Matt Damon in ‘The Martian’.\nOh yeah? Try telling this guy pic.twitter.com/Rbap0ZjWHf— B.J. Martino (@bjmartino) March 12, 2021\nThink your friends would be interested? Share this story!", "label": "Yes"} +{"text": "Crew members work around planes on the flight deck Wednesday, June 3, 2009, aboard the U.S.S. George H.W. Bush. Pilots from the Strike Fighter Squadron 106 stationed at Naval Air Station Oceana were completing qualifications.\nWe've upgraded our reader commenting system. Learn more about the new features.\nThe Orlando Sentinel welcomes civil dialogue about our stories; you must register with the site to participate. We filter comments for language and adherence to our Terms of Service, but not for factual accuracy. By commenting, you agree to these legal terms. Please flag inappropriate comments. Having technical problems? Check here for guidance.", "label": "Yes"} +{"text": "NASA’s New Horizons spacecraft is setting up to make an historic fly-by of Pluto on July 14. NASA today released this first-ever color photo from the probe of Pluto with its largest moon Charon.\nThis image of Pluto and its largest moon, Charon, was taken by the Ralph color imager aboard NASA’s New Horizons spacecraft on April 9 and downlinked to Earth the following day. It is the first color image ever made of the Pluto system by a spacecraft on approach. The image is a preliminary reconstruction, which will be refined later by the New Horizons science team. Clearly visible are both Pluto and the Texas-sized Charon. The image was made from a distance of about 71 million miles (115 million kilometers)-roughly the distance from the Sun to Venus. At this distance, neither Pluto nor Charon is well resolved by the color imager, but their distinctly different appearances can be seen. As New Horizons approaches its flyby of Pluto on July 14, it will deliver color images that eventually show surface features as small as a few miles across.", "label": "Yes"} +{"text": "Raycom Aerospace Pte Ltd was founded in 2003 to manufacture precision components for the aerospace industry. Raycom's strict adherence to the highest industry standards includes the prestigious ISO 9001:2000/AS9100 certification. Raycom is also NADCAP certified in Vacuum Heat Treatment and FPI special processes and has in-house calibration laboratory for gauges. The company has the capabilities to a carry project from part drawing through full production.\nIn 2006, Raycom started production of Gas Lift Valves, Dummy Valves, Orifice Valves, Latches and other critical metal components for the oil & gas extraction industry. The technical skills behind all of these applications have built Raycom into a market leader.\nHighly skilled personnel with many combined years of international and regional experience have inspired confidence throughout the Aerospace and Oil & Gas industry. With the mission to build strong, mutually beneficial and lasting relationship with our customers, Raycom never compromises on the quality standards and guarantees reliability in our products and services to our customers worldwide.", "label": "Yes"} +{"text": "Less autoclave use in aircraft manufacturing\nReducing the environmental impact of air travel makes a major contribution to minimising climate change because the global aerospace industry is huge. Industrial attention originally focused on developing novel composite parts with high strength and low weight as alternatives to metals. Lighter weight reduces fuel consumption and associated emissions. Having developed high-performing components, research turned to simultaneously reducing manufacturing costs and environmental impact. Scientists are exploring the potential of a novel technology to produce aerospace-quality composites with significantly less energy in the EU-funded project 'Industrialisation of out-of-autoclave manufacturing for integrated aerostructures' (IRIDA). Autoclave processing uses high temperatures and pressures to produce composites, particularly carbon fibre-reinforced polymer (CFRP) ones. FibreTemp technology is an out-of-autoclave manufacturing technique that electrically heats big composite moulds through their carbon fibre reinforcements. In addition to the even temperature distributions and decreased process cycle time (fast heating and cooling), FibreTemp facilitates proven dimensional stability of both the mould and the manufactured part. IRIDA investigated all aspects of composite processing to enable a reliable, accurate and repeatable technique. Researchers studied various materials for the process tools to ensure endurance in the face of repeated heating and cooling cycles. Based on insight, they designed a liquid resin infusion CFRP tool with self-heating capabilities and an integrated cooling system. The infusion process was then simulated for various resin flow conditions. In the end, the team manufactured an aircraft engine nacelle, a large and complex aircraft part, using the FibreTemp technology. Researchers have demonstrated the potential of the out-of-autoclave manufacturing technique to produce complex aircraft components from low-weight composites using a much more energy-efficient process. While the process for such parts needs optimisation, application to less complex parts is close to commercialisation. Technologies developed along the way for process monitoring and control, analysis, simulation and integration represent important opportunities for exploitation and strengthening of the EU manufacturing community. The need for greener air transport and increasing competition should ensure that IRIDA technology receives a warm welcome from the aerospace sector. Surface and sea transport stand to benefit from adoption of the technology as well.\nAutoclave, aircraft, manufacturing, composite parts, aerostructures, FibreTemp", "label": "Yes"} +{"text": "A model of the Surveyor series of spacecraft. Image credit: NASA/JPL-Caltech\nSurveyor 2 was designed as a follow-on to the highly successful Surveyor 1 mission and was the second of seven moon landers tasked with collecting lunar data in preparation for NASA's Apollo missions.\nHowever, during its coast to the moon, one of the spacecraft's three thrusters failed to ignite, throwing the spacecraft into a spin. The spacecraft lost control and crashed into the moon just southeast of Copernicus crater on September 23, 1966.\n- Imaging system", "label": "Yes"} +{"text": "Featured as the world’s fourth best shopping city, Kuala Lumpur is a shopper’s paradise. PIA flies to Kuala Lumpur twice a week.\nCan I travel from Pakistan to Malaysia?\nPakistani Citizens and the Malaysian eVisa\nThe Malaysian tourist visa permits travel in Malaysia for up to 30 consecutive days, without the possibility to extend. The eVisa can be used for tourism or business reasons and can be used within 3 months of its issue date.\nWhy did Pia stop in Malaysia?\nMalaysian authorities seized the Boeing 777 aircraft on January 15 after a court allowed an application by the plane’s lessor, Peregrine Aviation Charlie Limited, to keep it grounded pending the outcome of a $14m lease dispute with PIA in a United Kingdom court.\nWhat countries does PIA fly to?\nWhere We Fly\n- Destinations. Milan. Abu Dhabi. Kuala Lumpur. Tokyo. Manchester.\n- Our Network.\n- Map of Pakistan.\nDoes Malaysian airlines fly to Pakistan?\nMalaysia Airlines Tickets to Pakistan\nTravelocity is proud to offer some of the lowest prices on Malaysia Airlines one-way and round-trip flights to many popular destinations in Pakistan.\nIs Malaysia visa free for Pakistan?\nMalaysia visa is available for Pakistani passport holders. Pakistani passport holders can get Malaysian sticker visa from embassy and can also apply for evisa online.\nHow long is the flight from Pakistan to Malaysia?\nFlying time from Pakistan to Malaysia\nThe total flight duration from Pakistan to Malaysia is 6 hours.\nWhat happened to the PIA flight?\nOn 22 May 2020, the Airbus A320 flown crashed in Model Colony, a densely populated residential area of Karachi only a few kilometres from the runway, while on a second approach after a failed landing. Of the 91 passengers and 8 crew on board the aircraft, 97 were killed, and two passengers survived with injuries.\nWhat happened with PIA plane?\n“A PIA aircraft has been held back by a local court in Malaysia taking a one-sided decision pertaining to a legal dispute between PIA and another party pending in a UK court,” a PIA spokesman said in a statement. … As it resumed operations in May, a domestic PIA flight crash in Karachi killed 97 of 99 people on board.\nWhat is the full form of Pia?\n|PIA||Parachute Industry Association|\n|PIA||Peoplesoft Internet Architecture|\n|PIA||Peripheral Interface Adapter|\n|PIA||Primary Interop Assembly|\nWhy is Pia banned?\nThe European Union Aviation Safety Agency (EASA) had suspended the authorisation for the PIA to operate in European Union member countries for six months in July 2020, after showing concern over the issue of pilots’ licences citing the Pakistan aviation minister’s speech in Parliament that one third of Pakistani pilots …\nIs Pia a bad airline?\nI can safely say that PIA are an appalling airline with a dreadful reputation. … From delays of up to 48 hours, to rude and inconsiderate cabin crew, to incompetent ground staff and the loss of luggage, and from drug smuggling to fatal crashes, it seems that this awful reputation of PIA is wholly deserved.\nIs Pia banned in USA?\nBloomberg reports that on July 1, 2020, the US Department of Transportation banned Pakistan International Airlines from operating any flights to the United States. This follows a similar suspension from the European Union, which is also valid for six months.\nHow long is the flight from Karachi to Malaysia?\nFlight time from Karachi to Kuala Lumpur is 8 hours 20 minutes.\nHow long is the flight from Lahore to Malaysia?\nFlight time from Lahore to Kuala Lumpur is 5 hours 50 minutes.\nIs Thai Airways flying to Pakistan?\nTHAI operates flights to three destinations in Pakistan which are Karachi, Lahore and Islamabad. … For information on flight schedules, passengers may check thaiairways.com or call the THAI Contact Center at Tel. + 66 (0)2-356-1111, 24-hours a day.", "label": "Yes"} +{"text": "Official websites use .mil\nSecure .mil websites use HTTPS\nThe Curtis E. LeMay Center for Doctrine Development and Education dedicated the Cleveland Wargaming Institute building in honor of the late Lt. Gen. Charles “Chick” Cleveland during a ceremony May 25, 2023, at Maxwell Air Force Base, Alabama. The building houses the Air Force Wargaming Institute. Cleveland is a Korean War fighter ace and a former commander of Air University. (U.S. Air Force photo by Trey Ward)\n28.0-300.0 mm f/3.5-5.6\nNo camera details available.\nThis photograph is considered public domain and has been cleared for release.\nIf you would like to republish please give the photographer appropriate credit.\nFurther, any commercial or non-commercial use of this photograph or any other\nDoD image must be made in compliance with guidance found at\nwhich pertains to intellectual property restrictions (e.g., copyright and\ntrademark, including the use of official emblems, insignia, names and slogans), warnings\nregarding use of images of identifiable personnel, appearance of endorsement, and related matters.", "label": "Yes"} +{"text": "B-24 Liberator “the Sandman” Emerging From Smoke During Raid On Ploesti Oil Field in Romania\nPLOESTI OIL FIELD IN RUMANIA SUPPLIED IMMENSE AMOUNTS OF PETROLEUM TO WEHRMACHT\nOutside of Berlin itself, this was the most heavily defended German military location\nAug. 1, 1943. The Sandman, a US Army Air Force B-24 Liberator from the 98th Bomb Group of the 9th Air Force, piloted by Major Robert Sternfels, shown emerging from a cloud of smoke as it barely clears the stacks of the Astra Romana refinery during the disastrous American raid on the Romania oil fields at Ploesti.\n(caption and photo courtesy of the National Museum of the US Air Force. The photo was taken by Jerry J. Joswick, the only survivor of the 16 cameramen who flew on the operation)\nUnfortunately, Not the Most Successful Action of the War\nSince US Army Air Force doctrine stipulated high-altitude precision bombing, pilots had little experience in low-level missions. And this was a low-level mission. Several months prior to the attack, aircrews and aircraft were sent to Libya and trained day after day in flying fifty feet off the ground or lower and doing this in standard formation.\nComing in at low altitude was the key tactical element in the plan of attack\nComing in at low altitude was the key tactical element in the plan of attack on the refineries and associated facilities at the oil fields in Ploesti, Romania. These oil fields were Nazi Germany’s main source of oil, supplying almost 40% of the total. As such, Ploesti was the most heavily defended target against air attack in the entire Nazi empire. (Romania was a staunch ally of Nazi Germany).\nUSAAF Suffered Terrible Losses\nThe USAAF suffered terrible losses. Of the 177 B-24s on the raid, 53 were lost, most on the raid, some of which crashed and a handful interned in neutral Turkey. Official US Air Force casualty figures are as follows: 310 aircrewmen were killed, 108 were captured by the Axis, and 78 were interned in Turkey.\nDespite the extreme heroism of the airmen and their determination to press the mission home, the results… were less than expected…. the attack temporarily eliminated about 3,925,000 tons (of petroleum production), roughly 46 percent of total annual production at Ploesti.\nPloesti Recovered Quickly\nThe overall loss in oil production from the nine refineries which made up the complex did not achieve what the mission planners had hoped. Within weeks the Germans repaired the damage restored production. Ploesti had the ability to recover rapidly. The largest and most important target, Astro Romana, was back to full production within a few months…”\nOfficial Mission Report Missing From US National Archives\n“The Mission Report from August 1, 1943 attack on the oil fields in Ploesti, Romania, code word “Tidal Wave,” is missing from the Army Air Corps 44th Bomb Group Mission Report.” Someone didn’t want the full details of this disaster to be known.\n24 high altitude bombing missions eventually destroyed the oil fields at Ploesti in Rumania but never put the refineries completely out of business.\nSource: Fact sheet on low-level bombing of Ploesti August 1943, US Air Force Historical Office. You can find the entire fact sheet here:", "label": "Yes"} +{"text": "Textron Aviation today announced it has delivered a Cessna Grand Caravan EX to Brazilian aviation company Azul Conecta, a subsidiary of Azul Airlines based at the airport of Jundiai in São Paulo. This aircraft represents the 3,000th Cessna Caravan family turboprop delivered worldwide, reinforcing the Caravan as the most popular utility turboprop in the world. Azul Conecta transports travellers from smaller cities and remote locations throughout Brazil.\nTextron Aviation employees and representatives from Azul Conecta celebrated this significant milestone with a special delivery ceremony at Textron Aviation’s location in Independence, Kansas.\n“The Cessna Caravan’s versatility and reliability have made it the most popular aircraft in the utility turboprop category, with now 3,000 delivered globally,” said Lannie O’Bannion, senior vice president of Sales and Flight Operations at Textron Aviation. “I’m thankful to customers like Azul Conecta who continuously rely on the Caravan family of aircraft to fulfil their missions, deliver solutions and improve lives around the world.”\nConceived as a rugged utility aircraft with low operating costs, the Caravan was designed for use in remote areas with extreme weather changes, mountainous terrain and rough landing conditions. The aircraft’s versatility became renowned in all corners of the world, and the Caravan continues to see wide use in global markets by a variety of customers, including government agencies, law enforcement and militaries, air ambulance operators, freight hauliers, corporations and humanitarian organisations.\n“This Grand Caravan EX will proudly fly the Brazilian skies and connect our 158 destinations, many of which are made possible by the aircraft’s utility and flexibility,” said Flavio Costa, chief technical officer of Azul and president of Azul Conecta. “As a longtime Textron Aviation customer with a fleet of over 25 Cessna aircraft, we are happy to be a part of this important milestone.”\nCustomers can choose between four models of the Cessna Caravan aircraft to best fit their mission: the Caravan 208, the Grand Caravan EX 208B, the Caravan Amphibian and the Grand Caravan EX Amphibian.\nCessna Caravan programme milestones\nThis content was originally published here.", "label": "Yes"} +{"text": "C&K Components has developed a series of MIL-S-83731 qualified toggle switches designed for military, aerospace and other high-reliability applications.The MIL-S-83731 qualified toggle switches are rated for logic level up to 5A resistive loads and 2A inductive loads for use in various applications.\nFeaturing extra thick 50 µ inch selective gold over silver contact plating and flame retardant housing material, the C&K mil/aero toggle switches are built to provide reliable long term switching. The internal o-ring and external panel seal offer an IP67 seal for use in harsh environmental conditions including, water, dust, shock, vibration and salt spray. The RoHS-compliant and compatible switches have epoxy sealed terminals for process compatibility. The C&K’s MIL-S-83731 qualified toggle offers several panel and PC mounting options and multiple poles and circuits are available.", "label": "Yes"} +{"text": "Debris thought to be of the missing Malaysia Airlines flight MH370 has arrived in Paris for examination.\nUS investigators are also gearing up to examine the wing component of a Boeing 777, which recently washed ashore on the Indian Ocean Réunion Island.\nFrom Paris, the object will be transported to a laboratory operated by the French defence ministry in Toulouse for further examination. The military crew which specialises in analysing aviation wreckage will take over the inspection of the wing's part.\nMalaysia Airlines flight number MH370, a Boeing 777, was carrying 239 people when it went missing in March 2014 while en route to Beijing from Kuala Lumpur.\n\"If the flaperon [the two metre-long wing surface] does belong to MH370 it is actually in accordance with the drift pattern seen in the Southern Indian Ocean. But we do not want to speculate. We will wait for verification from the French authorities,\" Malaysia's Transport Minister Liow Tiong Lai told Reuters.\nMalaysia has also deployed additional personnel to look for more debris at Réunion while dispatching another set of experts to France to coordinate the investigation. Boeing is sending its technical team to France to provide assistance. The analysis is scheduled to begin on Wednesday, 5 August. A suitcase which was found alongside the flight part will also be analysed.", "label": "Yes"} +{"text": "Winter!: Prepare for holiday gaming!\nSimulation/Flight Combat Simulation\nEVERYONE, Mild Violence\nMobile21 Co., Ltd.\nTRAITS (member-attributed \"LIKES\")\nTHE SETTING #USES\nPLAYING AS #USES\nPLAYING AGAINST #USES\nHOW IT'S PLAYED #USES\nGENERAL TONE #USES\nTaking its cues from the flight combat titles found on the Dreamcast and Xbox, AirForce Delta Storm transplants the underlying concept of those games into a top-down, mission-based shooter for the Game Boy Advance. Unlike traditional 2D shooters, AirForce Delta introduces a sense of depth. As players can increase or decrease altitude during combat, they may effectively engage the enemy at varying heights, as well as dive-bomb ground targets. When high in the sky, clouds will surround the craft, while flying at lower altitudes will allow players to engage ground-based threats.\nOnscreen meters provide the necessary information, including altimeters that track the height of enemy craft, a map of the mission area, and other pertinent displays. The missions themselves range in scope from destroying enemy installations to intercepting high-speed aircraft. Some will even have players weaving at low-altitude through canyons and other close-quarter environments.\nMission objectives are detailed prior to each sortie, with text updates provided while in flight. An assortment of nine unique aircraft are at the players' disposal, however, some missions will dictate which aircraft will be used. Aircraft vary in ratings such as speed, mobility, power, and defense. To dispatch the varying enemy bogeys that populate the not-so-friendly skies, players are able to make use of machine guns and tone-lock missiles. Ground-based threats are also present, and at times players will be forced to avoid ground-to-air missiles and other dangers. ~ Gavin Frankle, All Game Guide", "label": "Yes"} +{"text": "Agency missions (11 - 20 of 20 items)\nInspectors General: Actions Needed to Improve Audit Coverage of NASA\nGAO-09-88: Published: Dec 18, 2008. Publicly Released: Jan 12, 2009.\nGAO was asked to review the National Aeronautics and Space Administration (NASA) Office of Inspector General (OIG) and provide information on (1) the audit and investigative coverage of NASA; (2) the NASA OIG's audit and investigative accomplishments; (3) the NASA OIG's budget and staffing levels, including staff attrition rates; and (4) the results of external reviews of the NASA OIG. GAO obtaine...\nFiscal Year 2007 Performance Plans\nGAO-07-146SP: Published: Oct 1, 2006. Publicly Released: Oct 1, 2006.\nThis report presents the General Accounting Office's (GAO) Performance Plans for Fiscal Year 2007. In the spirit of the Government Performance and Results Act, this annual plan informs the Congress and the American people about what we expect to accomplish on their behalf in the coming fiscal year. It sets forth our plan to make progress toward achieving our strategic goals for serving the Congres...\nNASA: Better Mechanisms Needed for Sharing Lessons Learned\nGAO-02-195: Published: Jan 30, 2002. Publicly Released: Feb 5, 2002.\nThe National Aeronautics and Space Administration (NASA) uses several mechanisms to capture and disseminate lessons learned. NASA has established an agency-wide Lessons Learned Information System that managers are required to review on an ongoing basis. NASA uses training, program reviews, and periodic revisions to agency policies and guidelines to communicate lessons learned. Several NASA centers...\nSurvey of NASA's Lessons Learned Process\nGAO-01-1015R: Published: Sep 5, 2001. Publicly Released: Sep 5, 2001.\nThe National Aeronautics and Space Administration's (NASA) procedures and guidelines require that program and project managers review and apply lessons learned from the past throughout a program's or project's life cycle. Managers must also document and submit any significant lessons learned in a timely manner. NASA's principal mechanism for collecting and sharing lessons learned from programs, pr...\nNASA: Status of Achieving Key Outcomes and Addressing Major Management Challenges\nGAO-01-868: Published: Jul 31, 2001. Publicly Released: Jul 31, 2001.\nGAO reviewed the National Aeronautics and Space Administration's (NASA) fiscal year 2000 performance report to assess the agency's progress in achieving selected key outcomes important to NASA's mission. The selected key outcomes are to (1) expand scientific knowledge of the Earth system, (2) expand the commercial development of space, and (3) deploy and operate the International Space Station saf...\nObservations on the National Aeronautics and Space Administration's Fiscal Year 1999 Performance Report and Fiscal Year 2001 Performance Plan\nNSIAD-00-192R: Published: Jun 30, 2000. Publicly Released: Aug 1, 2000.\nPursuant to a congressional request, GAO reviewed the National Aeronautics and Space Administration's (NASA) fiscal year (FY) 1999 performance report and FY 2001 performance plan required by the Government Performance and Results Act of 1993.GAO noted that: (1) NASA made progress in meeting its FY 1999 performance targets for the three key agency outcomes included in GAO's assessment; (2) however,...\nManaging for Results: Observations on NASA's Fiscal Year 1999 Performance Plan\nNSIAD-98-181: Published: Jun 5, 1998. Publicly Released: Jun 10, 1998.\nPursuant to a congressional request, GAO reviewed the National Aeronautics and Space Administration's (NASA) performance plan for fiscal year (FY) 1999, focusing on: (1) NASA's goals and objectives, including how the agency plans to measure its progress toward achieving these goals and objectives; (2) the agency's strategies and resources needed to achieve its goals; and (3) the availability and r...\nResults Act: Observations on NASA's May 1997 Draft Strategic Plan\nNSIAD-97-205R: Published: Jul 22, 1997. Publicly Released: Jul 30, 1997.\nGAO reviewed the draft strategic plan submitted by the National Aeronautics and Space Administration (NASA) as required by the Government Performance and Results Act.GAO noted that: (1) to its credit, NASA has been actively pursuing a strategic planning process since 1992, before enactment of the Results Act; (2) of the six elements required by the act, four are included in the draft strategic pla...\nSummaries of Conclusions and Recommendations on Department of Defense Operations\nOISS-82-2: Published: Feb 26, 1982. Publicly Released: Feb 26, 1982.\nA summary is provided of conclusions and recommendations resulting from GAO audits and other review work in the Department of Defense (DOD). While the reports have previously brought the matters to the attention of Congress and department officials, the summary was compiled to assist congressional committees in their review of budget requests for fiscal year 1983.The summaries include DOD matters...\nNASA's Resource Data Base and Techniques for Supporting, Planning, and Controlling Programs Need Improvement\nPSAD-77-78: Published: May 19, 1977. Publicly Released: May 19, 1977.\nData compiled by the National Aeronautics and Space Administration (NASA) on its resources and management techniques for supporting, planning, and controlling research and development programs omitted some resources and did not identify others with the projects they benefited.The database of resources available in fiscal year 1976 for carrying out its research and development programs excluded abo...", "label": "Yes"} +{"text": "FAA: Drones more deadly than birds\nDAYTON, Ohio -- Small drones could potentially cause more damage to an aircraft than a bird strike, a Federal Aviation Administration study found.Posted — Updated\nDAYTON, Ohio -- Small drones could potentially cause more damage to an aircraft than a bird strike, a Federal Aviation Administration study found.\nThe FAA has reported a rising number of pilot sightings of small drones as the popularity of the small unmanned aircraft systems has soared. Though Dec. 10, the agency said pilots reported 2,118 drone sightings this year, compared to 1,840 in 2016, and 1,218 in 2015. The FAA cautioned, however, since the operator cannot be identified in many cases, it can't say what the person who reported the sighting actually saw.\nThe FAA's Alliance for System Safety of UAS through Research Excellence -- also known as ASSURE -- worked with researchers across the country, including Ohio State University, on the study.\nThe research found heavier, stiffer components, such as a drone motor, battery or a camera, could cause more structural damage to an aircraft than birds of the same weight and size, said Kiran D'Souza, an Ohio State University assistant professor of mechanical and aerospace engineering.\nFor all the sightings, the FAA said it has one reported incident of a drone striking an aircraft when one struck a Black Hawk helicopter near New York City in October.\nASSURE researchers investigated what would happen if a drone hit the body of an aircraft or was ingested into an aircraft engine, D'Souza said in an interview with the Dayton Daily News. The experiments were a mixture of computer simulations and lab tests, he said.\nFor example, at the University of Dayton Research Institute, parts of drones were fired into aluminum panels to simulate an aircraft, researchers said. The tests showed \"a number\" of panels were penetrated, said Kevin Poormon, a UDRI research engineer who participated in the study.\n\"Our plans in the near future are to shoot complete drones at actual aircraft structures,\" he said. The work, which will target windshields and aircraft wings, would begin in February at UDRI, he said.\nThe study showed the need to develop sense and avoidance technology to avoid mid-air collisions, D'Souza said.\nOSU and ASSURE members Mississippi State University, Montana State University and Wichita State University were the primary investigators on the study.\nWhile the effect of bird strikes on airplanes is well documented, little is known about the effects of small unmanned drones with stronger materials hitting aircraft, according to Marty Rodgers, ASSURE director and a Mississippi State researcher.\n\"The results of this work are critical to the safety of commercial air travel here in the United States and around the world,\" he said in a statement.\nResearchers evaluated the potential impact of drones weighing 2.7 pounds to 8 pounds on a single-aisle commercial jet and on a business jet, according to OSU.\n\"Even small unmanned aircraft systems can do significant damage to engines,\" D'Souza said.\nIn future tests, researchers will focus on collisions with private planes, helicopters and commercial turbofan engines, ASSURE said.\nThe FAA has guidelines for building aircraft to withstand bird strikes of a certain weight, but tougher requirements do not exist specifically for drone collisions, researchers said.\nStudies were expected to continue through 2021.\nWhile the research studied the potential for damage to an aircraft, it did not estimate the probability of a collision between an unmanned drone and a plane, D'Souza said.\nA spokesman for the Muncie, Indiana-based Academy of Model Aeronautics, which has about 200,000 members nationwide, said safety is the \"highest priority\" for the organization.\nDrone operators face federal rules and operating guidelines, such as notifying air traffic controllers when they want to fly within five miles of an airport and making way for manned aircraft.\nThe federal provision \"allows AMA members to continue flying responsibility under AMA's strict set of safety guidelines, as we have for decades,\" organization spokesman Chad Budreau said in a statement this week.\nBarrie Barber writes for the Dayton Daily News. Email: Barrie.Barber(at)coxinc.com.\nStory Filed By Cox Newspapers\nFor Use By Clients of the New York Times News Service\nCopyright 2024 Cox Newspapers. All rights reserved.", "label": "Yes"} +{"text": "Farc released Helifly pilots after 19 days\nAfter holding them for 19 days, the Farc guerrilla released Helifly helicopter pilots, Juan Carlos Alvarez and Alejandro Ocampo. On July 10th, after 25 minutes in the air, a small engine forced the pilots to land immediately on the athletic field of El Plato, in Argelia (Cauca). They were taken by the guerrilla, which claimed it had to investigate who the pilots were and their reasons for flying over that area. There were no monetary demands made for the pilots’ release.\nThey weren’t treated with hostility, the pilots said, but the whole practice of kidnapping is “degrading”. During their time as hostages, they were constantly guarded by at least seven heavily armed guerrillas. Juan Carlos had to spend his birthday, on July 22nd, away from his family wondering if he would ever see any of them again.", "label": "Yes"} +{"text": "Season 2, Episode 9 I Am the Enemy\nGallagher has reservations about promoting Maj. Kurt Brown, a German-born pilot with a brilliant flight record---and a complete lack of fear. Gallagher: Paul Burke. Elizabeth: Elen Willard. Britt: Andrew Duggan. Stovall: Frank Overton. Forbes: Peter Marko.\nCast & Details See all »\n- Rating: None\n- Premise: The exploits of World War II bomber pilots are re-created in this 1960s series adapted from a 1949 film, focusing on missions of the 918th Flyer Squadron in England. (more)", "label": "Yes"} +{"text": "14 March 1908: Henry Farman makes the the first flight in his modified Voisin-Farman I bis, an airplane built by the Appareils d’Aviation Les Frères Voisin, founded by brothers Gabriel and Charles Voisin at Billancourt, a suburb of Paris, France.\nThe Voisin-Farman I was a single-place, single-engine, two-bay biplane with the elevator forward and a “box kite” tail. It was 10.500 meters (34 feet 5.4 inches) long, with a wingspan of 10.000 meters (32 feet, 9.7 inches). The chord of each wing was 2.000 meters (6 feet, 6.7 inches), and vertical gap between the upper and lower wings was 1.500 meters (4 feet, 11.0 inches). There was no sweep or dihedral.\nThe complete airplane weighed 530 kilograms (1,169 pounds).\nThe Voisin-Farman I was modified. The wings’ dihedral was changed to improve stability and the span of the tail reduced. The Antoinette engine was replaced with a Renault rated at 50 horsepower, but was quickly changed back to the Antoinette. A tank containing crushed ice was added to the condensed steam cooling system, increasing the time the engine could be run. The modified airplane is known as the Voisin-Farman I bis (also known as the Henri Farman nº 1).\nThe airplane was powered by a steam-cooled, direct-injected, 487.14 cubic-inch-displacement (7.983 liter) Société Antoinette 8V 90° V-8 direct-drive engine producing 53 horsepower at 1,100 r.p.m. The engine turned a two-bladed pusher propeller. It was designed by Léon Levavasseur. The engine was 1.120 meters (3 feet, 8 inches) long, 0.630 meters (2 feet, 1 inch) wide and (0.540 meters (1 foot, 9 inches) high. It weighed 95 kilograms (209 pounds).\n5 September 1908: In France, the Goupy I bis triplane makes its first flight. Designed by Louis Ambroise Goupy and built by Appareils d’Aviation Les Frères Voisin, this was a single-engine airplane with three wings. It was a two-bay triplane with a tractor configuration. The I bis was significantly lighter than the original airplane and had longer wings.\nThe Goupy I bis was 9.80 meters (32.15 feet) long with a wingspan of 7.50 meters (24.61 feet). The vertical gap between the wings was 0.95 meters (3.12 feet). The three wings were slightly staggered and used assymetrical airfoils. The total wing area was 44 square meters (474 square feet). The “box kite” horizontal stabilizer had a span of 3 meters (9.84 feet) and was 0.75 meters high. The Goupy 1 bis weighed 475 kilograms (1,047 pounds).\nGoupy’s triplane was originally powered by a steam-cooled, direct-injected, 487.14 cubic-inch-displacement (7.983 liter) Société Antoinette 8V 90° V-8 engine producing 53 horsepower at 1,100 r.p.m. The engine was designed by Léon Levavasseur. The Goupy I bis replaced the Antoinette with an Alessandro Anzani & Co. W-3 “fan-type” radial engine, also rated at 50 horsepower. The direct-drive engine turned a two-bladed fixed-pitch propeller with a diameter of 2.30 meters (7.55 feet).\nThe Goupy I bis was capable of a maximum 33 miles per hour (54 kilometers per hour).\nLouis Ambroise Goupy was born at Paris, France, on 4 November 1875. He was the son of Louis Edmond Alexis Goupy, auditor at the Council of State, and member of the Seine-et-Oise General Council, and Mathilde Marguerite Masurier Goupy.\nOn 15 April 1899, Antoine Goupy married Mlle Marie Marguerite Jeanne Ferquer. They would have six children.\nIn 1914, M. Goupy was appointed Chevalier de la légion d’honneur. In 1937, he was promoted to Officier de la Légion d’honneur.\nAntoine Goupy died in Paris, 25 January 1951.He was 75 years old.\n8 July 1908: Thérèse Peltier (1873–1926) was the first woman to fly as a passenger aboard an airplane when she accompanied her friend, Ferdinand Léon Delagrange, aboard his Voisin biplane on a 200 meter (218 yards) flight at Milan, Italy.\nShe was taught to fly by Delagrange and in September 1908 made a solo flight at Turin.\nThe airplane was the first Voisin airplane, known as the Voisin-Delagrange I. It was built by Apparelles d’Aviation Les Frères Voisin, at Billancourt, France. It was a biplane with its elevator forward in a canard configuration and a “box-kite”-style rear stabilizer. The wings each had a span of 10 meters (32.8 feet) and a chord of 2 meters (6.56 feet). Its gross weight was 1,540 pounds (699 kilograms).\nThe airplane was powered by a steam-cooled, direct-injected, 493.41 cubic-inch (8.086 liter) Société Antoinette 8V 90° V-8 engine producing 49.2 horsepower at 1,100 r.p.m. The direct-drive engine turned a two-bladed, fixed-pitch propeller with a diameter of 7 feet, 6 inches (2.286 meters) in a pusher configuration. The Antoinette V-8 weighed 265 pounds (120 kilograms).\nThe Voisin-Delagrange I had a maximum speed of 45 miles per hour (72 kilometers per hour).\nAfter her friend, Léon Delagrange, was killed 4 January 1910 when the wing of his Blériot XI failed near Croix d’Hins, Peltier never flew again.", "label": "Yes"} +{"text": "Why Fly a Legend Cub?\nJust For The Fun of It\nTHE LEGEND CUB continues to be the most coveted American manufactured sport aircraft. So why not fly one just for the fun of it? It is after all a modern legend possessing the right blend of flyboy fun. Those who have flown a Legend Cub consider it to be the most gratifying recreational aircraft in the skies today.\nReasons to fly the Legend Cub are many. For some it's the aircraft's right- and left-side clamshell doors, two 12-gallon wing tanks, the ability to solo from either seat, and an electrical system with starter. For others it's a wider, more comfortable cabin, a well-equipped panel, an array of landing configurations, and high-performance engine options. However, most pilots will tell you they fly a Legend Cub just FOR THE FUN OF IT.\nMore Options and More Fun in a Legend Cub\nThe Legend Cub is available in the classic J-3 styling with exposed cylinders or PA-11 style closed cowl. It can be equipped with straight floats or amphbious floats. A retro military version is available as the Legend Combat Cub. And the Lycoming powered Super Legend plus the Titan powered Super Legend HP are now more versatile than ever. Plus, each variation can optionally be built from a kit and certified as experimental further expanding the utility of a Legend Cub.\nYour First Flight in a Legend Cub\nAt American Legend Aircraft Company we believe that once you FLY in a Legend Cub you'll be hooked. We see new airplane buyers constantly looking for that perfect combination of style, features and old-fashioned flyboy fun. These are the very reasons why we've created the Legend Cub, and we're convinced it is the PERFECT fit.\nIt is our desire to share with you the reasons for our conviction, that is, there's NOTHING QUITE LIKE flying in a Legend Cub.\nPilots who fly tailwheel aircraft possess an endless sense of adventure. They endure the challenges of flying on unimproved fields and they truly understand how to tame an airplane. Every day we keep adding Legend Cub pilots to the list of taildragger aficionados. Legend Cub pilots are an exceptional group of individuals who possess a set of stick and rudder skills that remain today admired among pilots of all experience levels and from all reaches of the globe.\nWe encourage you to make the time for a test flight in a Legend Cub. Please feel free to contact one of our owner representatives today to schedule your introductory flight.", "label": "Yes"} +{"text": "Hermann Oberth's tired eyes were glued to a huge TV screen at the Goddard Space Flight Center in Greenbelt yesterday as he sat watching the space shuttle Challenger land after a week orbiting the Earth.\nThen, having seen the spaceship safely down, his lids drooped and the 91-year-old man fell asleep, content to know that the dream he had nurtured as a boy in pre-World War I Germany was still alive.\nOberth, a legend to the more historically minded enthusiasts of space travel, is the last scientist survivor of the era early in this century that transformed the literary fantasies of Jules Verne into the routines of modern space exploration.\nKonstantin E. Tsiolkovsky, the Russian who worked out some of the early theory of rocket propulsion, died in 1935. Robert H. Goddard, the American who experimented with early rockets and for whom NASA's Greenbelt facility is named, died in 1945. But Oberth, who made the most complete analyses of the problems and prospects of human space travel, has lived to see it happen.\n\"Events,\" the Romania-born West German citizen said through a translator, \"have proven me right. One has to be an optimist.\"\nIn 1923 Oberth wrote a book in which he not only showed mathematically that it was possible to escape Earth's gravity but anticipated a host of other aspects of spaceflight not seriously approached for another 30 years.\nOberth not only worked out the spaceship's propulsion system and architectural form -- even down to the rocket engine's nozzles -- he designed spacesuits and methods of eating in weightlessness, conceived of astronauts performing spacewalks, proposed space stations in Earth orbit as jumping-off points for interplanetary travel, considered the problems of weightlessness and motion sickness (a problem astronauts still face), proposed that the stations spin slowly to create an artificial gravity and suggested the use of flying shuttles that could take off like a rocket, visit the space station and land back on Earth like an airplane.\nOberth worked out the physics of joining two spacecraft in orbit, something NASA calls rendezvousing and docking. He anticipated that photographs of the Earth from space would be useful for studying the ground and forecasting weather. He foresaw that telescopes in Earth orbit could gather far better astronomical data than those that must peer from the ground through the atmosphere.\nOberth also said that astronauts traveling around the moon could learn about its far side, which is always turned away from Earth. He even claimed that practical uses for space travel would someday make it a profitable enterprise, something the shuttle is intended to achieve.\nAll of this Hermann Julius Oberth wrote as an amateur physicist and mathematician in the early 1920s, as a soldier in the Austro-Hungarian army in World War I, working entirely unaware of Tsiolkovsky or Goddard. Oberth's commanding officer was impressed enough to send the young man's paper to the War Ministry. The generals rejected it as obvious fantasy.\nAfter the war Oberth entered the University of Heidelberg and submitted as his dissertation a longer version of the paper, complete with elaborate mathematical formulas proving the truth of his ideas. Again it was rejected.\nEventually Oberth paid to have the paper published on his own. \"The Rocket Into Interplanetary Space\" soon gained a wide and enthusiastic following. \"The foregoing,\" Oberth concluded in the book, \"demonstrates that it is possible, with present day science and technology, to construct vehicles which could attain cosmic speed and that it is probably possible for men to ride in these vehicles.\"\nOberth's unbounded optimism was, however, tempered. He said in the book that it could take more than a decade to realize his dreams.\n\"It has proven to be much more complicated than I thought,\" Oberth said yesterday.\nAs fame came to Oberth, so did a young rocketry enthusiast named Wernher von Braun. Von Braun, who would eventually lead the American effort to put a satellite into space, started as Oberth's assistant and then left to join the German government's military rocket research program at Peenemu nde. Von Braun rose quickly and brought his old mentor to Peenemu nde, where he worked on the V2 rocket, the first major weapon of war based on Oberth's ideas.\nAfter World War II, von Braun and much of his staff were brought to the United States to develop the Redstone rocket and, eventually, the Saturn V that sent spaceships to the moon. In the 1950s Oberth joined von Braun for three years but then retired to West Germany in 1958.\nSince then Oberth has lived quietly and in relative obscurity, forgotten by many newcomers to space exploration. Oberth visited Cape Canaveral, then known as Cape Kennedy, in 1969 for the launch of Apollo 11, which made the first lunar landing, and he returned a week ago to witness the liftoff of Challenger. Since the launch he has been touring NASA facilities, where his role in the history of space travel has required some explaining.\n\"You know,\" said Anna Roth-Oberth, a daughter who is accompanying him on this trip, \"Professor Oberth is the father of spaceflight. Yet it was not until last year that he first could hold in his hands a piece of the moon. There were tears. He cried.\"", "label": "Yes"} +{"text": "De Havilland Canada reaffirmed its long-term commitment to the global Dash 8 operator community and outlined the path forward for the Dash 8 aircraft program. While the pandemic has ravaged the global aviation industry, De Havilland Canada is making future-oriented investments in its organization, systems and infrastructure to enhance the Dash 8 platform for current and future aircraft operators.\n“We fully expect worldwide demand for the Dash 8 to return once the industry has recovered from the pandemic, and the aircraft’s characteristics – including low operating costs, low emissions impact, and performance capabilities that support efficient regional operations – will make the Dash 8 an important part of the aviation industry’s post-pandemic recovery,” said David Curtis, Executive Chairman of Longview Aviation Capital, De Havilland Canada’s parent company. “The quality of the aircraft is demonstrated by the fact that we have significantly outperformed our competitors since the onset of the pandemic, delivering 11 aircraft to customers in 2020. While industry conditions remain challenging, we are looking to the future by enhancing our ability to support Dash 8 operators, and taking the necessary organizational steps to ensure we are ready to meet industry demand as the aviation industry recovers.”\nInvesting in the Dash 8 Platform\nDe Havilland Canada is introducing enhancements that will ensure the Dash 8 remains at the forefront of the regional aircraft market around the world:\nIn addition to these investments, De Havilland Canada continues to provide 24/7/365 customer support, and inventory over 35,000 part numbers required to serve the operating fleet from parts distribution locations in Canada and around the globe.\nNew Aircraft Production Pause\nGiven that prevailing industry circumstances have hindered the ability to confirm new aircraft sales, De Havilland Canada will not produce new Dash 8-400 aircraft at its Downsview site beyond currently confirmed orders. This is a responsible and prudent measure that reflects current industry conditions, and will limit strain on the market and De Havilland Canada’s supply base as the pandemic recovery occurs. Approximately 500 employees will be affected by the production pause.\nDe Havilland Canada’s objective is to resume new aircraft delivery at the earliest possible time, subject to market demand.\nDownsview Production Site\nThe Downsview production site was sold by the previous owner Bombardier in 2018, with deadlines for the site and runway to be decommissioned. Pursuant to Bombardier’s sale agreement, the Dash 8 program’s current site lease expires in 2021. Accordingly, De Havilland Canada has begun preparing to leave the site over the latter part of the year. There are a number of excellent production site options in Canada, and the company will be ready to meet new aircraft demand as the industry recovers.\nAdded Mr. Curtis: “The transition from Downsview is a step in the planned evolution of the Dash 8 platform away from its former owner, and is an important part of our vision for Longview Aviation Capital as a leading global aviation company. While this evolution is taking place against the backdrop of unprecedented industry circumstances, we see a bright future for De Havilland Canada and the Dash 8. The Dash 8 is a segment defining aircraft, and it has never been in better hands – strengthened by being part of a robust aviation portfolio with patient long-term ownership. We are also the only company to have successfully re-launched an out-of-production aircraft, with our team bringing the renowned Series 400 Twin Otter back into production. We are fully committed to the Dash 8 and intend to further enhance its capabilities and performance, and remain a leader of the regional aircraft market of the future.\n“We are sensitive to the impact that a production pause will have on our employees, and are committed to treating everyone with transparency and respect. This decision is no reflection on the quality of our team, which has performed exceedingly well through the disruptions of the past year.”\nThe International Aircraft Dealers Association and 4AIR partnered to assist the resale industry in being stewards of the planet’s climate. Reducing the carbon footprint of business aviation...\nThe Cathay Hackathon 2022 was held successfully this past weekend, with 80 tech-savvy young innovators gathering at Cathay City for 24 hours to join forces and develop creative solutions designed to e...\nATR and Silk Avia, Uzbekistan new regional airline, signed Heads of Agreement for the acquisition of five new ATR 72-600, three directly from ATR and two from a lessor. In addition to this a...\nAviation Capital Group announced the delivery of one new Airbus A320neo aircraft on long-term lease to JetSMART. This aircraft featuring Pratt & Whitney PW1127GA-JM engines, delivers from ACG&rsqu...", "label": "Yes"} +{"text": "How Long Does it Take to Become a Pilot with AeroGuard?\nChanging careers and taking the first step on a new path can be daunting, with the unknowing of what comes next or insecurity of how to progress. At AeroGuard, we do our absolute best to ensure that this isn’t a problem for our cadets! Part of that is through all the support we offer, part is answering questions like, “how long does it take to become a pilot?” This time on the AeroGuard blog, we’re looking at that exact question, outlining the timeline and steps in the process so that taking the first step isn’t any harder than it needs to be.\nLet’s not bury the lede any further. To become an airline pilot with AeroGuard will take about 2 years! It’s as simple as that, so remember that before you fret over what the path will look like. In less time than it takes to get a bachelor’s degree, you can become a professional pilot for an airline!\nThe First Year\nDuring the first 10 months at AeroGuard, pilots will participate in the first phases of the Pilot Pathway Program. This rigorous program will lay all the groundwork for pilot careers, beginning with classrooms and spending hours in flight simulators, then moving up to taking Seminoles, Archers and Cessna into the air, all the while mastering skills and building knowledge, experience and confidence.\nOver the course of that first year, you will earn 7 FAA ratings, including Private Pilot License, Instrument Rating, Commercial Multi- and Single-Engine, as well as becoming a Certified Flight Instructor with Instrument and Multi-Engine ratings as well. This is important because once those first ~10 months are up, cadets move on to the next phase, and they start earning a salary and receive full benefits while flying!\nPaid Pilot Internship Begins\nNear the end of your first year at AeroGuard, once you’ve received your ratings and pilot certificates, you will have another opportunity to continue propelling your career up into the skies as a Certified Flight Instructor (CFI). As a CFI for AeroGuard, you’ll be racking up those necessary flight hours and helping other cadets learn and master critical concepts.\nThere are numerous benefits to becoming a CFI with AeroGuard. Our CFIs earn a competitive annual salary, an automatic raise after 12 months, and with over 400 students, our CFIs are flying plenty.\nEqual parts mentor/pilot, working as a CFI allows pilots to make a living as they pursue that next goal — flying for the big leagues!\nWhat about hours?\nYou might be wondering why we even mention hours, after all we said it’ll be two years. Well, that’s two years to become an airline pilot. As it turns out, there are numerous levels to this whole piloting thing. Under Part 61, If you’re looking to get your sport pilot certificate you can do that in only 20 hours of flight time. A recreational pilot cert will take 30 hours of flight time. To become a private pilot, 40 flight hours are required.\nBefore you try and jump in the cockpit and become a pilot in a week, remember that for every hour of flight time, you’ll be studying, doing simulations and other groundwork. Once you have completed the 1500 hours of flying, you’re able to begin working for an airline, making a salary and receiving benefits.\nAs you progress from classroom to simulator, flying to teaching someone yourself and mastering maneuvers, AeroGuard is with you the whole way to support you in becoming the best pilot you can be. Ready to start your career today? Reach out, and let’s take the first step together!", "label": "Yes"} +{"text": "As Sukhoi Civil Aircraft prepares for the September rollout of the Superjet 100 (SSJ), the acid test will be not only whether the Russian airframer can deliver an advanced regional jet on schedule but more importantly whether it can keep it flying.\nThe development programme has enjoyed an unprecedented level of international co-operation but that was always recognised as only representing half the equation to ensure the jet's commercial success. The other half of the proposition remains how to go about convincing a market beyond Russia's borders that its support environment can rival the after sales infrastructure of competitors such as Canada's Bombardier and Brazil's Embraer,\nAs flight testing and sales efforts continue, the one remaining key challenge for Sukhoi is to banish the spectre of a national aerospace industry whose shattering transition from command to market economy left in its wake an unwelcome reputation for perilously weak aircraft maintenance.\nWhile the emerging market in Russia for a new-generation regional jet was one of the prime motivators for the SSJ programme, export potential has always been prized. In a bid to persuade foreign airlines which could potentially account for three quarters of its forecast 800 aircraft sales by 2024, Sukhoi has therefore cemented the very same relationships it formed with the West to industrially develop the SSJ100.\nIts strategic partner Italy's Alenia Aeronautica together with French risk sharing partner Snecma and US airframer Boeing Commercial Airplanes in its capacity as consultant have all signed up to the next stage to help Sukhoi provide the critical aftersales support infrastructure.\nFirst came Boeing which on 9 June signed a memorandum of understanding outlining a long-term agreement extending and enhancing the basis of its existing consultancy which to date has centred principally on lending its expertise in aircraft production.\nThe protocol provides for increased Boeing involvement in setting up aftersales support, including access to the US airframer's state-of-the-art-crew and maintenance training as well as access to spares distribution infrastructure.Many at Sukhoi who have had contact with Boeing affectionately call the US airframer their \"elder brother\".\nSergei Shkryabun, head of Sukhoi's Komsomolsk-on-Amur division in Far Eastern Russia where the SSJ's final assembly line is located, reports that Boeing's advice on technological and management aspects has been invaluable and easily adapted to its unique production environment. \"Komsomolsk is not a clone of a Boeing assembly line. Still, we implemented some radical changes following their advice such as the establishment of single production units to make configuration management as flexible and convenient for the airline customer even at the final stage of production.\"\nThe next coup was the the Paris air show announcement that Sukhoi was to form a joint venture with Alenia to not only support and market the SSJ but also critically to provide aftersales support. The joint venture will be based in Italy, 51%-owned by Alenia with Sukhoi holding the remaining 49%. This was accompanied by the formalised participation by the Italian aerospace business in the SSJ programme when it agreed to take a 25% stake, plus one share, in Sukhoi Civil Aircraft.\nCarlo Logli, Alenia's senior vice-president for strategy and business development, has told Flight International that the joint venture - due to be launched imminently - will be called SuperJet International.\nHe believes any claim to command competitive respect in a keenly contested marketplace will centre on designing not only a cost-effective product but one that is easy to operate and maintain based on standards which Western operators have come to expect. He says speed is therefore essential and that SuperJet International will be operational no later than September, just 14 months before the delivery of first aircraft to Aeroflot in November next year.\nWith the production ramp up of the SSJ pegged at nine aircraft in 2008, 30 aircraft in 2009 and 60 aircraft by 2010, Logli says the objective of having a robust aftersale infrastructure from the outset will not come cheap.\n\"The level of investment is around $100 million and much of that has to be in place from day one,\" he says. \"For us there will be little difference between one aircraft to support and a whole fleet of aircraft. The initial headcount will be 250 by the entry into service of the first aircraft and we will add only another 100 people by the time the SuperJet programme reaches peak production in 2015.\"\nHe says that - notwithstanding the SSJ's outstanding performance and progress as it approaches first flight - Western aftercare by necessity demands a fully automated warehouse system, and 24h support and training centres in both Russia and Italy.\n\"Russian aftersales support has historically been weak. That is why we are starting our campaign 14 months before the entry into service of the first aircraft,\" says Logli, who adds that SuperJet International's launch will feature a heavyweight promotional campaign including visits to potential airline customers.\nThat campaign will no doubt build on Sukhoi's efforts to consult directly with operators through its airline advisory board. In mid-May, the seventh board meeting was held in Moscow, where Russian and foreign airlines including Aeroflot, Air France, AiRUnion, CSA, KLM, Lufthansa and GTK Russia met to discuss what they considered the most urgent questions: pilot and technical training centres, aircraft maintenance and logistics infrastructure in Russia, and selection of maintenance providers in Europe, Asia and the Middle East.\nAll this was a prelude to the most signal development for the SSJ programme - the Paris air show announcement that the twin jet had secured its first Western customer, with Italian carrier ItAli Airlines ordering up to 20 of the long-range, 98-seat version of the aircraft to replace its Boeing MD-80s and Dornier 328Jets.\nSukhoi Civil Aircraft president Viktor Subbotin said that the Italian order brought international credibility to the programme: \"With this order the programme receives internationally-acknowledged proof of its feasibility and success potential to offer a product superseding global market competitors.\"\nFor Pescara-based ItAli, the SSJ selection will fulfil its strategy of fleet standardisation to deliver substantial economic and operational advantages in a difficult Italian and European operating environment.\nRoberto Polles is group head of technical operations of ItAli parent Aeroservices, which though its SAN division carries out line maintenance for Boeing 737s, MD-80s and Dornier 328Jets. With SSJ deliveries to start in December 2009 with all 10 firmly ordered aircraft in service by 2011, Polles agrees that infrastructure needs should be addressed without delay.\nAeroservices plans to carry out SSJ line and base maintenance at its three hangars in Ciampino and Lamezia Terme but it will only be once Sukhoi and ItAli meet later this month to assess frequency of inspection, tooling, space requirements and number of technicians that the full investment picture will be known.\n\"It will be a completely new airframe and so it will take a lot of engineering input as an operator,\" says Polles. \"Our maintenance reference points have yet to be determined precisely but the involvement of a major Western aerospace business such as Alenia certainly made us take notice. Yes, we are expecting teething problems, but with so much Western technology on board there should be not be significantly more problems compared to a new all-Western jet.\"\nThe current firm orderbook includes launch customer Aeroflot's orders for 30 95-seat SSJ-95Bs with delivery from November next year with smaller orders from AirUnion, Dalavia, Russian lesssor Financial Leasing Company and ItAli bringing the tally to 71.\nSukhoi is targeting 100 SSJ sales before the year-end, with one, possibly two, Western customers coming on board. This includes what Logli describes as a \"very high level customer\" over which all are \"crossing fingers\".\nLogli's experience in Russia has left him impressed and anticipating a deeper future collaboration. \"We have dealt with Sukhoi for two years and tremendous progress has been made including English fluency among Russian managers and the increasing ease with which they approach international relationships. We could all learn a lot from Russian aerospace with their sheer brilliance in aerodynamics and other technical specialisms.\"\nWinning the west\nKey to the Sukhoi Superjet's success beyond Russia will be the credibility of its service and support network. The involvement of Boeing and other partners is crucial\nItalian carrier ItAli Airlines' order for the Superjet 100 has boosted Sukhoi's credibility as a civil manufacturer", "label": "Yes"} +{"text": "AndREaS electric version - R.E.S.-model for electric drive\nTop quality lasercut kit - made in Germany!\nIn the year 2012 we were the first commercial provider in Germany of our R.E.S.olution, a fully suitable plane for competitions in R.E.S, which had been a new class at that time. In this competition class, the RC-functions are restricted to rudder, elevator and spoiler. The models with a weight of approx. 600g, except for some few self-made models, made this competition class very successful - despite of the restrictions, such as RC-functions, design and high start with a standard rubber. In the meantime the models have developed concerning lower weight and wider chord, in order to attain larger high start heights. when there is no wind at all. Under the leadership of Pietro Tescari (Andreas Decker's best friend) experts of the scene and profile specialists gathered together to create a new, powerful and competitive R.E.S.- model, based on the analysis of current successful competition models and own ideas. This has been implemented successfully, because with a prototype of this model Andreas Decker won the qualification and finished fourth in the final classification of the 1st RES German-tour in Minden the 21st, of March 2015 - a few days before his death.\nThe plane is manufactured by \"HJW Modellbau und Laserdesign\" together with PT flight models (Pietro Tescari). Herr Wreege (HJW) is a former employee of Robbe and has decades of experience in construction (CAD/CAM) and CNC-manufacturing (milling and laser) of flight models. 100% made in Germany, of course!\nAndREaS is made entirely of wood (spar/leading edge/D-Box) and has a profile of 8,5% thickness (MB-674RES), which has been developed especially for this class. With it's wingspan of 1990mm it respects the regulations. The model has a flying weight of 550g-580g (non-tuned standard version), that means a wing loading of approx. 16.3g/dm²! Resulting from the profile, our AndREaS has excellent penetration characteristics -even with higher wind speeds- despite the lower wing loading.\nLasered wooden kit, constructed in a lightweight but solid interlocking framework\nHuge rudder for agility\nTwo-part wing with multiple dihedral and stylish wingtips\nSpring steel wing connector\nD-Box (sheeted leading edge section with shear webbing, ribs are inserted in an innovative \"comb-like\" spar, in which you insert the ribs)\nMagnetic wing retainers\nExcellent break efficiency of the spoiler\nMulticolored construction plan and a detailed and fully illustrated German construction manual\nMade in Germany!\nThe wing is constructed with a balsa leading edge, pine spars, sheeted balsa trailing edge and various pieces of plywood made from poplar and birch plywood. The lasercut ribs are form-fitting connected with the trailing edge by the use of support feet. Stylish wingtips ensure an elegant appearance. The wings are connected with a 5mm steel wire, but it can optionally be replaced by a double carbon fibre wing joiner. The fuselage made of balsa is reinforced with plywood. The kit contains, besides of the lasercut and numbered parts, all the small parts and linkages needed. All the kits of the Gruener-CNC-line include a multicolored construction plan scaled 1:1 and a fully illustrated German construction manual.\nGlue, covering film and RC-components are NOT included in the kit. As covering film - especially for the fuselage and tail unit - we recommend ORALIGHT iron-on film.\nRoxxy 2220/20: No. M314949\nCool Nose spinner 30/2,0: No. AN725900\nCam-Carbon prop 8x4: No. AN723413\n- LiPo-battery 3S/800mAh: No. SLSXT08003130\nHacker X-12 Pro controller: No. H87100001\nHacker A10-7L with gear: No. H97104407\nSpinner: No. RE-29.5\nCenter hub: No. RE-32.3,0.8\nCam-Carbon prop 12x10: No. AN723449\nLiPo-battery 3S/450mAh: No. SLSXT04503130\nHacker X-12 Pro controller: No. H87100001\n- Transmitter with at least 4 functions and a spoiler/elevator-mixer\n- Receiver with normal range\n- 2 x servo HiTec HS-53 (fuselage) and 2 x HiTec HS-55 (spoiler)\nFurther information you find in the corresponding tab pages above this description.\n|Bauweise||Lasergefertigter Bausatz Highest Quality made in Germany|\n|RC-Funktionen||Seite, Höhe, Klappen, Motor|\n|Spannweite ca. [mm]||1990|\n|Länge ca. [mm]||1150|\n|Tragflächeninhalt ca. [dm²]||33,8|\n|Flächenbelastung ca. [g/dm²]||16,3|\n|Fluggewicht ca. [g]||ab 550|\nIn the basic version with Roxxy motor, my AndREaS weighs 590 g but I could have saved at least 15 g, or even 20 g, by saving glue and using two carbon rods instead of the single wing rod in steel (option proposed in the manual). The center of gravity was right from the start and I didn't have to add a single gram of lead.\nAttention, to use the option with two carbon rods it is imperative to ensure, by a blank assembly of the glider, that the key sleeves in the wings are perfectly parallel before gluing them. Otherwise, it will get stuck when mounting the glider.\nThe first flight was without problem. The main adjustment was to set the elevator mix to compensate for the pitch down effect of the spoilers. The power of the Roxxy motor is more than sufficient. You can even launch the AndREaS with only 3/4 of the power to save the battery. This is sufficient for a gentle climb.\nThe flying qualities are very good. Bank angle is perfectly controlled with the fin rudder and once in the air, you quickly forget that there are no ailerons. Once the elevator mix is set correctly, the spoilers are easy to control to manage the rate of descent before landing.\nThanks to its low weight, the AndREas catches the slightest thermal and spirals easily. You don't have to wait for big lift to fully benefit from it. \"Light air\" conditions are sufficient to fly with pleasure.\nSo a light, affordable and efficient electric glider to recommend without restriction.", "label": "Yes"} +{"text": "SpaceX launch preps ISS for commercial crew visits\nSpaceX's seventh International Space Station resupply mission is scheduled to lift off from Cape Canaveral Air Force Station at 10:21 a.m. next Sunday.\nThe mission's most prominent payload is a 1,150-pound, 5-foot diameter ring called a \"docking adapter\" that commercial crew capsules will need to link up with the orbiting research complex.\nThe capsules now under development include an upgraded version of the SpaceX Dragon cargo ship set to blast off on a Falcon 9 rocket, and Boeing's CST-100, which will be assembled at Kennedy Space Center and launched by United Launch Alliance Atlas V rockets.\nThe International Docking Adapter, or IDA, is the first of two that will establish a pair of berthing ports on the outpost's Harmony node, the same place shuttles docked.\nThe ports will receive the new U.S. crew vehicles, and potentially U.S. cargo craft or international vehicles equipped with the same standardized docking system.\nAfter flying up in the Dragon's unpressurized \"trunk,\" the adapters will be removed robotically and installed later with the help of spacewalking astronauts.\nNASA's Scott Kelly and Kjell Lindgren are expected to perform the first spacewalk, possibly in mid-August.\nThe adapters' addition is the next step in a reconfiguration that NASA describes as the station's most significant since its construction was completed in 2011.\nGround teams last month used a robotic arm to relocate a storage module. Earlier this year, three spacewalks routed hundreds of feet of cables that helped prepare for the docking adapters.\nWhat remains to be seen is how soon astronauts actually dock at the station in a U.S. spacecraft.\nCurrent budget proposals in Congress would give NASA's Commercial Crew Program, which is led from KSC, $200 million to $300 million less than the $1.2 billion the space agency requested for next year.\nNASA Administrator Charlie Bolden said \"gutting\" the program that way would delay astronaut launches from the Space Coast that were targeted for late 2017, extending reliance on Russia for rides to orbit.\nWGS lands for launch\nThe Air Force this week confirmed it is on track for a July 22 launch of its seventh Wideband Global Satcom communications satellite (WGS-7) from Cape Canaveral, atop a United Launch Alliance Delta IV rocket.\nThe spacecraft was shipped to Kennedy Space Center's former shuttle runway on May 28.\nIf schedules hold, the launch would follow about a week after ULA's planned July 15 launch of a Global Positioning System satellite from the Cape by an Atlas V rocket.\nRemember the \"Hyperloop\"?\nElon Musk, miffed about the cost of California's high speed rail project, in 2013 proposed the conceptual system of tubes and pods as an alternative for whisking people between big cities like Los Angeles and San Francisco.\nThe CEO of SpaceX and electric car maker Tesla Motors has not invested in developing the concept.\nBut SpaceX recently announced a competition to design human-scale pods designed and built by teams of university students and independent engineers.\n\"While we are not developing a commercial Hyperloop ourselves, we are interested in helping to accelerate development of a functional Hyperloop prototype,\" the company said in a statement.\nThe company plans to build a one-mile track next to its headquarters in Hawthorne, California, which is also its factory for Falcon 9 rockets and Dragon capsules.\n\"Break a pod!\" the statement concluded.\nSierra Nevada Corp.'s Dream Chaser mini-shuttle is seen as likely to land on Kennedy Space Center's former shuttle runway if it can win a contract to deliver cargo to the International Space Station.\nBut the company isn't limiting its options to Florida.\nSNC last year announced a partnership to study a proposed spaceport at Houston's Ellington Field, and this week at the Paris Air Show announced it would do the same with the international airport in Huntsville, Alabama.\nThe company says the Dream Chaser could land on any runway able to accommodate a Boeing 737 or Airbus 320 class aircraft, and features non-toxic propellants. It also can be shipped easily by cargo aircraft from a landing site back to its launch site — presumably in Florida, as Sierra Nevada so far plans to lift off atop United Launch Alliance's Atlas V rocket.\nIf you enjoyed The Planetary Society's first LightSail mission, there's less than a week left to contribute to the second mission via the Kickstarter crowdfunding site.\nThe campaign easily blew past its initial $200,000 goal, and as of Thursday was approaching a stretch goal of $1 million. Visit www.kickstarter.com and search \"LightSail.\"\nThe first LightSail test flight, packaged in a small CubeSat, launched from Cape Canaveral last month and successfully deployed a Mylar sail. The second mission, targeting launch next year with a projected cost of $5.5 million, hopes to demonstrate solar sailing by using only sunlight's momentum to propel the small spacecraft.\nMark your calendar: The nonprofit Astronaut Scholarship Foundation's annual Astronaut Autograph and Memorabilia show will be back Nov. 5-7 at Kennedy Space Center, and features a new name: Space Rendezvous 2015.\nAstronauts will sign memorabilia and guests can learn more about NASA's next exploration rocket and capsule, the Hubble Space Telescope's 25th anniversary and international space collaboration since the Apollo-Soyuz Test Project mission 40 years ago. Small discussions with astronauts and astronaut scholars also will be offered.\nEvent proceeds support the foundation's college scholarship program. Visit http://astronautscholarship.org.", "label": "Yes"} +{"text": "MXT and ECLAIRs instrument for Franco-Chinese satellite SVOM have finalized their assembly at CNES TOULOUSE. They are now ready to undergo its testing phase – a complete torture phase for space components.\nThe MXT instrument, assembled, one of the 4 instruments of the Franco Chinese SVOM satellite which aims to localize and study gamma ray bursts in X-ray domain. .\n« Every element of the instruments, whether it is MXT or the ECLAIRs telescope have been manufactured by industrials and laboratories in France or in Europe” explains François Gonzalez, Project Manager SVOM. “They arrived at CNES in loose parts, and we had to be assembled .\nInstruments’ cameras and radiators have been integrated this 2021 summer in the CNES clean rooms (see photos) . they are now ready to leave for space with expected performances validated.\nTorture phase :\nThe 2 « assembled » instruments have performed a complete testing campaign (from June to October 2021 ) which validate their good performance, but mostly their resistance to extreme conditions which are expected during the lift off and in space. Vibration and shock tests, electromagnetic compatibility, thermal vacuum tests as well : for 3 to 4 weeks, 24h/24.\nMXT and ECLAIRs have been submitted to temperature variations within a range of -60°C & +50°C. “A critical phase, which will be controlled permanently by CNES specialists”.\nBeginning of 2022, MXT & ECLAIRs instruments will be sent to China where they will be installed on the SVOM Satellite for lift-off planned mid 2023.\nAvoid « Heat Strokes »\nAmong others to function correctly, MXT detector , at the heart of the instrument, must be maintained at -65°C precisely for an optimal performance. The instrument will be capable of regulating its own temperature even though the satellite, in space, will be subject to extreme temperature variations between -150°C and +150°C. The architecture of the instrument itself allow to control its temperature at its core with Thermal Electrical Coolers piloted by an onboard software and with Propylene Heat Pipes (aluminums profiles filled with an inert gas) transfer the excessive heat to a radiator and evacuate it to space.\nECLAIRs instrument uses also a heat pipes network in order to maintain its 6400 detectors fixed at the focal plane at -20°C and transfer the heat to space with a large aluminum radiator.\nEuro Heat Pipes with its Airbus Defense & Space partner were responsible for the Design & Manufacturing of both MXT & ECLAIRs radiator and thermal bus sub-assemblies which participate at the good function and performance of the instrument optics.\nCopyright CNES – Source : https://spacegate.cnes.fr/fr/quezako-le-puzzle-est-termine\nTranslation by Alexandre van Haute / Karine Mercier", "label": "Yes"} +{"text": "Maintenance was Air France-KLM Group’s most profitable segment in 2021, and its AFI KLM E&M subsidiary is looking forward to exploiting its capabilities on new-generation equipment in the coming years. Via its Prognos platform, the MRO provider also expects to benefit from increasing digitalization...\nAFI KLM E&M Leads Parent Group Profits Again is part of Aviation Week Network's complimentary online access.\nRegister now to read this content, plus receive complimentary access to articles from our experts in the global aerospace, air transport, mro, defense and space and business aviation communities.\nAlready registered to Aviationweek.com or AWIN? Log in with your existing email and password.", "label": "Yes"} +{"text": "Yesterday’s spacewalk outside the International Space Station resulted in a record-breaking amount of time spent moving around in the vacuum of space by a Russian. Commander Oleg Kotov and Flight Engineer Sergey Ryazanskiy spent 8 hours and 7 minutes on the mission, breaking the previous Russian record of 7 hours and 29 minutes set by Flight Engineers Fyodor Yurchikhin and Alexander Misurkin Aug. 16, 2013. The achievement was a little softened, however, as the mission didn’t go entirely as planned.\nThe two cosmonauts successfully installed the two cameras on the exterior of the space station, but they had to go back and uninstall them. The cosmonauts had attached the cameras and a foot restraint to an exterior workstation. They had threaded the data and telemetry cables and discarded the cable reel into space towards the rear of the station’s trajectory as planned. But Russian flight controllers on the ground could see no data being relayed, so the cosmonauts had to snap a series of photographs of the rig and cables, detach the cameras, and bring them back into the airlock for inspection.\nThat’s the last we’ve heard of the cameras at this point. The equipment is intended for use as an Earth imaging system for a private company in Canada. One camera is a medium-resolution model, and the other is high-resolution.\nKotov and Ryazanskiy also detached and threw away an outdated seismic monitoring experiment named Vsplesk, replacing it with an updated one named Seismoprognoz. They were also scheduled to remove and litter space with more outdated equipment, but due to the telemetry issue they had to postpone. NASA hasn’t specified when the makeup spacewalk will take place.", "label": "Yes"} +{"text": "Vice President Mike Pence, promising a new era of space exploration, said that the U.S. would put “American boots” back on the moon and also on Mars.\nAs we near Space Race 2.0, it seems that a lot has changed since Mike Pence, current Vice President, was not a big fan of NASA’s space projects.U.S. Vice President Mike Pence wants a U.S. Moon and Mars.Click To Tweet\nBack in 2005, Pence was at the head of a group who demanded the cancellation of the NASA’s Constellation Project which sought to return to the Moon no later than 2020, and then expand into the solar system.\nBudgetary concerns led to the cancellation of the Constellation Project in 2011, which Charles Bolden, NASA’s former administrator has compared to “a death in the family” as multi-year effort and billions of dollars went to waste.\nNow, Pence is the chairman of the American Space Council, and he’s taking his new mission very seriously.\nThe National Space Council Gets new Life\nIn 1989, then President George H.W. Bush created the National Space Council, on the ruins of the defunct National Aeronautics and Space Council (1958-1973). The NSC remained operational until 1993 when it was disbanded and the National Science and Technology Council took over its function.\nDuring his presidential campaign, Barack Obama had promised to re-establish the council but failed to deliver on his promise over two terms.\nPresident Trump has officially re-launched the National Space Council that would seek to reestablish the American space leadership. On Friday, June 30, Trump was surrounded by Congress members, and representatives from NASA and commercial space contractors when he signed the executive order that revives the National Space Council after two decades in limbo.\nMike Pence will serve as the chairman of the NSC, which is composed of members including U.S. Defense Secretary James Mattis and U.S. Secretary of State Rex Tillerson, and other top U.S. officials.\nAs an advisory group within the Executive Office of the President, the NSC would define priorities of the White House space policy and oversee the materialization of the U.S. space vision as a whole.\nIn a statement, Robert Lightfoot, NASA’s acting administrator–The White House has yet to appoint a permanent administrator–said he was pleased with the presidential order that reestablishes the NSC, and that he was looking forward to working with the council.\nSpace Race 2.0: Making the American Space Dream Great Again!\nIt depends on how you look at it, but a Vice President chairing over the council could be seen as an evidence of White House support for space exploration. Or, it could be just another bureaucratic move. It might be too early to judge Mike Pence and the NSC, however, as the new chairman seems to have immediately shifted into high gear.\nLast Thursday, merely a week after the re-launch of the NSC, Mike Pence, visited the Kennedy Space Center near Cape Canaveral, Florida where he took a look at the space vehicles of NASA’s private subcontractors.\nMike Pence gave a 25-minute speech about the perspectives of the U.S. space policy and gave general outlines of the Trump Administration’s vision for space exploration.\nHundreds of NASA employees, space experts and private contractors–including Buzz Aldrin, the second man to walk on the Moon–gathered in the gigantic Vehicle Assembly Building.\nPence said that NASA’s efforts would be reoriented toward manned space missions, and promised that the United States would maintain a constant presence in the low Earth orbit by sending missions to the moon, Mars and beyond.\nBack to the Moon\n“Here from this bridge to space,” the U.S. Vice President told attendees, “our nation will return to the moon, and we will put American boots on the face of Mars.”\nSpeaking of a “new era” in space exploration, the Vice President mentioned twice the return to the Moon, however without giving details on a new lunar mission.\nA few months ago, NASA has revealed its ambitious project called Deep Space Gateway, which hopes to erect a spaceport in the vicinity of the moon. The DSG would be used to send astronauts into the lunar orbit and serve as a gateway to distant space destinations.\nIt’s unclear if the Vice President was referring to the DSG or other still undisclosed projects coming down the line.\nCourting the Private Space Sector\nNASA has tasked SpaceX and Boeing with building space vehicles to transport its astronauts to the ISS by 2018, and both companies are working on their models. However, a recent report by the U.S. Government Accountability Office suggests that NASA’s Commercial Crew Program might be pushed back as the two companies probably won’t meet the schedule.\nAs Pence was delivering his speech, there were, in addition to NASA’s Orion, a training version of Boeing’s crew vessel Starliner and the SpaceX Dragon.\nIn an effort to win the Space Race 2.0, he said the U.S. government would continue to foster cooperation with the private space companies to make space travel cheaper, safer, and more accessible than ever before.\nThe pad that will launch the SLS flights was empty on Thursday as SpaceX has used it the night before to launch a Falcon rocket carrying a communications satellite. Mike Pence said he was sorry to have missed the launch and that he prayed for rain at the Kennedy Space Center so he’d get to see the Falcon going up on Thursday.\nPence’s call echoes President Dwight D. Eisenhower’s call for U.S. space leadership, on this same month, almost sixty years ago. In fact, July 29th will be the 59th anniversary of Eisenhower’s creation of NASA.\nEisenhower knew that for the U.S. to lead space development and exploration that they would have to have a unified, government sponsored initiative. Perhaps Pence took note and is following in his footsteps as he gears up for Space Race 2.0.", "label": "Yes"} +{"text": "ND filter for the Obsidian.\nThe ND4 filter is designed to fit the Obsidian, reducing the light coming into the Obsidian's sensor and help avoid over exposure on photos.\nThe ND4 filter allows 1/4 of incoming light through, equal to a 2-stop filter.\nYou need a drone license when you are flying as a commercial drone pilot, ie when you are using your drone for work and money-making purposes. This means, in most cases, you will need to sit the FAA Part 107 test.\nYou do not need a drone license when you are flying as a hobby and for purely recreational purposes. However, you will need to operate by strict rules. There are plans to introduce the requirement for hobbyists to pass an online aeronautical knowledge and safety test.", "label": "Yes"} +{"text": "MH370: Malaysia Airlines plane search halts overnight\nAn international air search in the Indian Ocean for possible debris from the missing Malaysia Airlines plane has ended for the day, officials have said.\nAustralia, New Zealand and the US said bad weather had hampered their efforts in the area 2,500km (1,550 miles) south-west of Perth.\nFour planes were trying to check whether two objects seen on satellite images were debris from flight MH370.\nThe Kuala Lumpur-Beijing plane with 239 people on board disappeared on 8 March.\nIt first lost contact with air traffic controllers and then disappeared from radar.\nSatellite information released\nMeanwhile, a British satellite firm has told the BBC there were very strong indications 10 days ago that the 777 Boeing would be found either in the southern part of the Indian Ocean or in Central Asia - and not in the South China Sea or the Malacca Straits where Malaysia had continued to search.\nLondon-based Inmarsat said its engineers realised at an early stage that the aircraft had probably flown for several hours on a northern or southern track, and it was very unlikely that the plane could have headed north over countries with sophisticated air defence systems.\nThe company further said that it had informed the Malaysian authorities of the information, through an intermediary company, on 12 March, but this was not publicly acknowledged until 15 March.\nFurthermore, the authorities continued to search in the South China Sea and Malacca Straits during that time, despite the information suggesting that the plane had flown on much further.\nThe BBC's Andrew Moore says the Malaysian authorities have already come in for criticism from the relatives' families and that these revelations may fuel that anger.\nA statement by Australian Maritime Safety Authority (Amsa) said the four planes had searched the vast area without success.\n\"The search will continue on Friday,\" it said.\nTwo Australian Orion aircraft searching the area on Thursday were joined later by aircraft from the US and New Zealand.\nAmsa said the aircraft had covered an area of 23,000 sq km (14,000 square miles).\nThe captain of the first Australian air force AP-3C Orion plane to return from the search area described the weather conditions as \"extremely bad\" with rough seas and high winds.\nDavid Wright, an ABC News reporter who was on the P-8 Poseidon, said all the sophisticated plane had spotted was \"a freighter and two pods of dolphins\".\nA Norwegian merchant ship, the St Petersburg, has also arrived in the area after responding to a shipping broadcast issued by Australia's rescue co-ordination centre.\nIt will be joined by an Australian naval vessel, HMAS Success and a British coastal survey ship, HMS Echo.\nEarlier on Thursday, Malaysian Transport Minister Hishammuddin Hussein described the possible sighting of debris on satellite images taken on 16 March as a \"credible lead\".\nThe largest object appeared to be 24m (78ft) in size, the Australian authorities said.\nA number of sightings of possible debris have been investigated since the plane went missing but so far none have proved to be linked.\nThe objects identified in the images were of a \"reasonable size\", Amsa's general manager John Young said.\n\"This is a lead, it is probably the best lead we have right now. But we need to get there, find them, see them, assess them, to know whether it's really meaningful or not.\"\nHe warned the objects spotted in the sea could turn out to be unrelated to MH370, possibly items such as containers that had fallen from ships.\n\"On this particular occasion the size and the fact that there are multiple [objects] located in the same area really makes it worth looking at,\" Mr Young added.\nMichael Daniel, a former US Federal Aviation Administration official, told Singapore's Straits Times: \"If they have a strong feeling or indication that the debris belongs to the aircraft, one of the first things authorities will do is drop sonar buoys in the water.\n\"If the black box (flight recorder) is there, the buoys should be able to pick up the signals. This could take up to 48 hours but it all depends on how near or far the ships and other assets are.\"\nInvestigators had identified two corridors of territory - one to the north and one to the south - spanning the possible positions of the plane about seven hours after take-off.\nThis was based on its last faint signal to a satellite - an hourly \"handshake\" broadcast even when the main communication systems are switched off.\nMalaysia says search efforts are continuing in both corridors, involving a total of 18 ships, 29 aircraft and six ship-borne helicopters.\nMeanwhile, relatives of those on board are still waiting for concrete news.\nBimal Sharma, a merchant navy captain whose sister Chandrika was on the plane, told the BBC he had experienced \"hope and then despair and then hope and then despair\".\n\"I have been very hopeful because it was intentionally diverted, so I don't believed it was crashed,\" he said. \"It's been a very, very difficult time, and very emotionally stressing.\n\"The area where Australia is looking - I was a captain at sea - I have been through that area several times. This area has got a concentration of garbage - plastics and wood. I don't know, I don't want to believe it as yet.\"", "label": "Yes"} +{"text": "Testing the Future\nThe J-2X engine will power the upper stages of the Ares I and Ares V launch vehicles. Ares I is a two-stage rocket that will transport the Orion crew exploration vehicle to low Earth orbit. Ares V will enable NASA to launch a variety of science and exploration payloads, as well as key components needed to go to the moon and later to Mars.\nThis image shows the rocket engine exhaust nozzles, which are being designed and tested at NASA's Marshall Space Flight Center. Engineers at the center are testing the nozzle to ensure that it is strong enough to withstand uneven forces. Testing at Marshall's Nozzle Test Facility enables Pratt & Whitney Rocketdyne design engineers to apply test data to the computer analyses used to design the nozzle.\nTesting began in March 2008.\nImage Credit: NASA", "label": "Yes"} +{"text": "RDU (WTVD) -- American Eagle flight 5355 flight from New Bern to Charlotte was diverted to Raleigh-Durham International Airport on Friday afternoon.\nStay on top of breaking news stories with the ABC11 News App\nThe plane landed safely at 3:44 p.m.\nAmerican Airlines said the plane was diverted after an indicator light in the cockpit reported a possible mechanical issue.\nIt appeared there may have been a problem with the right engine. The FAA said the crew reported a thrust reverser problem.\nThere were 53 people on board - 50 passengers and three crew members.\nThe plane taxied to the terminal minutes after landing. All the passengers have been taken off the aircraft.\nLater Friday evening, American Airlines said it appeared to be just an indicator issue.\n\"The issue was rectified, and the aircraft redeparted for Charlotte,\" the airlines said in an email.\nThe flight was operated by PSA Airlines and left Coastal Carolina Regional Airport en route to Charlotte.\nThe aircraft is a Bombardier CRJ-200, American Airlines spokesman Ross Feinstein said.\n\"We apologize to our customers for the inconvenience,\" he added.\nAmerican Eagle flight makes emergency landing at RDU\nMore TOP STORIES News", "label": "Yes"} +{"text": "A combination of improved sensor capability, improved situational\nawareness and improved weapons provides first-kill opportunity against\nthreats. The F-22 possesses a sophisticated sensor suite that allows the\npilot to track, identify and shoot the threat before it detects the F-22.\nSignificant effort is being placed on cockpit design and avionics fusion\nto improve the pilot's situational awareness. Advanced avionics\ntechnologies allow the F-22 sensors to gather, integrate and display\nessential information in the most useful format to the pilot.\nAdvances in low-observable technologies\nprovide significantly improved survivability and lethality against\nair-to-air and surface-to-air threats. The F-22's combination of reduced\nobservability and super cruise accentuate the advantage of surprise in a\nThe F-22's engines produce more thrust\nthan any current fighter engine, especially in military (non-afterburner)\npower. Called \"super cruise,\" this characteristic allows the\nF-22 to efficiently cruise at supersonic airspeeds without using\nafterburners. This capability greatly expands the F-22's operating\nenvelope in both speed and range over current fighters that must use\nafterburner to operate at supersonic speeds.\nThe F-22 has been extensively\ndesigned, tested and refined aerodynamically during the\ndemonstration/validation (dem/val) phase and the current Engineering and\nManufacturing Development (EMD) phase. The F-22's sophisticated\naero-design and high thrust-to-weight ratio provide the capability to\noutmaneuver all current and projected threat aircraft. To ensure the F-22\nprovides air dominance for deep-interdiction aircraft, it operates at\nmedium and high altitude at ranges superior to current generation air\nTo ensure operational\nflexibility, the F-22 has better reliability and maintainability than any\nmilitary fighter in history. Increased F-22 reliability and\nmaintainability pays off in less manpower required to fix the aircraft and\nconsequently less airlift required to support a deployed squadron.\nAdditionally, reduced maintenance support provides the benefit of reduced\nlife-cycle cost and the ability to operate more efficiently from prepared\nor dispersed operating locations.\nThe above characteristics\nprovide a synergistic effect that ensures F-22 lethality against an\nadvanced air threat. The combination of reduced observability and super cruise\ndrastically shrinks surface-to-air engagement envelopes and minimizes\nthreat capability to engage and shoot the F-22.\nThe F-22 has a secondary role to\nattack surface targets. The aircraft will be capable of carrying two\nDirect Attack Munitions (JDAMs) internally and will use on-board\navionics for navigation and weapons delivery support.\nThe F-22 will incorporate Pratt & Whitney's new\nF119 engine. Designed for efficient supersonic operation without\nafterburner use (super cruise), and with increased durability over today's\nengines, the F119 is a very high thrust-to-weight ratio engine. Advanced\ntechnologies in the F119 include integrated flight-propulsion controls and\ntwo-dimensional, thrust-vectoring engine nozzles.\nThe F-22 is capable of carrying existing and planned\nair-to-air weapons. These include a full complement of medium-range\nmissiles such as the AIM-120A advanced medium range air-to-air missile\n(AMRAAM), and short-range missiles such as the AIM-9 Sidewinder. The F-22\nalso will have a modernized version of the proven M61 internal gun and\ngrowth provisions for other weapons. The aircraft also will be capable of\ncarrying Joint Direct Attack Munitions (JDAMs) and other ground-attack\nabove taken directly from Boeing\nGo To Top", "label": "Yes"} +{"text": "I am wondering whether most dogfights ended decisively and if so, whether many relatively inexperienced pilots knew they were probably going to die or at least have to eject from their planes. Or was it possible for even a new fighter pilot to at least have a chance of running away rather than engaging either a better pilot or a numerically superior group of planes?\nNot a conclusive answer per se, but for WWII at least:\nA large fraction of fighters shot down in aerial combat weren't dogfights per se, but rather the victim being unaware of the enemy on their six before it was too late. Sorry, I don't remember the reference for this.\nClostermann, in \"The Big Circus\", explains that towards the end of the war (WWII, that is) on the Western front at least, the Luftwaffe became very divided capability-wise. There was a small number (maybe 10% or so) of experienced pilots, often having been in the business since the Spanish civil war, who knew their planes in and out, and the capabilities of the enemy planes as well. These pilots were extremely dangerous opponents. OTOH, the other 90% of the Luftwaffe pilots were very inexperienced, as due to fuel shortage actual training was limited and apparently a lot of time was spent on ideology instead of how to fly their planes. These were easy prey. This suggests that yes, at least during that period, dogfights were pretty one-sided.", "label": "Yes"} +{"text": "NASA has been busy in recent years, conducting multiple scientific investigations from Earth science and studying climate change on the Artemis mission to our moon and finally to Mars. With so many different and diverse projects in the hands of the agency, it can be difficult to continue all its efforts. Former Senator and current NASA Administrator Bill Nelson will take to the network on Wednesday at 3 p.m. Tune in NASA’s YouTube channel To see directly.\nAll products offered by Engadget are selected by our editorial team, different from our parent company. Some of our stories include approved links. If you purchase something through one of these links, we can earn an approved commission.", "label": "Yes"} +{"text": "Ukrainian Military Portal reported that the helicopter arrived to Kulbakine airbase, outside Mykolayiv, in late 2020.\nRead more: Ukraine’s Motor Sich awarded $800 million contract to support Chinese JL-10 trainer fleet\nThe Mi-2MSB can be used for training new and existing pilots (and thus save the lifespan of more sophisticated and heavier helicopters Mi-8MSB-8 purchased in 2019), and it has the capability to provide transportation for personnel and supplies during day/night operations.\nThe Mi-2MSB features 2 x Motor-Sich A-450V engines replacing aging Russian-built ITD-350s. The upgrade package additionally includes a number of improvements to airframe and replacement of key mission systems.\nDefense- Express note: Deputy Defense Minister, Oleksandr Myronyuk told reporters, in January, that Ukraine’s Navy is anticipating the delivery of its first “fully digitalized” helicopter by late 2021. This will be upgraded from Mi-2 and developed optimized for ground take-off and landing.\nFurther plans up to 2023 are to develop a \"corvette-based\" variant of the Mi-2, featuring collapsible blades to enable deployment in the ship’s hangar bay. This will be developed in configurations optimized for SAR and anti-submarine operations.", "label": "Yes"} +{"text": "Could lunar dust be toxic to astronauts?\nAs NASA prepares to return to the moon by the year 2020, Kim Prisk of the National Space Biomedical Research Institute is studying a space hazard – lunar dust.\nKim Prisk: From what we know about lunar dust, it’s fairly reactive and it has properties that are quite similar to fresh fractured quartz here on Earth. And fresh fractured quartz is known to be very toxic .\nEven airtight space gear can’t protect astronauts.\nKim Prisk: It sticks because of electrostatic attraction to the space suits, and basically, they track it into the modules.\nThe moon’s low gravity might cause dust to penetrate deeply into an astronaut’s lungs, causing swelling, asthma or bronchitis. Prisk said the task at hand is to determine just how much dust is safe for astronauts to inhale.\nKim Prisk: One of the first things that has to happen is setting an acceptable exposure standard for lunar dust. We know we can’t set an exposure standard of zero… And as with all these things, this is a Goldilocks solution. You want it just right, not too high, not too low, just right.\nHe said this research could benefit Earth – resulting in new ways to deliver medicine directly to the lungs in spray form.\nSpecial thanks today to the National Space Biomedical Research Institute – innovations for health in space and on Earth.\nOur thanks to:\nKim Prisk, PhD, DSc\nProfessor, Departments of Medicine and Radiology\nUniversity of California, San Diego", "label": "Yes"} +{"text": "Many of NASAs high priority missions in the next decade are located in extreme environments with low, inconsistent or no sunlight. In these cases, NASA has traditionally used RTGs. However, RTGs are inefficient (<8%), with specific powers of just 2.7 W/kg. Complicating issues is the scarcity of GPHS units due to a long drought of plutonium production. Even with a restart in production, this necessitates judicious use of remaining GPHS units.\nExoTerra’s proposed advanced micro Brayton energy converter operates a pair of units off a single GPHS. The units are 40% efficient, enabling 100 W of electrical power and a >40 W/kg specific power. The system uses advances in manufacturing techniques to enable high efficiency heat transfer among components and miniaturize the Brayton Cycle components. By using a pair of units, we balance inertias across the spacecraft to maintain control.\nThe proposed Phase I effort completes system design of the micro Brayton unit. We then fabricate a compressor unit to demonstrate the advanced manufacturing techniques. We perform a demonstration test to measure the performance against predictions and feed into Phase II development.\nProvides power for NASA missions in areas with limited sunlight, including the search for water at the lunar poles, performing ISRU or supporting a lunar outpost during the 2 week lunar night, or Europa exploration. The system can fit into microsatellite scale missions – including pending commercial lunar payload services vehicles. It can also supply power to microsatellite class nuclear electric propulsion systems for outer planet missions with microsatellites. This increases affordability though reduced launch costs.\nRemote Military power supplies", "label": "Yes"} +{"text": "NASA has just announced the postponement of its VIPER lunar mission, which consists of studying the presence of water in the form of ice on the Moon, to November 2024. NASA explains that it wants to “ complete additional requested tests “.\nNASA’s VIPER mission is falling behind schedule. ” The additional tests aim to reduce the overall risk of VIPER landing on the Moon Nasa said on July 18, 2022, in a statement explaining the postponement of its mission to 2024.\nAs a reminder, VIPER (Volatiles Investigating Polar Exploration Rover) has a very specific objective – to study the presence of water and ice on the Moon. Initially, the rover was to take off in the year 2023, transported by a SpaceX Falcon Heavy launcher, then land on the earth satellite thanks to Astrobotic’s Griffin lander.\n” Another $67.8 million added to Astrobotic’s contract »\nNASA scientists want to be reassuring and they say that the delay of the Viper rover will not be binding. However, it will allow researchers to carry out additional tests on Astrobotic’s Griffin lunar lander, which will be very important when the rover is sent to the Moon in November 2024.\nIn order to carry out its additional tests, NASA mentions in its press release that ” Another $67.8 million added to Astrobotic’s contract, which now stands at $320.4 million “.\nThis is not the first time that NASA has delayed one of its space missions: in 2021, agency officials had already estimated that additional time would be needed to complete the preparation of the Crew-3 capsule, and that it is ready.\nVIPER, a very important mission for the Artémis program\nThe VIPER rover mission is part of the Artemis program (name inspired by the Greek goddess), which consists of landing astronauts on the Moon by 2027, and installing a permanent human base there.\nIn this sense, the role of the VIPER rover is very important to carry out this program: knowledge of water on the Moon would allow NASA scientists to affirm that human beings could well live in the near future or distant on the surface of the Moon. This would also allow researchers to see further: the Moon is a springboard to the rest of space, especially to Mars.", "label": "Yes"} +{"text": "Police have charged a man after a laser was allegedly pointed at the police Air Wing on Wednesday night.\nThe helicopter was flying above the Hazelwood North area about 9pm when a laser was allegedly shone at the aircraft several times on 7 February.\nAir Wing officers directed police on the ground to an address on Church Road in Hazelwood North shortly after.\nAttending officers located a laser and arrested a 33-year-old Hazelwood North man at the premises.\nHe was interviewed and is expected to be charged on summons with interfere with a crew member in an aircraft, reckless conduct endanger life and possess a prohibited weapon.", "label": "Yes"} +{"text": "AIRBUS has successfully tested the automatic take-off flight of an aircraft at Toulouse airport in France.\nThe A350-1000 performed eight automatic take-offs over a period of four and a half hours, thanks to new image recognition technology installed on it. Airbus has confirmed that the new steps are tests on automatic taxis that will be performed later this year. The idea of fully automatic commercial aircraft has been dumped for decades while a survey conducted in 2019, has concluded that the 70% of 22 thousand passengers feel ready to fly on a fully automatic aircraft.\nHowever, incidents like those of the Boeing 737 max raise questions about safety issues in fully automatic aircraft. According to Airbus, their goal is not to replace pilot-piloted aircraft, but they certainly aim to improve flight operations as a whole.\nThe goal is to improve flight operation so that a pilot can focus more on strategic decision making and mission management.", "label": "Yes"} +{"text": "MiG-15 - weekend edition\nUnassembled plastic model kit\nOther products to consider: (7)\nCustomize your model:\nDon't forget building supplies!\nSelect a thumbnail to see the picture full-size.\nThis model kit requires assembly. Cement, paint and other construction materials not included unless specifically stated in the description.\nIncludes markings for 4 aircraft:\n- EP-01, LtCol. Jozef Kukel, 1 Fighter Air Division, Hradec Kralove, Ruzyne, September 4, 1955\n- s/n 231611, Romanian Air Force, Late 1950s\n- 0615334, Maj. V. I. Kolyadin, 28 GIAP, 151 GIAD, 64 IAK, Mukden, China, December 1950\n- No. 141303, 3 Fighter Air Regiment, Brno-Turany, ca. 1958", "label": "Yes"} +{"text": "SpaceX's hopes a human-occupied Crew Dragon flight this May are fading fast. A parachute test for the capsule failed on March 24th after a helicopter pilot was forced to drop the test vehicle early when it became unstable, threatening the pilot's saf... https://www.engadget.com/2020/03/25/spacex-crew-dragon-parachute-test-failure/\" target=\"_blank\">Read More . . .\n| | Tweet", "label": "Yes"} +{"text": "BRASILIA – Brazilian officials said on Monday that they are investigating the origin of a half-ton of cocaine found aboard a small plane that apparently took off from property linked to Agriculture Minister Blairo Maggi, a billionaire soy baron.\nAuthorities spotted the “suspicious” aircraft on radar Sunday and when the pilot declined to respond to requests for identification, a fighter plane was dispatched, the air force said in a statement.\nThe pilot of the small plane ignored the presence of the fighter until the air force pilot fired a warning shot, prompting the man at the controls of the small aircraft to land in a rural area of the central state of Goias.\nFive-hundred 500 kilos (1,101 lbs.) of cocaine were found aboard the small aircraft, which took off from Itamarati Norte, a spread of roughly 40,000 hectares (98,000 acres) in Mato Grosso state, the air force said.\nBut the air force later released a statement quantifying the amount of drugs at 653 kilos and clarifying that “the information about the plane’s point of departure was given by the pilot himself” and remains subject to confirmation.\nItamarati Norte belongs to the Andre Maggi Group, an agribusiness giant founded by Blairo Maggi’s father.\nCiting the latest bulletin from the air force, Blairo Maggi said on Twitter that Mato Grosso “is vulnerable to the action of drug trafficking” because it borders Paraguay, where marijuana is cultivated on a large scale, and coca-producing Bolivia.\nThe Andre Maggi Group put out a statement insisting that the firm “has no link with the aircraft which the air force described and did not issue an authorization for landing of takeoff” on any of the 11 runways at Itamarati Norte.", "label": "Yes"} +{"text": "The National Transportation Safety Board (NTSB) has announced its 2021-22 ‘Most Wanted List’ of transportation safety improvements that will prevent accidents, reduce injuries and save lives. Specifically, the board adopted two safety improvements that will affect the Part 135 aviation industry, including the recommendation to require and verify the effectiveness of SMS, and install crash-resistant recorders and establish flight data monitoring programmes.\nThe Air Charter Safety Foundation, a non-profit organisation with more than 250 member companies, including Part 135 and Part 91 aviation operators, supports the NTSB's recommendation in an effort to create a safer charter industry that will prevent accidents, reduce injuries and save lives.\nThe ACSF has developed aviation safety tools to help its member companies manage all aspects of safety and, importantly, to plan ahead for pending legislation requiring their organisation to establish an effective SMS programme. “A large part of the educational aspect of our mission is to promote a culture that embraces the non-punitive, 'Just Culture' philosophy of programmes such as FDM, SMS and the Aviation Safety Action Program (ASAP),” says Bryan Burns, president, Air Charter Safety Foundation. “These new recommendations from the NTSB align both with our mission and our latest member benefits.”\nThe Foundation currently offers its members these SMS and safety audit solutions: The ACSF SMS Tool, an actively managed, web-based software tool to take aviation operators through the process of setting up an SMS and getting started with the Aviation Safety Action Program. Additionally, flight department staff can use this tool to document aviation safety data, perform risk assessments and assign corrective actions, among other functions; and The ACSF Industry Audit Standard, which aligns with the FAR Part 5 SMS voluntary programme and ICAO Annex 19.\nDuring its meeting, the NTSB discussed the fact that among the 1,900 Part 135 organisations, only 20 operators have had their SMS accepted into the FAA's SMS for voluntary programme (SMSVP). Another 213 operators have applied for the SMSVP and are somewhere in the process for that acceptance. “These data are proof that there's a lot of opportunity to educate Part 135 operators on the need to raise the bar by establishing an SMS programme and having it validated,” explains Burns. “As part of our mission, we want to ensure all aviation operators implement an effective SMS, regardless of their fleet size. In an effort to make safety tools more accessible to a broader range of operators, we offer a very affordable, entry-level solution for first-time users. As an organisation's SMS matures, we encourage it to take advantage of the much more advanced and robust SMS platforms offered by our partners and member companies: ARGUS International, Aviation Manuals, Baldwin Aviation, FltPln.com and Wyvern.”\nThe ACSF will launch its new ACSF flight data monitoring programme to serve as a resource for member companies to learn “all things related to FDM,” including the implementation process and FDM's programme benefits. Specifically, ACSF members will benefit from the ACSF FDM through: reduction of expenses associated with acquiring hardware and software; and educational opportunities, such as training for front-line employees, department management and the C-suite on the value that FDM can bring to the safety culture of an operation.", "label": "Yes"} +{"text": "Powered by Mom Presents 3D Robotics Solo Drone From Best Buy\nSomething Unique & Fun for Dad (or Mom)!\nTAKE ADVANTAGE OF SMART SHOT MODES\nIn Smart Shot modes, Solo can fly itself so you can shift your focus from flying the drone to the camera.\nCablecam: Lock Solo onto a virtual cable between any two points in space. Then, using just one stick on the controller, you can move Solo up and down the cable. This lets you freely pan and tilt the camera while the drone stays in steady flight. Solo can even memorize your first and last frames and pan the camera between them.\nOrbit: Solo can automatically circle a subject of your choosing, keeping the camera pointed inward to capture an iconic wraparound shot. Adjust the circle’s radius to get the exact frame you want, even midflight.\nSelfie: With just one touch, Solo will fly up and away, keeping the camera centered on you so the scenery around you expands in a dramatic aerial pullout shot.\nFollow Me: Go completely hands-free. Solo can follow where you go, automatically keeping the camera on you to capture your every move.", "label": "Yes"} +{"text": "img credit: delair.aero\nGround Sampling Distance (GSD), as the name implies, refers to the amount of ground/surface area covered by a single image in flight.\nIf you are mapping a site using a drone with the camera facing down (nadir position), then the ground sampling distance is basically the amount of ground captured per image pixel in the drone's camera.\nSo for example, if the GSD for a drone flight is 1cm/pixel, that means that every pixel is the drone image is capturing 1cm on the ground.\nIf you're flying vertically and mapping a tower or a facade, then GSD is basically the amount of facade surface area covered by a single image pixel in flight.\nThere is a formula to calculate GSD and we have discussed this is a previous post:\nIn the video below, we explain GSD is and how to calculate GSD:\nWhy Does GSD Matter?\nLet's look at it like this, GSD affects the resolution of the data, a bit like HD vs 4K.\nCounter intuitively, a high GSD means lower resolution data and a low GSD means higher resolution data.\nLet's try to understand why that is.\nA high GSD (50cm / pixel) would imply every pixel is the image is capturing 50cm on the ground, implying that the drone is far from the ground, i.e reducing the resolution of the data. On the other hand, a low GSD (1cm / pixel) would imply that every pixel in the image is capturing 1cm on the ground, implying higher resolution of the data.\nSo does this mean we should always aim to get the GSD as low as possible and the resolution as high as possible?\nGSD helps us understand how 'big' or 'small' features would look in the final images. A low GSD would make features in the image look bigger and a high GSD would make features look smaller.\nimg credit: heliguy.com\nHowever, not every drone mission requires big features, and getting the GSD to be low requires you to either 1) get closer to the target 2) upgrade the camera.\nBoth of those options can be expensive in time, costs and safety as getting very close to the ground in certain areas might not be safe or efficient.\n1. Data Accuracy\nIf you looking to capture highly accurate data, GSD can have an effect on the overall data accuracy. This is specially true if the end goal of the drone survey is to perform measurements. As a rule of thumb, we recommend shooting for a GSD within 2-3x of your desired absolute accuracy and a GSD low enough for relative accuracy. To learn more about the different types of accuracy and how GSD can affect them, please visit:\n2. Motion Blur\nMotion Blue and GSD are also related concepts. Motion blue can sometimes be unavoidable, but generally speaking, it's good to keep your motion blur below 2x your GSD to collect high quality data for mapping flights. Here's more on Motion blur:\n3. Mapping vs Inspection\nLastly, it's important to understand what type of flight you are undertaking and how to use GSD to achieve the right results for the right job. If you are undertaking a mapping flight, it's important to pay attention to data accuracy and data resolution, as this would directly affect any measurements you make from the processed data. On the other hand, if you are undertaking an inspection flight, then it's important to think about how 'big' or 'small' would the cracks, corrosion or other defects appear in the final photos, so that they can be annotated and accumulated in to a report. If you are unsure about the differences between drone mapping and inspection, please visit:\nHow To Plan GSD In Drone Flights?\nThe first thing you need to do when planning to use low GSD in your drone flight is to define the area you are planning on flying in, making sure to take safety into account.\nFlying lower will decrease your GSD, and increase your resolution, but you may compromise safety by doing so, this is why it is always best to check your surroundings for immediate hazards.\nSelect your camera or drone and your flight altitude, and a software platform like Hammer Missions will automatically calculate the GSD for you:\nWant to calculate this for yourself?\nGet your free and comprehensive spreadsheet designed with Drone Mapping and Inspection formulas over here.\nGSD should always be a good balance between data quality, accuracy and safety!\nThis post explains the concept behind GSD and why it matters, GSD is really a central concept to drone missions and will help improve the quality of your deliverables!\nTo learn more about our enterprise solutions, including mission collaboration, data processing, and AI solutions, please contact us at email@example.com.\nWe look forward to hearing from you.\n- Team at Hammer Missions", "label": "Yes"} +{"text": "1/72 Academy F-35B VMFA-121 \"Green Knights\" USMC 12569ACD 12569\nF-35B VMFA-121 \"Green Knights\" USMC\n100% NEW TOOLING!\nA variant of the F-35, the F-35B is the short take-off and vertical landing (STOVL) version.\nHighly detailed cockpit interior, weapons bay and landing gear.\nCan be built in vertical landing mode, or in flight mode.\nLanding gear, canopy and weapons bays can be built open or closed.\nVarious air-to-air and air-to-ground weapons included.\nWeapons can be armed within weapons bay and/or on external pylons. External stores include:\n2 x AIM-9X\n2 x AIM-120\n4 x GBU-38\n2 x GBU-31\n1 x centerline gun pod\nDecals for three versions included.\nCybermodeler First Look Academy F-35B\nWe Also Recommend\n1/72 Tamiya De Havilland Mosquito B Mk.IV/PR Mk.IV #60753\n1/72 Tamiya De Havilland Mosquito FB Mk.VI/NF Mk.II #60747\n1/72 Arma Hobby Cactus Air Force Deluxe Set (2 kits) – F4F-4 Wildcat and P-400/P-39D Airacobra Over Guadalcanal 70049\n1/72 Airfix Gloster Meteor F8 Fighter 4064 (new tool)", "label": "Yes"} +{"text": "During World War II, I served as a B-17 heavy bomber pilot with the\nU.S. 8th Air Force 305th Bomb Group. Located within England, I flew 35 missions over\nRevival of interest in a box of old correspondence between my wife and\nmyself during that period has led to this memoir - of dreams after World War II, love, and\nthe gift of survival.\nI hope you enjoy the pages.", "label": "Yes"} +{"text": "Our goal is to match our resources with your needs in the best possible way. Executive Aviation Malta was established with the sole objective, that to provide professional services to Business Jets and Executive Aviation in Malta (LMML).\nOur services include:\nPreperation: Prompt communication and liaison with aircraft operators, swift slots/parking application and processing of landing permission\nRamp operations: Marshalling and provision of chocks and safety cones, Baggage handling, Refuelling coordination, Ground Transportation, Supervision services,\nOperational: ATC flight plan filing, Weather and NOTAM briefing, Air to Ground VHF communication, General declaration & Passenger manifest, Arrival and Departure flight movements, Monitoring of ATC slots\nVIP Services: Meet and Greet service, Executive transportation for VIP passengers by means of the best available executive vehicles in Malta, CIP/VIP terminal coordination and fast track/processing, Concierge services, Executive catering, Chauffeur drive coordination", "label": "Yes"} +{"text": "Florida-based audio engineer Gary Faller had a unique project: torig a pair of large-diaphragm DPA 4041 stereo mics on the roof of theU.S. Air Force Hangar AE at Cape Canaveral Air Force Station, Fla., tocapture the sound of a Delta Rocket as it streaks into space to launcha Global Positioning System (GPS) satellite.\nThe launch of GPS II-R was broadcast from a TV truck where Fallerhad to integrate a mix of network feeds, weather balloon reports,launch team dialog and the sounds from the rocket.\nTo accurately mike the sounds of the rocket from launch pad to theoverhead track until it was out of listening distance, Faller dependedon the DPA 4041S stereo pair into the HMA4000 130-volt powersupply/preamp. The signal was then fed into a CD burner, which was thenfed to a Mackie Console to cross-fade between the launch pad mic andthe DPA mics—after the first mic had been destroyed by the blastimpact.\nTo get this done with the highest audio quality under thecircumstances, Faller used the DPA 3532S Mic Kit with A-B bar,windscreens and all of the accessories required for EFP applications.Describing the kit as “the ultimate way to go,” Falleradded, “DPA basically gives you everything you need, and the micshad more than enough headroom to let me capture the sound accuratelywith the right balance and impact.\nFor further information, refer to DPA’s Website at www.dpamicrophones.com.", "label": "Yes"} +{"text": "Mechanism to deal with fog trouble in place: Jet Airways\nIn the event of flight disruption due to fog, the airline plans to deploy additional aircraft.\nMumbai: Private carrier Jet Airways on Tuesday said it has put in place several measures including deployment of additional planes and cancellation and rescheduling of some flights to deal with the problem of fog. In the event of flight disruption due to fog, the airline plans to deploy additional aircraft for relief/additional flights wherever possible, it said.\nAlso, in the case of flight diversions, operations out of alternate airports have been planned, while certain existing scheduled services will be re-routed. Certain Jet Airways and JetKonnect flights have been rescheduled, effective December 15 to January 15.\nIn the case of anticipated flight elays/cancellations, passengers need to check the status of their flights before leaving for the airport by calling the airline's call centres and its toll-free numbers, Jet statement said. Delhi-Gorakhpur-Delhi flight will remain cancelled till January 15, the statement said.\nRecommended For You\n- Engineer Questions Nature of Pune Pitch, Slams Batsmen\n- OnePlus 5 to Launch in April: All You Need to Know of the Waterproof Phone\n- News18 Movie Awards 2017: Amit Trivedi Gives Competition to Pritam in Best Music Category\n- Fitness Freak Jacqueline Fernandez Loves Trying Different Workout Routines\n- MINI Cooper D (5-Door) Review: A Classic That Encapsulates Modern Technology", "label": "Yes"} +{"text": "Futureproof Opportunities as an Airline Manager\nThe airline industry is constantly evolving with the changing needs of the organizations, the customers and new developments in technology. The airline management degree is designed to prepare students for the ever-changing airline industry. We train qualified airline managers to be adaptable and innovative so that they can succeed in this environment as entry- and mid-level airline managers.\nOur focus on liberal arts and basic science courses―in addition to building a solid foundation in management issues, aviation and airline management―exposes students to a wide variety of tools they can apply in real-life management roles and environments. Because the Federal Aviation Administration (FAA) requires safety management systems (SMS) programs to be implemented in airlines today, we give students the opportunity to pursue this certificate, thus allowing them to pursue more advanced airline management careers upon graduating.\nIN THE NORTH\nVaughn provides students with invaluable experiences that help prepare them for lifelong careers.\nWHAT YOU'LL STUDY\nStudents pursuing the airline management degree will build a strong general management foundation, gaining skills in language and humanities, science and math. In addition, we focus on all functions affected by management, which include accounting, finance, economics, public relations and planning. Is airline management a course of study you are considering? In this program, you will be exposed to the major issues that affect general aviation and airline management, including international trade, airline services, cargo operations, import/export, customs and security. This program will prepare you for a diverse set of situations you might encounter in your role as an airline manager. Our goal is to prepare you for a diverse set of situations you might encounter in your role as an airline manager.\nYou will also have the opportunity to take elective courses in specific technical areas (including FAA dispatch) and unmanned aerial vehicles in addition to other courses in your areas of interest.\nEligible students can participate in the Federal Aviation Administration’s Air Traffic-Collegiate Training Initiative (AT-CTI), in addition to other programs, such as the aircraft dispatcher program.\nGraduates of the airline management degree program are fully prepared to enter both entry- and mid-level airline management careers. We give students the tools to take on administrative responsibility, public and private enterprise roles, as well as the leadership skills to effectively manage airline teams and organizations.\nGraduates often pursue airline management careers in positions as customer service representatives, aircraft financing or leasing agents, crew scheduling managers and dispatchers. Vaughn’s extensive network with alumni, airlines and airports has allowed students to gain hands-on experience during their coursework in internships and in full-time roles after graduation.\nJUST A FEW OF THE COMPANIES THAT EMPLOY VAUGHN GRADUATES:\n- Airlines Reporting Corporation\n- American Airlines\n- Delta Air Lines\n- Envoy Air\n- Expeditors International\n- Porter Airlines, Inc.\nA SAMPLE OF VAUGHN INTERNSHIPS:\n- American Dynamics\n- Atlas Air\n- Disney College Program\n- Federal Aviation Administration (FAA)\n- FAA (Enterprise Data and Messaging Engineering Team)\n- FAA (Tech Center)\n- Federal Express\n- FlightSafety International\n- General Electric\n- International Business Machines (IBM)\n- Intrepid Sea, Air and Space Museum\n- NASA (Marshall Space Flight Center)\n- Navair (Naval Air Systems Command)\n- NYU Engineering Summer Research\n- Rashid Petroleum Company\n- Sikorsky Helicopters\n- Textron Aviation\n- United Airlines\n- Venture Aerobearings\n- Watertown Airport", "label": "Yes"} +{"text": "Wing Aero, Inc.\nThe Complete Private Pilot Syllabus ISBN 978-1-61954-327-0\nA comprehensive guide that stresses integrated flight training — providing both flight and ground training for more complete preparedness. It is written to satisfy both Part 141 and Part 61 requirements.\nStage Exams, Enrollment certificate, Graduation certificate, and Private Pilot application (FAA Form 8710) included. This Fifth Edition has been updated to coincide with the Twelfth Edition of The Complete Private Pilot by Bob Gardner.\nThe Complete Private Pilot Syllabus Use w/Pilot Textbook ISBN 978-1-61954-327-0", "label": "Yes"} +{"text": "INTRODUCTION
Wide area coverage of the earth’s surface.
Transmission delay is about 0.3 sec.
Transmission cost is independent of distance.
\n
  • WHAT ARE COMMUNICATION SATELLITES ?
  • HOW DO SATELLITES WORK ?
  • ADVANTAGES OF SATELLITE
  • DISADVANTAGES OF SATELLITE
  • Geostationary Earth Orbit (GEO)
  • GEO (cont.)
    Advantages
  • GEO (cont.)
    Disadvantages
  • Low Earth Orbit (LEO)
    LEO satellites are much closer to the earth than GEO satellites, ranging from 500 to 1,500 km above the surface.
    LEO satellites don’t stay in fixed position relative to the surface, and are only visible for 15 to 20 minutes each pass.
    A network of LEO satellites is necessary for LEO satellites to be useful
    \nLEO (cont.)
    Advantages
  • LEO (cont.)
    Disadvantages
  • Medium Earth Orbit (MEO)
    A MEO satellite is in orbit somewhere between 8,000 km and 18,000 km above the earth’s surface.
    MEO satellites are similar to LEO satellites in functionality.
    MEO satellites are visible for much longer periods of time than LEO satellites, usually between 2 to 8 hours.
    MEO satellites have a larger coverage area than LEO satellites.
    \nMEO (cont.)
    Advantage
    Disadvantage
  • Frequency Bands
    Different kinds of satellites use different frequency bands.
  • FREQUENCY BAND (Cont.)
    C-Band.
    KU-Band.
    KA-Band.
  • MULTIPLE ACCESS TECHNIQUES
    FDMA (Frequency Division Multiple Access)
    It is the oldest and most common.
    the available satellite channel bandwidth is broken into frequency bands for different earth stations.
    TDMA (Time Division Multiple Access)
    channels are time multiplexed sequentially
    Each earth station gets to transmit in a fixed time slot only.
    More than one time slot can be assigned to stations with more bandwidth requirements.
    Requires time synchronization between the Earth Stations.
    \nCDMA : (Code Division Multiple Access)
    Combination of time/frequency multiplexing
    ( a form of spread spectrum modulation).
    It provides a decentralized way of providing separate channels without timing synchronization. It is a relatively new scheme but is expected to be more
    common in future satellites.
    \nLaunching Satellites
    How does a satellite stay in it’s orbit?
    \nTelevesion & Radio- e.g. Direct broadcast satellite (DBS) & Fixed service satellite (FFS).\nMobile satellite technology- Special antenna called mobile satellite antenna. - No matter where or how this antenna is mounted on.
  • Applications(Cont..)
  • Disadvantages
  • In Conclusion
    Satellites remain the best utilization used for communications due to their speed and other advantages mentioned in this presentation.
    ", "label": "Yes"} +{"text": "The Boeing P-26A was an early monoplane fighter for the USAAF and proved popular because of its aerobatic qualities. Boeing created an export version of the P-26 called the Model 281. The Spanish Model 281 (X12275) was bought after its demonstration at Barajas airfield on March 10, 1935 where it stayed until the war broke out. From there it flew to Cuatro Ventos airfield in the Summer of 1936. In October of 1936 it was operating from Getafe when it was shot down in a dogfight with three Fiat CR.32s.\nThere are only a few photos of the Model 281 which made it to Spain and these seem to show it painted with an olive drab fuselage and yellow wings, the pictures were taken in 1935 before the conflict and show large lettering on the wings and tail (NR12775) as well as the Boeing logo on the tail.\nThis picture has likely been doctored and the serial number is wrong, it was listed by the Boeing company as X12275\n(Picture from the archives of Juan Arráez)\nThis picture could have been taken in the US before shipping or in Spain it is unclear, it is also unlikley that the serial number was NR12775, it is now believed that the serial number was X12275.\nThe next picture has been positively identified as being in Spain in 1935, however the colour of the aircraft is a little unclear and the picture could have also been re-touched.\n(Published in the May 1935 issue of Revista de Aeronáutica (Aviation Magazine))\nThere is a picture that is widely seen in modelling world of the 281 in Spain which shows an attractive bare metal finish with the republican red band on the fuselage and wing tips with the red, yellow and violet on insignia on the tail.\nHowever I’m not sure it would have ever looked like like this and I think the most likely rendition of the 281 is this drawing:\nModel kits available: P-26 Models Scalemates\nSite Build: Build Log", "label": "Yes"} +{"text": "The 8.2-tonne Chang’e-5 spacecraft “stack” was launched from the Wenchang spaceport in southern China on 24 November. It arrived above the Moon at the weekend and then set about circularizing its orbit before splitting in two. If the Chang’e-5 mission is successful, China will become third country after US and Russia to collect lunar material. China sent its first astronaut into space in 2003 and made its first lunar landing 10 years later.\nChina launched its Chang’e-5 probe which is not manned from the southern province of Hainan on November 24. The mission, named after the mythical Chinese goddess of the moon, aims to collect lunar material to help scientists learn more about the moon’s origins and the solar system more generally. The lander vehicle is expected to start drilling into the ground with a robotic arm.\nOne half – a service vehicle and return module stayed in orbit, while a lander-ascender segment was prepared for a touchdown attempt. Chang’e-5 is a very complex mission, solely aimed at the exploration of the science coordinator for human and robotic exploration at the European Space Agency.\nChang’e 5 launched from China’s Wenchang Spacecraft Launch Site on November 23rd, flying to space on top of a Long March 5 rocket. It’s a complex mission consisting of four main spacecraft that will all work together to bring between 2 to 4 kilograms of lunar dirt back to Earth. The quartet traveled to the Moon attached together and got into lunar orbit on November 28th.\nThe Chinese space agency said this lander-ascender element put down at 15:11 GMT. The precise position was reported as 51.8 degrees West longitude and 43.1 degrees North latitude. Chang’e-5’s success follows China’s two previous Moon landings – those of Chang’e-3 in 2013 and Chang’e-4 last year. Both of these earlier missions incorporated a static lander and small rover.\nChang’e 5 mission, tasked with bringing a sample of lunar dirt back to Earth, successfully landed on the Moon, marking the third time that China has placed a robotic spacecraft on the lunar surface. The lander will soon begin digging up samples of lunar soil, which will be returned to the planet Earth later this month.\nThe lander is expected to spend the next couple of days examining its surroundings and gathering up surface materials. It has a number of instruments to facilitate this, including a camera, spectrometer, radar, a scoop and a drill. The intention is to package about 2kg of “soil”, or regolith, to send up to an orbiting vehicle that can then transport the samples to Earth. Its 44 years since this was last achieved. That was the Soviet Luna 24 mission, which picked up just under 200g.\nThe sample will eventually be transferred to the fourth spacecraft, a reentry capsule tasked with bringing the material to the ground. It’s unclear exactly when that landing will take place, but it could occur around December 16th or 17th. China is targeting somewhere in Inner Mongolia for the landing spot.\nIf all goes to plan, China will become one of three countries to bring back samples from the Moon. US astronauts retrieved lunar soil samples during the Apollo missions in the 1960s and 70s, and the former Soviet Union brought back lunar material through a series of robotic missions in the 1970s. In fact, the last successful lunar sample returns mission occurred in 1976 with the Soviet Union’s Luna 24 mission. With Chang’e-5, China could bring the first material back from the Moon in nearly half a century.\nChang’e-5 isn’t the only mission that could bring rocks from another world to Earth this month. Japan’s Hayabusa2 mission, which has been in space since 2014, is slated to return a sample of material from an asteroid named Ryugu this weekend. That means Earth could get two precious samples of unspoiled space rocks in December 2020.\nUnlike the launch of the mission a week ago, the landing was not covered live by Chinese TV channels. Only after the touchdown was confirmed did they break into their programming to relay the news. Images taken on the descent were quickly released with the final frame showing one of the probe’s legs casting a shadow on to the dusty lunar surface. The US space agency congratulated China. Nasa’s top science official, Dr Thomas Zurbuchen, said he hoped the international research community would eventually get the chance to analyze any samples sent home.\nA total of just under 400kg of rock and soil were retrieved by American Apollo astronauts and the Soviets’ robotic Luna program – the vast majority of these materials coming back with the crewed missions. But all these samples were very old, likely more than three billion years in age. The Mons Rümker materials, on the other hand, promise to be no more than 1.2 or 1.3 billion years old. And this should provide additional insights on the geological history of the Moon. The samples will also allow scientists to more precisely calibrate the chronometer they use to age surfaces on the inner Solar System planets.\nThis is done by counting craters the more craters, the older the surface the more curator robot has to work and focus on it according to the programmed software, but it depends on having some definitive dating at a number of locations, and the Apollo and Soviet samples were key to this. Chang’e-5 would offer a further data point.\nReports from China suggest the effort to retrieve surface samples may last no longer than a couple of days. Any retrieved materials will be blasted back into orbit on the ascent portion of the landing mechanism, and then transferred across to the service vehicle and placed in the return module. The orbiter will shepherd the return module to the Earth’s vicinity, jettisoning it to make an atmospheric entry and landing in the Siziwang Banner grasslands of the autonomous region of Inner Mongolia. This is where China’s astronauts also return to Earth from the Moon.\nThe author is doing M. Phil in Public Policy and Governance. He is working as a freelancer. Previously worked with HubPages and Washington Post.", "label": "Yes"} +{"text": "Fighting the U-boats\nAircraft & Air forces\nThe Grumman TBF Avenger\nprepared by Forest Garner\nThe US Navy ordered the prototype of the world's first monoplane torpedo bomber, the Douglas TBD Devastator, in 1934. First flown the following year, production delivery of this advanced aircraft started in 1937. Powered by an early 850 hp Pratt & Whitney R-1830 Twin Wasp, the TBD-1 was capable of 206 mph. However, aviation technology was changing quickly, and by 1939 the Navy recognized that improved performance was needed. On 25 March of that year the Navy asked contractors to respond to a requirement for an advanced torpedo plane. This decision was fortunate, as by 1942 the TBD would be obsolete.\nThe 25 March requirements included a maximum speed of 300 mph, a range of at least 1,000 miles while carrying a torpedo, a ceiling of at least 30,000 feet, a take off run in combat trim of not more than 325 feet into a 25-knot wind, and a stalling speed with a torpedo of no more than 70 mph. Additionally, it was required that the torpedo, or bombs, must be carried internally. In response, the Navy received 13 design proposals from six manufacturers. By 3 November, 1939, the Navy had focused on two of these designs; one from Vought powered by the Pratt & Whitney R-2800 Double Wasp, and one from Grumman powered by the Wright R-2600. Although the Navy announced its intention to order each design, it took six months for the contracts to be awarded.\nGrumman received the order for two examples of the XTBF-1 on 8 April, 1940. This was a mid-wing cantilever design with a crew of three. Externally, it looked like Grumman's F4F Wildcat, but with a bigger belly. The TBF was designed from the start with folding wings, with the folding mechanism patterned after that developed for the Martlet II and F4F-4 Wildcat. Armament consisted of one synchronized \"50 caliber\" (12.7mm) Browning machine gun in the upper engine cowling firing through the propeller, another 50 caliber weapon firing from a small turret at the aft end of the long canopy, and a ventral flexible 30 caliber (7.62mm) machine gun firing rearwards from a position just aft of the long weapons bay. The weapons bay was large enough to hold four 500-pound bombs, or one 22.4-inch 2,000 pound Mark 13 torpedo. Provision was made for carrying the Norden bombsight, but Avenger pilots found this to be less accurate than other aiming techniques.\nThe US Navy placed some urgency in replacing the TBD, as an order was placed for 285 TBF-1 aircraft and one TBF-2 on 30 December, 1940, more than seven months before the prototype XTBF-1 was ready for flight tests. The two sub-types differed in that the TBF-1 was to be powered by the two-speed single-stage R-2600-8, while the TBF-2 was to be powered by the single-speed two-stage R-2600-10.\nThe prototype flew on 7 August, 1941. Several significant problems were identified, but were quickly solved. Development of the TBF was not greatly affected when the first prototype crashed after catching fire in flight on 28 November, 1941, as the second prototype was nearly ready by that time.\nThe first production TBF-1 was completed on 3 January, 1942. The TBF-1 had a span of just over 54 ft (17 ft with wings folded), a length of 40 ft, weighed 10,080 pounds empty, 13,667 pounds loaded, and 15,905 pound maximum. Powered by a 1,600 hp Wright R-2600-8, the TBF-1 reached a maximum speed of 271 mph at 12,000 ft, although it cruised at a leisurely 145 mph. Internal fuel capacity was 335 gallons, giving a range (with torpedo) of 1,215 miles.\nGrumman assembled 1,524 examples of the TBF-1, while the Eastern Aircraft Division of General Motors built 550 of the virtually identical TBM-1.\nThe designation TBF-1B applied to 402 aircraft built for the Royal Navy, which the British initially called Tarpon T.R. Mark I, but later called Avenger T.R. Mark I. British Avengers were sometimes modified to British specification by Blackburn Aircraft, including the installation British oxygen systems and gunsights.\nThe TBF-1C deleted the nose-mounted machine gun and, instead, mounted one 50 caliber weapon in each wing. This variant was plumbed to carry up to 391 gallons of additional fuel in auxiliary fuel tanks. Grumman built 764, while GM built 2,332 of their virtually identical TBM-1C.\nThe TBF-1D was a modification of the TBF-1 fitting the ASD or ASB radar for locating surfaced submarines or surface ships.\nThe first of two XTBF-3 prototypes flew on 20 June, 1943. This aircraft featured the 1,900 hp Wright R-2600-20 engine in an attempt to restore performance lost through increased operational weight in later TBF-1 variants. However, no production TBF-3 was built by Grumman. To allow Grumman's factory to focus on production of the critically important F6F Hellcat, production of Avengers was completely in the hands of the Eastern Aircraft Division of General Motors, which fabricated portions of the aircraft in several cities, and performed final assembly in Trenton, New Jersey. GM built 4,657 of this variant, called the TBM-3, between April 1944 and August 1945.\nThere were at least 15 variants of the TBM-3, including many modified to carry various types of surface search radar or airborne early warning radar.\nIn its first combat action at Midway on 4 June, 1942, the TBF faired badly. Six TBF-1 aircraft attacked the Japanese Kido Butai (Striking force) of four fleet aircraft carriers with a powerful screen. Five Avengers were shot down, and the sixth, badly damaged, barely made it back to Midway Island. This attack, like most that day, achieved nothing. However, Douglas SBD Dauntless dive bombers made successful attacks later that day, inflicting fatal damage on all four Japanese carriers.\nIn subsequent clashes with the Japanese Navy, the Avenger was hampered by the ineffectiveness of its primary weapon, the Mark 13 torpedo. The generally poor manufacture of this weapon was a serious problem, but was overshadowed by its many design flaws. It was slow, and too fragile for release speeds greater than 130mph (increased later in the war). While this slow release speed made the TBF vulnerable to antiaircraft fire, pilots were thankful that the Avenger was a tough aircraft, like all Grumman aircraft of that era. This, and poor Japanese antiaircraft gunnery, saved many American pilots. Later, the Mark 13 torpedo was improved by installing a \"pickle barrel\" housing around the nose of the torpedo to allow much faster drops. The warhead, initially 401 pounds of TNT, was increased to 600 pounds of the much more potent Torpex in 1943. With the later, more effective, variants of the Mark 13, Avengers played the primary role in sinking the huge battleships Yamato and Musashi, and several Japanese aircraft carriers, cruisers, destroyers, and other warships.\nService in the Atlantic Ocean\nIn the Atlantic, the Avenger was the obvious choice for use aboard British and American escort carriers in screening convoys and hunting down U-boats. Avengers would sight surfaced U-boats, and swoop down on them in a glide bombing approach, releasing multiple 250-pound, 325-pound, or (most often) 500-pound depth bombs. If the U-boat put up accurate flak, the Avenger pilot might choose to circle out of range wait for other aircraft to assist. Grumman Wildcat fighters, with either four or six heavy machine guns, were often effective at subduing the U-boat's flak battery so that the Avengers could more safely make their attacks. Later the Avenger's arsenal included rockets for use on surfaced U-boats and, after mid-1943, a super-secret anti-submarine homing torpedo known as the Mark 24 Fido (also called Zombie). Various versions of the Avenger were fitted with radar for finding submarines or surface ships, with sonobuoys to track submerged submarines, and with flares and searchlights for illuminating potential targets at night. Avengers were known to carry combinations of these devices, such as two 500-pound depth bombs, one Fido, radar, flares, and sonobuoys.\nAmerican escort carrier air groups sank, or assisted in sinking, 35 submarines in the Atlantic. Most, perhaps all, of these kills must have been made by Avengers. To this total must be added the achievements of British Avengers. Additionally, Avengers flew anti-submarine patrols from land bases, and laid mines.\nIn all, 9,839 Avengers were assembled, including 2,293 TBFs built by Grumman and 7,546 TBMs built by Eastern Aircraft (General Motors). After the war, they faded from service more gradually than most aircraft of the era, serving useful roles into mid-1950s.\nU-boats sunk by this aircraft type (Avenger)\n- Francillion, R. J. (1989) \"Grumman Aircraft since 1929\"\nNaval Institute Press, Annapolis, MD.\n- Gunston, W. (1986) \"American Warplanes\"\nCrescent Books, New York, NY.\nSelected media links", "label": "Yes"} +{"text": "AAA Editor Notes\nSpaceport America visitor center is at 301 S. Foch St. Spaceport America is the world's first purpose-built commercial space launch facility, equipped with such basic infrastructure as an airfield, launch pads and hangars. The visitor center, housed in a historic adobe building in Truth or Consequences, contains educational and interactive space travel-related exhibits. The remote Spaceport America site, situated in the midst of stark high desert country, can be toured and is reached via a rolling multimedia theater shuttle.\nAt the site visitors can engage in interactive exhibits, experience the thrill of rapid acceleration courtesy of a G-Shock simulator, meet Spaceport America crew members and view the futuristic Gateway to Space terminal/hangar.", "label": "Yes"} +{"text": "1799: French woman, Jeanne-Genevieve Garnerin descended from a hydrogen balloon from altitude of nearly 3,000 ft (900m) becoming the first woman parachutist.\n1910: German woman Katharina Paulus invented the first collapsible parachute that was worn in a package on the backs of aeronats. She was also the first woman to parachute from a hot air balloon.\n1913: Georgina Anne Thompson became the first woman to parachute from an airplane. She exited from a trap-door seat from an altitude of 2,000 feet above the ground. Her silk parachute was deployed by a string attached to the fuselage of the plane. Known also “Tiny” Georgina became the fist woman to survive free-fall when the static line to the plane failed and she cut herself free and later pulled the parachute out by the remaining string still attached to her. This subsequently became the idea for the parachute ripcord.", "label": "Yes"} +{"text": "Main / Strategy / Flight Safety Twin Otter Manual\nFlight Safety Twin Otter Manual\nName: Flight Safety Twin Otter Manual\nFile size: 396mb\nTo the other fellow, I had no idea that there were 20 different FlightSafety Twin Otter manuals. I guess the pilot manual for a series on. Twin Otter aircraft – a high winged, un-pressurized twin The de Havilland Twin Otter experienced a production span of .. To further improve safety, the floats. Fuel Tanks. Twin Otter ARF Assembly Manual flight characteristics making this a great first-time twin manual contains instructions for safety, operation.\nFind great deals on eBay for Flight Safety Manuals in Aviation. Shop with confidence. FlightSafety Canada in Toronto, Ontario, offers the initial Twin Otter type training program for pilots and mechanics, and Pacific Sky at Victoria International. Tech Log - Twin Otter Flight Safety Manual - Hi, I'm looking for a Dash6 Flight Safety Manual-does anybody have one to share? Thanks.\nAircraft Flight Manual for the Viking Air Limited (VAL) DHC-6 Series (Twin Otter) in this document refer to the POH and approved Aircraft Flight Manual and other .. changes, particularly flaps and power at a safe altitude to establish. Operational Evaluation Report – Twin Otter DHC Revision .. AFM – Aircraft Flight Manual. ❑ EASA – European Aviation Safety Agency. ❑. This manual, which was applicable to the entire DHC6 fleet, was intended . On the Twin Otter, the primary flight controls (ailerons, rudder and. Find great deals on eBay for Flight Safety Manuals in Aviation. Shop with confidence. African Aviation - Twin otter manual - Hi folks! can ask the staff at FlightSafety to send you a Twin Otter Pilot Training Manual in PDF format.", "label": "Yes"} +{"text": "The Tesla Model S accelerates quicker than any other production vehicle, which makes it a prime choice for chasing spy planes.\nThe Lockheed U-2S \"Spy Plane\" is one of the toughest planes to operate. It's especially hard to take off and land in the 1950's classic, due to its minimal visibility. A trained team must be present to aid the vehicle's ascent, and a chase car is the preferred method of assistance.\nTesla Model S chase car at Royal Air Force\nA chase car must be fast and the quicker it can get up to speed is critical in appropriately assisting the U-2S. The Tesla Model S can sprint from a standstill to 60 mph in less than 2.5 seconds, and its acceleration is instant and seamless because of its pure electric drivetrain. There are many cars that can top out at higher speeds, and have more power top-end power, but the Model S' top speed of 155 mph, and its initial burst of power are ideal for the job.\nAccording to Electrek, Jalopnik featured a story about the U.S. Air Force's use of a Camaro Z28 for this same purpose in the past. However, the Camaro is known for its lack of visibility, which is the same problem that the plane has, and the Model S provides an unparalleled view of the road ahead. The Tesla in the video looks like it has the all glass roof option, which would prove even more helpful when assisting the spy plane. Jalopnik wrote (via Electrek):\n“The process is pretty simple: The Air Force buys fast and relatively inexpensive Detroit muscle and puts a highly trained pilot in the driver’s seat. Those pilots then act as ground-based wingmen for the U-2s in the air, talking them through runway operations.”\nElliot Langran encountered and filmed the above video showing the successful launch of a U2-S at Royal Air Force Fairford Air Base.\nVideo Description via ElliotL- CBGSpotterHD on YouTube:\nThe Lockheed U-2S \"Spy Plane\"! Dating to the early 1950's and still in active service with the USAF in 2017. We see two example's departing RAF Fairford in true dramatic style.. These things climb like rockets. I zoomed right in on the pre-flight checks by the chase cars (Tesla Model S), please watch carefully as the wingtip wheels trop of on rotate!", "label": "Yes"} +{"text": "Did you know?\n- The shortest flight between Frankfurt and Phuket on Japan is 14110 km.\n- The shortest connecting flight from Frankfurt to Phuket is 19 hours, 40 minutes on Swiss.\n- Thai has the most one stop flights between Frankfurt and Phuket.\n- 210 flights per week fly out of Frankfurt connecting to Phuket.\n- The largest aircraft operated by Gulf Air flying between Frankfurt and Phuket is a 340 with 249 seats.\nHotels in Phuket\nTraveling on the route and need hotel in Phuket City? Choose from more than 45,000 hotels.", "label": "Yes"} +{"text": "I posted this on my Facebook feed earlier:\nI’m sorry, but Mike Pence saying “we will put American boots on the face of Mars…” is really ill-informed wishful thinking!\nI’m not just saying that because I am anti-Trump.\nI’m not just saying that because Mike Pence’s views on “religious history” of the age of the Universe are at odds with the scientific fact that the Big Bang occurred 13.8 billion years ago.\nI’ll admit: I complain A LOT about the aura of “anti-science” surrounding the Trump administration…\n…but this is something that I have been saying since before Trump even considered running, so this is not an anti-Trump rant. I want to clear the air on this right off the bat…\nThis is a long, LONG… rant about how sending astronauts to Mars is basically a slow, horrifying death sentence.\nI believe that landing on the Moon was the greatest achievement in the history of mankind. Back in the days of the Apollo Program and the shuttle era after that, America was the leader in manned space flight.\nSince President Obama cancelled funding for the shuttle replacement (Constellation Program if my memory serves), America has taken a back seat — literally… hitch-hiking at very high cost on Russian rockets.\nNow… consider for a moment that the Saturn V rocket is currently the most powerful rocket ever made and that only had enough thrust to launch three astronauts and two weeks worth of provisions (food and water) to the Moon and back.\nTo send astronauts to Mars is a much larger endeavor. Given orbital alignments, at their closest points, our best estimates are that it would take between 4-6 months to reach Mars from Earth.\nYou would need to design a rocket that could launch (say for example…):\n-Enough fuel to make the trip and return journey — with reserves for course corrections,\n-Enough food and water for a year-long round-trip plus reserves,\n-Rowing machines and the room to allow the astronauts to exercise in order to prevent muscle deterioration due to long-term exposure to zero gravity,\n-Enough entertainment to keep their minds occupied during a year-long round-trip since “all work and no play makes Jack a dull boy…”,\n-Backup components in case systems on the vessel fail…\n-And other supplies I probably haven’t even considered, but you get the point…\nEven if you “Science the shit out of this” to (appropriately) quote The Martian, and grow food and make water inside vessel, what are you going to do? Ask three people to eat potatoes for a year? The novel was very clear on the math for space requirements (no pun intended) to farm enough food to survive, and IT IS A LOT!\nEither way: any rocket powerful enough to get three people to Mars and back would be too big to be feasible.\nIf we did send people to Mars, to keep the weight down, it would probably be a one way trip, and it is morally wrong to order astronauts to die in the name of “progress”.\nA slow death due to starvation and dehydration (not to mention probable radiation poisoning, more on that in a bit) is one of the most drawn out ways to depart this life that I can imagine. It’s really scary to me that we could conceivably ask people to accept this fate.\nI get that the only limits that exist are the ones that we accept for ourselves. But at our current level of technology, this is too big of an ask.\nAt least President Kennedy set a timetable when he committed that we would set foot on the Moon and return safely to Earth.\nIn the case of Mars, it seems to me like we are blindly pushing forward with no real understanding of just how large of an endeavor this really is.\nWe are developing the SLS (Space Launch System) rocket with “the intention of manned missions reaching Mars” and capsules…\n—seriously, CAPSULES? We built the space shuttle, and we are taking a step back 40+ years to the days of Gemini and Apollo… Capsules? I’m sorry but HOW CAN YOU FIT ENOUGH SUPPLIES TO SURVIVE THE TRIP INTO SOMETHING THAT IS PLANNED TO BE ONLY SLIGHTLY LARGER THAN THE APOLLO COMMAND MODULE??? Seriously? The idea that we are planning on using a capsule to reach Mars seems really poorly planned out.\nLet’s say that you store the provisions for the trip to Mars in a separate module attached to the capsule, you would require astronauts to make daily spacewalks to get supplies in an area where they have none of the protection from radiation that Earth’s magnetic field provides. That’s that horrible radiation poisoning I mentioned earlier…\nWhat we really need to do BEFORE we commit to Mars is to build and properly test a new reliable Shuttle with large cargo capacity and fuel cells sufficient to make the trip. That’s a tough challenge in and of itself considering that the retired shuttles used up half of their fuel just during the initial ascent to reach the altitude of the Hubble Space Telescope approximately 380 miles above the Earth.\nBut let’s say we figured out a way to solve THAT problem. Then, you could launch the supplies to make a year-long round-trip into orbit. Pick them up in the new shuttle… and then head to Mars and back.\nThe success of Apollo 11 was achieved with baby steps from all the preceding Apollo and Gemini missions. Each one tested a vital component of getting to the Moon and back. The Gemini and Apollo missions are actually really interesting as far as how each mission detailed a different procedure leading to our first steps on the Moon, and I encourage you to check out the series “When We Left Earth: the NASA Missions” to understand those small steps in the process.\nI just don’t hear a plan like that when we discuss the potential for going to Mars now. And THAT is why I say the statement that we will land “American Boots” on the Red Planet is ill-informed wishful thinking.\nSorry for the long rant…", "label": "Yes"} +{"text": "Saab has received an order from the United Arab Emirates for additional functionality for the advanced airborne early warning & control (AEW&C) solution GlobalEye for an approximate $39 million.\nThe UAE placed its first order for GlobalEye in November 2015. GlobalEye combines air, maritime and ground surveillance in one swing-role solution. It features a full suite of sensors including the new extended range radar (Erieye ER), the company said in a statement Monday.\nSaab completed the first flight of its GlobalEye Airborne Early Warning & Control aircraft (AWACS) on March 14 in Linköping, Sweden in March this year. The aircraft, a modified Bombardier Global 6000 jet platform, undertook a 1 hour 46 minutes test flight collecting extensive flight-test data using the on-board instrumentation suite. This data is then used to verify the aircraft performance and associated modelling.\nSaab has received an order from the Swedish Defence Materiel Administration (FMV) for deliveries of the Carl-Gustaf M4 to the Swedish Armed Forces. The new version, Carl-Gustaf M4, launched in 2014, has lightweight design, weighing less than 7 kg\nSaab is offering a big data solution based on merging information from satellites, airborne surveillance platforms, ground based radar and battle-management system to generate simultaneous reports for various users. The new solution will allow fusion of satellite data with other products, including Saabs airborne surveillance solution GlobalEye, the Giraffe family of surface radar and the 9LV combat management system\nSaab has won approximately SEK 224 million ($27 million) from the Swedish Defence Materiel Administration (FMV) to upgrade its Gripen C/D systems. All of the Swedish Air Forces Gripen fighters have been brought up to the latest MS20 standard, which will now be further improved under the contract announced Wednesday\nSaab will supply the Sea Giraffe AMB naval radar system to the US Navy (USN) for a Foreign Military Sales (FMS) deal between the US and the Philippines. The Sea Giraffe AMB (designated as AN/SPS-77 by the USN) will be installed on two Philippine Navy frigates: BRP Gregorio del Pilar (FF-15) and BRP Ramon Alcaraz (FF-16), both former US Coast Guard Hamilton-class cutters\nSaab has signed a contract for delivery of the multi-role naval radar Sea Giraffe AMB and associated equipment including spare parts. The work for the initial phase of the contract will be carried out during the period of 2018-2019\nSaab has received an ammunition order from the US Department of Defense (DoD) for the Carl-Gustaf man-portable weapon system. The order value is approximately $16 million (MSEK 135)\nThe United Arab Emirates and Russia here today signed a cooperation agreement to send the first UAE astronaut to participate in scientific research in a Russian space mission to the International Space Station aboard the Soyuz MS spacecraft. UAE Vice President, Prime Minister of the UAE and Ruler of Dubai Sheikh Mohammed bin Rashid Al Maktoum said that sending the first UAE astronaut to space is a historic step towards the beginning of a new phase in which the Emirates vision of space will be completed,\nUS Navy tests first Standard Missile-2 from Raytheon's Restarted Production Line\nDespite French Sanctions, Turkey Making Progress in Pak's Agosta 90B Sub Upgrade\nCombat Deployment of new Russian Hypersonic Missile-hunting Radar in March\nTurkey to setup first Lightning Testing Center to aid Indigenous Fighter Development\nMobile Phone Led Israelis to Destory Pantsir-S Air Defence Battery in Syria\nChina’s Z-10 Attack Helicopter Upgraded with Powerful Engine\nJapan's F-X Stealth Fighter to Rival US' F-22\nRussia Developing New Attack Helicopter ‘Airborne Combat Vehicle’\nSeveral joint production and direct procurement programs could be halted if the US and Europe carry through with their threat...\nSanctions-hit Iran has found ingenious ways to develop military hardware\nArtificial Intelligence (AI) is rapidly permeating the defence industry to aid and improve human decision-making\nUpgrade of Russias Sukhoi Su-30SM fighters to equip them with armaments, radar, sensors and engines from the more powerful Su-35...\nUS companies sanctioned by China for supplying weapons to Taiwan may be denied rare earth elements (REEs), which have critical...\nWhile the US F-35 stealth aircraft has become one the fastest selling fighter jets in the world aircraft market, thanks...", "label": "Yes"} +{"text": "APOLLO PNCS AND SPECIAL PRESENTATIONS\nSPECIAL INTEREST ITEMS\n|Kapton Foil from each of the Manned Apollo Missions: This presentation contains a small piece of Kapton insulation foil from each of the Apollo mission's Command modules. Some have been to the moon and back.\n|APOLLO 12 Kapton Foil: This is a small piece of the actual Kapton insulation foil which was trimmed from the Apollo 12 Lunar Module \"Intrepid\" in preparation for launch from the Kennedy Space Center.\nPHILATELIC NUMISMATIC COVERS/SPECIAL PRESENTATIONS\nHere we see two versions of the same presentation. On the left is a special limited edition American Mint Inc (AMI) easel folder with first day cover and special small bronze medal (issued 1969). The medal is a smaller version to the giant AMI medal of the same design pictured on the medals page (qv).\nPictured on the right is the regular version of the same American Mint Inc easel folder with first day cover and information card.\n|One of the earliest PNCs made is this Apollo 11 issued by the 99 Company. These PNCs were individually serialized.\n|This is th Apollo 12 PNC from the 99 Company who apparently were the first to combine medals within first day covers.\n|Here is a 20th anniversary Apollo 7 PNC featuring a medal made from metals flown in space. This comes from a set (see \"flown items\" link for complete set) and was limited to 2000 covers.\n|From the same series as the flown cover above, is this Apollo 8 20th anniversary PNC featuring a medal made from metals flown in space. Production was limited to just 2000 covers.\n|This Apollo 11 PNC features a medal made from metals flown onboard an undisclosed space flight. It, like all the others in the set, is limited to just 2000 covers made.\n|Here is another Apollo 11 PNC from the same series featuring a medal made from metals flown in space. This one was issued to commemorate the 20th anniversary of the Apollo 11 moon landing. It is also limited to just 2000 covers made.\n|This is a limited edition Lombardo mint commemorative miniature replica of the plaque left on the moon with the Apollo 11 mission.\n|As above this is a limited edition Lombardo mint commemorative miniature replica of the plaque left on the moon with the Apollo 12 mission.\n|Here we have another of the flown metal medal PNCs. Like the others in this series, the space flight featured on the cachet is not necessarily the same as that from which the medal was struck. This 15th anniversary of Apollo 15 PNC is again limited to just 2000 covers.\n|One of the more unusual items on this page, but one of the nicest, is this 1974 \"World Mint\" one ounce pewter replica of the Apollo 15 stamp.\n|This and the next PNC both feature variations of the same \"made in Canada\" medal, this one is made from silver.\n|This is an unusual Sarzin Apollo 17 PNC that has the medal attached to the outside of the cachet.", "label": "Yes"} +{"text": "Ethiopian Aviation University Graduates More Than 1,550 Professionals - ENA English\nEthiopian Aviation University Graduates More Than 1,550 Professionals\nAddis Ababa, Ethiopia, 8/2023 (ENA) Ethiopian Aviation University, the largest aviation university in Africa, graduated today 1,551 professionals, about 100 from other African countries.\nThe university graduated 160 pilots, 458 aircraft maintenance technicians, 702 cabin crews, 69 hotel operation professionals and customer service agents.\nEthiopian has been providing aviation training for Africans from all 54 countries since its formation in 1956; and today's graduates were from seven African countries, including Ethiopia, Rwanda, Togo, DRC, Tanzania, Uganda, and Sudan.\nSpeaking on the occasion, Ethiopian Airlines Group CEO Mesfin Tassew said the Ethiopian Aviation University graduated 1,551 aviation professionals, the highest in its history.\nThe CEO congratulated the academic and administrative members of the university for enhancing the capacity to train and graduate so many aviation professionals for Ethiopian Airlines and the African aviation industry.\n“This is a demonstration that Ethiopian Airlines is committed to supporting the aviation industry by availing a large number of well-trained aviation professionals,” he noted.\nMesfin revealed that ten pilots from among the graduates were female captains, and stated that Ethiopian Airlines has more than 40 female pilots.\nEthiopian Aviation University Acting President Kassie Yimam said “all schools of the university have trained and qualified significantly more aviation professionals than ever before.”\nSchools of the university are Pilot Training, Simulator Training, Cabin Crew and Catering Training, Commercial and Ground Services Training, Aircraft Maintenance Training, and Leadership Training, it was learned.\nAccording to the acting president, “the change at the pilot training school is ground breaking in all parameters such as the number of qualified flight instructors, availability of serviceable aircrafts, flight hours flown per day and many more.”\nThe university has so far graduated three round aviation professionals this year.", "label": "Yes"} +{"text": "Modeling and simulation tools are essential during every stage of the design and fabrication of electronic circuits --- such tools enable tremendous savings in time and cost. There is general agreement, among engineers who must tackle the issue of radiation hardness, about the urgent need for software tools in this area. The primary customers are expected to be engineers in industrial laboratories, researchers in the DOD and government laboratories, academic researchers, and chip designers. In many of NASA's spaceflight programs, commercial off-the-shelf (COTS) components are the only components that can provide the required performance, and meet physical requirements such as weight, power consumption, volume, etc. The effects of radiation on COTS integrated circuits are fairly complex. Hence there is ongoing work at NASA in the development, selection or preparation of electronics that can operate in the space radiation environment. This proposed software tool would assist in the aforementioned development efforts, and can contribute to the program on radiation hardness assurance of electronics components.", "label": "Yes"} +{"text": "Harry Mok, UC Newsroom\nAfter traveling 354 million miles and surviving a nail-biting descent to the surface of Mars, the Curiosity rover is finding that the Red Planet was once a lot like the Blue Planet.\nCuriosity’s exploration of Mars’ barren landscape is revealing signs that water once flowed freely and that life could have existed on the planet.\n“Our findings are showing that Mars is a planet that was once a whole lot like Earth,” said UC Davis geology professor Dawn Sumner, co-investigator for NASA’s Mars Science Laboratory team, which is exploring whether the planet ever had an environment capable of supporting microbial life.\nLiquid water disappeared from Mars’ surface millions of years ago, leaving behind tantalizing clues about the planet’s ancient past — clues that Sumner has been deciphering since the rover landed in August 2012.\nSumner is working from Curiosity mission control at NASA’s Jet Propulsion Laboratory in Pasadena while on sabbatical from UC Davis.\nShe helped choose which parts of the planet Curiosity should investigate. And she helps lead the team that analyzes the rocks and other geologic elements that the rover encounters.\n“All the rocks we’ve seen on this mission are sediments that have been deposited by water,” Sumner said. “We’ve found almost no sandstone deposited by wind.”\nPaving way for manned missions\nShe is one of several UC scientists and engineers who have been vital to the success of the Curiosity mission, which is part of NASA’s long-term plan to pave the way for sending astronauts to Mars.\nUC Santa Cruz alumnus Steve Collins, Curiosity's attitude control subsystem engineer, helped guide the 1-ton rover to a safe landing on the planet's surface — a nerve-wracking event dubbed the “seven minutes of terror.”\nUsing a complex, untried landing technique, Curiosity entered the Martian atmosphere at 13,000 mph, burned off its heat shield, jettisoned its space capsule and then touched down by deploying a landing system that involved a large, supersonic parachute, rockets and a \"sky crane\" that lowered the rover to the Martian surface on a long tether.\nA widely circulated Associated Press photo of Collins personified the drama of the landing. During the seven minute lag in which mission control didn't know if Curiosity had made it to the surface, a tense-looking Collins waits anxiously, his hands clasped as if in prayer.\nThe complicated landing system was developed to compensate for both the speed at which the rover entered Mars' thin atmosphere and the weight of the craft itself, which is five times heavier than previous rovers.\nA JPL engineering team, led by UC Davis alumnus Adam Steltzner, developed the landing solution.\nThe team’s Entry, Descent and Landing system ferried Curiosity to the ground on a rocket-propelled platform. The landing system’s rockets kept the platform hovering near the Martian surface as cables then gently lowered the rover to the ground. After Curiosity landed, the platform fired its rockets and zoomed away to avoid crashing down on the rover.\nThe maneuver was precarious and had no margin for error.\nSteltzner says that people are dumbfounded by the complexity of the landing, but that each piece of the maneuver was essential.\n“When people look at it, it looks crazy,” Steltzner said. “It is the result of reasoned engineering thought. But it still looks crazy.”\nWith Curiosity safely on the surface, the science could begin.\nFindings point to water\nThe first true color photos of the surface of Mars were shot by Curiosity shortly after it landed.\nLast year, Curiosity found rounded pebbles, an indication that a stream once flowed at the site and the first evidence that Mars had sustained water flows and could have supported life.\nThe rover has since moved to a location about 4 miles away from the Gale Crater landing site, where scientists expect to make even more discoveries. The new location is named Kimberly, after a region of northwestern Australia.\nCuriosity has 165 pounds of science instruments on board, including cameras, spectrometers, drills, tools to gather samples and a ‘ChemCam,’ which uses a laser to vaporize rock samples and then analyzes their chemical composition.\nThe ChemCam was developed with help from Roger Wiens of Los Alamos National Laboratory.\n“The tools Curiosity is carrying allow you to be a geologist on Mars, which is really exciting,” Sumner said.", "label": "Yes"} +{"text": "As published in AIN September 14, 2017\nForeFlight has released Version 9.3 of its aviation app, which features several additional capabilities. This includes a new preview of route options that allows the user to see all route options for a flight depicted on the interactive map.\nThe ForeFlight navlog now also supports step-climb flight planning for jets. “The flight-planning engine calculates the highest possible initial altitude, then automatically creates step-climb legs as the aircraft weight decreases,” according to ForeFlight.\nFlight planning has also been enhanced with an “add next flight” button that carries forward details such as departure, aircraft information, payload and fuel policy, among others. Flight plans can be exported in ICAO format, saved in ForeFlight Documents or printed, emailed and shared via AirDrop. Users filing flight plans via ForeFlight can now receive push notifications when ATC has issued a revised expected route or when adverse weather might affect the route, the company noted.\nForeFlight has also added a time slider control, which lets the user play back radar and satellite weather layers frame-by-frame. Subscribers to SiriusXM Pilot for ForeFlight and flying with the SiriusXM SXAR1 aviation receiver can now display icing, turbulence and surface analysis layers. The turbulence and icing layers can be viewed at different altitudes using the altitude slider, and small red dots are now used to indicate potential areas of supercooled large-droplet icing.", "label": "Yes"} +{"text": "NASA announced Thursday that it is broadcasting a drone-style rotorcraft to Titan, Saturn's largest moon.\nThe so-called dragonfly can fly over the sky of Titan and occasionally carry out scientific measurements. The mission is being developed and led by the Applied Physics Laboratory at Johns Hopkins University in Laurel, Maryland. The launch is scheduled for 2026.\n\"Scientifically speaking, titanium is an incredibly unique opportunity,\" said Elizabeth Turtle, who will lead the mission mission for the lab as its lead investigator, in an April interview given before NASA's announcement. \"It's not just an ocean world ̵\nWhere a Mars rover can only travel ten or more inches The Dragonfly team, Titan's sky and the drone's nuclear fuel source are the limits.\n\"We have the capacity to cover hundreds of miles throughout the lifetime of the mission. One of the advantages we have is that we can always explore the next location. We can fly ahead, look at it, see what kind of terrain there is, and decide if we want to go there or elsewhere, \"says Dr. Turtle.\nHalf years in the class of science missions of NASA called New Frontiers, which cost less than $ 1 billion. The contest, which is held between several state and academic institutions, resembles a \"shark tank\" for exploration of space.\nThe other finalist of the contest was Caesar – the Comet Astrobiology Exploration Sample Return Mission – with the goal of collecting a sample of the comet 67P / Churyumov-Gerasimenko and bringing it back to Earth for analysis. This comet was previously explored by Rosetta, a spacecraft built by the European Space Agency, until its mission ended in 2016.", "label": "Yes"} +{"text": "Rating is available when the video has been rented.\nThis feature is not available right now. Please try again later.\nUploaded on Jan 3, 2011\nWe rely heavily on space for navigation, communication, and even health care research. Through Space Fence, the U.S. Air Force is significantly improving its space situational awareness to protect our satellites and astronauts from spinning debris and other orbital objects before disaster strikes.", "label": "Yes"} +{"text": "This paper presents a new method to determine the mass of an inactive space object from the fusion of photometric and astrometric data. Typically, the effect of solar radiation pressure is used to determine area-to-mass ratio for space objects from angles observations. The area-to-mass ratio of a space object can greatly affect its orbital dynamics. As a consequence, angles data are sensitive to this quantity. On the other hand, photometric data is not sensitive to mass but is a strong function of the albedo-area and the rotational dynamics of the space object. The albedo-area can be used to determine the amount of energy reflected from solar radiation. Since these two data types are sensitive to albedo-area and area-to-mass, then through fusion of photometric data with angles data it is possible to determine the area and mass of a space object. This work employs an unscented Kalman filter to estimate rotational and translational states, area and mass of an inactive space object. Mass is not observable with only angles data or only photometric data alone, but it is shown in this work that with the two combined data types mass can be recovered. Recovery of space object characteristics and attitude and orbit trajectories with sufficient accuracy is demonstrated in this paper via simulation.\n|Original language||English (US)|\n|Number of pages||15|\n|State||Published - Jun 2014|\nBibliographical noteFunding Information:\nThis work was supported through multiple funding mechanisms, one of which was via the Air Force Research Laboratory, Space Vehicles Directorate (ASTRIA) Space Scholars Program . The support of the Space Scholars program at the AFRL Space Vehicles Directorate is gratefully acknowledged.\n- Mass estimation\n- Orbit determination\n- Unscented Kalman filter", "label": "Yes"} +{"text": "Every UAV mission requires specific drone to do the job – mission analysis & definition of system requirements is the first stage of every UAV project that is done with a goal to define mission requirements (how frequent, how long, what weather conditions, what is mission goal etc.) and define basic system requirements for such a mission (fixed wing or rotary wing, what endurance, what payload). For example rotary wing drone, that suits great for short daily flights to visually observe construction object will be completely unsuitable for long linear infrastructure missions.\nWhen we already know what mission we want to perform and what type of UAV platform could do the job – we dig into market research. Currently there are thousands of UAV manufacturers worldwide and all of them state that their manufactured system is the most advanced, most suitable, most reliable product on the market, but is it? With years of experience in UAV industry Baltic Unmanned will do market research and will select the possible suppliers for your specific mission needs..\nWhen we already know the mission requirements and specific UAV platforms, that can do the job – it is time for mission concept development – in this stage of every project Baltic Unmanned define – who/when/how will operate the UAV, who/when/how will maintain and service UAV, what infrastructure is required, what are pre-flight and post-flight procedures, how and who will analyse gathered data etc.\nWhen we understand the mission, the platform and the mission concept – it is time to proof the mission concept by arranging demonstration. In this stage Baltic Unmanned will organise all from reaching out and inviting possible suppliers to perform the demonstration till arranging all required to perform such a demonstration (legal aspects, airspace closure, location, required equipment, transportation etc.)\nAs UAV manufacturers tend to sell additional equipment and services, like large amount of spare parts, support contracts, integration training etc. that end user not necessarily need – Baltic Unmanned will take care of issuing tender only for the equipment and services, that are required for specific mission,, so end user can realize his project at the lowest possible costs.\nUAV’s require qualified personnel to operate, maintain and service the systems and training of operators, maintenance specialists and logistics specialists is mandatory for every larger scale UAV mission. We will define required personnel and will train them to operate and maintain UAV’s professionally and safe.\nEvery UAV system have to be maintained, services or repaired at some point! To do scheduled/unscheduled maintenance on your own or attract external partner? Do we keep spare parts or we order on demand? What would be lead time then? We will answer all those questions and will define any level maintenance procedures based on your specific mission needs.\nDepending on the size of your UAV fleet and specific mission needs - we will define infrastructure requirements (equipment, maintenance premises, work stations, warehouses etc.) & will supply you with those.\nImport of UAS, import of spare parts, spare parts logistics management, export to country of origin for overhaul etc. - we will take care of all system and spare parts logistics management for you.\nWe will provide you with 4 levels of support:\n- Level 1: Remote support\n- Level 2: Start of operations onsite support\n- Level 3: Onsite technical support\n- Level 4: Engineering support", "label": "Yes"} +{"text": "Commercial Space Transportation\nHuman Space Exploration Update (January 1-12, 2018)\nStarliner Update: Boeing CST-100 Starliner one step closer to flight with completion of DCR Boeing’s CST-100 Starliner has cleared the Atlas V Launch Segment Design Certification Review portion of its partnership agreement under NASA’s Commercial Crew Program. Later this year, the four person Boeing spacecraft is to undergo uncrewed, then crewed orbital test flights. With success, the Starliner is to be certified to begin transporting astronauts to and from the International Space Station.\nDream Chaser Update: Sierra Nevada clears Dream Chaser test milestone Sierra Nevada Corp has completed a final contract milestone in efforts initiated in 2012 to develop a crewed version of Dream Chaser. The achievement unfolded on November 11 as the winged, reusable spacecraft was dropped from a helicopter at 3,750 feet and glided to a landing 60 seconds later at Edwards Air Force Base, California. The company is currently working under contract to NASA on a cargo version of Dream Chaser that is to begin resupply missions to and from the Space Station in 2019.\nSpaceX Cargo Resupply Mission to ISS: Recycled SpaceX Dragon capsule makes 2nd delivery to Space Station NASA’s latest contracted re-supply mission to the International Space Station arrived with 4,800 pounds of supplies for the six-member crew, as well as science experiments and technology demonstrations. SpaceX’s 13th contracted cargo mission launched from Cape Canaveral Air Force Station, Florida.\nSpaceX Dragon Update: SpaceX leases Cape Canaveral home for Crew Dragon SpaceX has leased a previous satellite processing facility at Cape Canaveral Air Force Station, Florida, where it will prepare its crewed Dragon capsules for launches to the International Space Station with astronauts. (See also: SpaceX delays commercial crew test flights to latter half of 2018)\nCitizens for Space Exploration – a pro-space, taxpayer, grassroots advocacy group (http://www.bayareahouston.com/content/c_s_e/c_s_e) – has traveled to Washington, D.C. the past 24 years to meet face-to-face with Members/staff of Congress to discuss the value of America’s investment in space exploration. In order to sustain that dialogue on a regular basis, Citizens distributes “Space Exploration Update” to Congressional offices on a weekly basis. The intent is to provide an easy, quick way to stay abreast of key human space exploration program and policy developments.", "label": "Yes"} +{"text": "Avia Solutions Group unites a team of more than 7000 professionals, providing state-of-the-art solutions to the aviation industry and beyond.\nAb Initio Training\nType Rating Qualification\nAirline Crew Training\nAccording to aviation regulations, it is forbidden for passengers to visit the pilot cockpit...\nBAA Training Vietnam and Vietravel Airlines have recently signed a long-term partnership agreement...\nBAA Training Vietnam is the first ATO in Vietnam to acquire Upset Prevention and Recovery Training...", "label": "Yes"} +{"text": "A short course covering “all pertinent aspects of aircraft icing” is being offered again this fall by The University of Tennessee Space Institute.\nScheduled for Oct. 16-20 at UTSI’s Flight Research Center located at the Tullahoma Airport, the course will include in-flight and ground simulations using NASA icing data.\nRichard J. Ranaudo, assistant professor of the Aviation Systems Department at the Institute, which is headed by Stephen Corda, introduced the popular course in 2004.\n“A combination of guest lecturers and UTSI staff, who are experts in various fields of icing technology, flight testing, and flight operations, will provide attendees with a comprehensive curriculum covering substantial subject matter,” Ranaudo said.\nUTSI instructors joining Ranaudo will be U. Peter Solies, associate professor of Aviation Systems and Aerospace Engineering, and Rodney Allison, an engineering test pilot and instructor pilot.\nEnrollment is limited to 17 persons, and the variable stability training flight is limited to ten of these attendees. Fee for the course is $1,765 with an additional $440 for the training flight.\nBecky Stines, director of the Institute’s Continuing Education program, suggested early registration based on previous responses to the course. She may be contacted at MS 15, The University of Tennessee Space Institute, 411 B.H. Goethert Parkway, 37388-9700, (931) 393-7276, or by email at email@example.com. Faxes may be sent to (931) 393-7327.\nThe Institute’s variable stability aircraft is used in simulating actual icing related to longitudinal handling anomalies as reported in NASA’s in-flight icing research program. A one-hour ground-based simulator training session in NASA’s Ice Contamination Effects Flight Training Device is included.\n“Corda and Catherine Cavagnaro from the University of the South, also will be actively involved in this course,” Ranaudo said.\nGuest instructors will include the following:\nBen Bernstein, a research meteorologist at the National Center for Atmospheric Research, Tom Ratvasky, an employee of NASA Glenn Research Center, and Kurt Blankenship, research pilot at NASA Glenn, Cleveland, Ohio;\nAndy Broeren, a research scientist in the Aerospace Engineering Department at the University of Illinois, Paul Pellicano, icing specialist at the Federal Aeronautics Administration’s Small Airplane Directorate, Tom Tibbals, a senior research engineer for the Aerospace Testing Alliance, Inc. at Arnold Engineering Development Center, and Ralph Woratschek, a lead aerospace engineer for the U.S. Army’s Aviation and Missile Research, Development, and Engineering Center at Redstone Arsenal, Ala.", "label": "Yes"} +{"text": "Air ambulance service shuts down operations in Sheridan\nSHERIDAN, Wyo. (AP) — A helicopter air ambulance service serving Sheridan Memorial Hospital has left Sheridan.\nHospital CEO Mike McCafferty says Air Methods, which ran Wyoming LifeFlight, left Sheridan for financial reasons.\nAccording to the Sheridan Press (http://tinyurl.com/j9frers ), alternative air medical providers are available in the region and ground transportation is also ready to transport trauma cases between hospitals and respond to trauma scenes.\nThe company did not return phone calls seeking comment.\nInformation from: The Sheridan (Wyo.) Press, http://www.thesheridanpress.com/", "label": "Yes"} +{"text": "How does ground station deal with varying ground levels?\n|Similar Threads - does ground station||Forum||Date|\n|Does Ground station require reset to go again?||Phantom 2 Vision Help||Apr 18, 2017|\n|Ground Station??? Does it work with P3P? Whats it for?||Pro/Adv Discussion||Jan 4, 2016|\n|Does DJI have any plans to update Ground Station...||General Discussion||Jan 25, 2015|\n|Dynamic HP doesn't work in Ground Station||Phantom 2 Vision + Discussion||Dec 3, 2014|\n|Does vision + work with PC ground station||Phantom 2 Vision + Discussion||Jul 8, 2014|", "label": "Yes"} +{"text": "Designed by the French Dassault company, the Rafale is a highly maneuverable delta-winged fighter with a full-flying canard. With excellent dogfighting, carrier operations and air to surface attack performance the Rafale has been able to gain worldwide success.\nWhile the FMS 80mm Rafale has attracted extensive attention, we’ve also noticed flight fans wiliness to of collect Rafales of different sizes and trim schemes. After two rounds of voting at home and abroad, the 64mm \"NATO Tiger Meet\" stood out from all other competitors.\nAfter six rounds of testing, the FMS 64mm Rafale \"NATO Tiger Meet\" has lived up to everyone's expectations and is now officially launched.\nDeveloped to replicate both the looks and performance of the real aircraft, FMS has dedicated its decades long experience into designing the 64mm Rafale. The 64mm Rafale has a high degree of restoration, within the maximum range allowed by the budget. Details such as scaled outlines, delta wing, pilot figure, cockpit interior, panels, removable armaments, auxiliary fuel tanks, refueling probe, targeting sensor, exhaust grilles are all featured on the model.\nLike all other FMS aircraft, the 64mm Rafale was designed to reduce build time to a minimum and experienced builders can complete the build process in as little as 5 minutes.\nThe 64mm 11-bladed EDF with 2840 brushless motor and 40A high performance ESC easily accomplishes fighter jet maneuvers with realistic sound and speed.\nGo get a masterpiece and add the FMS Rafale to your hangar!\n1. 2840 KV3150 brushless motor with a high-performance 40A ESC\n2. Scaled details such as scaled outline, delta wing, pilot figure, cockpit interior, panels, removable armaments, auxiliary fuel tanks, refueling probe, targeting sensor, exhaust grilles etc\n3.CNC metal front landing gear\n4. Water based vibrant NATO Tiger Meet trim scheme\n- Located in Hong Kong close to every main manufacturer, we carry various branded like FMS, Freewing, VolantexRC (Exhobby), Arrows, Zeta, Skywalker, etc.\n- Low logistic cost and time from manufacturer\n- Free to export/import most merchandise from HK Customs\n- International orders are accepted and will ship by air\n- Fast shipping after payment is received\n- Combined shipment is available\n- Contact us before opening a return request so that we can solve the problems together\nNotes to buyers\nPNP (Plug and Play) – Motor, servos and ESCs are installed on the plane. Additional radio system, battery and charger are required in order to fly the plane\nKIT – Package does not contain any electronics such as motor, servos, ESCs and radio but the plane itself. KIT package from different manufacturer has different level of completeness\nRTF (Ready to fly) – Package includes everything you need to fly with all the electronics installed such as receiver and battery (uncharged). Batteries for transmitter and basic installation of plane parts are required.\nKIT+ (KIT Plus) – KIT package plus some specific parts, KIT + Motor + Propeller etc. The specific parts will be place in the same shipping package but they may not be installed.\nVisit our PorcupineRC official site and you can find more products with lower price than you see here. Warbirds, EDF Jets, Gliders, Flying Wings, FPV models, Sea Planes, Trainers, Sports, 3D Aerobatics, Racing Planes, Bi-Planes, RTF Planes, etc.\nWhat’s more, you will be still protected by Paypal buyer protection.", "label": "Yes"} +{"text": "Published at : 07 Jan 2023 08:44 PM (IST)\nIn comparison to landlines, mobile phones represent a significant leap forward, and the integration of satellite connection into smartphones may represent the next significant technological improvement. It would seem that we are already on the right road, since Apple’s iPhone 14 currently supports SOS emergency communication via satellite. Now, Qualcomm has introduced Snapdragon Satellite at CES 2023. This new technology will make it possible for the greatest Android devices to engage in two-way satellite communication, and it will not limit apps to SOS warnings.\nIt was confirmed in September by Android SVP Hiroshi Lockheimer that Android 14 will support satellite connectivity. Qualcomm’s Snapdragon Satellite will be the enabling hardware component on upcoming devices, beginning with flagships that rely on the Snapdragon 8 Gen 2 platform and its 5G Modem-RF system. This will be the first hardware component to support satellite connectivity. The firm anticipates Snapdragon Satellite expanding beyond Apple-like one-way SOS requests from distant areas to support for full-blown SMS back-and-forth communications via satellite, which will be followed in the future by more apps.\nIridium Satellite Communications and Qualcomm have formed a strategic partnership to provide Qualcomm with access to Iridium’s L-band spectrum low-Earth orbit (LEO) satellites for use in global communication. In the not too distant future, Snapdragon Satellite intends to offer 5G non-terrestrial networks (NTN). This will be possible when the infrastructure for satellites is improved and more of them circle the planet as constellations. This is what Iridium CEO Matt Desch had to say about it.\nOur network was designed specifically for this service, since our cutting-edge LEO satellites are able to reach every part of the earth and provide support for low-power, low-latency connections that are excellent for satellite-based services made possible by the industry-leading Snapdragon Satellite. Every day, millions of people rely on our connections, and we are excited about the prospect of even more millions of people connecting through smartphones powered by Snapdragon Satellite.\nAccording to Qualcomm, mobile devices with the ability to communicate through satellite should become available in the second half of 2023. Additionally, Garmin is already on board with this relationship, with the expectation that upgrades will be made to utilities such as Garmin Response SOS once Snapdragon Satellite is released. In the not too distant future, the technology may find its way into other gadgets that we use on a regular basis, such as tablets, laptops, linked automobiles, and even even internet of things apps.", "label": "Yes"} +{"text": "CHINA is feared to be building its own version of Area 51 in the middle of a remote radioactive desert.\nSatellite images of the mysterious site emerged as the race between Beijing and the West to develop secret weapons and super stealth aircraft gathers pace.\nArea 51 is located in the southern portion of Nevada, just 83 miles north-northwest of Las Vegas.\nIt is the common name of a highly-classified United States Air Force (USAF) facility within the Nevada Test and Training Range.\nThe airbase is believed to be the home of the development and testing of experimental aircraft and weapons systems.\nAircraft such as the ultra-fast, high-flying SR-71 Blackbird were built and tested there, say reports.\nIt has also long been rumoured to be America’s main base for testing captured and crashed UFOs.\nNow it appears China has chosen a former nuclear test range in a remote corner of Xinjiang province for its own secret testing facility.\nAbout a dozen buildings are being constructed alongside the pre-existing three-mile stretch of runway, satellite photos of the area show.\n\"I think we’re observing what appears to be a pretty important facility for China’s military space activities that appears to be growing,\" Ankit Panda, of the Carnegie Endowment for International Peace, told NPR.\nThe base is located in Lop Nur which is a former salt lake previously used as a nuclear testing site - meaning the area is radioactive.\nThe runway is at the edge of the testing area, but experts believe China is using it to launch and land military space planes.\nChina is known to be secretly developing its own strategic stealth bomber called the H-20 'God of War'.\nIts 5,000-mile range means it is able to strike Guam and other key US facilities, making it a “game changer”, in the words of experts.\nJon Grevatt, a warplane specialist and Asia-Pacific defence analyst at defence and security intelligence source Janes, said the new plane was a significant milestone in achieving that goal.\n“If the aircraft becomes operational, it has the potential to be a game-changer,” he told the South China Morning Post:\nThe new bomber will reportedly be equipped with nuclear and conventional cruise missiles.\nMost read in News", "label": "Yes"} +{"text": "Director-General of the program SATCART for Remote Sensing (Read pdf), in the image processing area, approved by SFS - NATO, in 1987. This project for digital cartography started within the Consortium SATCART (GEOMETRAL - LNETI - EID). When the final report was written 1993 it had given rise to a number of companies.\n- \"PO - 833 - SATCART- Upgrading National Technology on remote sensing and image processing applied to the prospection of natural resources and cartography\", final report, NATO Science for Stability Programme, F. Carvalho Rodrigues,José Manuel Rebordão (Read pdf)\nOf slightly different character is the project of satellite construction and launching in Portugal, the PoSAT1. Although a purely industrial and engineering project it represented a quite important stage in learning about aerospace. As Chief of the Po-SAT Consortium (EFACEC - ALCATEL - MARCONI - OGMA - IST - UBI - CEDINTEC - INETI) built and sucessfully launched Po-SAT1 on the 26 of September 1993.\nThe Po-SAT1 has a star sensor and with a GPS system (pioneer onboard this type of satellite) that allows an autonomous navigation independent from the NORAD system of the American Defence organization\nPosat programa SIC\nSpace - Published Papers:\n- \"Rationale for minisatellites technology and policy in Portugal\", Technical Conference - Small Satellite Technologies and Applications II, 1691, Orlando’92, 83-87, 21-22 April 1992, F. Carvalho Rodrigues, José M. Rebordão.\n- \"The Po-SAT1 project\",Lisbon Academy of Sciences, on the April, 14, 1993 session, F. Carvalho Rodrigues.\n- \"Detecção Remota\", Colóquio/Ciências, Revista de Cultura Cientifica, 4, (12): 43 - 51; 1993, F. Carvalho Rodrigues. Read pdf\n- \"Campanha de lançamento e primeiros resultados do Po-SAT1\" Communication put forward to the Sciences Class of the Lisbon Academy of Sciences, on the April, 13, 1994 session, F. Carvalho Rodrigues.\n- \"Modern space guidance, control and tracking for small satellites using a CCD based star mapper in conjunction with a GPS receiver and a transputer processing unit\", Conference on Space Guidance, Control and Tracking, 4-8 April ,1994, Orlando, SPIE Proceedings 2221, Miguel G. Leitmann, José Rebordão, F. Carvalho Rodrigues.\n- \"Pequenos satélites e constelações\", 9th National Conference on Physics, 19-23 September, 1994, Covilhã, F. Carvalho Rodrigues, M. Leitmann.\n- \"Tactical Role of Small Satellites\" AGARD, 3º Symposium, Tactical Aerospace C3I in Coming Years, 15-18 May, 1995, Lisbon, F. Carvalho Rodrigues.\n- \"Facilidade de integração e teste de mini-satélites\", Workshop INPE/LIT’95, July, 1995, São José dos Campos, Brasil, F. Carvalho Rodrigues.\n- \"Low Cost Ground Station For Leo Satellites Apllications \"International Conference on Small Satellites: Mission and Tchnology. 9-13 September, 1996, Madrid. J. Cabrita Freitas, João Martins, Fernando D. Carvalho, Victor Silvestre, F. Carvalho Rodrigues.\n- \"PoSAT-1, a field experiment for military applications \"International Conference on Small Satellites: Mission and Tchnology. 9-13 September, 1996, Madrid. Cor. Pinto de Castro, J. Cabrita Freitas,M. G. Leitmann, Ten. Cor M. Leitão, F. Carvalho Rodrigues.\n\"Sistema Planetário de comunicações PoSAT-1\", Lisbon Academy of Sciences, January 16, 1997, F. Carvalho Rodrigues.\nEspaço, Defesa e Segurança 1980-2007", "label": "Yes"} +{"text": "SIX years ago Sir W. G. Armstrong Whitworth Aircraft Ltd. began to take a serious interest in the design and development of tailless aircraft and today two types arc undergoing research flight testing.\nMurray, C.V. (1949), \"Full‐Scale Research on a Flying Wing: Some Problems‐Encountered in the Evolution of the A.W.52 Tailless Aircraft\", Aircraft Engineering and Aerospace Technology, Vol. 21 No. 5, pp. 144-158. https://doi.org/10.1108/eb031761\nMCB UP Ltd\nCopyright © 1949, MCB UP Limited", "label": "Yes"} +{"text": "SPOKANE, Wash. - The Spokane County Sheriff's Office (SCSO) thanked local businesses on Thursday for support with their Air 2 helicopter.\n\"With their assistance, along with equipment donations from other aviation units, grant funding, and private company donations, Air 2 is ready to supplement the invaluable services provided by the Air Support Unit,\" said the SCSO in a news release sent to KXLY4 News.\nAir 2 will allow the Air Support Unit to respond to incidents when Air 1 isn't available.\nAir 2, like Air 1, is an OH-58.\nSCSO's Regional Air Support Unit thanked Associated Painters, Inc. and CW Wraps & Marketing specifically for their help with Air 2's new paint and graphics. They also thanked Oil Analysis Lab Inc.\nThe Air Support Unit provides search and rescue, fugitive searches, fire support, and other services. The unit operates on a limited budget and uses all-volunteer pilots.\n- What to buy during Memorial Day sales\n- Spokane Valley firefighters prepare for season\n- Woman living on property with contaminated well worried about family's health\n- Hoopfest needs YOU to volunteer\n- Suspect who attempted to shoot deputy receives 13 year sentence\n- Lawn mower starts large vegetation fire along Sullivan", "label": "Yes"} +{"text": "Space-Qualified Fabry-Perot Filter\nInstruments such as those proposed for the High Resolution Solar Optical Telescope (HRSOT) mission will require a very high resolution and high throughput device to isolate absorption lines in the solar continuum. Thus, a very narrow passband is required, and sideband contamination must be minimized. An unavoidable effect of any spectral filtering system is to attenuate the signal even at the bandpass centroid, and there is a tradeoff between providing the narrowest bandwidth, while maintaining maximum throughput. The device must also be robust enough to survive the vibration stresses of launch, and be immune to the thermal, vacuum, and radiation conditions of the space environment over a period of several years. The objective are as follows:1. Investigate what heritage from prior Fabry-Perot instruments that the Michigan Aerospace Corporation team has worked on is applicable to the HRSOT instrument and develop a simulation and conceptual design for the filter system with the critical initial trade studies and system development.2. Using existing prototype hardware, demonstrate that a design exists for a tunable, high-finesse etalon that is capable of surviving the rigors of launch by subjecting the existing hardware to an environmental test, comparable to what would be required of HRSOT.\nSmall Business Information at Submission:\nMichigan Aerospace Corporation\n1050 Highland Dr., Suite E Ann Arbor, MI 48108\nNumber of Employees:", "label": "Yes"} +{"text": "The aviation industry has seen steady growth for the past few decades as air travel expands across the globe with new airports, more advanced aircraft, and an increased number of travelers. While the industry is quite diverse with many players acting in civil, defense, and private sectors, there are a handful of entities who have established themselves as leaders of the industry as a whole in regard to manufacturing. In this blog, we will discuss some of the top largest aircraft manufacturers in the world that operate in the commercial and private sectors.\nIf you are versed in the world of aircraft manufacturing, there is a good chance you are familiar with the aviation giant that is the Boeing Company. Recently reestablishing their headquarters in Arlington, Virginia, Boeing operates as a leading manufacturer with large scale production of commercial and military aircraft. One of Boeing’s most popular aircraft models is the Boeing 737, a narrow-body aircraft that serves as the most produced model in commercial aviation. Boeing also produces the aircraft for the Air Force One fleet, those of which currently compose two customized 747-200Bs.\nAirbus is a close rival of Boeing in the commercial market, and they are headquartered in Leiden, Netherlands. Under their A2 and A3 series, Airbus offers over 11 commercial aircraft, a sector that comprises around 75% of the company’s total revenue. Airbus has been on the rise in recent years with their bolstered manufacturing and increased orders, and recent years have seen Airbus overtake Boeing in terms of deliveries.\nEmbraer is a large manufacturer situated in Sao Paulo, Brazil, and their speciality lies in the production of military, executive, and agricultural aircraft models. The three most notable series that Embraer has are the ERJ, E-Jet, and E-Jet E2 lines of aircraft, all of which are narrow-bodied jets designed for passenger transportation over short-to-medium flying ranges. In recent years, Embraer partnered with Boeing to create a venture known as Boeing Brasil-Commercial, and this venture is split 80:20 between Boeing and Embraer respectively.\nA Canadian manufacturer of airliners and other aircraft, Bombardier is notable for their CSeries jet airliners, Q400 turboprop planes, and more. In recent years, Bombardier has seen overwhelming competition in the commercial sector, so they have put most of their focus on private planes.\nCommercial Aircraft Corporation of China, or Comac, is a state-owned company that produces large airliners for 150 or more passengers. Comac was created to rival Airbus and Boeing in the Chinese market, and they have recently been receiving nearly 1,000 orders a year with their aircraft component needs being fulfilled from Western sources.\nMitsubishi Aircraft Corporation\nKnown as MAC for short, Mitsubishi Aircraft Corporation is a subsidiary of Mitsubishi Heavy Motors that produces various jets such as the 88-set M100 and the 76-seat M90. MAC previously acquired the CRJ program from Bombardier, that of which they plan to use to bolster their SpaceJet program.\nUnited Aircraft Corporation (UAC) is a Russian aircraft manufacturer that focuses on airliners, military aircraft, cargo planes, and special-purpose models. One of the notable models from UAC is the Sukhoi Superjet 130, which is a competitor of the Bombardier CSeries and Embraer E-Jet. Additionally, they are also planning on creating a wide-body twinjet that can seat over 400 passengers.\nBeyond these major players, other leading entities include Aviastar-SP, Beechcraft, Cessna, and many others. If you are in the market for top-quality aviation parts for your commercial or private aircraft, we have you covered here on ASAP Domain 360. Owned and operated by ASAP Semiconductor, we conduct our business with AS9120B, ISO 9001:2015, and FAA AC 00-56B accreditation, ensuring that every part you purchase from us is highly reliable. If you find particular items that you are interested in, fill out and submit an RFQ form as provided on our website at your earliest convenience and receive a customized solution based on your needs in just 15 minutes or less. Get started today and see how ASAP Domain 360 can operate as your strategic sourcing partner.\n“We Proudly Support Intrepid Fallen Heroes Fund that serves United States Military Personal experiencing the Invisible Wounds of War : Traumatic Brain Injury (TBI) and Post Traumatic Stress (PTS). Please visit website (www.fallenheroesfund.org) and help in their valiant effort”.\nWe Hope that You Will Visit Us Again the Next Time You Need NSN Parts and Make Us Your Strategic Purchasing Partner.Request for Quote", "label": "Yes"} +{"text": "pitot tubes on the nose, MB 339\nTax included Shipping excluded Current production time: 10 - 14 working days, plus 1-2 working days delivery\ntwo of this pitot tubes are monted on the nose in front of the cockpit glass.\n- Nylon PA12\n- light grey / dark grey\n- Packaging Unit\n- 1 piece\nYou might also like", "label": "Yes"} +{"text": "On Friday evening, Qantas flight QF25 will depart Sydney Airport for the first time, bound for Tokyo’s Haneda Airport. This will be followed on Saturday morning by the inaugural departure of QF61 from Brisbane to Tokyo’s Narita Airport.\n“This significant capacity expansion has been extremely well received by Qantas customers and especially by corporate travellers heading directly to downtown Tokyo, who can now save up to one and a half hours on their airport commute by flying into or out of Haneda,” said Qantas International’s CEO, Gareth Evans.\n“Customers travelling on the new Brisbane-Narita route can explore Tokyo or beyond with popular holiday destinations across Jetstar Japan’s extensive domestic network, like Sapporo, Fukuoka and Osaka.”\nQantas’ Brisbane-Narita flights will be operated daily using a refurbished Airbus A330 aircraft, with flat-bed seats in business class. The Sydney-Haneda service will also run daily, using a Boeing 747-400 aircraft.\nThe launch of the new daily flights to Tokyo follows Jetstar’s introduction of its Boeing 787 Dreamliner on the Melbourne-Narita route earlier this month. And the frequency of this service will also increase from four to six flights per week in December-March.", "label": "Yes"} +{"text": "Tuesday, April 12, 2016\nTwo Russian pilots killed in helicopter crash over rebel territory in Syria - Charles D'Alberto\nThe Russian ministry of defence said initial investigations showed the aircraft was not shot down\nTwo Russian pilots have died in a helicopter crash over rebel territory in Syria.\nA spokesperson for Russia’s ministry of defence said the Mi-28N attack helicopter came down in Homs province in the early hours of Tuesday morning.\n“The bodies of the dead pilots were removed during search and rescue operations and are currently at the Hmeymim Airbase,” he added.\nActivists put the location of the wreckage in rebel-held territory outside of Homs city, where Russian air strikes have recently been reported.\nLocal opposition groups, al-Qaeda affiliate Jabhat al-Nusraand Islamist group Ahrar ash-Sham are known to be active in the area.\nThe pilots’ deaths bring the number of Russian servicemen killed in Syria since the country’s intervention started in September to at least eight.", "label": "Yes"} +{"text": "IndiGo Flight News: The airline shared a video of the pilot welcoming passengers on the first flight from Delhi to North Goa. It can be seen in the video that the pilot welcomed the passengers wholeheartedly.\nDelhi-Goa Flight: Indigo operated the inaugural flights to the new airport at Mopa in North Goa last week, with the first two flights being from Hyderabad and Delhi. The airline shared a video of the pilot welcoming passengers on the first flight from Delhi to North Goa. Another post which was recorded by an IndiGo passenger is now going viral. It can be seen in the video that the pilot welcomed the passengers wholeheartedly. At the end of the longer video, the passenger is heard saying, ‘Will you serve beer?’\n- The pilot welcomed, then the passenger asked this question\nAs we can see in the beginning of the video, the pilot started his address by welcoming the passengers. The pilot asked the passengers – “Are we all excited?” Before the plane took off, the passengers clapped loudly. The pilot continued, “This is what we need on a cold Delhi morning. The scorching sun of Goa is waiting for you.” The first commercial flight to land at Manohar International Airport in Mopa, Goa was an IndiGo flight from Hyderabad, which had landed before an IndiGo flight from Delhi.\n- Video went viral on social media\nA video is going viral on social media, which has been shared by an account named @walavalkar. In the caption of this video, the user wrote, “Excitement was seen among the passengers of @IndiGo6E flight from Delhi to #MIA when the captain of the flight made an announcement before departure on Thursday.” Till now hundreds of people have seen this video. While many people gave their feedback.", "label": "Yes"} +{"text": "Rud Aero’s mission is to build the strongest and best aerobatic planes in the world. The result of this effort was the RA-2, an unlimited class aerobatic airplane, specifically designed for world class aerobatic pilot Sergei Boriak. The two seat tandem RA-2 exceeds the capabilities of all existing aerobatic aircraft. Its light weight carbon fiber airframe is the strongest in its class able to sustain +/- 13 Gs with a 2x safety factor. Equipped with a 315 horsepower Lycoming AEIO 540 engine, the RA-2’s top speed is 182 kts and sea level initial rate of climb is 3,482 ft/min. It was first flown in February 2013 by legendary combat pilot, test pilot and Reno Air Race champion Skip Holm. Skip waxed poetic in his evaluation of the aircraft.\n“The RA-2 new design, new acrobatic plane has arrived.\nThis machine of muscle and might, envisioned to be the envy of the upside-downside acrobatic world, is here in the make and model of the Rud Aero RA-2 all composite, all ready, all everything, gotta get me one newest plane to come alive in the US of A.\nRud Aero, which had given us a taste of what this magic machine would be like from the days of Oshkosh 2012, has given me the flight test cards, from which we have flown and thoroughly enjoyed the wring-out of this plane at Sebastian airfield in Florida.\nNever has a job seemed so seemingly predestined, as we encountered very little obstacles in getting the envelope cleared, to which we have proudly re-established the dream of past years to say that this is the one, this is the one by which you also can meet and realize your dream.\nA dream indeed, the RA-2 aircraft.\nThanks for the Flying.”", "label": "Yes"} +{"text": "Civil Aviation Authority\nThe Civil Aviation Authority (CAA), is a statutory body that was established by the Government of the Republic of Zambia under Section 3 of the Civil Aviation Authority Act No.7 of 2012.\nThe CAA is inviting applications from suitably qualified candidates to fill one (01) position of Inspector Personnel Licensing under the Directorate of Flight Safety Standards and reporting to the Senior Inspector Personnel Licensing\nTo carry out the regulation of Personnel Licensing in order to facilitate compliance by all license holders.\nDuties And Responsibilities\n- Ensuring that activities within Personnel Licensing are carried out in accordance with regulations, standards and approved policies and procedures.\n- Coordinating written examinations for flight crew members, aircraft maintenance staff, air traffic controllers, and ground operations personnel who want to apply for new classes, ratings, or authorizations to their licenses.\n- Coordinating practical tests as required for the different specialties and generating the necessary test reports;\n- Effectively monitoring service providers’ safety management systems in order to minimize hazards and risks in their operations.\n- Participating in the effective implementation of performance management systems in order to enhance individual and organizational performance.\n- Coordinating the issuance, validation and conversion of all types of licences and ratings issued under the Zambia Civil Aviation Requirements.\n- Monitoring implementation of a system for designees and their oversight.\n- Ensuring the approval or acceptance of simulation training devices used for training within the scope of licensing.\n- Certification and surveillance of Flightcrew, ATC, AME and Cabin Crew training organizations. (ATOs).\n- Coordinating processes for any enforcement action required to ensure compliance by licence, certificate and authorization holders.\nMinimum Qualifications And Experience\n- Full Form V /Grade 12 Certificate with minimum of five (5) “O” Levels with credits.\n- BA in Aviation or related Social Science would be an added advantage\n- Commercial Pilots Licence / Air Traffic Controllers Licence with three ratings\n- At least 3 years experience.\n- Government Safety Inspector PEL Certificate would be an added advantage.\n- Must be a Zambian citizen.\n- Ability to write Technical reports concisely in English and have good interpersonal skills\n- Able to communicate effectively in English\n- Computer literate\n- Interpersonal Skills\nApplicants who meet the above qualifications are encouraged to submit an application letter together with detailed Curriculum Vitae including three (3) traceable referees and day time telephone numbers. All applications should reach the undersigned not later than 30th April, 2021\nThe Director – General\nCivil Aviation Authority\nFormer Zambia Airways Technical Base Hanger 38/947\nKenneth Kaunda International Airport\nP.O. Box 50137", "label": "Yes"} +{"text": "Fear and repercussions for passengers due to severe disturbances on a Delta flight 175 from Milan to Atlanta: Eleven passengers and a flight attendant were hospitalized after the twin-engine Airbus 350-900 landed in the US, according to the US airline. The plane, which includes 292 seats and is one of the most advanced aircraft in service, encountered “severe turbulence” about 60 km from Hartsfield-Jackson Atlanta International Airport while descending towards the airport.\nFog inside the plane during flight and fear among the passengers. The company: “There is no risk, it can happen.”\nSevere flight disturbance, 11 in hospital\n“DeltaCare team members mobilized to help customers of Delta Flight 175, which experienced severe turbulence, before landing safely in Atlanta.\nA company spokesperson explained that our priority is to take care of our customers and crew who have sustained injuries.\nIt is not clear how many of the 151 passengers and 14 crew members were injured, other than the 11 who were taken to hospital, or what the extent of the injuries of those who were hospitalized was.\n“Internet trailblazer. Travelaholic. Passionate social media evangelist. Tv advocate.”", "label": "Yes"} +{"text": "Space Resources is a planned portfolio of commercial ventures that are:\nSpace Resources is part of Space Ventures Investors.\nThe project timeline for an asteroid mining mission is at least 10 years, but the right time for investing in space resources is now.\nThere are numerous space resources companies that are developing the technology and skills required for what can easily be described as the most complex resource operations in history with the highest possible payoff. Most visitors to this website already understand the ramifications of viewing the Moon as an 8th continent to exploit, and asteroids as objects to mine or harvest. Aside from the complexity in the technology and processes required there is a straight forward process to getting started.\nSpace Resources is dedicated to researching and laying out a Road Map for Space Resources.\nThat includes investing in space resources companies that meet certain criteria, and understanding the emerging space commerce companies that will form part of the vital infrastructure of space resources operations.\nClick here To Express Your Interest in Investing in Space Resources.\nAsterank is database of 600,000+ asteroids that includes data on mass and composition from multiple scientific sources. With this information, one can model the costs and rewards of mining asteroids.\nAsterank was acquired by Planetary Resources in May 2013.\nSpace Resources is growing in popularity in the mass media and niche space investing community.\nNow it is possible for private investors in space resources via a crowdfund; FinTech and CrowdFunding have merged to help shape Space 2.0.\nAsteroid mining, also known as asteroid harvesting, is promoted that the Next Gold Rush will be Asteroids.\nMining the Moon, also known as Lunar Mining or Lunar Resources, is a growing theme because the European Space Agency and China are planning new activites, and there are even concepts of extracting Helium 3 from the Lunar surface to be used in a new generation of reactors on earth.\nLocating and extracting Space Resources will become a viable industry sooner rather than later because the demand for precious metals, energy and space related commerce and research is increasing, the the cost to participate is decreasing, and finding the right resources on earth becomes a side-issue when the same resources can be sourced from space.\nIn general, the cost benefit of operating space resources related business is becoming more and more obvious as the cost of entry into space decreases:\nIn essence, space entrepreneurs can launch more sophisticated hardware and software at an ever decreasing cost, meaning the barrier to entry for space resources companies is becoming lower and lower.\nHow Can We Value Space Resources?\nThere’s two main markets for resources from space.\nBy stepping back in history, way back from the recent digital revolution, then back further through the cold war and two world wars of last century, and all the way back to the 15th Century, you will find European Empires competing to explore the New World. What happened then shaped the geo-politics of our times. Attracting the Old World Empires to uncover the unknown world was the need for the exploration of new territories to create new trade opportunities.\nA crowded Earth will look to Off-World Territories to create new trade opportunities. Upcoming space commerce businesses are based on:\nA. Investing in asteroid mining, funding missions to extract space resources, forming syndicates to invest in space companies exploring for valuable commodities.\nB. Building and operating missions to extract energy and precious metals from asteroids and the moon.\nC. Returning or transporting energy and precious metals to the earth or customers in the solar system.\nSpace resources investors will be the enabler for the next phase of discovery, exploration, and new opportunities – a trillion dollar market.\nSpace Ventures Investors is focussed on bridging space investors with space investments.\nIf you are interested in investing in space, then get in contact with us.", "label": "Yes"} +{"text": "Sophisticated fighter aircraft are expensive to develop, manufacture, and operate. To lower these costs, focus has shifted to multi-role planes that can be used by all branches of the armed forces. The US Navy’s F-14 was one of the last specialized fighters, a heavy and complex aircraft with powerful engines, sophisticated avionics, and variable-sweep wings.\nA high sweep angle is beneficial for transonic and supersonic speeds, but slower speeds require the greater lift and stability of straighter wings. An onboard computer adjusted the F-14’s wings automatically to optimize wing sweep for a given airspeed. Our F-14D was the last F-14 to launch from an aircraft carrier on an operational deployment over Iraq. Its final flight was into Charlotte/Douglas International Airport, and it was decommissioned at the NC Air National Guard.", "label": "Yes"} +{"text": "Avionics Technician Schools Near Trumbull, CT\nAvionics technician schools near Trumbull, CT may be your key to landing one of the fastest-growing jobs in the aviation industry. Some Avionics Technician Training schools manage a 100% job placement rate for graduates, which is a feat unmatched in many other industries.\nThe bottom line, avionics technicians from Trumbull, CT are an essential part of modern aircraft maintenance and this isn't likely to change. There is currently a wide range of avionics technician training options available in Trumbull, CT for breaking into this hot field and numerous reasons to start today.\nAvionics Technician Training Prepares Job Candidates to Fill The Demand in Trumbull, CT\nIn the past, there were new aircraft leaving the factory without an electrical system; they were stick-and-rudder trainers designed to teach flying, not avionics. Today, in contrast, even the smallest aircraft from Trumbull, CT have a panel stuffed with avionics that wasn't available in some of the largest, most-advanced aircraft of the past.\nFurthermore, with a large market of retrofit glass panels available, even those old trainers from Trumbull, CT require attention from a qualified avionics technician.\nConsidering the overall trend toward technological advancement, there is no doubt that modern aircraft will become more advanced, too.\nWith the BEST\nSchool/Training for YOU! INQUIRE HERE\nAs the airlines purchase even more advanced aircraft and sophisticated technologies trickle down to general aviation aircraft, avionics technician training in will become even more in demand and qualified avionics technicians in Trumbull, CT will be a necessary component at any size aircraft maintenance shop.\nAvionics Technician Training Prepares Students from Trumbull, CT for Lucrative Careers\nIf you remember back to basic economics, when demand outpaces supply, prices soar. Well, when it comes to avionics technicians in Trumbull, CT, demand is rapidly expanding and so is pay.\nGraduates of avionics technician training courses all over the country are finding plenty of lucrative career opportunities with airlines, avionics manufacturers, and smaller aircraft repair shops in Trumbull, CT.\nAvionics Technician Training is a Great Addition to an A&P Certificate\nFor someone from Trumbull, CT who already has A&P mechanic certifications, avionics technician training is the quickest way to increase your marketability, job prospects, and income.\nIf you don't already have aircraft maintenance certifications and you're looking for an airline job in Trumbull, CT, some avionics technician training combines both aircraft mechanic certifications and avionics technician training into a two or three-year program.\nThe best part is, getting avionics technician training and aircraft mechanic training in one program gives job candidates a leg up for airline jobs in Trumbull, CT compared to the standard A&P mechanic without any extra time.\nSimilarly, combined avionics training in Trumbull, CT is an asset even if you're only looking for a job maintaining general aviation aircraft, considering the increasingly complex avionics available today.\nTo get Avionics technician training in Trumbull, CT, whether combined with aviation mechanic training or not, is a sure-fire recipe for a lucrative and exciting job in a growth industry. There is simply no question that becoming an avionics technician is a great career.\nAviation Facts - Primary Flight Controls\nThe primary controls are the ailerons, elevator, and the rudder, which provide the aerodynamic force to make the aircraft follow a desired flightpath. The flight control surfaces are hinged or movable airfoils designed to change the attitude of the aircraft by changing the airflow over the aircraft’s surface during flight. These surfaces are used for moving the aircraft about its three axes.\nHelicopter Facts for Trumbull, CT\nEvery helicopter pilot must obtain a private helicopter pilot license to fly. Students must be at least 17 years old, obtain a FAA medical certificate and pass a FAA written teSt Additionally, the student must take at least 40 hours of flight time, 10 of which must be solo flight time. As part of those 40 hours, the student must do three hours of dual cross-country flying, three hours of dual nighttime flying and three hours of solo cross-country flying. The student must also do at least one 75-nautical mile cross-country flight and perform three solo takeoffs and landings.", "label": "Yes"} +{"text": "Boeing Submits Proposal NASA Commercial Crew Development Program\nDecember 19, 2010 - Boeing has submitted its proposal\nfor the second round of NASA’s Commercial Crew\nDevelopment (CCDev) program. Boeing plans to advance the\ndesign of its Crew Space Transportation (CST)-100\nspacecraft and Commercial Crew Transportation System and\ncontinue to demonstrate key technologies.\nNASA’s Commercial Crew and Cargo Program is applying\nRecovery Act funds to stimulate efforts within the\nprivate sector to develop and demonstrate human\nThese efforts are intended to foster entrepreneurial activity leading to job growth in engineering, analysis, design, and research, and to economic growth as capabilities for new markets are created.\nBy developing commercial crew service providers, NASA may be\nable to reduce the gap in\nThis activity is referred to as Commercial Crew Development, or\nCCDev. An Announcement soliciting proposals for Space Act\nAgreements (SAAs) is currently planned to be released on or\nabout August 10, 2009, with proposals due approximately 45 days\n\"In the same way that Boeing helped launch commercial aviation\nmore than 80 years ago, we are working to develop what could\nbecome a true commercial space transportation system: a\ncommercial service to take people to the International Space\nStation and other Low Earth Orbit destinations,\" said Brewster\nShaw, Boeing Space Exploration vice president and general\nmanager. \"We plan to further mature our design and continue the\ndevelopment process toward our first crewed flight in 2015.\"\nBoeing is proposing an approach that will significantly mature the CST-100 design through demonstrations of critical subsystems. The CST-100 spacecraft is designed to support NASA's primary objective of affordable access to Low Earth Orbit.\nIt will carry up to seven crew and passengers, is reusable up to 10\ntimes, and is compatible with a variety of expendable launch vehicles.\nThe spacecraft which is comprised of a Crew Module and a Service Module\ndraws on Apollo-proven aerodynamic characteristics in a design that uses\ncommercial, off-the-shelf, cost-effective technologies.\nBoeing will build on its efforts performed under the first round of the\nCCDev program, which greatly reduced program risk. In October, Boeing\ncompleted a Systems Definition Review with NASA that defined the CST-100\nspacecraft’s system characteristics and configuration and established a\nbaseline design. Other major accomplishments of the first round include:\n- Design, build and test of a pressurized structure of the crew module\n- Creation of a mock-up of the spacecraft to ensure the crew can enter and exit the vehicle safely, reach control switches and easily see through windows\n- Demonstration of manufacturability of the base heat shield structure and thermal protection system to protect the crew during re-entry into Earth’s atmosphere\n- Development of an avionics systems integration facility to support rapid prototyping and full-scale development\n- Development of a rendezvous sensor and associated guidance and navigation software that allows the vehicle to autonomously approach and dock with the International Space Station and the planned Bigelow Orbital Space Complex\n- Demonstration of airbag land landing, water landing, post-water\nlanding uprighting and life-support systems.\n|©AvStop Online Magazine Contact Us Return To News|", "label": "Yes"} +{"text": "Many folks just getting started with drones seek out low cost drones to get started, yet still want to get the best bang for their buck. Understandably, it can be hard to pick one out with all the options available at a low cost that you can afford. Let us help you pick from our inventory of low cost RTF (Ready to Fly) drones you need to get started with, or possibly as a gift for someone.\n“Starter drones” is a term in the drone industry that describes a drone with lots of features, but they may not be as feature filled as high costing pro drones. Sometimes camera features may be less powerful, flight times a little less and GPS function may lack some of the outstanding options a $1000 drone provides.\nIn most all cases, starter drones come fully ready to fly after being charged. They often have protection bumpers on the wings to help keep them from breaking during a collision that’s inevitable. We will review 4 popular drones we carry below which include as many features as our flyers need to get started flying.\nWorried about local laws? All these drones are within FAA parameters and do not require any licensing. And they are easy enough for young flyers to fly.\nLastly, we will point out a few drones just over the $100, and have even more features. The extra few bucks can make a big difference in performance and features, and yet, they still fall under low cost.\nHoly Stone HS110D – RTF\nTop selling beginner drone, Holy Stone presents its excellent drone HS110D with a 1080p HD FPV Camera. It’s an ideal gift for kids and starters on a low budget. This drone is featured with some famous facilities that will bring joy for any beginner pilot. The safeguard of propellers will protect it ass you learn to fly.\n- 20 Minutes Fly time with 2 Batteries\n- 1080p HD FPV Camera\n- 120 Degree Wide Angle View\n- Transmission range 100m\n- Video Transmission Range 60m\n- Comes complete with spare battery\nI really enjoy this drone. It teaches you to fly without any gps interference. The camera, which takes pictures and records video, does a good job at this price point. The flip functions are fun to play with when your friends are around, or the kids. There is an app you can use to only receive video via WiFi. I recommend flying the drone with no phone and using the remote control only.\nBest beginner drone hands down!\nI never write reviews, but I absolutely love this drone. It was so easy to setup and start flying. I bought all my kids one because of how durable they are. It takes great photos and videos. I recommend this to any beginners. Just wish the batteries would last a lot longer. Last between 15-20 min.\n$74.89 – $93.89\nEachine E58 is a great starter toy drone that affords HD pictures and videos with some brilliant features on a flat budget. It’s not a pro drone, but it is more than enough for what it is. This small smart-looking fuselage is effortless to fly smoothly. A highly rated, low cost, ready to fly drone.\n- 7-9 Minutes fly time with a single battery\n- 2Mp 720p wide-angle camera/Optional 1080p\n- Flying range is within 80-100m\n- Fpv range 30m\n- Folded size:12.5×7.5x5cm, Not folded: 27×19.5x5cm\n- Carbon Fiber Body\n- Weight: 96g with battery\n- Easy to fly\n- Tiny enough to carry in pocket\nExcellent Quality 100% Satisfied!\nExactly as promised! Order this VERY High Quality Drone without worry. Easy to fly. Excellent quality construction. Amazing for the price. I love this Drone! Truly a great purchase. So much so I am ordering another one as a Birthday gift for my Buddy. Great job EACHINE!\nThis is a great step into high-end drones giving you a means of how to operate a drone. It is responsive and has many features. It isn’t easy to fly like a cheap drone that doesn’t do much and takes a little getting used too but can give you many hours of fun. I’ve smacked it into a few walls and its fine not even a scratch (on the drone at least lol) I recommend it!\nHoly Stone HS140\nThis Friendly-For-Beginners drone comes with a 1080p camera and Gesture Control mode. Guests can trigger the camera, and it is much more convenient to take pictures and record videos. This drone does Auto Hovering; it also has one key start/landing, headless mode, emergency stop, 3D flips and luminous LED lighting assuring simple control and playing fun. A perfect drone for starters, or newbies to have a easy and stable flight experience.\n- HD Camera – 1920*1080 Photos & 1280-720P Video\n- 17 minutes fly time\n- Transmission frame 20 fps\n- 100m control distance\n- Can fly 328 feet high\n- Highly rated drone\n- Weight 140g\n- Smart Phone – App Control\nFun Drone! Easy to fly and well built for the price!\nSuper fun drone. I think it is very well built for how inexpensive it is. I took it out and was zipping around, even got my dogs chasing it around at low altitude, in no time! Easy to fly, video quality is quite good sending through wifi to your phone(where you can record also) and controller easy to use not too crazy!\nFor the money, definitely worth it!\nThis is a great beginner drone for the ones that have not flown much. The controls are easy to learn and the drone flies great. Its also nice that you can stream the video stream to your phone. Before you do this make sure you connect your phone to the drones wifi. The video feed works good as long as the drone is not to far away from you. I would recommend this drone to my friends. Its a great low cost starter drone if yours looking into getting into the hobby.\nThis small low cost starter drone will assist you like a pro with all of its outstanding features at a little investment. SNAPTAIN S5C has a stunning eye-catchy look with cool led lights. Best choice for beginners and kids to get a bucket full of satisfaction with joy. If you are discovering being an amateur drone enthusiast on a small budget, then this UAV will be the perfect suggestion for your entertainment.\n- 720p HD Video\n- 1280*720 Photo Resolution\n- Fly time 8-10 minutes with a single battery\n- Controlling range 80m\n- Fpv range 40m\n- Simply press one button, it will take off, land or return to your command. Smart voice control, headless mode, and the fascinating 360° Flips & Rolls\n- Altitude-Hold function ensures a steady hover in the air at a certain altitude. Great aerial pictures and videos are feasible thanks to this function.\nI will say that this is perfect for beginners. I saw a fpv drone racing video and wanted to dive right in, but through some research I decided to scale it back and get an affordable one to start with.\nAssembly was easy and I was up and flying right away. Battery life is limited, but it does come with 2. If you don’t plan on using the app features, you can just use the remote and get in more flying time. I would highly recommend this to anyone who is looking to get into drone flying.\nThis is my first drone. I’m a total beginner but I was able to record video I took with its onboard camera as soon as I was ready to fly. I have crashed so many times I think this little thing is indestructible. This thing is tough. I’m flying it better every time I fly it, by the way I clocked the flight time of the batteries and when it landed automatically it was shy of the 10 minutes (9:50’s or so) and it still communicated with my iPhone to download video to my photos thru the air. Awesome!\nMaking the choice of which 100 dollar drone can be tough, but we are here to help. You can reach out to us on Facebook if you have any questions, or email us at firstname.lastname@example.org", "label": "Yes"} +{"text": "Media certification is open for SpaceX’s In-Flight Abort take a look at as a part of NASA’s business Crew Program. The flight take a look at of areaX’s Falcon nine rocket and Crew Dragon craft is targeted for no ahead of Gregorian calendar month – an explicit take a look at date still is to be determined — from historic Launch complicated 39A at NASA’s Kennedy Space Center in Everglade State.\nThis can be among the ultimate major tests for the corporate before National Aeronautics and Space Administration astronauts will fly aboard the Crew Dragon craft. As a part of the take a look at, SpaceX can assemble the craft to trigger a launch escape shortly when rising ANd demonstrate Crew Dragon’s capability to soundly break away the rocket within the unlikely event of an in-flight emergency. The demonstration additionally can offer valuable knowledge toward National Aeronautics and Space Administration certifying SpaceX’s crew transit for carrying astronauts to and from the International orbiter.\nMedia certification deadlines square measure as follows:\n- International media while not U.S. citizenship should apply by four p.m. EST Friday, Dec. 6, for access to Kennedy media activities.\n- U.S. media should apply by four p.m. Friday, Dec. 13\nRead More: www.nasa.gov", "label": "Yes"} +{"text": "The Australian Federal police searches for the malefactor who interferes in negotiations of pilots and air traffic controllers in Melbourne (Australia). On Monday, 7 November, reported the Sydney Morning Herald, writes Lenta.ru.\nAccording to police, radiohooligans made contact with the aircraft of the airline Virgin who fit in one of Melbourne’s airports, and claimed he was a Manager. Following his instructions, the pilot lifted the plane to a height of 3000 feet (about 1200 meters) and circled over the North-Western part of the city.\nOn the same day, unknown persons pretending to be the pilot of a light aircraft. He told the dispatcher by radio that he had engine failure and asked for help.\nInvestigators know of the fifteen incidents of this kind occurred in airports, Tullamarine and avalon, located in the heart of Melbourne.\nLaw enforcement agencies have not yet managed to detain the attacker. If caught he could face a prison sentence of up to 20 years.\nExperts say that during the sessions the intruder needs to be in direct line of sight from the control tower of the airport and aircraft.\nRadio communications between pilots and air traffic controllers are not encrypted and can be carried out with the aid of the public equipment. Most likely, the attacker used Amateur VHF transmitter.", "label": "Yes"} +{"text": "AvGas vs Jet Fuel\nSimilar to gas cars vs diesel cars, aircraft fuel falls into roughly 2 categories: AvGas and Jet Fuel.\n|Engine||Piston (AvGas)||Piston (Diesel) / Turboprop / Jet|\nHigh-octane gasoline, piston-engine powered aircraft. AvGas is similar to car gas, but still with lead. Unleaded options are coming.\n- 100LL: The most common in US is 100LL, where \"LL\" means \"low lead\". The availability is limited, especially outside of north america.\n- UL94: a 94 octane unleaded avgas. Only available in select airports. Swift Fuels. https://www.swiftfuelsavgas.com/\n- G100UL: approved in 2022. General Aviation Modifications, Inc. (GAMI). https://www.g100ul.com/\nUnleaded vs 100LL: Unleaded has higher fuel price, lower maintenance cost (due to a cleaner fuel burn, no deposits, and no fouled plugs).\nWhy lead? In many piston engines, lead in avgas prevents damaging detonation that can result in a sudden engine failure. For general aviation aircraft that need 100-octane fuel to prevent detonation.\nLead poisoning is caused by exposure to high levels of lead. Lead is most commonly found in houses built before 1978.\nFuel grades (octane): how much compression can they take without detonation.\nJet Fuel is a highly refined Kerosene, ignited by pressure and heat; cheaper, more available, and can run in diesel engines.\nLow-octane. Jet A and Jet A-1, for gas-turbine engines. Most jet fuels in use since the end of World War II are kerosene-based.\n- Jet A: only in US and a few Canada airports, freezing point is −40 °C (−40 °F)\n- Jet A-1: in the rest of the world other than the former Soviet states, freezing point is −47 °C (−53 °F), lower than Jet A\n- Jet B: enhanced cold-weather performance, freezing point is −60 °C (−76 °F)\nJet and gas turbine (turboprop, helicopter) aircraft engines typically use lower cost fuels with higher flash points, which are less flammable and therefore safer to transport and handle.\nJet fuel is very similar to diesel fuel, and in some cases, may be burned in diesel engines. Avgas is leaded, so some small general aviation piston engine aircraft are equipped with diesel engines to use jet fuel. A diesel engine may also potentially be more environmentally friendly and fuel-efficient than an avgas engine.\nKerosene vs Diesel\nKerosene is extracted from crude oil first, then diesel, as kerosene has a lower boiling point than diesel.\nDiesel is a reddish colour while kerosene is colourless\nKerosene is typically cheaper than diesel, and it burns at a lower temperature than diesel which prevents gelling in freezing temperatures,", "label": "Yes"} +{"text": "Our parent company - BBA Aviation plc is focused on two primary markets - Flight Support and Aftermarket Services and Systems.\nH+S Aviation, together with its sister company Dallas Airmotive, is part of the Aftermarket Services and Systems division, repairing and overhauling of gas turbine and turbofan engines, and their component parts.\nH+S Aviation is split into five autonomous business units focused on a specific product range and there is also a separate component repair facility and R-R Model 250 Training School.\nOver 350 employees work in 220,000 sq. ft of modern workshops within two sites in Portsmouth UK.", "label": "Yes"} +{"text": "Fly By Wire systems (FBW)\nWhat is a Fly-by-Wire (FbW) system ?\nThe Fly-by-Wire system is an automated flight control system that processes commands entered by the pilot or autopilot and sends the corresponding commands to the flight control actuators. This automated electronic device replaces the traditional mechanical and hydraulic flight control systems (levers, rods, cables and pulleys) allowing the pilot to remotely control the control surfaces.\nThe aircraft's flight control computer (FCC) monitors sensors throughout the aircraft to make automatic adjustments in the flight control surface actuators to improve flight safety and performance, based on flight control laws. The FbW is essentially a closed-loop automated control system and its basic elements are as follows :\n- The reference input provided by the autopilot or pilot through the control column, side stick, pedals, or any other actuator ;\n- The flight control computer (FCC), which calculates how much the aircraft's current aerodynamic variables deviate from the reference input and what action must be commanded to the actuators to safely maneuver the aircraft according to flight control laws;\n- Surface control actuators, which translate the FCC signal command into hydromechanical force/torque to change the position/angle of the surface controls (rudder, elevators, slats, spoilers, flaps and ailerons). They are directly responsible for modifying the aircraft's main axis of rotation (roll, pitch and yaw);\n- Aircraft instruments or sensors, which provide response feedback to the FCC for comparison to the reference input and estimate.\nHow are force sensors used in FBW systems ?\nMulti-axis force and torque sensors are used very frequently in the flight test environment to validate the control system design based on flight control laws. Load cells and multi-axis sensors are added to the control system during the verification and validation phase to verify and calibrate the parameters of the fly-by-wire control loops. Flight controls must be validated during the product design phase and require extreme verification before flight use.\nHow does it work ?\n- Side Stick : During the product validation phase, the MAU300 shift load cell provides quality assurance and flight control engineers with the proper tools to measure the force applied to the side stick flight controls. To ensure this mechanism is working properly, the FUTEK MAU300 Multi-Axis Gear Shift Load Cell can be installed in the shaft of each lateral flight control stick.\n- Stick : Pilots rely heavily on the stick to guide the pitch and roll of an aircraft. By rotating the stick, the pilot maneuvers along the roll axis. By moving the stick forward and backward, the pilot can adjust the elevation and pitch axis. To ensure that the control column is functioning properly, quality assurance and flight control engineers can install the FUTEK MBA500 biaxial torque and thrust sensor to measure the forces and torques applied to the control column flight control. The MBA500 multi-axis force transducer measures in the Mz (roll) and Fz (pitch) axes.\n- Throttle grip : The QLA414 nano-sensor or the LMD300 pinch force sensor can be used in the throttle actuation buttons to measure the pinch or pressure force exerted by the pilot.\n- Pedals : The pedals control the rudder control surface, which can move left and right by pushing the corresponding rudder pedal. The use of LAU220 pedal force sensors allows engineers to verify the accuracy of these controls. Using FUTEK's LAU pedal force sensors, QA engineers can measure the force required to operate each rudder flight control.\n- Surface Control Actuator : During product design validation, the control engineer must measure the actuation force applied to the control surface. This ensures that the required force is applied and that the control loop is properly calibrated and will function as intended. The LCB rod sensor is installed between the actuator and the flight control surface to measure the actual actuation force being exerted and properly calibrate the actuator servo loop with additional force feedback.\nProducts Used :\n- MAU300 Shift Load Cell ;\n- MBA500 Biaxial torque and thrust sensor ;\n- QLA414 nanosensor ;\n- LMD300 pinch force sensor ;\n- LAU220 pedal force transducer;\n- LCB400 rod end force sensor;\nAll these sensors can be combined with the USB220 digital amplifier.", "label": "Yes"} +{"text": "Russia to decide on conceptual design of future soldier’s combat gear by year-endMilitary & Defense August 23, 13:09\nPress review: Netanyahu in Russia to focus on Iran and NSA spies on Russian net usersPress Review August 23, 13:00\nNetanyahu calls strengthening Iran’s positions in Syria a threat to entire worldWorld August 23, 12:52\nRussia to use principally new solutions in 5th-generation submarine constructionMilitary & Defense August 23, 12:46\nRussia’s ‘soldier of future’ combat gear proves its worth in SyriaMilitary & Defense August 23, 12:33\nMonitoring center for southern Syrian de-escalation zone starts activities in AmmanWorld August 23, 12:03\nTwo frigates of 11356 project to be finalized for Indian NavyMilitary & Defense August 23, 12:00\nRatnik combat gear enters service, delivery to army beginsMilitary & Defense August 23, 11:16\nRussian film director says Anna Karenina: Vronsky’s Story will contend for OscarSociety & Culture August 23, 10:36\nMOSCOW, September 21 /TASS/. Russian cosmonaut Gennady Padalka who has returned to Earth after a six-month-long space flight has taken part in a post-flight experiment, a source at the Cosmonaut Training Center located in the Star City (Zvyozdnyi Gorodok) near Moscow told TASS on Monday.\n\"While Padalka was handling a spaceship in a regime of rapprochement with ISS and its circumnavigation on a simulator, special equipment fixed his physiological parameters,\" the source said.\nHe explained that the Pilot-T experiment was designed to study the reliability of cosmonauts’ professional activities on a duration flight.\nIt was not the first post-flight experiment Padalka took part in. Last week, Padalka finished the Morse experiment aiming at studying metabolism and its regulation; the dynamics of a human organism’s protective systems and environmental systems during space flights to the International Space Station (ISS).\nOther experiments included the Cardiovector the aim of which was to study the influence of space flight factors on the role of heart sections in adapting the blood circulation process to conditions of durable weightlessness.\n\"The results of these scientific experiments will be used in training cosmonauts for future space flights,\" a source at the Cosmonaut Training Centre explained.\nGennady Padalka is undergoing a post-flight rehabilitation at the Cosmonaut Training Centre.\nHe returned to Earth from the ISS on September 12. He had set a record of being in outer space - 878 days - during five space flights. Russian Cosmonaut Sergey Krikalyov, the former world record holder, has 803 ‘space’ days to his credit.", "label": "Yes"} +{"text": "Call us to book, change, cancellation of flight by phone 24/7.\nCall us now +1 (855) 957-47-49\n✓ Scheduling your plane tickets as soon as possible and do not require to fill any application\n✓ Resolving your issue with regard to your appeal\n✓ Provide one-of-a-kind unpublished flights and cut-rate cost\n✓ Alter or void your ticket quickly after your petition\n✓ Respond to any sort of queries with 24/7 help\nBagging a cheap flight from Plattsburgh to Corpus Christi may mean more dollars to spend on for one-of-a-kind souvenirs when you arrive, but it doesn’t mean you have to skimp on your travel experience, as Expedia offers a sizzling selection of cheap airlines that’ll put you in your happy place on their planes, whether that’s getting lost. United Flights from Plattsburgh to Corpus Christi (PBG to CRP) starting at. As COVID disrupts travel, a few airlines are offering WAIVING CHANGE FEE for new bookings.\nFind cheap flights from Plattsburgh to Corpus Christi on ticketbarrier.buzz and save up to 55%. Browse deals and discounts on airfares and flight schedules for Plattsburgh (PBG) to Corpus Christi (CRP) and win big giveaways with ticketbarrier.buzz!\nBook cheap Plattsburgh to Corpus Christi flight tickets at Rehlat. Plattsburgh to Corpus Christi flights at Rehlat - Get best deals and lowest airfares from Plattsburgh to Corpus Christi on all major airlines. Check Plattsburgh to Corpus Christi flights schedules online. Jun 25, Airline tickets between Plattsburgh and (CRP) Corpus Christi / Kingsville, Corpus Christi International Airport are cheaper on Tuesday, Wednesday or Thursday.\nTo get lowest flight ticket prices on Plattsburgh - (CRP) Corpus Christi / Kingsville, Corpus Christi International Airport - compare more dates: start again with comparison and book much.\nDomestic flight UA by United Airlines serves route within United States (CRP to IAH).\nThe flight departs Corpus Christi / Kingsville, Corpus Christi on July 15 ( am) and arrives Houston, George Bush terminal «B» on July 15 ( am). Flight duration is 1h 05m.", "label": "Yes"} +{"text": "FLORIDA, USA — The first private astronaut mission to the International Space Station officially came to an end when the SpaceX Dragon capsule splashed down Monday afternoon off Florida's coast.\nThe spacecraft successfully separated from the ISS at 9:10 p.m. Sunday and began its 16-hour return journey. The crew, comprised of Ax-1 commander Michael López-Alegría, pilot Larry Conner and mission specialists Eytan Stibbe and Mark Pathy spent the last 17 days aboard the ISS.\nThe crew, along with more than 200 pounds of science and supplies, splashed down just after 1 p.m. ET. The private crew's return was delayed from its initial departure due to weather conditions.\nThe Ax-1 crew made history when it docked on April 9 with the ISS as the first-ever private space flight to have a mission at the space station.\nWhen the crew joined the ISS for its mission, it brought many experiments, including one that had ties to the Tampa Bay area. Moffitt Cancer Center investigators Drs. Patsy McDonald and Derek Duckett partnered with SpacePharma to study stress and DNA damage caused by space travel with the hope of developing therapies to prevent it.\nThe timing of the crew's return couldn't be better. That's because the docking portal that was occupied by the Dragon Endeavor spacecraft was needed for the upcoming SpaceX Crew-4 mission. Its launch has also faced several delays.\nYou can watch the full SpaceX Dragon capsule splashdown below.", "label": "Yes"} +{"text": "D-206 Morane Saulnier MS.406 CI 1:72\n- Security policy(edit with the Customer Reassurance module)\n- Delivery policy(edit with the Customer Reassurance module)\n- Return policy(edit with the Customer Reassurance module)\nThe Morane-Saulnier M.S.406 is a French fighter aircraft developed and manufactured by Morane-Saulnier starting in 1938. It was France's most numerous fighter during the Second World War and one of only two French designs to exceed 1,000 in number. At the beginning of the war, it was one of only two French-built aircraft capable of 400 km/h (250 mph) – the other being the Potez 630.\nIn response to a requirement for a fighter issued by the French Air Force in 1934, Morane-Saulnier built a prototype, designated MS.405, of mixed materials. This had the distinction of being the company's first low-wing monoplane, as well as the first to feature an enclosed cockpit, and the first design with a retracting undercarriage. The entry to service of the M.S.406 to the French Air Force in early 1939 represented the first modern fighter aircraft to be adopted by the service. Although a sturdy and highly manoeuvrable fighter aircraft,[it was considered underpowered and weakly armed when compared to its contemporaries. Most critically, the M.S.406 was outperformed by the Messerschmitt Bf 109E during the Battle of France.\nDuring the early stages of the Second World War, the type was capable of holding its own during the so-called Phoney War. However, upon the invasion of France breaking out in earnest in May 1940, large numbers were lost, amounting to approximately 400 aircraft being lost, in total. Out of this total, around 150 were lost to enemy fighters and ground fire, while another 100 aircraft were destroyed on the ground during enemy air raids; the remainder were deliberately destroyed by French military personnel to prevent the fighters from falling into enemy hands intact. In return, French M.S.406 squadrons had achieved 191 confirmed victories, along with another 83 probable victories. Limited production of the type continued in France for sometime after the 1940 Armistice under German supervision.\n- Plane model\n- Assembly instructions\n- Polish Aviation in France fighter squadron No. 1031 pilot: Kazimierz Bursztyn, Lyon-Bron air base France 1940.\n- Adhesive for plastic models with a brush\n- French Aviation 6E Scadrille GC III / 3 Fighter Squadron, pilot: Josef Hubacek, Narrent-Fontes airbase France May 1940.\n- German aviation Luftwaffe fighter squadron French occupation air base France June 1940\n- Skill Level\n- 3 (average)\n- World War II\n- Czech Republic\nNo customer reviews for the moment.", "label": "Yes"} +{"text": "Worldcon ended on Sunday, and as a way of saying farewell, I thought I would post this picture of the welcome sign.\nI had a Kaffeeklatch on Sunday that was well attended, and included attendees of various ages from countries all over the world. They had come to drink coffee and ask me questions, so that meant I did a lot of talking. They all seemed to enjoy it, and I know I did. One local fan (I think he said he was Finnish, but it all blurs) did a little video interview with me afterward. I suppose that might end up on youtube someday.\nAnd here’s a picture of one of the highlights for me in terms of programming I watched from the audience. It’s NASA astronaut Kjell Lindgren giving a presentation on space medicine based on his experiences on the International Space Station.\nDr. Lindgren is a wonderfully entertaining speaker, and a gracious ambassador for the space program, based on a brief chat we had in the corridor. He’s also a science fiction fan. (At the Spokane worldcon, he presented one of the Hugo awards via Skype from the space station.)\nHere’s a picture of him zipped up in his zero-g sleeping bag. Cozy!", "label": "Yes"} +{"text": "Established in 2018 by two experts in Radar and Airborne systems, Radomatics focuses on two main operations:\nRadomatics is the developer of the RDM-500 patent-pending airborne micro Radar system for drones. The novel low-profile low cost Radar system enables drones to sense their spatial environment and avoid collisions with other flying or static objects at all times – including nighttime and under severe weather conditions. Further, the system provides altitude measurement and a special mode for homeland security.\nAs masters in electronic design, we offer designers an array of services for translating complex ideas into simplified product designs. Our services cover the fields of board design, Radar design A to Z, airborne controllers, solar energy management, proximity sensors, FPGA, software, embedded applications, system integration and production and general consultancy in HW/ SW/ Radar system architecture.\nCombining our Radar expertise with extensive knowhow and experience in UAV controllers and airborne platforms, we are developed our innovative RDM-500 ‘sense & avoid’ micro-MIMO Radar for drones. This low-form-factor low-power system provides drones with a range of crucial new capabilities – all-weather navigation assistance, collision avoidance, altimeter, landing assistance with or without GPS and more – all ensuring reliable and safe standalone flight quality.\nFor more information please contact us at:", "label": "Yes"} +{"text": "at Nasdaq.com (Wed, 2:37PM)\nFarnborough: GE (GE -0.35%) plans to start testing an upgraded version of its GE90 engine next...\nFarnborough: GE (GE -0.35%) plans to start testing an upgraded version of its GE90 engine next year as it vies with Pratt & Whitney (UTX) and Rolls Royce (RYCEY.PK) to equip Boeing's (BA) next-generation 777. The plane will be made with the composite materials used in the 787 Dreamliner, making it lighter and cutting thrust requirements. (More on Air show)\nHow did this change your view of ?\nMore Bullish More Bearish It Didn't\nThis impact ()\nThanks for sharing your thoughts.\nSubmit & View Results\nFrom other sites\nat Nasdaq.com (Wed, 9:56AM)\nat Investor's Business Daily (Mon, 1:22PM)\nat Investor's Business Daily (Fri, 6:47PM)\nat Investor's Business Daily (Fri, 6:27PM)\nETF Screener: Search and filter by asset class, strategy, theme, performance, yield, and much more\nETF Performance: View ETF performance across key asset classes and investing themes\nETF Investing Guide: Learn how to build and manage a well-diversified, low cost ETF portfolio\nETF Selector: An explanation of how to select and use ETFs", "label": "Yes"} +{"text": "RCGF 60cc Twin Air Cooled Double-cylinder 2-stroke Piston Valve Gasoline Engine for RC Fixed Wing Airplane\n.The engine is specially designed for large fixed-wing aircraft models,with excellent quality and reasonable price.\n.With smooth operation and strong power,you can get a smoother flight experience,bringing low-vibration stability and unique sound effects of horizontally opposed twins to your aircraft.\n.We provide you with the best quality products and services,for the products have any questions,please consult us,we will provide you with the best quality after-sales service and protection.\nPattern Suit: Suitable for people over 14 years old. Perfect gifts for DIY modified ,teaching,collection and more\n.Model Type: 2-stroke piston valve type gasoline engine for airplane\n.Cooling System: Air cooling\n.Idle Speed: 1400rpm\n.Static Thrust: 34.2 lb (15kg) @328 ft (100m) height, 30.9 lb (13kg) @5900 ft (1800m) height\n.Displacement: 60cc (3.66cu in)\n.Bore Diameter x Stroke (mm): 1.5in(38mm) x 1.1in(28mm)\n.Compression Ratio: 8:1\n.Lubrication Ratio: 30:1\n.Ignition Method: DC-CDI\n.Power Supply: 6-14V\n.Spark Plug: NGK-CM6\n.Requirements: Gasoline, 2-stroke oil, ignition battery and propeller\n.Gasoline: Pre-mixed fuel, 25-40 gasoline: 1 engine oil (recommended 30:1)\n.Lubricant: 2-stroke oil\n.Recommended Propeller: 22 x 10, 23 x 8, 23 x 10, 24 x 8\n.Exhaust Pipe Weight: 5oz (142g) x 2\n.Igniter Weight: 6.2oz (175g)\n.Host Weight: 3.34 lb (1516g)\n.Product Weight: 1516g\n.1 x Engine\n.1 x Exhaust Pipe\n.1 x CDI Igniter\n.1 x Spark Plug\n.1Set x Screw\n.1Set x Gasket\n.1Set x Bracket\n.1 x User Manual\nThere are no reviews yet.", "label": "Yes"} +{"text": "JOHN P. FLYNN\nWhile on active duty, Mr. Flynn served as the DARPA program manager for the afloat Navy Battle Management Project, which involved the transition of advanced artificial intelligence technology into prototype demonstrations in operational Navy environments. Prior to that, Mr. Flynn was responsible for Electronic Warfare requirements on the CNO staff. He was the senior author of the 1982-1984 Electronic Warfare Appraisals used by the Navy to evaluate its ability to conduct EW/C3CM. He was a principal member of the Navy Outer Air Battle Study; directed the Electronic Warfare Decoy Study, which set inventory standards for all Navy decoys; originated the Navy operational requirement for Counter-targeting systems; co-authored the operational requirement for Tactical Airborne SIGINT; and developed the requirement for the resurgence of lighter than-air vehicles in the U.S. Navy.\nMr. Flynn also served as the Commanding Officer of the Navy’s largest operational aviation squadron, Fleet Air Reconnaissance Squadron TWO, which conducted sensitive SIGINT operations in support of Navy and National requirements. Additionally, he was the Electronic Warfare Officer on the staff of the Commander of the Sixth Fleet where he was responsible for all Navy EW and reconnaissance operations in the Mediterranean theater of operations. Prior to that, he was the Military Aide to the Director of the National Security Agency and served as a senior advisor on ELINT issues. Mr. Flynn was also a senior project engineer with the NSA Special Signal Collection Organization (MUSKETEER).\nPrior to attending the U.S. Naval Academy, Mr. Flynn served as a Third Class Electronic Technician on the nuclear fast attack submarine, USS Sargo (SSN-583).", "label": "Yes"} +{"text": "Latest Spacecraft propulsion Stories\nA new series of tests on the engine that will help carry humans to deep space will begin next week at NASA’s Stennis Space Center in southern Mississippi.\nOn Dec. 15, more than 120 aerospace industry leaders from more than 70 companies attended the Space Launch System's Advanced Booster Industry Day held at Marshall Space Flight Center in Huntsville, Ala.\nThe US Army conducted its first flight test of its new Advanced Hypersonic Weapon (AHW), launching the high-tech bomb from the Pacific Missile Range Facility in Kauai on Thursday.\nEscape Velocity -- An escape velocity is the minimum speed at which an object without propulsion can move away from a source of a gravitational field indefinitely if there is no friction. This definition may need modification for the practical problem of two or more sources in some cases. In any case, the object is assumed to be a point with a mass that is negligible compared with that of the source of the field, usually an excellent approximation. It is commonly described as the speed...\n- The practice of two or more parties jointly purchasing all or part of a butchered cow and dividing the meat between them.", "label": "Yes"} +{"text": "Arinc wins GSA task orders for Air Force cargo aircraft\nTwin wins could be worth more than $43 million\n- By David Hubler\n- Aug 26, 2010\nArinc Engineering Services LLC has been awarded two acquisition support contracts for U.S. Air Force Foreign Military Sales programs.\nUnder a July 22 contract just announced, Arinc will provide program management, acquisition and system development support for the U.S. Military’s Joint Cargo Aircraft, the C-27J Spartan.\nThe indefinite-delivery, indefinite-quantity task order from the General Services Administration has a maximum value of $23 million over five years.\nArinc’s customer is the C-27J Program Office, Wright-Patterson Air Force Base, Ohio, the contractor announced today.\nThe C-27J contract follows another FMS contract worth about $20 million, also awarded to Arinc in July, for acquisition management of the Air Force C-130J Super Hercules Transport.\nArinc is already supporting C-130J purchases for Norway, India, Iraq, and Israel under the FMS program.\nArinc’s work under both contracts will be performed primarily at Wright-Patterson AFB, with management from the company’s office in Dayton, Ohio.\nIn 2007, the U.S. government selected the C-27J as the Joint Cargo Aircraft, and management responsibility was formally transferred to the Air Force in a ceremony in Dayton on the same day Arinc received its contract awards, the company statement said.\nArinc Inc., of Annapolis, Md., a portfolio company of The Carlyle Group, ranks No. 49\non Washington Technology’s 2010 Top 100 list\nof the largest federal government contractors.\nDavid Hubler is the former print managing editor for GCN and senior editor for Washington Technology. He is freelance writer living in Annandale, Va.", "label": "Yes"} +{"text": "The Company: Jet-Ops FZE is a Dubai based company and holder of UAE Air Operators Certificate. It operates the seaplane services for Seawings. Jet-Ops FZE is owned by Air Charter International (ACI), an established aviation services company that has been operating in Dubai since 1994.\nJob Title: Engineer - B2\nReporting to: Director of Maintenance\nJob Responsibilities: The work will involve:\nInspection and maintenance of the aircraft in accordance with the approved maintenance program (to be carried out at our designated maintenance providers facility)\nSupervision of the departure of the aircraft in the morning including compressor washes.\nSupervision and cleaning of the aircraft after operation in the evening and rectification of any defects.\nOther duties as necessary to ensure the smooth operation in various locations\nProfessionally Qualified EASA/UK/equivalent (Part 66) B2 Aircraft Engineer\nType-rated on Cessna C 208 with PT6A-114A engine on B2 Avionics License\nRecent C 208 experience is mandatory\nMinimum 3-5 years’ experience in Hangar/Line maintenance\nMaintenance of tools and ground equipment\nExperience in Sheet metal work and corrosion experience highly desirable\nIn good all-round health and physically capable of performing aircraft maintenance tasks\nWilling to travel to other destinations in Europe for summer projects – if required for operational requirement\no Experience with Engine trend monitoring\no Experience with Wipaire floats\nSalary range: Competitive salary on offer depending on experience and licenses and type-rating. Relocation assistance provided for those outside the UAE\no Relocation Allowance: AED 10,000 one-time payment, provided for personal relocation expenses. In case of leaving before completing a full year with the Company, this relocation amount will be recovered from your end of service entitlement or will be paid back by you before you leave.\no Company Accommodation: Single accommodation (Studio) in Dubai provided by Company for the first month. Any upgrades, if requested, to be paid by self.\no Car: Small Economy Car provided by the Company for the first month. Any upgrades, if requested, to be paid by self.\nDubai is tax free so above is salary on hand\nGood environment in new aviation hanger located in leisure marina and resort\nWe are a small operation so a small team supported by specialists as well as experienced management in seaplanes\nCompany will support him getting B2 license, if he is driven and wants to grow i.e. investment possible in skill upgrades .\nThere are opportunities for growth with additional responsibilities and allowances attached; this depends on a person’s personal motivation. Management experience to be gained by responsibility required to be taken in one of but not limited to the following areas such as spares management, GSE overhaul, infrastructure management or training etc", "label": "Yes"} +{"text": "As the countdown has begun for ‘Chandrayaan 2’, the country’s second Chandrayaan mission, IIT Kanpur has developed mapping generation software for Indian Space Research Organisation (ISRO). The premier institute has developed a motion planning and mapping generation software that will help ISRO's rover in its movement and will guide its route on the lunar surface. The software has been developed by Prof Ashish Datta of the Mechanical Engineering Department and Prof KS Venkatesh of Electrical Engineering wing of IIT Kanpur. This mission will shed light on completely unexplored South Polar Region of the moon. The whole world is looking forward to this mission.", "label": "Yes"} +{"text": "A private foundation is working to send a pair of non-NASA astronauts, possibly a married couple, on a slingshot journey to Mars, with blastoff slated for January 2018.\nThe nonprofit Inspiration Mars Foundation is starting work on life-support systems and other technologies that will be needed to keep two people alive and healthy for the 501-day mission. The flight path would put the spacecraft to within 150 miles of the Martian surface before automatically returning it on a direct approach to Earth.\nA launch vehicle and spacecraft have not yet been selected, but a preliminary technical analysis considered a Space Exploration Technologies Falcon Heavy booster, which is expected to debut this year, and a modified Dragon capsule, a report obtained by Discovery News shows.\nPrivately owned SpaceX already flies Dragon cargo ships to the International Space Station and is working under a NASA partnership agreement to upgrade the capsule for human transport. Other firms working on space taxis include Boeing and Sierra Nevada Corp. NASA hopes at least one system will be available by 2017 to fly crews to the space station.\n“We’re in an amazing time in commercial space. We can actually go shopping,” Taber MacCallum, a project organizer and chief executive of Paragon Space Development Corp., told Discovery News.\nInspiration Mars founder Dennis Tito, a multimillionaire who in 2001 became the first privately paying passenger to visit the space station, says he’s willing to pay “whatever it takes” to get the project off the ground. Tito and MacCallum declined to disclose cost estimates for the endeavor, but said they expect it will be largely supported by philanthropic donations.\nNASA is developing a heavy-lift rocket called the Space Launch System and a deep-space Orion capsule to fly astronauts to an asteroid in the mid-2020s and to Mars a decade later.\n“If those programs were to get canceled in two or three years for lack of enthusiasm for human spaceflight, America would really be in a pickle, space leadership-wise,” MacCallum said.\n“We really see this as a steppingstone to those missions,” he added. “If we were flying this mission and we started to have the test flights and launches of SLS and Orion, that would be fabulous.”\nMacCallum, 48, a long-time space enthusiast, engineer and entrepreneur, would like to take the trip to Mars along with his wife and business partner, Jane Poynter, 50. The couple, who married in 1994, lived for two years inside the experimental Biosphere 2 enclosed research laboratory.\n“We’ll throw our hats into the ring, but there are a lot of skills this crew is going to need. They’re going to have to be mechanically great, be articulate. These are going to be very special people,” he said.\nTito, who is 72, said he is not planning to fly.", "label": "Yes"} +{"text": "Arkansas Children's Hospital\n800 Marshall St.\nMed, Dental, Long & Short term Disability, Life,Vacation, sick, Core plus for add. shifts, Flight Safety training for Pilots & A/P.\nHospital owned and operated FAA Air Carrier certificate- Air medical Operation.\nPrevious Aviation and Aerospace jobs at Arkansas Children's Hospital:\nPilot-Rotary Wing - Chief Helicopter Pilot\nLittle Rock, Arkansas\nSearch all aviation and aerospace jobs by clicking here\nUnlike other web sites, JSfirm's service is free for job seekers. You can view aviation and aerospace job vacancies. You can post your resume\nand receive emails of new aviation job opportunities too. Types of aviation and aerospace jobs are for A&P's, Aircraft Technicians, Aircraft maintenance technicians, Flight Attendants, Pilots, Helicopter Pilots, flight dispatchers, executives, aircraft dispatchers, sheetmetal and structures, aircraft interior technicians, aircraft paint, avionics technicians.", "label": "Yes"} +{"text": "Kids’ Content for the International Day of Human Space Flight\nThe International Day of Human Space Flight is observed on 12 April – a day to celebrate human space travel and the advances made by space science and technology. Are you looking for content to develop students’ knowledge of Earth and space sciences ahead of this day?\nIncorporating many key concepts relevant to the primary Science curriculum, Space Nova launches on ABC ME on Friday 2 April. Space Nova is set in the year 2162. Life is a blast for space adventuring siblings, Jet and Adelaide Nova and their parents, Josie and Hugo. During a routine research mission, these intrepid Aussie astronauts stumble across an abandoned alien space craft. They also discover that the craft is powered by a rainbow substance that’s so powerful, it sends the ship zipping away at speeds humanity never dreamed possible. But although the Novas were unable to capture the craft, or the ‘Star Dust’ that powered it, they now know that there is an advanced, intelligent species out there, able to travel the universe in the blink of an eye. If only they can find them…\nThe ACTF will release education materials for Space Nova later this year.\nIn the classic ACTF-supported series Sky Trackers, Mike and Nikki are both scientists’ children, living beneath the massive dishes of a space tracking station in the heart of the Australian outback. Nikki is 13 and into science - her dream is to be the first person on Mars. Mike is 14 and into rock music - he thinks science sucks. Mike’s horse and guitar are the only things that make his life at the station bearable - until he falls for Nikki, that is.\nThe series incorporates factual space information and inspires an interest in the universe around us. For teaching ideas, see the free Sky Trackers Education Resource.\nAdditional series and films relevant to Earth and space sciences content include:", "label": "Yes"} +{"text": "Major upgrades to the F-35’s systems are being tested and developed so they can be integrated into the existing fleet and new aircraft as soon as next year.\nThe F-35’s System Development and Demonstration (SDD) completed in April 2018 and there is a ramp-up in production. However, testing of the fighter jet is ongoing, with upgrades to the aircraft’s electronics, surveillance and sensor systems planned for implementationby 2023.\nSpeaking at the Farnborough Airshow, Greg Ulmer, VP and general manager, F-35 program at Lockheed Martin, said, “The F-35’s SDD was probably the most extensive flight test program in history. It was a very successful program, with three different variants and all the different customers. Next there’s the weapons certifications and underwriting for the different customers.\n“The aircraft is doing everything it is designed to do and more.”\nAn Auto GCAS (Automatic Ground Collision Avoidance System) feature will be added next year to the F-35; auto-GCAS enables the aircraft to sense when it is flying into the ground and automatically intervenes to stop a collision.\nAuto GCAS is used on the F-16 fighter jet and has already saved several lives already, said Lockheed Martin.\n“We’ve been able to advance that capability insertion by several years. By end of next year it will be in the production aircraft,” said Ulmer.\nAnother critical update to the F-35 is the Distributed Aperture System (DAS), which will be supplied by Raytheon. This DAS will be three times more capable and five times more reliable than the existing sensor system, said Lockheed Martin.\nThe DAS enables the pilot to see all around their aircraft and gives the F-35 the capability to detect missile launches from 800 miles away and to target ground artillery.\nThe Raytheon-built DAS will be integrated into F-35 starting with Lot 15 aircraft, which is expected to begin deliveries in 2023. Ulmer said, “We’re using incremental spiral development and have a rapid insertion approach for technology improvements within the Block 2023 timeframe. The components within the DAS have improved on other platforms and are proven.”\nLockheed is also attempting to reduce the operational support costs of the F-35 by 38% so it can be operated for around the same cost of a fourth-generation fighter through an initiative called the Blueprint for Affordability.\n“It’s not just about the performance. It’s about the interconnectivity and the integration of the sensors and data and sharing that data to other aircraft, battle stations. That’s the real power of the F-35. It can replace multiple platforms with a single platform,” said Ulmer.\nA total of 309 F-35s have been delivered to date. Lockheed expects to deliver 91 airplanes this year; 130 next year; 145 per year in 2020; and 160 per year by 2023. The aircraft is now at 15 bases around the world with 12 customers. Australia will receive its first aircraft by the end of this year.\nThe largest facility for final production and assembly is at Fort Worth, Dallas, Texas, and there are other final assembly facilities in Cameri in Italy and Nagoya, Japan.", "label": "Yes"} +{"text": "Charmy Down was built for the RAF in 1940, and used by the Ninth Air Force from 1943 - initially as a maintenance and servicing airfield, then as a base for operating A-20 Havoc night fighters of the 422nd, 423rd and 425th Night Fighter Squadrons 1944. It was closed in 1946, and has since mostly been returned to agriculture.\nNot yet known\nA World War Two military airfield, opened in 1940 and closed in 1946. By 1944 the airfield had three tarmac runways with 45 dispersal hard standings, temporary accommodation for personnel and 12 Blister aircraft hangars. From 1940 until 1943 the Royal Air Force's 87 Squadron, 125 Squadron, 263 Squadron, 137 Squadron, 88, 197, 234, 245, 417 and 241Squadrons used the airfield. These were mainly operating in a fighter or night fighter role. Also in 1943 the Fighter Leaders School briefly were at Charmy Down. In 1944 the United States Army 9th Air Force arrived: the base became Station 487. It was used in the build up to D-Day, including as the 4th Tactical Air Depot. Until September 1944 It was also a base for the 9th Air Force's Carrier Service Wing who flew secret missions to Europe. From October 1944 to 1945 23 Group RAF Flying Training Command used the base, as a satellite to South Cerney. After the war the Air Training Corps utilised the airfield for glider training. At the same time it was a settlement camp for Australian service personnel. By 2002-2003 the airfield was used for agriculture, though some buildings were reported as being extant at that time, including the control tower\nMilitary | First Lieutenant | photographer\nHe was a photo reconnaissance pilot with the Army Air Corps, flew missions from France and Belgium, including the Battle of the Bulge, in the winter of 1944/1945. Born February 20, 1924 and raised in San Leandro California, Bob enlisted at the age of...\nP-61 Black Widow\nAirspeed Oxford T1199, assigned to HQ Sqn, 42nd Air Depot Group, 9th AF USAAF.\nAssigned to 336FS, 4FG, 8AF USAAF. Named after popular Benny Goodman title & home state. Destroyed in mid-air collision 3 miles West of Chipping Ongar - Pilot Lt Pierini baled out, OK.\nP-61 Black Widow\nAssigned to 422NFS, IX Air Support Command, 9AF USAAF. w/o in landing accident at Kassel, Germany Jun 5, 1945. Condemned salvage no battle damage Jun 5, 1945\n|03 September 2019 13:34:04||Emily||Changes to english heritage description|\nHistoric England National Monument Record ST 76 NE 283\n|27 September 2014 18:02:16||AAM||AAM ingest|\nBarry Anderson, Army Air Forces Stations (Alabama, 1985) / Roger Freeman, Airfields of the Ninth Then and Now (London, 1994)\nChris Ashworth, Action Stations 5: Military Airfields of the South-West (Cambridge, 1982)", "label": "Yes"} +{"text": "Engineers space Agency NASA has begun to build a new Rover that will travel to Mars in July 2020 with the help of the carrier rocket “Atlas-5”. The Assembly of the new Mars Rover will be produced in the jet propulsion Laboratory (JPL) in Pasadena. Roughly the Assembly process of new Autonomous Mars science laboratory is a year and a half.\n“Parts and equipment for the Mars Rover come not only from different cities in the U.S., but from around the world,” commented the head of operations in Assembly and testing of the lunar Rover at JPL David Gruel portal Space.com.\nThe source notes that, in particular, several scientific instruments, made in France, Norway and Spain.\nOne of the main tasks, which will be put before the new Rover Mars 2020 (title, likely working, and a more appropriate designation, the Rover will most likely obtain once completed it will build) would be to search for signs of life on our planetary neighbor.\nAccording to experts of NASA, “the unit will explore the Geology of Mars, atmospheric composition, will assess natural resources and the threats they could encounter during future expeditions to this planet.”\nOne of the scientific instruments of new Mars Rover will be designed to obtain oxygen from the atmosphere of Mars, composed mostly of carbon dioxide. In addition, the Autonomous Mars laboratory will produce the fence of soil and stones, which in the longer term in the development of the planet are sent to Earth for further analysis.\nThe new Rover will have the size of a small car. Its length is about 3 metres (excluding the mechanical arm-manipulator), width – 2.7 meters and a height of 2.2 meters. However, his weight will be around 1050 kilograms, about 150 pounds more than the weight of “Curiosity”, having been in Mars for over 2000 earth days. By the way, in the development of the Mars 2020 it was decided to borrow a lot of components and parts of the latter.\nThe final selection of the landing of the new Rover NASA has not yet made, but among the most likely are the crater, Jezero, Gusev crater and the North-Eastern part of the low shield volcano a Large Sirte.", "label": "Yes"} +{"text": "Maintenance Complaints and Solutions\nI’ve been very busy on the next edition of Why Planes Crash, so I don’t have an exciting new article for you. But this collection of maintenance complaints and solutions never gets old.\nI know, these are just too good to be true! I did try to find the original source but I failed miserably. Someone is always named as “real reports from” US Air Force, RAF, Qantas, you name it…but nothing actually ever traces back. So really, there’s no reason to believe any of these are real. Nevertheless, I laughed. Lots.\nMaintenance complaints submitted by pilots and the replies from the maintenance crews.\nProblem: “Left inside main tire almost needs replacement.”\nSolution: “Almost replaced left inside main tire.”\nProblem: “Something loose in cockpit.”\nSolution: “Something tightened in cockpit.”\nProblem: “Evidence of hydraulic leak on right main landing gear.”\nSolution: “Evidence removed.”\nProblem: “Number three engine missing.”\nSolution: “Engine found on right wing after brief search.”\nProblem:Turn and slip indicator ball stuck in center during turns.\nSolution: Congratulations. You just made your first coordinated turn!\nProblem: “DME volume unbelievably loud.”\nSolution: “Volume set to more believable level.”\nProblem: Dead bugs on windshield.\nSolution: Live bugs on order.\nProblem #1: “#2 Propeller seeping prop fluid.”\nSolution #1: “#2 Propeller seepage normal.”\nProblem #2: “#1, #3, and #4 propellers lack normal seepage.”\nProblem: Autopilot in altitude hold mode produces a 200 fpm descent.\nSolution: Cannot reproduce problem on ground.\nProblem: Friction locks cause throttle levers to stick.\nSolution: That’s what they’re there for.\nProblem: Noise coming from under instrument panel. Sounds like a midget pounding on something with a hammer.\nSolution: Took hammer away from midget\nProblem: Aircraft handles funny.\nSolution: Aircraft warned to: straighten up, fly right, and be serious.\nProblem: Whining sound heard on engine shutdown.\nSolution: Pilot removed from aircraft.", "label": "Yes"} +{"text": "With increasing pressure on the aerospace industry to produce technology that's both more efficient and environmentally friendly, it's significant when a major player like Rolls-Royce embraces something like SAF across an entire product range, including its show piece for this decade.\nBilled as the largest and most powerful jet engine in the world, the UltraFan has a 140-in (356-cm) fan and can produce 64 MW of power. In static tests, it has generated a maximum thrust of over 85,000 lb and the technology can be scaled to as high as 110,000 lb for narrow-body or wide-body aircraft of the 2030s.\nBut the UltraFan's party piece is its geared turbofan with a variable pitch fan system. This allows the engine's turbine and fan to each run at its optimum speed and the carbon composite fan blades can vary their pitch to optimize each phase of flight. The use of composites means that the engine is lighter than an equivalent using titanium alloy and it is 10% more efficient than the previous Trent XWB.\nAccording to Rolls-Royce, some of the technologies developed for the UltraFan can be incorporated into the company's other current engines, but one thing they share in common is that they have all been certified as compatible with running solely on SAF. The latest to be certified is the BR710 business jet engine, which was tested at the company's facility in Canada. Other engines include the Trent 700, Trent 800, Trent 900, Trent 1000, Trent XWB-84, Trent XWB-97, Trent 7000, BR725, Pearl 700, Pearl 15, and Pearl 10X.\nA Virgin Atlantic Boeing 787 Dreamliner with Trent 1000 engines is scheduled to make the world's first transatlantic flight fueled entirely by SAF. Currently, international standards only allow a maximum of 50% SAF to be blended with 50% conventional jet fuel. It's hoped that such test flights and static demonstrations the technical hurdles have been overcome could change this.", "label": "Yes"} +{"text": "MCCHORD AIR FORCE BASE, Wash. – More than 100 teams and 2,500 people from the Air Force, Air Force Reserve and Air National Guard, as well as allied nations, are expected to participate in Rodeo 2009, Air Mobility Command’s premier mobility competition, set to take place July 19 – 25, 2009 here.\n“This year will mark the thirtieth anniversary of this competition with our international partners,” said Lt. Col. Philip Kase, Rodeo 2009 McChord director. “We are excited to continue this important friendship and look forward to an unforgettable Rodeo.”\nThe international competition focuses on readiness, and features airdrops, aerial refueling and other events which showcase the unique and wide-ranging capabilities of military security forces, and aerial port, maintenance and aeromedical evacuation personnel.\nThe last biennial competition took place in July 2007 at McChord. While the operations tempo remains high, Maj. Gen. Brooks Bash, Air Mobility Command Directorate of Operations and Rodeo 2009 commander, said it’s important that AMC continue this key event.\n“Rodeo showcases AMC’s best of the best and allows us to train and learn through spirited competition,” said General Bash. “Not only does this world-class competition train mobility forces for the fight, it provides a forum for Airmen and our international partners to share the best of tactics and techniques. Improvement and cooperation are essential in our continued participation in overseas contingency operations.”", "label": "Yes"} +{"text": "3..2..1.. Let us countdown ESN Lappeenranta Space Party, join us for an ultimate adventure! When life gets too boring on the planet Earth, it is time to get together with your fellow students and launch to the Outer Space. ESN Lappeenranta will make sure that you will enjoy space with flying unicorns, witches from the future and other UFOs.\nAt the very same day 55 years ago the first man visited the Outer Space, so get your foil cap out from the dust and join us in celebrating the 55th anniversary of humans in space! The party will be hosted by Giggling Marlin, kindly providing us with student-friendly prices and you, providing us with the best people of Lpr. Free busses will take you to GM at 22:30, 23:00, 23:30 and back to Skinnarila at 02:30, 03:30 and 04:00.\nWHAT?: Space party\nWHEN?: 12.04.2016 22:00-04:00\nWHERE?: Giggling Marlin Lappeenranta\nHOW MUCH?: 2/3€ on presale with/without ESNcard, 4/5€ from door\nPRE-SALE: Thu 07.04, Mon 11.04 and Tue 12.04 11-13 at the LUT 3rd lobby\nDC: Space outfits + overalls\n- Everyone is invited.", "label": "Yes"} +{"text": "Enhancing flight safety during TCAS manoeuvres\nFollowing recent successful development testing, a new Auto-Pilot/Flight-Director (AP/FD) TCAS* mode for the Airbus A380 has been approved and certified by the European Aviation Safety Agency (EASA).\nThe main benefit of the system is that it could further enhance safety during a traffic avoidance situation because the pilot can now fly the aircraft without switching out of one mode and into another. Thus, by simplifying the actions required by the pilot during a TCAS manoeuvre, this enhanced TCAS mode minimises potential overreactions or inverse reactions while preserving his or her concentration at a critical time.\nIn addition to now being certified on the A380, the AP/FD TCAS mode will also become available for retrofit on other Airbus Fly-By-Wire aircraft in the coming years.\nAP/FD TCAS operation overview\nThe new AP/FD TCAS mode essentially completes the existing TCAS functionality by implementing a TCAS vertical guidance feature into the Auto Flight computer. The result is that now the Auto Flight computer can control the vertical speed of the aircraft which is adapted to each resolution advisory acquired from TCAS.\nMoreover, with this new AP/FD TCAS mode activated, when a TCAS \"Resolution Advisory\" (RA) is received, the pilot no longer needs to disengage the autopilot or Flight Director before conducting the TCAS manoeuvres. Rather, the autopilot can now automatically conduct the correct TCAS manoeuvre, to position the aircraft clear of any potential traffic conflict.\nFurthermore, in the case of the pilot flying the aircraft manually (i.e. without autopilot engaged) when a RA is received, previously the Flight Director 'pitch bar guidance' - indicated on the Primary Flight Display - had to be switched off, but with the new mode, the Flight Director bars remain active and smoothly guide pilot to fly the TCAS manoeuvre. At any time, the crew still retains the ability to override the proposed manoeuvre, so as to respond manually to a TCAS RA by flying according to \"conventional\" TCAS procedures, i.e. manually controlling the vertical speed by referring to TCAS indications on the pilot's vertical speed scale.\n* Background to TCAS - Editors' note:\nThe 'Traffic Alert and Collision Avoidance System' - known as 'TCAS' - is designed to scan for, detect, and interrogate the transponders of other aircraft in the nearby airspace vicinity. It then uses the received transponder signals to compute a distance, bearing and altitude relative to the nearby aircraft. The evaluated traffic information is displayed as symbols on the Navigation Display. As TCAS checks the other aircraft?s relative distance permanently in short-time intervals, it can, therefore, also calculate the other aircraft?s closure rate relative to its own aircraft position. When TCAS detects that an aircraft's distance or closure rate becomes critical, it generates aural and visual annunciations for the pilots. Mandated on aircraft carrying more than 30 passengers since 1993, TCAS is now compulsory on all aircraft types.", "label": "Yes"} +{"text": "[Via Satellite 12-05-2014] Spanish satellite operator Hispasat has selected Space Systems Loral (SSL) to build its next satellite: Amazonas 5. Based on the SSL 1300 platform, Amazonas 5 is a multi-mission satellite to supply the full capacity of the Amazonas 4A, and redefine the Amazonas 4B mission originally contracted to Orbital Sciences in 2012. The Orbital-built Amazonas 4A satellite experienced an anomaly in April 2014 related to its power subsystem. Redefining the 4B mission was one of the measures taken by Hispasat in attempt to minimize any impact the anomaly might have, the company said in a statement.\nSpeaking with Via Satellite in August, Hispasat CEO Carlos Espinós said that it was clear the incident would reduce the Amazonas 4A’s capacity to some degree, although it would in no way have a negative impact on services, since it is a growth satellite rather than a replacement one.\n“When working in this industry, there is always a chance that faults of this kind may occur and we are not the first operator that something like this has happened to,” he said. “It is for this reason that we have an insurance policy that covers all possible losses, thus keeping economic impact to a minimum. The contingency plan that we have set out will enable us to complete the capacity lost in a short period of time.”\nThe Amazonas 5 mission takes on the capacity of both Amazonas 4A and Amazonas 4B. Espinós said the fault in the Amazonas 4A would not drastically impact the company’s growth plans in Latin America, which as become Hispasat’s top market.\nThe Amazonas 5 will support Ku-band and Ka-band payloads, with the 22 Ku-band transponder payload designed to provide Fixed Satellite Services (FSS) for television, corporate networks and other telecommunications applications across Latin America in three distinct coverage areas. The 35 Ka-band beams make up the satellite’s high throughput payload, covering Brazil, Mexico, Colombia, Ecuador, Peru, Chile, Costa Rica and Venezuela.\nHispasat began providing High Throughput Satellite (HTS) services in Latin America with Amazonas 3 in 2013. Espinós described the market opportunity for HTS as especially interesting because of a combination of limited telecommunication infrastructure and growing demand fueled by economic growth and social development.\n“In this context, satellites are a very competitive solution that have great reach in the market. There are a number of projects underway; some are government driven in the area (such as Colombia, Mexico or Brazil, in which Hispasat is participating), whilst others are driven on the initiative of private operators. Faced with this need, the Ka-band based HTS capacities may be a more appropriate solution,” he said.\nSSL has built two satellites for the Hispasat that are currently in orbit, with another in backlog, bringing the total number of orders from Hispasat to four. The company is currently working on Hispasat 1F, ordered last July. The satellite will replace Hispasat 1D at 30 degrees west with payloads in Ku, Ka and C band. The Amazonas 5 satellite is currently scheduled to launch in 2017.\nHispasat’s next satellite to launch is Hispasat AG1. OHB Systems of Germany is building the satellite with Ku- and Ka-band payloads for a 2015 launch by Arianespace. With these new satellites Hispasat aims to continue to bolster its business in Europe and the Americas.\n“Our aims are focused on continued growth, from both an organic point of view, with new orbital positions, new satellites and searching for partnerships, and an inorganic point of view, searching for operations with other companies. In both cases, we are looking for opportunities that enable us to keep expanding our impact on strategic and high-growth markets,” said Espinós.\nThe post Hispasat Orders Amazonas 5 From SSL to Take on Amazonas 4A Capacity appeared first on Via Satellite.", "label": "Yes"} +{"text": "NTSB: Plane Broke Apart In Midair Before Crashing Near Antlers\nTuesday, October 24th 2006, 1:17 pm\nNews On 6\nOKLAHOMA CITY (AP) -- A preliminary report says a plane that crashed near Antlers last week and killed four people disintegrated in midair.\nThe report from the National Transportation Safety Board says the plane broke apart while trying to reach a cruising altitude of about 23,100 feet. Radar indicates the plane made a 180-degree turn while descending at 13,500 feet per minute.\nThe crash near the Antlers airport killed Albert Radko and Perry Price of Oklahoma City, pilot Charles Howard of Houston and his son-in-law -- co-pilot Jon Olsen of Hitchcock, Texas.\nThe four left Wiley Post Airport in Oklahoma City about 30 minutes before the crash and were heading to Orlando, Florida, for an aviation convention.\nNTSB investigator Tim LeBaron says the plane exceeded it's design limits and the question now is \"why?\"\nLeBaron says it could take six months to a year to complete the investigation.", "label": "Yes"} +{"text": "SINGAPORE - Budget travellers in Singapore can look forward to an \"aloha\" getaway with plans by Scoot to fly to Honolulu, famed for its Waikiki beach among other attractions.\nThe service, with a stop in Osaka, Japan, is pending approval from the authorities in the United States, The Straits Times understands.\nIf all goes well, the new flight operated by the Singapore Airlines (SIA) subsidiary could be launched by the end of the year.\nThe seventh Singapore-US link will be a boon to Changi Airport which is out to establish itself as the preferred airport and hub for both full-service and budget travellers.\nAs part of plans to strengthen the SIA group amid intense competition especially in the premium sector, the airline has been expanding its budget operations through subsidiaries Scoot which operates medium- and long-haul flights, and Tigerair which operates shorter flights within the region.\nBoth are in the midst of an integration and by the end of July, are expected to operate under a single brand.\nScoot which currently flies within the Asia-Pacific, Australia and India, will launch its maiden route to Europe in June, with flights to Athens.\nIts planned Singapore-Honolulu link will come hot on the heels of a Kuala Lumpur-Osaka-Honolulu service that Malaysian rival AirAsia X intends to launch at the end of June.\nThe Straits Times has reached out to Scoot for comments.", "label": "Yes"} +{"text": "- Primary Navy long-range AAM for 30 years.\n- An F-14 could attack as many as six separate targets simultaneously with Phoenix.\n- Sold to Iran, it could have been used against the U.S. A counter countermeasure program was developed.\nOne of the world’s most technologically advanced tactical guided missiles, the Phoenix was the first operational radar-guided air-to-air missile that could be launched in multiple numbers against different targets from an aircraft. The Phoenix, coupled with the AWG-9 fire control system, was the heart of the F-14 Tomcat, the only aircraft that carried the Phoenix. The AWG-9 could track up to 24 targets simultaneously and launch up to six Phoenix missiles nearly simultaneously. With a range of over 100 miles, the Phoenix gave the F-14 the greatest standoff engagement capability of any fighter in the world.\nBeginning in 1962, Phoenix was designed and produced by Hughes Aircraft, with Raytheon joining the program in 1988. Much of the testing was done on the Sea Range at at Point Mugu, CA. The Phoenix/AWG-9 was originally intended as the main armament of the F-111B, then planned to become the Navy’s air superiority fighter and long-range interceptor. While the Phoenix test program continued, the F-111B was canceled, and the Phoenix and AWG-9 were incorporated into the new F-14 Tomcat, which was to take over the role of the F-111B.\nIn 1973, a milestone was accomplished for Phoenix with the first full-scale testing on an F-14 on the Point Mugu Sea Range. Within 38 seconds, the Tomcat launched and simultaneously guided 6 Phoenix missiles, at 6 separate targets 50 miles away, scoring four direct hits.\nDuring the 1980-1988 Iran-Iraq war, the Iranians (who had purchased F-14s and Phoenix missiles prior to the Shah’s fall) shot down a variety of Soviet-made aircraft with Phoenix. This led the U.S. to a “crash” program at Point Mugu to develop counter-countermeasures so that the new F-14/AIM-54C Phoenix could not be compromised by the earlier AIM-54As owned by Iran. Other than the Iranian firings, the only confirmed combat use of the Phoenix was the use of it by 2 F-14Ds engaging Iraqi MiG-25 Foxbats. Both missiles missed.\nThe AIM-54 Phoenix served the U.S. Navy for 30 years as its first long-range air-to-air missile. It was retired from service in 2004, and the Tomcat was retired in 2006. When production ceased, more than 5,000 Phoenix missiles of all versions had been built.", "label": "Yes"} +{"text": "Ukraine Army receives first IRIS-T air defense system from Germany\n- Ukraine - Russia conflict war 2022\n- Posted On\nIn a tweet posted on Tuesday, October 11, Ukrainian Defense minister Oleksii Reznikov wrote: \"A new era of air defence has begun in Ukraine. IRIS-Ts from Germany are already here. U.S. NASAMS are coming. This is only the beginning. And we need more. No doubt that Russia is a terrorist state. There is a moral imperative to protect the sky over Ukraine in order to save our people\". \"And personal thanks to my colleague German Minister of Defence Christine Lambrecht for her partnership and a strong commitment to supporting Ukraine. We will win\".\nFollow Army Recognition on Google News at this link\nGerman IRIS-T air defense missile system mounted on a Mercedes-Benz Unimog. (Picture source: Army Recognition)\nOn June 1, 2022, Army Recognition reported that German Chancellor Olaf Scholz announced that Germany will provide Ukraine with the German-made IRIS-T air-dense missile system manufactured by the company Diehl Defence. These IRIS-T air defense systems are manufactured specifically for Ukraine, and, as such, they are not in service with the German army, added the German Ambassador to Ukraine Anka Feldhuzen. The German army itself has got missiles of the Iris-T type, but not the complete surface-to-air system: it fires the missiles from its Tornado or Eurofighter aircraft.\nThe IRIS-T SLM is a mobile infrared homing surface-to-air defense missile system intended to counter and destroy aerial targets such as aircraft, helicopters, cruise missiles, guided weapons, air-to-surface missiles, anti-ship missiles, anti-radar rockets, and large-caliber rockets. It can be also used to destroy unmanned aerial vehicles at very short and medium distances.\nBased on the IRIS-T, the German company Diehl Defence has developed the IRIS-T SL, a land-based version. The missile can be launched from a vertical launcher station which can be mounted on wheeled or tracked combat vehicles. The IRIS-T SLM is the medium-range version of the IRIS-T SL. The missile of the IRIS-T SLM has a maximum firing range of 40 km and an altitude of up to 20 km. The command and fire control vehicle is used to conduct the analysis of the threats and transmit firing orders to the launcher units. The vehicle is connected via a network to superior combat operation centers. The multi-function radar is able to detect aerial threats at a maximum range of 200 km on 360°. It can detect up to 500 objects at the same time.\nFor its part, the United States has promised NASAMS surface-to-air missile systems: two for delivery in the coming weeks or months, and six others as part of longer-term assistance.\nThe launcher weapon station of the Iris-T missile can be mounted on tracked or wheeled chassis. (Picture source Dhiel Defense)\nLaunching of an IRIS-T air defense missile (Picture source: Twitter account of Ukrainian Defense miniter Oleksii Reznikov)\nIRIS-T displayed at the ILA 2006 expo in Berlin, in front of a German Luftwaffe Eurofighter (Picture source: Wikipedia)\nRussian Buk to counter German IRIS-T in Ukraine\nTASS - ANALYSIS: AIR-DEFENSE\nMOSCOW, October 12. /TASS-DEFENSE/. Germany has handed over to Ukraine the first of the four modern IRIS-T SLM air defense systems, Der Spiegel reported. The other three systems are likely to be shipped to Kiev next year.\nTASS compared the German launcher with Russian antiaircraft systems engaged in Ukraine.\nMedium-range Infra Red Imaging System Tail/Thrust Vector-Controlled Surface Launched Medium Range (IRIS-T SLM) was designed by German Diehl BGT Defence Company. The design began in 2007 and trials were completed in 2014.\nIRIS-T SLM fires upgraded air-to-air missiles with an infrared homing warhead operating by the fire-and-forget principle. The producer said the warhead has an extremely high resolution, selects targets and is resistant to heat traps. The missile is highly maneuverable. The range is 40 km and the altitude is 20 km.\nIRIS-T SLM has multirole radar TRML-4D of Hensoldt Company. It detects targets at a distance of 250 km and an altitude of 40 km and provides the parameters of 1500 air objects at a time. The radar detects a fighter jet at a distance of 120 km and a supersonic missile at 60 km. The complex can have passive radar Twinvis that detects targets by signals reflected from electromagnetic emission sources. It simultaneously tracks 180 objects.\nThe launcher has eight antiaircraft missiles in transportation-launch containers.\nRussian Buk of Almaz-Antey is the closest weapon to IRIS-T SLM. The latest Buk-M3 modification is actively engaged in Ukraine. Besides aerodynamic targets, it intercepts ballistic missiles, including Tochka-U.\nThe radar of the Viking complex detects targets at a distance of 200 km. The antiaircraft missile destroys them at a distance of 65 km and an altitude of 25 km, which is much more that the German system can do. Buk-M3 can down stealth aircraft, helicopters, cruise missiles, tactical ballistic missiles. It is also effective against ground and sea radiocontrast targets due to the 70-kg warhead.\nBuk can defend itself from American HARM antiradar missiles by using passive radars and by transmitting the information about the threat to short-range Tor-M2 complex, which specializes in short-range interception and can defend Buk.\nOne Buk can simultaneously attack six targets. It carries eight launchers with 12 antiaircraft missiles or four self-propelled launchers with six missiles in transportation-launch containers. The complex can carry 120 missiles to repel a massive strike with modern air weapons. Open sources said the latest modifications of Buk missiles can be armed with active radar homing warheads operating by the fire-and-forget principle. Buk can effectively down aircraft at super low altitudes and major distances. The launcher is armored to protect the crew and electronics against bullets and fragmentation.\nTo extend the destruction range, Buk can be assisted by 9A383E launcher (export option of Viking) with antiaircraft 9M83ME missiles. They hit targets at a distance of 120 km and an altitude of 30 km. IRIS-T SLM can also fire long-range western missiles due to standardized exchange protocols. However, there are no compatible complexes in Ukraine.\nMilitary experts have numerous questions to the German launcher, which has not been engaged in combat yet. “The system does not have guided antiaircraft missiles. It fires air-to-air missiles, which are adapted for the ground launcher,” Editor of the Arsenal of the Fatherland journal Alexey Leonkov told TASS.\n“The launcher was designed since 1990s together with Italy, Sweden, Greece, Norway and Canada. Germany expects the complex to be ready by 2023,” he said and doubted that it would stand up to the declared characteristics.\n“IRIS-T has been upgraded. When the Germans demonstrated it, it became clear that it is inferior to our Pantsir and Buk. The Germans upgraded the missile and increased the range to 40 km thus making IRIS-T a medium-range weapon,” he said.\nThe radar operates in the centimeter band and sees targets at a distance of 250 km. “There is no information how many targets it can track. They claim it can detect up to 1500 targets. It is unclear whether it is the total number or whether they speak about civilian objects,” Leonkov said.\nExperts believe that the infrared homing warhead of IRIS-T SLM is sensitive to heat traps and can be blinded by onboard defense despite claims about its jam-resistance. Most Russian jets, helicopters and bombers engaged Ukraine are equipped with Vitebsk jammers that detect a guided antiaircraft missile and jam it by a powerful laser beam that hits the optical, infrared or thermal homing warhead,” artillery and missile forces and war veteran Alexey Sakantsev told TASS.\nVitebsk onboard defense was designed by Ekran Institute in Samara to protect airplanes and helicopters against guided missiles and manpads. It produces optical and radio disturbances. The military said Vitebsk increased helicopter survivability in Ukraine. All gunships are now equipped with it. The Radioelectronic Technologies Company is upgrading Vitebsk according to combat engagement experience.\nIzvestia military observer Alexey Ramm believes IRIS-T cannot fight low-altitude maneuvering targets because it fires air-to-air missiles rather than antiaircraft missiles. “The missile adjusts the flight by GPS signal and switches on the infrared homing warhead close to the target. Therefore, electronic warfare and passive traps can pose a major problem for IRIS-T missiles,” he said.\nBesides, the small number of German launchers is insufficient for the long frontline in Ukraine. “The IRIS-T SLM story looks more like frontline trials rather than an attempt to help Ukraine. Many western countries are sending new weapons to Ukraine to see how they operate in real combat. The whole operation is an excellent range for weapon trials,” Sakantsev said.\nEND OF TASS PRESS NEWS", "label": "Yes"} +{"text": "Welcome to IMPDb!\nUpgrades are done and editing is back on!\nDedicated to identifying aircraft throughout Movies, Television, and Video Games!\nThe Latécoère 26 was a French monoplane mail plane designed and built by Latécoère. Designed in the 1920s as a mail carrier it first flew in 1926, based on the earlier Latécoère 25 with a longer fuselage. It had a parasol wing with a fixed tailskid landing gear. The main landing gear was both robust and wide-track to enable the aircraft to land on unprepared surfaces. Powered by a single nose-mounted Renault 12Ja piston engine. Designed as a mail carrier it had room for only two passengers and an open cockpit for the pilot. 90 aircraft built mostly operated by the Compagnie Générale Aéropostale.\nThis page lists all films that feature the Latécoère 26.", "label": "Yes"} +{"text": "WASHINGTON — The U.S. Navy and Air Force are teaming up to rapidly develop a network that can link together Air Force and Navy assets during battle, an effort the Navy’s top officer compared to the 1940s program to develop an atomic bomb.\nAdm. Michael Gilday, the new Chief of Naval Operations, told an audience Thursday that in order to take on China, the Navy will have to spread out and rely on networked weapons and sensors distributed over a wide area. But doing that would rely on a network architecture that doesn’t yet exist.\nTo be the most effective force, the Navy acknowledges it must be able to connect with Air Force bombers and aircraft, leading the two services to an agreement to join forces.\n“I think the biggest challenge for us is to join all the main command and control,” Gilday said. “We’re building netted weapons, netted platforms, and netted [command-and-control] nodes, but we don’t have an adequate net, and that’s a critical piece.”\nThe Navy has been working toward a concept of operations that links its ships, aircraft and unmanned platforms by way of communications relay nodes — such as small drones — or whole ships — such as the future frigate or high-tech aircraft like the E-2D Hawkeye.\nThe idea is to spread the force out over a wide area, as opposed to clustered around a carrier, to put a maximum burden on Chinese intelligence and reconnaissance assets. This spread-out, networked force would connect the various shooters so that if any individual node in the network sees something to kill, any Navy or Air Force asset with weapons within range can kill it.\nThis has led to a push for ever-longer-range missiles. But to make it work, all the pieces must be linked on a reliable communications network. The current architecture, according to the Navy, is insufficient for the job, given Chinese and Russian investments in electronic warfare that can interfere with communications.\nThat’s where the new “Manhattan Project” comes in.\nGilday said the Navy’s time frame is designed to set up a network between the years 2033 and 2035. But that’s too fare out, he said.\n“We are working, most recently over the past month, very closely with the Air Force,” he said. “They’ve done good work and we’ve done good work. The Navy is making investments in a Navy tactical grid, but that’s not going to work.”\nTo get the maximum benefit in terms of time saved and effectiveness once implemented, the Navy has to be on the same page as the Air Force, Gilday said.\n“That led to a handshake agreement with the chief of staff of the Air Force, [Gen. David Goldfein], that we would team our forces and, perhaps, our budget lines together, and start working toward a joint solution set fast, in a ‘Manhattan Project’ kind of way. Because we need it, it’s a serious gap that we need closed.”\nUSNI News first reported the handshake agreement in November.\nGilday, who was speaking at the USNI Defense Forum in Washington, released his first major document Wednesday. Gilday’s planning guidance called on the Navy to improve its maintenance program, improve the way it trains sailors and officers using the latest technology, and to push toward fielding technologies in large numbers for less money.\nDavid B. Larter was the naval warfare reporter for Defense News.", "label": "Yes"} +{"text": "Two ATR-72600 TMUA will be delivered this summer to the Turkish Navy photo AleniaAermacchi.Derived from the ATR72-600 regional transport,the aircraft will be used by the Turkish Navy for transport logistics. A second aircraft will be delivered in early August.\nCapt. Trevor Sutherland, a C-130 pilot in the 123rd Airlift Wing, talks to his son at the Kentucky Air National Guard Base in Louisville, Ky., April 24, 2015, prior to departing for a deployment to the Persian Gulf. Sutherland was among more than 40 Kentucky Air National Guardsmen who deployed to an undisclosed air base in support of Operation Freedom’s Sentinel. (U.S. Air National Guard photo by Master Sgt. Phil Speck)\nCASA (Bucker) C1-131 E Jungmann - F-AZGG. Ferte Alais - LFFQ, 29.05.2004.\nAvro Anson.The Anson Mk.I was a low-wing monoplane with retractable landing gear,a first for the RAF - in fact so new that crews often forgot to perform the necessary task of turning a crank 160 times to wind down the landing gear.There was a warning horn, but this was so irritating that many pilots disconnected it!In 1936 the type entered service with No.48 Squadron, Coastal Command, as the Anson Mk.I.", "label": "Yes"} +{"text": "LIMITED to 12\nAttitude is everything. No matter the situation, attitude wins. Rep it, live it and never look back.\nTwo spot embroidery showing the logo on the front and our tag on the back.\nAwesome full color embroidery work that will last those long days on the flight line.\nOne size fits all, unless you are Lord Helmet...\nOriginal design via @hlambmedia on IG\nA staple for any military rotary wing aviator savage with a need to represent his or her passion and culture via apparel.\nBrotallion. Providing military aviation apparel that exemplifies the human emotion of flight. Never let your presence meet the ground.", "label": "Yes"} +{"text": "The U.S. State Department said it “generally expects�� that U.S. airlines honor notices to airmen (Notams) issued by foreign countries, while Japan has told its airlines to disregard China’s newly declared Air Defense Identification Zone (ADIZ) over part of the East China Sea. The conflicting guidance comes as tensions rise over how to address what the U.S., Japan, Taiwan and South Korea agree amounts to illegal territorial assertions on the part of China.\nBoeing has issued requests for proposals to more than a dozen potential sites for assembly, parts fabrication, paint, delivery and wing production of the new 777X widebody, the company confirmed to AIN last week. The release of the RFPs comes barely more than a week after Boeing’s machinists union voted down a proposed contract extension described as critical to locating the work in the Puget Sound region of Washington state.\nWashington state resident and commercial pilot Paul Roessler was sentenced to four months home confinement on November 14 in U.S. District Court in Spokane, Wash., for being under the influence of alcohol while flying a Piper Seneca for a Seattle-based cargo operator. He was also sentenced to 240 hours of community service, two years probation, ordered to attend substance-abuse evaluation and counseling and pay a $1,500 fine.\nBoth the Air Line Pilots Association (ALPA) and the Independent Pilots Association (IPA) applauded last week’s announcement of new legislation in the U.S. Senate–S.1692, sponsored by Sen. Barbara Boxer (D-Calif.) and Sen. Maria Cantwell (D-Wash.)–to include cargo pilots in the new Part 117 flight and duty time regulations that take effect January 4 next year. FedEx pilots are ALPA members, while UPS pilots are represented by the IPA.\nThe union representing Boeing machinists scheduled a November 13 vote on a new contract offer from the company that is described as critical to its decision to base work on the new 777X widebody in the Puget Sound region of Washington state. The basing decision also depends on the state legislature’s approving an incentives package, according to Gov. Jay Inslee.\nNBAA has moved its headquarters in Washington, D.C., the U.S. business aviation association announced yesterday. Its new postal address is 1200 G Street NW, Suite 1100, Washington, D.C. 20005. The association’s main phone number remains the same–(202) 783-9000. General inquiries can also continue to be directed to email@example.com.\nIf you have flown into Spokane International Airport (GEG) in Washington State, it’s hard not to notice “the Cube,” a strikingly modern glass-clad structure that houses XN Air, currently the only FBO on the field. Built in 2007, the 6,300-sq-ft building is part of the complex purchased by Ross Aviation early in 2011, which also included former FBO rival Spokane Airways. Ross merged the two–then competitors–into one operation under the XN Air brand.\nA U.S. District Court jury in Spokane, Wash., convicted commercial pilot Paul Roessler of flying an aircraft while under the influence of alcohol. Roessler was arrested following an April 2012 flight when air traffic controllers in the Seattle Air Route Traffic Control Center and Spokane Tower reported the pilot demonstrated some questionable behavior. In one incident, he failed to contact the center via radio during his flight and upon arrival in the terminal area lined up with the wrong runway.\nAn RAA-sponsored study into the fatigue effects of multi-segment flight operations has reached the end of its third and final stage, involving the development of so-called fatigue risk management systems (FRMS).\nSignature Flight Support celebrated the launch of its sixth Signature TechnicAir at Washington Dulles International Airport early this month, at the same time announcing the facility’s certification as an Embraer authorized service center. TechnicAir Dulles will perform maintenance, repair and overhaul services for the full line of Embraer business jets.", "label": "Yes"} +{"text": "The crashes of two Boeing 737 MAX 8 (M8), in quick succession, have in recent weeks put the airplane manufacturer under increasing scrutiny. This article examines the economic face of airline crashes: what it means for Boeing and airline operators in the short and long term. Against a trend of declining air tragedies in recent decades, the failure of two identical jets in quick succession is striking. It is also difficult to find a comparable series of events in recent aviation history.\nThe first 737 flew in 1967 and has since emerged as the best-selling airplane in history, with over 10,000 planes produced and more than 5,000 planes outstanding. The M8 model is the latest addition to the 737 family, boasting 14% reduction in fuel consumption and carbon emissions over its predecessor. It was championed for its dual benefits to airlines and consumers: higher profitability and cheaper air travel. Nicole Piasecki, former Boeing vice president, articulated that the M8 would provide “max efficiency, max reliability and max passenger appeal”, and in doing so, is more attractive than newer, competing models produced by Airbus.\nThe two crashes claimed a total of 346 lives. The first, operated by Lion Air, crashed into the Java Sea in October 2018. The second, operated by Ethiopian Airlines crashed into mainland Africa in early March. The cause of the crash is disputed and an investigation is underway to find a definitive reason. However, according to initial reports the crashes are likely attributed to automated flight software called the Manoeuvring Characteristics Augmentation System (MCAS). The MCAS is a system that prevents an aircraft from stalling, by automatically lowering the plane’s nose when the aircraft is pitched too steeply or flying too slowly. The MCAS receives information from the angle of attack (AOA) sensors located on the nose of the 737 M8, which measure the angle at which the aircraft is pitched. If the aircraft is at risk of stalling, the system forces the aircraft to a nosedive. This was suspected to be the cause of the two crashes, as the MCAS was able to move the aircraft in the opposite direction of a pilot’s intentions, rendering their attempted correction useless and eventually losing control of the aircraft. The main problem that potentially lies here is Boeing (and airlines)’s failure to train pilots adequately on the new technology; in some cases they were not aware it even existed.\nProduct flaws in the airline industry lack many comparable examples: in many other sectors, if a product is faulty, companies can rely on a number of channels and workarounds to alleviate the issue. These may be alternative products that can be substituted or a rapid fix in a supply chain where the product is delivered within a matter of hours. The nature of the airline industry, in all of its peculiarities, does not have this luxury. The capacity to identify the flaw and fix it, coupled with the timeline and cost of producing a single plane means that the fault in Boeing’s 737 MAX 8 has long-lived consequences for all stakeholders.\nShort and Long Term Prospects: Boeing\nWhat do two accidents on one of the world’s safest mode of traveling, mean for Boeing? As an airplane manufacturer with a popular model, the 737 Max line was designed to cater to the industry demand for narrow body long haul models, fuel efficient and technology dominated airplanes, and extra seating capacity.\nOrders of the 737 Max model consist up to 76% of total orders of the entire 737 line, outpacing Boeing’s competitors with similar models such as the A220 Airbus with cheaper prices.\nThere is a short term risk to Boeing – the cancellation of orders of the Boeing 737 Max 8, worth more than half a trillion dollars, pending a thorough investigation into the crashes. However, the growing market demand for air travel in Asia outlines a strong underlying growth opportunity for airlines within the Asia-Pacific region, showing promising signs if Boeing is able to implement new procedural requirements within the next 6 months. The future success of the company is backed up by its other divisions of business. The likelihood of potential cancellations lies in the results of the investigations underway into the crashes, and Boeing’s capacity to fix the potential system issue promptly. Moreover, Boeing observed a 10%drop in share price after the recent disasters, causing reputational damage and rattling investor confidence.\nThe long term risk to Boeing is perhaps not as severe. The airplane manufacturer exists in a duopoly vacuum, where it would be virtually impossible for a third player to capture substantial market share. It is unlikely Airbus, with a long list of orders, and limited supply capacity, will come to the rescue. The current duopoly structure between Airbus and Boeing is also unlikely to change given existing powers in intellectual property, research and development, and global presence. Even to the extent that airlines drop their orders, they may still opt for older Boeing models with better safety records. In addition, the fact that both crashes occurred shortly after take-off, and not during mid-flight, indicate that consumers may be incorrect to assume detrimental structural issues with the new model, as it now emerges that the MCAS system may be at fault. This points us towards operational inefficiencies all throughout the supply chain and could possibly be the result of several key parties operating within the carrier industry. Despite a dip in investor confidence, the fact that Boeing’s stock price still remains higher than in previous months suggests that market consensus is that the problem – whether a software or operational – can be remedied fairly efficiently, and does not indicate a wholesale redesign of the plane.\nShort & Long Term Prospects: Airline Operators\nHarm to commercial airlines may be more severe and apparent in the short run, specifically to Southwest Airlines, American Airlines, and Air Canada, who constitute the majority of existing airlines with the largest 737 Max fleets. The following graph provides an insight into the airlines most likely to be affected by the grounding of 737 Max’s.\nThis would not only force the airlines to scale down on the number trips taken in a given day, but also to utilise it’s existing resources as efficiently as possible. Here is a significant challenge; given the time it takes to order and make an airplane, these companies cannot simply substitute a different plane in overnight. Globally, all airlines have grounded their fleets, resulting in prolonged delays for travellers and cuts to profits for companies. For instance, American airlines continues to cancel over 90 flights a day. The loss represents potentially billions of dollars for the industry. Consumers are likely to be affected by delays for a considerable period as aircrafts remain grounded.\nThe economic fallout from the recent air disasters is likely to be prolonged and unpredictable. Regardless, it will continue to impact on a variety of stakeholders for the foreseeable future.\nThe CAINZ Digest is published by CAINZ, a student society affiliated with the Faculty of Business at the University of Melbourne. Opinions published are not necessarily those of the publishers, printers or editors. CAINZ and the University of Melbourne do not accept any responsibility for the accuracy of information contained in the publication.", "label": "Yes"} +{"text": "NTSB Identification: LAX00TA263.\nThe docket is stored in the Docket Management System (DMS). Please contact Records Management Division\nAccident occurred Wednesday, July 12, 2000 in BATTLE MOUNTAIN, NV\nProbable Cause Approval Date: 11/01/2001\nAircraft: Cessna 337G, registration: N3273D\nInjuries: 2 Uninjured.\nNTSB investigators may have traveled in support of this investigation and used data provided by various sources to prepare this public aircraft accident report.\nThe airplane landed gear up. The pilot did not verify that the landing gear handle was in the down position, or that the landing gear light was illuminated with a green light. He also did not check the mirror located on the airplane to verify that the landing gear was in the extended position. The pilot also stated that he did not follow a mental or printed checklist during the landing sequence of the approach. He had flown the airplane earlier that day with no discrepancies noted with the landing gear system.\nThe National Transportation Safety Board determines the probable cause(s) of this accident to be: Failure of the pilot to extend the landing gear, and his failure to follow the published before landing checklist concerning extension of the landing gear. Full narrative available\nIndex for Jul2000 | Index of months", "label": "Yes"} +{"text": "Empire of Japan (1943)\nPrototype Fighter Interceptor – 1 Built\nThe Kawasaki Ki-88 was a fighter interceptor designed in 1942 with the intent of intercepting enemy aircraft heading towards vital military locations. The Ki-88 would never see service, as it was cancelled in 1943 after a mockup and partial prototype were constructed. Although considered by many to be the Japanese copy of the American Bell P-39 Airacobra due to the exterior aesthetic similarities, this is only speculation.\nThe origins of the Kawasaki Ki-88 began in August of 1942 when Tsuchii Takeo, a designer for Kawasaki, responded to a design specification put forward by the Imperial Japanese Army Air Service (IJAAS). The IJAAS determined that they needed an interceptor aircraft that would defend important military assets like airfields, gun emplacements, and others. The specification also stated that the aircraft had to be heavily armed, provide a stable gun platform and be easily flyable by new pilots.\nTakeo began work on the Ki-88 and chose to use a 37mm Ho-203 cannon as the plane’s primary armament, with two 20mm Ho-5 cannons to complement the Ho-203. The placement of the guns prompted Takeo to place the engine behind the cockpit. Many sources state that this was done to copy the American Bell P-39 Airacobra, but that claim is debated. The P-39 Airacobra was in service at the time the Ki-88 was developed, but saw limited service with the United States. It did however, see service during the Battle of Guadalcanal. The Japanese were certainly aware of its existence and possibly captured an example of the P-39. If they did indeed capture an example, Takeo could have simply copied the gun and engine placement. It is important to note that such a “rear-engine” fighter configuration was a rarity in plane design at the time. Another common theory is that Takeo came to the same conclusion as H.M Poyer (designer of the P-39) did during the planning phase and designed the plane without copying the P-39. Other than the engine and gun placement, the two planes are quite dissimilar.\nTakeo completed the Ki-88’s design in June of 1943. A full scale mockup and prototype were in the works in mid/late 1943, and estimated that the prototype would be completed in October of 1943. However, after the mockup and plans were inspected by representatives of the IJAAS, it was concluded that the Ki-88 had no real improvements over other designs of the time, and the top speed was only slightly better than the Kawasaki Ki-61 after calculations. The IJAAS immediately lost interest and ordered Kawasaki to cease all work on it.\nThe Ki-88 was a single seater, single engine fighter powered by a Kawasaki Ha-140 engine producing 1,500hp while driving a propeller using an extension shaft. The radiator was placed under the cockpit at the bottom of the fuselage. There was an air intake placed beneath the fuselage on the left to provide cooling for the supercharger in the Ha-140.\nThe Ki-88 used a conventional landing gear, in which the main wheels could be retracted into the wings while the tail wheel stayed fixed. There was a fuel tank in each of the wings, beside the landing gear wells.\nThe size of the Ho-203 canon prevented Takeo from placing the engine into the nose which led him to place it behind the pilot’s cockpit, much like the American P-39 Airacobra. Moving the engine to the back of the cockpit was a smart move, as it theoretically would have made the plane a more stable gun platform. Under the Ho 203, on both sides of the nose, there were two 20mm Ho-5 cannons.\n- Empire of Japan – The Ki-88 was supposed to have been operated by the Imperial Japanese Army Air Service, but never did so due to the design being deemed as inferior to the Ki-61 and was thus cancelled.\n|Wingspan||40.6 ft / 12.37 m|\n|Length||33.4 ft / 10.18 m|\n|Height||13.6 ft / 4.14 m|\n|Wing Area||8,598 ft² / 27.49 m²|\n|Engine||1x Kawasaki Ha-140 (1,500hp)|\n|Empty Weight||6,503 lbs / 2,949 kg|\n|Loaded Weight||8,598 lbs / 3,899 kg|\n|Climb Rate||6 minutes & 30 seconds to 16,404ft (5,000m)|\n|Maximum Speed||373 mph / 600 kph at 19,685ft (6,000m)|\n|Range||745 mi / 1,198 km|\n|Maximum Service Ceiling||36,089 ft / 11,000 m|\n|Armament||1x 37mm Ho-203\n2x 20mm Ho-5\nPerformance. Report No. 19b(4), USSBS Index Section 2 (Tech. No. 19b(4)). (n.d.)., Pacific Survey Reports and Supporting Records 1928-1947 Kawasaki Aircraft Industries Company, Ltd. (Kagamigahara, Gifu plant), Dyer, Edwin M. Japanese Secret Projects: Experimental Aircraft of the IJA and IJN 1939-1945. Classic, 2013., Francillon. (1987). Japanese aircraft of the Pacific war. Annapolis, Md: Naval Institute Press., Images: Side Profile Views by Ed Jackson – Artbyedo.com", "label": "Yes"} +{"text": "The continuing growth of air traffic worldwide motivates the need for new approaches to air traffic management that are more flexible both in terms of traffic volume and weather. Free Flight is one such approach seriously considered by the aviation community. However the benefits of Free Flight are severely curtailed in the convective weather season when weather is highly active, leading aircrafts to deviate from their optimal trajectories. This paper investigates the use of ant colony optimization in generating optimal weather avoidance trajectories in Free Flight airspace. The problem is motivated by the need to take full advantage of the airspace capacity in a Free Flight environment, while maintaining safe separation between aircrafts and hazardous weather. The experiments described herein were run on a high fidelity Free Flight air traffic simulation system which allows for a variety of constraints on the computed routes and accurate measurement of environments dynamics. This permits us to estimate the desired behavior of an aircraft, including avoidance of changing hazardous weather patterns, turn and curvature constraints, and the horizontal separation standard and required time of arrival at a pre determined point, and to analyze the performance of our algorithm in various weather scenarios. The proposed Ant Colony Optimization based weather avoidance algorithm was able to find optimum weather free routes every time if they exist. In case of highly complex scenarios the algorithm comes out with the route which requires the aircraft to fly through the weather cells with least disturbances. All the solutions generated were within flight parameters and upon integration with the flight management system of the aircraft in a Free Flight air traffic simulator, successfully negotiated the bad weather.\nThe different versions of the original document can be found in:", "label": "Yes"} +{"text": "Twenty years ago today, Mae Jemison, physician and NASA astronaut, became the first black woman to travel in space aboard the Space Shuttle Endeavour. Jemison has launched 100 Year Starship, an ambitious project to encourage interstellar travel through the exchange of creative ideas. The organization will hold a public symposium in Houston this week.\nWhen Jemison was an undergraduate at Stanford University, her roommate was Linda Lorelle, who went on to become a KPRC-TV anchor. We asked Lorelle, moderator of PBS' \"Red, White and Blue,\" to interview Jemison about her career and space travel. Excerpts follow:", "label": "Yes"} +{"text": "Fri, Jul 05, 2013\nSignificantly More Than Routes Flying Other Equipment\nUnited flights scheduled on its new Dreamliners are cancelled four times as often as flights using other equipment, according to data reported by FlightAware.com.\nBloomberg News reports that 3.8 percent of the flights to be operated on the carrier's six Dreamliners were cancelled between May 20 and June 26. When the 787 was factored out, United cancelled only about one percent of its flights. United is the only U.S. airline to operate Boeing's new airliner.\nThe data was compiled without listing causes for the cancellations. United spokeswoman Mary Ryan told Bloomberg that the Dreamliner is \"going through a fine-tuning process,\" adding that the Boeing 777 experienced similar issues when it was first introduced in 1995. She said that the airline anticipates that the Dreamliner will \"evolve\" into a \"highly reliable airplane.\"\nThe FlightAware data also indicated that flights on Dreamliners were more likely to arrive late. About 30 percent of 787 flights arrived late by an average of 72 minutes, compared to a 24 percent late arrival rate by other airplanes in United's fleet averaging 63 minutes.\n(United Dreamliner image provided by Boeing.)\nAlso: MU-2 AOA, AMA Responds To Senate FAA Reauthorization, ANN@AEA Live 04/27-0830ET, ANN@AEA Live 04/28-1400ET, ANN@AEA Live 04/29-1100ET A report of a drone possibly colliding w>[...]\nGowdy Brothers Aerospace Looks To The Future Of Non-Recreational UAS Use FAA Airman and Airspace Rules Division announces 5,076 approved Section 333 petition grants. The FAA furthe>[...]\n\"Working together, we have accomplished a truly incredible amount in the last couple of years. But we’re still really at the beginning of the process. We need to start thinki>[...]\nAero Linx: Alaskan Aviation Safety Foundation The foundation was created to improve aviation safety in Alaska thorough education, advocacy and research. We are a non-profit members>[...]\nCommon Point A significant point over which two or more aircraft will report passing or have reported passing before proceeding on the same or diverging tracks. To establish/mainta>[...]", "label": "Yes"} +{"text": "ISS astronauts make safe landing in Kazakhstan\nWashington: Three members of the Expedition 34 crew undocked from the International Space Station and returned safely to Earth on Friday, making a landing in Kazakhstan.\nThe trio wrapped up a mission, which lasted for more than four and a half months.\nStation Commander Kevin Ford of NASA and Soyuz Commander Evgeny Tarelkin and Flight Engineer Oleg Novitskiy of the Russian Federal Space Agency undocked their Soyuz TMA-06M spacecraft from the space station at 6:43 pm Central Daylight Time (CDT) and landed northeast of Arkalyk, Kazakhstan, at about 10:10 pm.\nThe astronauts arrived at the station on October 25, 2012, and spent 144 days in space, 142 of which were aboard the orbiting laboratory.\nFord, Tarelkin, and Novitskiy orbited Earth 2,304 times, which amounts to almost 61 million miles.\nMore from India\nMore from World\nMore from Sports\nMore from Entertaiment\n- India brought Afghanistan athletes in chartered flight: Pakistan envoy impressed with SAG 2016\n- PM Narendra Modi never disappoints his supporters, here's another example - see pic\n- WATCH: When PM Modi took his supporters by surprise, came to meet them standing on car's side foot step\n- After prayers at Jagannath Temple, PM Narendra Modi inaugurates IOCL project at Paradip refinery\n- Year of the Monkey: Know how lucky you are according to Chinese calendar!", "label": "Yes"} +{"text": "Top New Movie\nThe movie will be based on an Aeroplane hijack where a soldier helps the passenger and fight against the terrorist. But the damage to the flight engine made it very tough to survive the situation.\nWatch Yodha (2023) Movie Online for Free\nYodha (2023) Trailer", "label": "Yes"} +{"text": "The Cheapest Return Houston - All Airports to Gold Coast Flights.\nClick Here to show all the flights on this route.\nThese flights have been found in the last 24 hours. Whats this?Prices are from searches made in the last 24 hours and current prices may differ.\nDo you need to catch a flight to Houston - All Airports? Check out our domestic flights to Houston - All Airports. If Houston - All Airports is not your closest airport, then here are all our flights to Gold Coast from Australia and flights to Australia.\nDid you know...\n- Gold Coast has the International Air Transport Association (IATA) code of OOL and Houston - William P. Hobby has HOU.\n- The distance between Gold Coast and Houston - William P. Hobby is 13,421 kilometres.\n- Gold Coast is 16 hours in front of Houston - William P. Hobby. Read about jetlag before starting this flight.\n- The closest hotel to Houston - William P. Hobby airport is The Atlantic Aviation HOU.\nQuestions and AnswersWhat airlines fly direct to Gold Coast from Houston?\nNo airlines fly direct between Houston and Gold Coast.", "label": "Yes"} +{"text": "Following up on on Nagpur becoming the country’s international cargo hub Boeing has named Nagpur as the site of Maintenance, Repair and Overhaul (MRO) Facility in India.\nHere is some part of the news:\nWe believe that Nagpur will be an excellent location for the Boeing MRO facility because of the tremendous investment being made in the area by both government and private companies,” said Dinesh Keskar, vice president of Sales, Boeing Commercial Airplanes. “Boeing is committed to helping strengthen India’s air transport infrastructure by investing up to $100 million in this MRO facility.\nBoeing agreed to establish an MRO facility and provide training as part of a 68-airplane order placed by Air India in December 2005.\nThe Nagpur facility will provide a convenient, centralized location for India-based airlines to schedule routine maintenance and overhaul work, and to have repairs completed.\nAs in a previous case, this news was sent to me by my friend, Vishwajeet!", "label": "Yes"} +{"text": "Moondream Galactic Women's slim fit graphic t-shirt\nFor the Ladies, a slim fit graphic Futuristic tee with the Moondream Galactic Logo!\nMy dream was always to fly to space and flying airplanes is the closest I will get. Well at least in this life time!\nThis tee will become your favourite with it's awesome long lasting material and long lasting Future retro print.\nWe also have this tee in a looser unisex fit that can be found here.", "label": "Yes"} +{"text": "Just 25 hours and 25 flights into its airborne test program, the Lockheed Martin Joint Strike Fighter (JSF) X-35A broke the sound barrier on Tuesday, Nov. 21, continuing an aggressive program of flight-envelope expansion.\nTest pilot Tom Morgenfeld lifted off from Edwards Air Force Base at 4:25 p.m. (PST) and took the X-35A to 25,000 feet altitude, achieving a speed of Mach 1.05.\n\"This is another example of our flight test program exceeding even our own expectations,\" said C.T. \"Tom\" Burbage, executive vice president and general manager of the Lockheed Martin JSF program. \"All our flights have demonstrated great performance. These results are accomplished by our team's approach to tackle technical challenges up front. This aircraft has allowed us to concentrate on validating those flying characteristics that cannot be adequately proven through modeling and simulation.\"\nEarlier Tuesday, on the X-35A's 24th flight, Morgenfeld made six field carrier landing practice demonstrations, previewing the aircraft's low-speed carrier approach handling qualities in advance of upcoming tests with the second demonstrator, the X-35C. He said controllability in the carrier landing profiles was excellent as he followed glide slope cues from a Fresnel lens on the ground.\nWith its flight testing complete, the X-35A, which first flew on Oct. 24, will return to Lockheed Martin's Palmdale, Calif., facility to be fitted with a shaft-driven lift-fan propulsion system. It will be renamed the X-35B and will begin ground testing in preparation for its short takeoff/ vertical landing (STOVL) demonstrations.\n\"In flight-testing the X-35A, we've been gathering information on the STOVL X-35B model since the up-and-away performance is the same,\" said Harry Blot, vice president and deputy program manager for the Lockheed Martin JSF team. \"We also have completed engine runs on the X-35C -- the Navy configuration -- and expect it to take flight by mid-December.\"\nThe conventional-takeoff-and-landing (CTOL) X-35A, designed to meet Air Force specifications, is externally identical to the STOVL X-35B, the U.S. Marine Corps/ British Royal Air Force and Royal Navy JSF demonstrator. Consequently, much of the X-35A's flight-test data will satisfy government requirements for the X-35B.\n\"All three of these aircraft are very close representations of the planes we're proposing for full-scale production. When you see our flight-test data, you're essentially seeing data that the production aircraft would generate,\" Blot said.\nLockheed Martin, in partnership with Northrop Grumman\nFor information on Lockheed Martin Corporation\nFor information on Lockheed Martin Aeronautics Company, visit: http://www.lmaeronautics.com/\nFor government information on the Joint Strike Fighter program, visit http://www.jast.mil/\nCorresponding photo is available at: http://www.lmaeronautics.com/image_gallery/pr_photos/index.html\nSOURCE: Lockheed Martin Aeronautics Company\nContact: John Kent of Lockheed Martin Aeronautics Company, 817-763-3980,\nor 817-454-0279, or\nCompany News On-Call: http://www.prnewswire.com/comp/117281.html or fax,\n800-758-5804, ext. 117281", "label": "Yes"} +{"text": "5 December 1956 – A Northrop XSM-62 Snark, 53-8172, N-69D test model, fitted with a new 24-hour stellar inertial guidance system, launches from Cape Canaveral Missile Test Annex, Florida. It wanders off-course, ignores destruct command, disappears over Brazil. It is found by a farmer in January 1983. The Day They Lost the Snark By J.\nHarold T. Godfrey, Jr.\nPreferred Name: Tom\nDate of Birth: January 10, 1932\nHighest Military Grade: 0-5 – Lieutenant Colonel\nTom Godfrey flew the F-100 with the 90th Tactical Fighter Squadron out of Bien Hoa AB, Vietnam.", "label": "Yes"} +{"text": "Government not waiting for pilots to return to work: Ajit Singh\n18 June 2012\nIn a virtual warning to the striking Air India pilots, civil aviation minister Ajit Singh yesterday said the government was not waiting for the pilots to return to work but was making plans to move ahead.\nReminding the pilots and other employees that their survival depended on Air India, he said, the carrier would not be able to get public money any more, and they would not be able to survive for too long if the company failed to become competitive.\n\"We are not waiting. We are making plans. If you take the pilots trained in V-737 or Airbus 320, (in) three to six months they can be trained to fly these planes.\n\"So, in our plan for revival, when we implement Dharmadhikari report, we have to be very patient and firm at the same time. There will be many such hiccups on the way,\" he told reporters in Hyderabad on the sidelines of a book release function.\nContending that there were no issues to strike and that the pilots were \"ill\", he said plans were afoot to induct and train more pilots.\nHe, however, said the government was ready to listen to the concerns of pilots on their return to work and to address them seriously without being vindictive in any way.", "label": "Yes"} +{"text": "Available January, 2021\nThe Airworthiness Engineering Certificate is structured to address the professional educational needs of participants in the principles of airworthiness engineering, especially those individuals engaged in the design, development, certification, production, operation and maintenance of air systems - either manned or unmanned, at a graduate level.\nNote: Certificate programs are not eligible for Title IV Federal Financial Aid.\n|AWEN 502||Airworthiness Process and Procedures||3|\n|SYSE 505||System Safety and Certification||3|\n|UASE 501||Introduction to Unmanned Aircraft Systems Design||3|\n|AWEN 510||Aircraft Airworthiness Engineering Principles||3|", "label": "Yes"} +{"text": "B764 Aircraft Best Of 767 400boeing B764 L2j H\nInspirational B764 Aircraft – Flights by business-class company jets turned into a crucial section of the company’s activity. There are a lot of approaches to acquire cheap flights. If you might book flights a few weeks beforehand, you’ll be able to obtain the cheapest flights available from a lot of airlines.\nFrom the thousand photographs on the internet about b764 aircraft, we picks the best collections together with greatest resolution just for you all, and this photos is usually one among images libraries in our greatest pictures gallery in relation to Inspirational B764 Aircraft. I’m hoping you will think it’s great. This specific impression (B764 Aircraft Best Of 767 400boeing B764 L2j H) over is branded together with: 1 64 aircraft cable,1 64 scale aircraft,15 64 aircraft drill bit,3 64 aircraft cable,5 64 aircraft cable,64 aircraft carrier,ah 64 apache aircraft,aircraft carrier 64 avengers,ba 64 aircraft,c 64 aircraft,challenger 64 aircraft,delta flight 64 aircraft type,il 64 aircraft,ki 64 aircraft,lx 64 aircraft,na 64 aircraft,p 64 aircraft for sale,uc 64 aircraft,uss 64 aircraft carrier,xp 64 aircraft, put up through Alpha at 2017-09-18 22:14:03. To find out many photographs in Inspirational B764 Aircraft photographs gallery you need to adhere to that url. The Most Amazing and Interesting b764 aircraft regarding Encourage The aircraft Present Aircraft Comfortable Aspiration Airplane", "label": "Yes"} +{"text": "Earth’s magnetic poles drift over time. This is something that every airplane pilot or navigator knows. They have to account for it when they plan their flights.\nThey drift so much, in fact, that the magnetic poles are in different locations than the geographic poles, or the axis of Earth’s rotation. Today, Earth’s magnetic north pole is 965 kilometres (600 mi) away from its geographic pole. Now a new study says the same pole drifting is occurring on Mercury too.Continue reading “Mercury has Magnetic Poles that Drift Like Earth’s”", "label": "Yes"} +{"text": "By Our Staff Reporter\nDehradun, 5 Aug: The Space Settlement Design Competition (SSDC) is a worldwide inter-school tournament, where students from across the globe get an opportunity to propose a human settlement that can function in space. It acts as an experience that simulates the aerospace industry, where participants are provided with a task to design innovative space cities that accomplish the requested specifications from the judges.\nFrom 2022 to 2023, the Doon School Team has successfully proposed two different versions of ‘Bellevistat’, a large-scale colony that conducts major industrial operations in cis-lunar space, as well as being able to accommodate an increasing population; ‘Arial’, the first ever significant moon-orbiting settlement that acts as a spaceport for cargo and transportation between spacecraft and lunar landing vehicles, and ‘Alaskol’, the first large business-operating space city on the Earth’s Moon, that acts as a substantial refinery source for lunar materials and provide quintessential services to further-developing communities. Their persevering journey first began when the school achieved qualifiers for the preliminary round, following towards the Indian Nationals Round (INSSDC) as first runners-up and then finally winners. Reaching the Asian regionals Round (ARSSDC), Rohan Taneja was elected as President for the company ‘Dougeldyne Astrosystems’, which came victorious as they were adjudged Winners.\nFinally, at the International Round (ISSDC) held at Kennedy Space Centre, Florida, USA from 28th July to 31st July 2023, The Doon School team representing ‘Grumbo Aerospace’ emerged as Runners-up with Rohan Taneja as Vice President of Engineering, Keshav Bagrodia as Director of Operations and Infrastructure, and Tanmay Gupta as Director of Human Factors. The team was escorted and guided by Doon School Master Vratik Upadhyay.", "label": "Yes"} +{"text": "In recent years, there has been significant growth in air traffic to and from The Bahamas. As a result, the government has taken proactive steps to support this growth – notably, with upgrades to several of the country's busiest airports. For example, the Nassau Airport Development Company recently commenced a major rehabilitation project at the Lynden Pindling International Airport. This project will, among other things, include an asphalt upgrade to increase the runway's lifespan.\nThe Bahamas' flight information region airspace comprises tens of thousands of miles and is subject to significant overflight activity. Moreover, it is one of the most important airspaces and is worth millions in revenue. To further enhance the civil aviation sector, the government is seeking to create a self-funded and sustainable management programme in order to collect overflight fees, while paying the US Federal Aviation Administration a fee for the management of its airspace.\nThe Bahamian government continues to make progress towards enhancing its aircraft registry and ratifying the Cape Town Convention. For example, the Aviation Steering Committee (ASC) recently presented draft legislation to implement the Cape Town Convention to the Attorney General's Office. The ASC expects this draft legislation to be approved and presented to the Cabinet before the next government budget communication in Summer 2019.\nFor the first time, The Bahamas has embarked on an ambitious project to develop a national aviation policy to better coordinate and facilitate civil aviation activities to, from and within the country. Further, the ratification of the Cape Town Convention will better position The Bahamas as a key player in the global industry in terms of financing and leasing aircraft and will allow the country to compete in the aviation industry on a global level.\nThe Bahamas is ripe with opportunity and well positioned in what has become a new global industry within the civil aviation sector. The numerous remote islands in the country afford many possibilities regarding the operation and testing of drones as they become more sophisticated and start to be used for various operations. Drone operators, whether commercial or recreational, must be mindful of privacy, data collection and use and nuisance.\nThe Bahamian authorities recently embarked on an ambitious project to reform and enhance the country's civil aviation sector. These efforts will enhance the country's standing in the global arena, where aviation is experiencing considerable and dynamic growth. Such growth will benefit not only the country's civil aviation sector, but also its financial services and private sectors.", "label": "Yes"} +{"text": "Expedition 38, the International Space Station’s current group of Cosmonauts, replaced new HD cameras on the exterior and captured some amazing images of Earth from space.\nYou will feel like you’re actually in space.\nAmazing new images of the ringed planet’s mysterious, geometrical monster storm.\nThe second American to orbit the Earth died today.\nAt 9:30 PM EDT, watch the live stream here of NASA’s Juno Spacecraft passing through earth’s orbit.\nNASA’s 36-year-old spacecraft Voyager 1 has become the first man-made object to make it outside the majority of our sun’s affects. Listen to what it hears here!\nCheck out a live feed on the rocket launch here!\nThis morning NASA ended a space walk on the International Space Station early because a leak developed in astronaut Luca Parmitano’s helmet.\nNASA’S first astronaut class since 2009 features eight new recruits, four of whom are women — a record for the Administration.\nTwo American astronauts — a Navy SEAL and a doctor — will venture into space to fix a “serious” leak on the ISS.\nThe writers of Mad Men could be trading in their designer suits on Madison avenue for space helmets and Florida sand with a new television show.\nNASA wants to retrieve an asteroid and bring it closer to earth for research.", "label": "Yes"} +{"text": "Hydrocarbon combustion at it’s finest. Perhaps the pinnacle of gasoline fueled piston aircraft engine technology. 28 pistons going up and down with 7 magneto’s and 56 spark plugs. Notice how the smoke begins to drop off as the piston rings bed in (Wear) with the resulting improved oil control, less smoke . Appears to have been be a very good initial test run.", "label": "Yes"} +{"text": "WINDSOR LOCKS, Conn. – The New England Air Museum has announced that three historic WWII aircraft will be on public display nearby the Museum June 24 to 28.\nThe aircraft includes the B-29 “Fifi” the last fully operational Boeing B-29 Superfortress; Curtiss SB2C Helldiver, and a Beechcraft C-45 Expeditor “Bucket of Bolts.” This event is being run in conjunction with the Commemorative Air Force, which is flying the aircraft into Bradley Airport.\nTickets for this event must be purchased at the Air Museum. Ticket prices are $20 for adults and seniors, and $15 for children ages 4 to 11. Children under 3 are free. The charge for museum members is $7 for the shuttle fee and ramp access. The cost includes admission to the museum, shuttle bus transportation to the aircraft display and ramp access. Visitors will not be allowed to enter the aircraft display area without a museum ticket. The museum will open at 9:30 a.m. Wednesday to Friday and at 8:30 a.m. on the weekend. The last tickets will be sold each day at 3:30 p.m.\nThis event is being run in conjunction with the Commemorative Air Force, which is flying the aircraft into Bradley International Airport. Aircraft tours will be available for public viewing beginning at 10 a.m. on Wednesday through Friday and at noon on the weekend. “Fifi” will fly at 9 a.m. and 10:30 a.m. on Saturday and Sunday only.\nCall 432-413-4100 for ticketing information for flights on the aircraft offered through the Commemorative Air Force. All proceeds from this event will benefit the Commemorative Air Force and the New England Air Museum.\nThe Commemorative Air Force ranks as one of the largest private air forces in the world. The CAF is dedicated to Honoring American Military Aviation through flight, exhibition and remembrance. A non-profit educational association, the CAF has more than 8,000 members and a fleet of 156 airplanes distributed throughout the country to 74 units located in 27 states for care and operation. For more information, visit www.commemorativeairforce.org.\nAll proceeds from this event will benefit the Commemorative Air Force and the New England Air Museum.\nThe New England Air Museum is located near Bradley International Airport in Windsor Locks, CT. For further information call the Museum at 860-623-3305 or visit www.neam.org.", "label": "Yes"} +{"text": "MDA’s RadarSat 2 Data Now Available on DigitalGlobe’s GBDX Platform\nDigitalGlobe announced an agreement with MacDonald, Dettwiler and Associates (MDA) to make RadarSat 2 data available on DigitalGlobe’s Geospatial Big Data platform, GBDX, unlocking new applications made possible by the combination of optical and radar satellite data. MDA’s RadarSat 2 satellite collects Synthetic Aperture Radar (SAR) data that gives users the ability to see the Earth both day and night, in all weather conditions. With SAR content on GBDX, users will have ready access to new content and tools in the cloud that cost-effectively unlock object and change detection use cases.\nAccording to DigitalGlobe, the first tool it integrated into GBDX is based on MDA’s radar-based change detection capability, which provides a reliable means to detect changes caused by human or natural activities. RadarSat 2’s broad-area imaging capabilities and ability to see through rain and clouds make it an apt choice for monitoring change over large areas at 5 meter resolution levels or better. Change detection can be applied to a time-lapse image stack, allowing users to determine when the change occurred.\nFor example, according to DigitalGlobe, RadarSat 2 data could be combined with its optical imagery to monitor illegal logging on a country-wide scale. Users could tap into GBDX to identify all RadarSat 2 images for the areas of interest over a given period of time, run automated change detection to identify candidate areas for illicit activity, and then retrieve high-resolution optical imagery of those areas for closer inspection.\nAs applied to defense and intelligence needs, new military structures and activities could be identified. In this case, GBDX would compare historical RadarSat 2 imagery with new imagery and automatically detect new man-made structures, which appear as bright spots. Customers could then further assess the structures and activities using high-resolution optical imagery.\n“Adding SAR data to the GBDX platform augments our existing 100-petabyte optical imagery library, opening up new use cases our customers have long desired, including the ability to image regardless of clouds or weather on a regular basis,” said Shay Har-Noy, vice president and general manager of DigitalGlobe’s platform business unit.", "label": "Yes"} +{"text": "- BOOK REVIEW: 'The Lady Who Cried Murder': Sixth Entry in Lauren Carr's Mac Faraday Mysteries Takes on Bullies, Corrupt Politicians, Reality Stars\n- Video: Learn What's Coming When MU's Visual Arts Center Opens\n- Council Considers Change in Parking Fee Distribution\n- BOOK REVIEW: 'Taking Down the Lion': The Dennis Kozlowski You Think You Know (Shower Curtain, Anyone?) Is Not the Real Dennis Kozlowski\n- MILITARY-INDUSTRIAL COMPLEX: Defense Dept. Contracts for Mar. 7, 2014\n- Pain Free 20 Week Abortion Bill Goes to Governor\n- Ginseng Harvest Returns as \"Appalachian Outlaws\"\n- ON TV TONIGHT, Feb. 24, 2014: Investigation Discovery Explores Whether the Sun Has Set On the Exclusionary Practice of Sundown Towns in Modern-Day America\n- UPDATE: Bridgette Found Safe\n- Scenes from Marquee Mr. Peabody Party\nMILITARY-INDUSTRIAL COMPLEX: Defense Dept. Contracts for Oct. 9, 2012\nW.W. Williams, Albany, Ga., was awarded contract SPRDL1-11-R-0238. The award is a firm fixed price, indefinite delivery and indefinite quantity contract with a maximum $45,144,790 for diesel engines with containers. There are no other locations of performance. Using military service is Army. There two responses to the Web solicitation. Type of appropriation is fiscal 2013 Army Defense Working Capital Funds. The date of performance completion is Oct. 19, 2015. The contracting activity is the Defense Logistics Agency Land, Warren, Mich.\nLockheed Martin Corp., Lockheed Martin Aeronautics Co., Fort Worth, Texas, is being awarded a $28,620,000 modification to a previously awarded advance acquisition contract (N00019-12-C-0004) to provide additional funds for long lead-time parts, material and components required to protect the delivery schedule of four Low Rate Initial Production Lot VII F-35 Lightning II Joint Strike Fighter Conventional Takeoff and Landing aircraft for the Government of Italy. Work will be performed in Fort Worth, Texas (35 percent); El Segundo, Calif. (25 percent); Warton, United Kingdom (20 percent); Orlando, Fla. (10 percent); Nashua, N.H. (5 percent); and Baltimore, Md. (5 percent), and is expected to be completed in June 2013. Contract funds will not expire at the end of the current fiscal year. The Naval Air Systems Command, Patuxent River, Md., is the contracting activity.\nThe Boeing Co.,St. Louis, Mo., (FA8651-13-D-0050) is being awarded a $10,000,000 cost plus fixed fee contract to provide systems studies, analyses integrations and demonstrations with the unmanned aerial system termed dominator and common smart sub-munition to assess the capabilities of the system in meeting Air Force Research Laboratory requirements. The location of the performance is St. Louis, Mo. Work is expected to be completed by Jan. 25, 2017. The contracting activity is AFRL/RWK, Eglin Air Force Base, Fla.", "label": "Yes"} +{"text": "The New Smyrna Beach Municipal Airport Management understands that pilot education and cooperation is key to a successful noise abatement program. Compliance with noise abatement procedures is requested unless deviations are made necessary by weather, ATC instructions, clearances, an in-flight emergency or other safety considerations.\nThe procedures described are not intended to preempt the responsibilities of the pilot-in-command for safe aircraft operations. Recommended procedures are not intended to conflict with instructions from ATC or those which are the exclusive authority of the FAA.\nThe New Smyrna Beach Municipal Airport would like to request that the following Noise Abatement procedures be followed.\n* Avoid flying over residential areas when possible.\n* Departing aircraft should climb out of V (best rate of climb). Reduce power from takeoff climb power as soon as safe and practical.\n* No low altitude, high RPM approaches (dragging it in) on extended downwind, base, and final.\n* Utilize VFR runway markings including fixed distance markers 1, 000 ft. past the threshold for flight training.\n* No touch and go operations between 5:00 pm and 8:00 am.\n* No repetitive flight training operations at airport between 10:00 pm and 7:00 am.\n* No more than 8 touch and go's without coming to a full stop or departing the pattern.\n* No repetitive flight training operations on Sundays and national holidays.\n* No engine maintenance run-ups between 10:00 pm and 8:00 am.", "label": "Yes"} +{"text": "EPISODE 2 | Airline Station Accident Response\nThe Black Box with Ken Jenkins\nEpisode 2- Airline Station Accident Response\nIn episode 2, Ken dissects the station response of a commercial airline in regards to an aviation disaster by taking a deeper look at the highs and lows of how a commercial airline responds to a plane crash on airport property. Retired American Airlines General Manager, Greg Klein, joins Ken in the studio to tell the story of how he and his team responded to the crash of American Airlines Flight 1420 upon landing on June 1, 1999 in Little Rock, Arkansas.\nComments are closed", "label": "Yes"} +{"text": "First officer on missing jet was transitioning to 777-200s\nMarch 10, 2014 -- Updated 0153 GMT (0953 HKT)\n- Fariq Ab Hamid, 27, had recently switched to the Boeing 777-200\n- He landed it in a flight captured on video last month by CNN\n- It was a textbook-perfect landing, the captain said of Hamid's work\n(CNN) -- The first officer aboard Malaysia Airlines MH370 when it disappeared early Saturday from radar was transitioning to work on the Boeing 777-200.\nFariq Ab Hamid, a 27-year-old Malaysian, helped fly the plane from Hong Kong to Kuala Lumpur, where he landed it under the supervision of a senior pilot as well as a safety captain, according to CNN aviation correspondent Richard Quest, who was also in the cockpit.\nThe network was shooting video of the landing for use in a \"CNN Business Traveler\" program.\n\"It was interesting to watch the way he brought the aircraft in to land,\" Quest recalled about the February 19 landing, which the captain described as textbook-perfect.\nQuestions swirl after airliner vanishes\nAre flight recorders 'antiquated?'\nInternational crews search for plane\nHamid, who has 2,763 flying hours, joined Malaysia Airlines in 2007. He had been flying another jet and was transitioning to the Boeing 777-200 after having completed training in a flight simulator.\nThe airline's first officers are trained to the same standards as the captains, Quest said he was told by airline officials. \"The captain was very much in control, but the first officer was flying the aircraft.\"\nThe missing plane was piloted by Capt. Zaharie Ahmad Shah, a 53-year-old Malaysian with 18,365 flying hours who joined the airline in 1981.\nToday's five most popular stories\nPart of complete coverage on\nMay 28, 2014 -- Updated 2229 GMT (0629 HKT)\nWhat was believed to be the best hope of finding the missing plane is now being called a false hope.\nSeptember 8, 2014 -- Updated 1127 GMT (1927 HKT)\nThe story began as a puzzling news bulletin. A Malaysia Airlines passenger jet with 239 people on board had vanished from radar screens as it was flying from Kuala Lumpur to Beijing.\nSeptember 5, 2014 -- Updated 1130 GMT (1930 HKT)\nThe mapping of the main search area for Flight 370 has found parts of the ocean floor that are unusually hard.\nAugust 29, 2014 -- Updated 0800 GMT (1600 HKT)\nBrianna Keilar reports on the new developments that will shape the coming renewed search of MH370.\nAugust 29, 2014 -- Updated 0529 GMT (1329 HKT)\nFlight MH370 may have turned south earlier than originally thought.\nJune 25, 2014 -- Updated 0033 GMT (0833 HKT)\nErin Burnett speaks to Miles O'Brien about the latest in the search for Malaysia Airlines Flight 370.\nJune 18, 2014 -- Updated 1653 GMT (0053 HKT)\nTen experts say that the search for MH370 should move hundreds of miles away from the previous search area.\nJune 17, 2014 -- Updated 1322 GMT (2122 HKT)\nHis wife never came home from her flight on MH370, and now K.S. Narendran is left to imagine the worst of possible truths without knowing.\nJune 9, 2014 -- Updated 1455 GMT (2255 HKT)\nRelatives of passengers are launching an effort to raise $5 million for investigations and a \"whistle blower\" reward.\nJune 9, 2014 -- Updated 0731 GMT (1531 HKT)\nMaking sure another plane is never \"lost\" again is the immediate priority for the airline industry.\nMay 30, 2014 -- Updated 1536 GMT (2336 HKT)\nWas the sound of Malaysian Airlines Flight MH370 striking the water captured by ocean devices used to listen for signs of nuclear blasts?", "label": "Yes"} +{"text": "American Airlines has sent a brand new Boeing 787-8 into storage. Making the move on March 31st, the aircraft initially flew to the airline’s largest base in Dallas after delivery. There, it spent some time on the ground before being ferried to storage in Tulsa, Oklahoma.\nAircraft and flight details\nOn March 17th, a brand new Boeing 787-8, registered as N870AX, flew from Boeing’s center at Everett to Dallas-Fort Worth per data from Flightradar24. However, the aircraft has yet to operate a revenue passenger flight. After just under two weeks on the ground, American flew the plane to Tulsa, where it was stored along with other aircraft.\nSimple Flying reached out to American Airlines to learn more about the aircraft. A spokesperson confirmed that the plane is being stored amid a global decline in demand. Upfront, the aircraft features an enhanced business cabin that will make the ride for passengers more comfortable – at least once the aircraft enters commercial revenue service.\nThis move is hardly surprising. American has dramatically reduced its current flying schedule and has cut 60% of its overseas capacity this summer. While it is unclear when and where this aircraft will fly, it likely will not take off until next month at the soonest– if then.\nWhy not delay delivery?\nAircraft deliveries are, by nature, fluid. Paperwork, last-minute delays, and environmental factors can impact when an airline receives a new plane. Airlines do have the option to delay aircraft deliveries– although sometimes it comes with a penalty. However, in this case, it appears that the aircraft was already completed and ready to fly. So, it makes sense for American to take on the new plane and fly it straight to storage along with most other 787s.\nNew planes are usually exciting for passengers and crew alike. Despite sitting on the ground for a bit, this 787 will be just like new when it comes time to fly passengers. Plus, one bonus for American is that, once the airline resumes more long-haul flying, this can be one of the first aircraft to leave its temporary parking for revenue flights.\nThe Boeing 787-8\nThe -8 variant is the smallest version of the 787. It is a suitable replacement for aging 767s. In fact, American has indicated at least one swap on a route to Montevideo, Uruguay, from Miami. Previously flown with a 767, customers will soon see a 787-8 operate the route. The 787-8 will also operate on a new route between Miami and Rio de Janeiro from 2021 to feed a new partnership with GOL.\nThree-cabin 787-8s feature Flagship Business, Premium Economy, and Main Cabin (including extra-legroom) experiences seat with a total of 234 passengers. Meanwhile, the 767-300 only seats 209 and does not have a dedicated Premium Economy cabin– only extra-legroom economy.\nWhat do you think about American flying a brand new 787-8 straight to storage? Let us know in the comments!", "label": "Yes"} +{"text": "Sikorsky H-19 Chickasaw Multi-Purpose Transport Helicopter\nThe Sikorsky H-19 Chickasaw series of multi-purpose helicopter has seen extensive use with forces from all over the globe.\nAuthored By Staff Writer; Content ©www.MilitaryFactory.com\nThe Sikorsky H-19 Chickasaw was an excellent multipurpose transport helicopter that saw use in various roles on a global scale. The system proved to be a tremendous replacement for the US Army H-5 Dragonfly series and went on to see action in multiple conflicts from Korean onwards. The Chickasaw was noted for its very recognizable appearance, versatility and reliability and served commercial and military roles around the world for decades.\nVisually, the H-19 was of a stout appearance. The flight deck sat high above the design just under and forward of the main rotor mast. The crew cabin area was on a lower floor with easy access to ground level through sliding side doors. Passenger accommodation in the cabin amounted to 12 combat ready troops or 8 medical litters. Though the system was generally unarmed, several attempts at an armed version were made, principally by the French though the platform was found to be too underpowered to be of much use as an attack helicopter.\nFirst flight of the series took place on November 10, 1949 with deliveries beginning a year later. A series of major variants appeared throughout her production life that generally revolved around different powerplants and custom conversions. There were also naval variants made available to the US Navy and the Royal Navy.\nThe H-19 in all forms was produced in other countries under license by Mitsubishi (Japan), Westland (UK) and Sud-Est (France). Operators of the system included a list of countries numbering over 30 (see operators section for the complete listing). In US service, the Chickasaw was later replaced by the H-34 Chocktaw, another Sikorsky design, by the time of the Vietnam conflict (though by this time the H-19 was still being operationally used in some limited numbers). In fact, this Sikorsky follow-up product was a further development of this very H-19 system.", "label": "Yes"} +{"text": "1 JOURNAL OF THEORETICAL AND APPLIED MECHANICS 53,1,pp.27-36,Warsaw2015 DOI: /jtam-pl THE INFLUENCE OF STRUCTURAL FEATURES ON VIBRATION OF THE PROPELLER ENGINE TEST BENCH Wiesław Ostapski, Andrzej Aromiński, Maciej Tułodziecki Warsaw University of Technology, Faculty of Automotive and Construction Machinery Engineering, Warsaw, Poland Thereisafewofdesignconceptsofthe200kWcapacitypropellerenginetestbenchpresented in the paper. Modes and frequencies of vibrations of each design concept are presented. It is done in order to choose the best structural solution for real vibration characteristics of the airplane engine-propeller unit. Keywords: propeller engine test bench, propeller vibration, digital modelling, CAD, construction 1. Introduction The paper concerns the prototype of a propeller engine test bench stand designed for durability tests of airplane piston engines of kw power range(ostapski, 2011b, 2008). The technical dataoftheprototypeenginestobetestedonthebenchhavebeenadopted.itisobviousthatat the beginning of the design process there is no information about the vibration spectrum of the propellershaft,whichisattheproductionprocessatthattime.thebasic3dmodeloftestbench constructional variants are presented in the article. Modes and frequencies of free vibrations are defined in ANSYS environment for both the loaded and unloaded structure and for various design variants. The estimated vibration frequency range for the propeller shaft varies from f=22tof=360hz.insuchacase,thereisnoeasywayforrationaltestbenchconstruction to be completely untuned to the vibration forcing load. This is the reason for introducing the basic model and few its modifications. After first engine tests, it should be possible to separate natural vibrations of the bench and high amplitude vibrations of the engine. 2. Basic model of the propeller engine test bench The design of the test bench should provide stable fixing of the airplane engine together with aspeedreductionunitandthepropeller.themeasurementoftorqueistobedonebymaking useofapendulousfixingofthemainplatformandastraingaugeloadcellmountedtothe extensionarm.themeasurementofthethrustforceistobedonebythestraingaugeloadcell placed between the platform extension arm and the axial regulation of the support platform. The engine mounting platform consists of the base and support that allow for an axial movement and measurement of the thrust force simultaneously with measuring the reaction torque. The engine and reducing gear assembly are mounted on four rubber cushions. The basic 3D model is presented in Fig. 1. The FEM(finite element method) model(rakowski and Kacprzyk, 1993) andthenetworkispresentedinfig.2.thetestbenchmodelwiththeengineofnominalload N=200kWispresentedinFig.3.\n2 28 W. Ostapski et al. Fig.1.3Dbasictestbenchmodel Fig.2.FEMmodelofthetestbenchconsistingof100000nodesand250000elements Fig.3.Mechanicalloadfromtheengineatnominaltorque,800Nm 3. Natural frequencies of the propeller engine test bench ThemodesandfrequenciesofthebasicmodelarepresentedinFig.4.Theremainingnine other design variations are presented in Figs The main construction difference is partial or more complex structural rigidity of the bench variations. It is due to adding extra ribs, support members, variable distance between the platform supporting members, and by adding an inertial damper or tension bolts. It results in strong influence on the natural vibration frequencies comparing to the basic model. The results are presented in Fig. 10. Thedecreaseinthenaturalvibrationoftheloadedtestbenchisminimalforthebasicmodel, aspresentedinfig.4.thedecreaseisby1hz.theexceptionaldifferenceisthethirdvibration mode,whichdiffersby5hz.\n3 The influence of structural features on vibration Fig. 4. Natural frequencies of the basic model Fig.5.DesignconceptNo.I Fig. 6. Natural frequencies of design concept I The additional ribs of the reducing gear support and the additional stiffening member in the platform extension arm resulted in an increase the vibration frequency by 30 Hz average, see Fig. 6. The additional frame stiffening resulted in a 12 Hz frequency increase in the first vibration mode,seefig.10. VariantNo.IIIisthebasicmodelwithanextramasshangedasshowninFig.11.Thefirst five vibration modes are vibrations of this mass. Next modes are construction vibrations which are significantly lower than in previous variants I and II, especially for the 6th mode. In variant IV(Fig. 11) the extension arm and support(with the thrust force measurement unit) are disassembled. Nothing has changed in comparison to results of model III. But while loaded, the frequencies of vibration modes 7-10(Fig. 10) significantly increased. There is practically no change in the 6th vibration mode frequency, while the first five modes are strictly related to the extra mass added. Theequivalentmasshasbeenreplacedbyatensioningbolt,seeFig.12.Thevaluesofthe firstthreevibrationmodesaresimilartothoseofmodelsiandii.butthefrequenciesofthe 4thand5thmodearelowerby40and50Hz,seeFig.10.\n4 30 W. Ostapski et al. Fig.7.DesignconceptNo.II Fig.8.DesignconceptNo.II naturalfrequencies,noload Fig.9.FEMmodel,designconceptNo.III,250000elements Fig. 10. Table with natural frequencies for various design concepts\n5 The influence of structural features on vibration Fig. 11. Design concept No. IV(simplified No. III) Fig.12.DesignconceptNo.V Fig.13.DesignconceptNo.VI Fig. 14. Natural frequencies, design concept No. VI, no load\n6 32 W. Ostapski et al. Fig. 15. Design concept No. VI natural frequencies, nominal load Theadditionalribsonthereducinggearfixingside(Fig.7)resultedinanincreaseinthe vibrationfrequencybyfewhzforthefirsttwovibrationmodes,andupto25-35hzforhigher modescomparingtovariantv,seefig.15. Thestiffeningoftheframewithribsattheplatformsupportfixings(Fig.16)resultedinan increasebyafewhzofthefirsttwovibrationmodes(fig.18).threehighermodefrequencies decreased by Hz comparing to variant VI. Fig. 16. Design concept No. VII Fig. 17. Design concept No. VII natural frequencies, no load Fig. 18. Design concept No. VII natural frequencies, nominal load\n7 The influence of structural features on vibration Fig. 19. Design concept No. VIII(design concept No. VI with an enlarged support distance) Fig. 20. Design concept No. VIII natural frequencies, no load The increasing distance of the platform supporting members(fig. 19) has no influence on the first mode vibration frequency and minimal influence on the second mode. But frequencies ofthe3rdand4thvibrationmodesmovedbymorethan30hztowardhighervalues.the5th mode frequency increased by 17 Hz(Fig. 21). Fig. 21. Design concept No. VIII natural frequencies, nominal load Fig.22.DesignconceptNo.IX(similartodesignVIIIbutwithanextendedsupport)\n8 34 W. Ostapski et al. The next modification has been a significant increase in the distance between the platform supporting members(almost twice) in variant IX(Fig. 22). The significant decrease by 15 and 7Hzhasbeennoticedforthefirsttwovibrationmodefrequencies. Fig. 23. Design concept No. IX natural frequencies, no load Fig. 24. Design concept No. IX natural frequencies, nominal load 4. Conclusion The presented design variations except for No. III and IV have significantly higher(by at least Hz) natural vibration frequencies compared to the basic test bench model. For the first torsionalvibrationmode:inthebasicmodelandvariantsi,ii,v,vi.forthefirsttransverse vibrationmode inmodelsvii,viii.inmodelsiii,iv,thefirstfivevibrationmodesofvery low frequency are vibrations of the additional mass. ThetestbenchisdedicatedfortheprototypeengineofN=200kW,turbochargedwith indirect fuel injection with the working range: n = rpm(ostapski, 2008). Fig. 25. Natural frequencies design concepts I-IX\n9 The influence of structural features on vibration At that stage, the spectrum and range of the propeller shaft torsional vibration frequencies (especially high amplitude vibrations) are unknown. Rough analysis of the propeller shaft frequencies is stems from estimations based on the working speed range and reduction gear ratio. The configuration of the drive system and number of engine cylinders is taken into consideration. Fig.26.Theenginetestbenchreadyforapracticaltest This range has been estimated according to the previous experiences in the research of multi cylinder airplane engines(ostapski and Ponder, 2004; Ostapski 2011a). The most important arethefirstfourvibrationmodesofthe4thcylinderaswellasthefirstfourvibrationmodes of the propeller shaft. The mentioned range should be extended downwards for measurements of the engine with one nonworking cylinder. For the presumed working speed range andgear ratioofthereducinggeari=2.1,thefrequencyrangeshouldbe22-360hz.thefirstharmonics ofthepropellershaftforspeedn=2800rpmisf1=n/60=46.67hz,thefourthforspeed n=5400rpmisf4=4n/60=360hz.thefirst propeller harmonicfrequencyis:f1s= n/60i=2800/(2.1 60)=22.2Hzandthefourthoneisf4s=4 f1s=88.8hz.accordingly, forthe takeoff enginespeed,thefirstharmonicfrequencyofthepropellershaftisf1s= 5400/(2.1 60)=42.85Hzandthefourthisf4s=4 f1s=171.4hz.halfspeedfrequencies may also appear. Various torsional rigidity of engine crankshafts, reducing gear, propeller shaft assembly, various values of gas pressure inside the cylinder and the propeller characteristic curve have significant influence on the vibration spectrum. It is very likely that torsional vibrations ofthedrivetrainwithsignificantamplitudeswillappearatthefrequencyrangef=22-360hz. For a particular engine, it will be also function of the rotation speed, load, and the combustion process control parameters. Analysis of simulation of vibration modes made on the test bench model using the FEM method shows difficulties with the out-tuning (avoiding mechanical resonance at all natural frequencies) of the test bench and engine torsional vibration frequencies intheoperationalrangeoftheunit.thepresenteddesignvariants(fig.19)maybeagood way for out-tuning the test bench vibration frequencies of maximum amplitudes after first practical tests of the airplane drive assembly. References 1. Ostapski W., 2008, New generation, high output(200kw), multifuel, environmental friendly, aircraft reciprocating engine design and development(in Polish), Development project report number 6ZR62008C/ Ostapski W., 2011a, Analysis of thermo-mechanical response in an aircraft piston engine by analytical, FEM, and test-stand investigations, Journal of Thermal Stresses, 34,\n10 36 W. Ostapski et al. 3. Ostapski W., 2011b, Propeller engine test bench project for WSK-PZL-Kalisz S.A.(in Polish), Nr1/TR/WSK/ Ostapski W., Ponder B., 2004, A study of vibrations of high output aircraft reciprocating engine on test bench(in Polish), 20th French-Polish Seminar of Mechanics, Warsaw, Rakowski G., Kacprzyk Z., 1993, Finite Element Method in Mechanical Structures(in Polish), OWPW, Warsaw Manuscript received September 26, 2013; accepted for print June 2, 2014", "label": "Yes"} +{"text": "In the Second World Utter flew the first jet bombers in the world, such as the Arado Ar 234 and the Messerschmitt Me 262. Utter long time concealed his personal UFO sightings.\nDuring his many years as a pilot Utter has often unknown flying objects observed. Thus he once saw some bright lights in the distance. One of the lights flew at high speed to his plane and started near his unit to pulsate. The orb was suspended two minutes, then shot away and disappeared into thin air.\nUtter the now deceased, for many years chief pilot of Lufthansa, also once saw a cigar-shaped UFO which he mentioned at the ATC.\nNote: It is possible to activate the subtitle ( click Caption and select your language)", "label": "Yes"} +{"text": "The principles of rocketry were first tested more than 2,000 years ago, but it's only been within the past 70 years or so that we have built rockets to explore space.\nToday, rockets routinely loft spacecraft off Earth, sending satellites to low-Earth orbit or cargo to the International Space Station. And with the commercial space industry booming, astronauts now regularly travel to and from the orbiting lab, carrying scientific experiments with them.\nNew developments have even seen reusable rockets become common, landing back on Earth autonomously, ready to be used again.\nThere is evidence that rocket technology, or the early fundamentals of rocketry, was used thousands of years ago, as early as 400 B.C., for example.\nIn an experiment at that time, Archytas, a Greek philosopher and mathematician, showed off a pseudo-rocket: a wooden pigeon suspended on wires. The pigeon was propelled by escaping steam, according to NASA.\nAround 300 years after the pigeon experiment, the Greek mathematician Hero of Alexandria is said to have invented the aeolipile (also called Hero's engine), NASA added. This is a sphere-shaped device that sat on top of a boiling pool of water. Gas from the steaming water went inside of the sphere and escaped through two L-shaped tubes on opposite sides. The escaping steam created thrust that would make the sphere rotate.\nFurther developments in early rocket technology were recorded in the 9th century when Chinese monks developed what is now called \"gunpowder,\" a mixture of saltpeter (potassium nitrate), sulfur and charcoal. Saltpeter was theorized to have life-extending properties and it was that interest in seeking a sort of immortality that helped lead to gunpowder's development, according to ThoughtCo.\n\"During the Tang Dynasty, around 850 A.D., an enterprising alchemist — whose name has been lost to history — mixed 75 parts saltpeter with 15 parts charcoal and 10 parts sulfur. This mixture had no discernable life-lengthening properties, but it did explode with a flash and a bang when exposed to an open flame,\" ThoughtCo wrote.\n\"According to a text from that era,\" ThoughtCo continued, \"smoke and flames result, so that [the alchemists'] hands and faces have been burnt, and even the whole house where they were working burned down.\"\nThe first military use of rocket technology was also recorded in China later in 1232 CE, according to Smithsonian Magazine. The Chinese used \"flying fire lances\" against the Mongol Empire as they moved against the former Chinese capital Kaifeng. (Today, it is a prefecture in Henan province.)\nSmithsonian researchers led by Frank Winter, former curator of rockets at the Smithsonian’s National Air and Space Museum, dug deeper into these early \"rockets\" and discovered that the lances arose from a more modest device called the \"ground rat\" in the 12th century, described in a book called Rustic Tales in Eastern Ch’i (Ch’in yeh-yu).\nThe \"ground rat\" was a self-propelled device that was more like a firework, \"made from a bamboo tube filled with gunpowder that shot about in all directions on the floor,\" Smithsonian Magazine wrote. \"During a royal banquet in the 13th century, the wife of Emperor Li Chung was terrified when a ground rat scurried beneath her chair. The festivities abruptly ended and those responsible for the firework display were imprisoned.\"\nRoger Bacon, a Franciscan English philosopher and monk who dabbled in experimental science, is the first person on record in what some call \"Western science\" to provide directions for making gunpowder, according to Britannica. In the 1200s, he speculated gunpowder might be useful in warfare, foreshadowing the mixture's future name and use in guns the following century.\nMeanwhile in China, the possibilities of this new gunpowder and rocket technology sparked a legend surrounding a public official (called a mandarin) named Wan Hu, around 1500 AD.\n\"As he sat on a chair, the story goes, forty-seven coolies lit forty-seven black-powder rockets that were attached to it. Wan Hu traveled a short distance and then disappeared in an explosion and a cloud of smoke,\" William E. Burrows wrote in the first chapter of his Pulitzer Prize-nominated book \"This New Ocean.\"\n\"If it really happened,\" Burrows mused in the book, \"Wan Hu had the triple distinction of being the first person to ride a rocket, the first to fly on a self-propelled, heavier-than-air device, and the first rocket pilot to get killed during a test flight.\"\nA 2004 episode of the television show \"Mythbusters\" investigated the rocket chair's possibilities on television.\nRockets in theory and practice\nBy the 16th century, early rocket technology was regularly used in military skirmishes in Asia and Europe as well as in fireworks displays.\nWhile likely many people were musing on rocketry's potential during this era, we'll highlight just a couple. Austrian Conrad Haas created a \"treatise\" on rocketry technology, including crewed rockets, in the mid-16th century and the work laid undiscovered by historians until 1961, according to the European Union-funded site \"Digital Treasures.\"\nA century later, Kazimierz Siemienowicz, a Polish-Lithuanian general of the 17th century, published his book, The Complete Art of Artillery, which included designs for rockets and multistage rockets, NASA says.\n\"He published a design for multistage rockets that was to become fundamental rocket technology for rockets heading for outer space,\" the agency wrote in a brief guide to rocketry. \"Siemienowicz also proposed batteries for military rocket launching, and delta-wing stabilizers to replace the guiding rods currently in use with military rockets.\"\nBriefly, parallel developments in science and engineering helped contribute to rocketry's development. Italian astronomer Galileo Galilei (1564-1642) first described the property of inertia, which means an object in motion remains in motion while an object at rest remains at rest (outside of something pushing upon it).\nGalileo's work previewed the physics pioneered by English scientist Isaac Newton (1642-1727). Newton formulated theories of gravitation and motion that fundamentally redefined how we think about planetary motion and movement through space. Newton's third law of motion, which (simply put) says that every action induces an opposite reaction, underlies the principle of rocketry.\nIn the early 19th century, Sir William Congreve experimented with numerous rocket designs for military purposes, ultimately coming up with what we today term the \"Congreve rocket.\" Britannica describes the up to 60-pound (27-kg) rocket as stick-guided, meaning that users had a bit of control over its path. Famously, the Americans and the British both used Congreve rockets during the war of 1812; Francis Scott Key's \"The Star Spangled Banner\" refers to \"the rockets' red glare\" at the Battle of Fort McHenry.\nMeanwhile, French science fiction Jules Verne (1828-1905) envisioned a cannon bringing astronauts to the moon in 1865, just over a century before it actually happened for the first time during Apollo 8 in 1968. It doesn't quite describe rocketry in its modern form, but Verne's vision was influential for rocketry pioneers for generations after its publication.\n'Fathers' of rocketry\nIn the modern era, spaceflight historians often acknowledge three “fathers of rocketry” who helped push the first rockets into space. Admittedly, the term singles out a person who may have been in charge of a large team, and also comes from an era when people were less sensitive about the use of gendered language.\nStill, these individuals have a large footprint on the development of rocketry as we understand it today. Only one of the three survived long enough to see rockets being used for space exploration.\nRussian Konstantin E. Tsiolkovsky (1857-1935) published what is now known as the “rocket equation” in 1903, which you can read more about in this European Space Agency description of the mathematics. Simply put, the equation concerns relationships between rocket speed and mass, as well as how fast the gas is leaving when it exits the propellant system's exhaust and how much propellant there is.\nRobert Goddard (1882-1945) was an American physicist who sent the first liquid-fueled rocket aloft in Auburn, Massachusetts, on March 16, 1926. He had two U.S. patents for using a liquid-fueled rocket and also for a two- or three-stage rocket using solid fuel, according to NASA.\nHermann Oberth (1894-1989) was born in Romania and later moved to Germany; as a Nazi engineer his legacy is complicated given that he worked for an oppressive, racist empire during the Second World War. His studies on multistage rockets were first used for Nazi attacks on Britain using the A4 rocket, better known to us as the V2. The rocket, notes a German museum of Oberth, \"utilized 95 of Oberth's inventions and suggestions.\" Oberth lived well into the space shuttle era, allowing him to see humans fly to space and use early reusable spaceships.\nRockets in early spaceflight\nFollowing World War II, several German and Nazi rocket scientists emigrated to both the Soviet Union and the United States, assisting those countries in the Space Race of the 1960s. In that contest, both countries vied to demonstrate technological and military superiority, using space as the frontier.\nThe most famous of these engineers was Wernher Von Braun (1912-1977) who was also a Nazi with a complicated legacy. After emigrating to the United States, he became most famous for leading the design of the Saturn V rocket that took people to the moon, and popularizing space travel through Disney productions.\nDescribing even the early history of rockets and all their milestones is admittedly a book-length endeavor, as it also involves elements such as the so-called Space Race between the United States and the Soviet Union that spurred tremendous and rapid developments in rocketry in just a couple of decades.\nThe history also includes military history in Germany, the Soviet Union and the United States that underlay the development of space technology, along with the ongoing privatization of rocket development in the United States and later, Europe. A short article unfortunately cannot cover all these developments.\nTo learn more, you can start with Space.com's history of every crewed spacecraft that ever was used. We also recommend the International Reference Guide to Space Launch Systems by Joseph Hopkins Jr., Joshua Hopkins and Steven Isakowitz.\nHere is a quick timeline of the first few years of rocketry: A rocket was used for the first time to send something into space on the Sputnik rocket mission, which launched the Soviet satellite Sputnik 1 on Oct. 4, 1957. The United States used a modified Jupiter-C military rocket (called Juno-1) to heft its Explorer 1 satellite into space on Feb. 1, 1958, following an infamous disaster with another, largely untested rocket type.\nIt took several more years before either country felt confident enough to use rockets to send people into space; both countries started with animals (monkeys and dogs, for example). Russian cosmonaut Yuri Gagarin was the first human in space, leaving Earth on April 12, 1961, aboard a Vostok-K rocket for a multiorbit flight. About three weeks later, Alan Shepard made the first American suborbital flight on a Redstone rocket. A few missions later in NASA's Mercury program, the agency switched to Atlas rockets to achieve orbit, and in 1962, John Glenn became the first American to orbit Earth.\nWhen aiming for the moon, NASA used the Saturn V rocket, which, at 363 feet tall, included three stages — the last one designed to be powerful enough to break away from Earth's gravity. The rocket successfully launched six moon-landing missions between 1969 and 1972. The Soviet Union developed a moon rocket called N-1, but its program was permanently suspended after multiple delays and problems, including a deadly explosion.\nNASA's space-shuttle program (1981 to 2011) used solid rockets for the first time to boost humans into space, which is notable, because unlike liquid rockets, they cannot be turned off. The shuttle itself had three liquid-fueled engines, with two solid rocket boosters strapped on the sides. In 1986, a solid rocket booster's O-ring failed and caused a catastrophic explosion, killing seven astronauts aboard the space shuttle Challenger. The solid rocket boosters were redesigned after the incident.\nRockets have since been used to send spacecraft farther into our solar system: past the moon, Venus and Mars in the early 1960s, which later expanded into the exploration of dozens of moons and planets. Rockets have carried spacecraft throughout the solar system so that astronomers now have imagery of every planet (as well as the dwarf planet Pluto), many moons, comets, asteroids and smaller objects. And, because of powerful and advanced rockets, the Voyager 1 spacecraft was able to leave our solar system and reach interstellar space.\nRockets of today and tomorrow\nSeveral companies in many countries now manufacture uncrewed and crewed rockets — the United States, India, Europe, China and Russia, to name a few — and routinely send military and civilian payloads into space. Each of these countries has their own complex history of rocketry across many booster types, which often come with numerous variants for heavier loads or smaller loads, or different celestial destinations.\nMeanwhile, crewed spaceflight continues to proliferate. The Russians have used variants of their Soyuz rocket for decades, bringing humans into space across several different versions. NASA now has two streams of rocket providers, one set commercial and one set agency-directed.\nFor International Space Station missions, the agency is using the SpaceX Crew Dragon system aboard the SpaceX Falcon 9 rocket, modified from a booster variant used for satellites; the hope is to use In the near-future, NASA also plans to use a Northrop Grumman Starliner spacecraft, which would launch aboard either Northrop Grumman's Antares rocket or United Launch Alliance's Atlas V. Further afield, NASA is also developing a Space Launch System to launch astronauts to the moon and potentially (eventually) Mars, following at least one SLS test launch this decade.\nRocket technology continues to change rapidly in private industry, with milestones often accruing in a period of just months. We'll just point to a few trends. SpaceX and Blue Origin have pioneered the use of self-landing rockets. Numerous companies are launching clutches of satellites on a single rocket, as satellite technology continues to improve and miniaturize. Rockets are getting lighter and more adaptable through 3D printing, more efficient fuels and continued improvements in machine learning (artificial intelligence).\nAs of early 2022, space tourists and commercial astronauts now have choices of several rocket or spaceplane systems developed by Blue Origin, Virgin Galactic and SpaceX. Space tourism may be the trend to watch for the 2020s and 2030s, although for now it is largely confined to the super-rich.\nThe most high-profile future rocket system in development is Starship and its Super Heavy rocket, a SpaceX project that is expected to bring NASA astronauts to the moon in the short term and settlers to Mars in the much longer term. The system changes quite rapidly between iterations and as of early 2022, it has yet to achieve a spaceflight. But founder Elon Musk has been committed to the project for many years and regularly shares updates on Twitter in between launches.\n\"Roger Bacon: English Philosopher and Scientist.\" Theodore Crowley. Britannica. (2022, Jan. 1). https://www.britannica.com/biography/Roger-Bacon\n\"Brief History of Rockets.\" NASA. (2021, May 13.) https://www.grc.nasa.gov/www/k-12/TRC/Rockets/history_of_rockets.html\n\"On the Making of Cannons and Missiles.\" Gabi Rudinger. Digital Treasures. (2021, Feb. 20). https://www.digitaltreasures.eu/on-the-making-of-cannons-and-missiles/\n\"The Invention of Gunpowder: A History.\" Kallie Szczepanski. ThoughtCo. (2019, July 3). https://www.thoughtco.com/invention-of-gunpowder-195160\n\"Dr. Robert H. Goddard, American Rocketry Pioneer.\" NASA Goddard Space Flight Center. (2017, Aug. 3). https://www.nasa.gov/centers/goddard/about/history/dr_goddard.html\n\"Congreve Rocket.\" The Editors of Encyclopedia Britannica. Britannica. (2014, July 24). https://www.britannica.com/technology/Congreve-rocket/additional-info#history\n\"The History of Rocket Science.\" Jimmy Stamp. Smithsonian Magazine. (2013, February.) https://www.smithsonianmag.com/innovation/the-history-of-rocket-science-4078981/\n\"A Man And An Equation.\" European Space Agency. (2012, Oct. 14). https://blogs.esa.int/rocketscience/2012/10/14/a-man-and-an-equation/\nInternational Reference Guide to Space Launch Systems, Fourth Edition. Joseph Hopkins Jr., Joshua Hopkins and Steven Isakowitz. (2012, Aug. 27). https://arc.aiaa.org/doi/abs/10.2514/4.475917\n\"Hermann Oberth.\" Hermann Oberth Raumfahrt Museum. (n.d.) http://www.oberth-museum.org/index_e.html\n\"A Pictorial History of Rockets.\" NASA Marshall Spaceflight Center. (n.d.) https://www.nasa.gov/centers/marshall/pdf/530422main_Pictorial%20History%20of%20Rockets.pdf\nGet the Space.com Newsletter\nBreaking space news, the latest updates on rocket launches, skywatching events and more!\nElizabeth Howell (she/her), Ph.D., is a staff writer in the spaceflight channel since 2022 covering diversity, education and gaming as well. She was contributing writer for Space.com for 10 years before joining full-time. Elizabeth's reporting includes multiple exclusives with the White House and Office of the Vice-President of the United States, an exclusive conversation with aspiring space tourist (and NSYNC bassist) Lance Bass, speaking several times with the International Space Station, witnessing five human spaceflight launches on two continents, flying parabolic, working inside a spacesuit, and participating in a simulated Mars mission. Her latest book, \"Why Am I Taller?\", is co-written with astronaut Dave Williams. Elizabeth holds a Ph.D. and M.Sc. in Space Studies from the University of North Dakota, a Bachelor of Journalism from Canada's Carleton University and a Bachelor of History from Canada's Athabasca University. Elizabeth is also a post-secondary instructor in communications and science at several institutions since 2015; her experience includes developing and teaching an astronomy course at Canada's Algonquin College (with Indigenous content as well) to more than 1,000 students since 2020. Elizabeth first got interested in space after watching the movie Apollo 13 in 1996, and still wants to be an astronaut someday. Mastodon: https://qoto.org/@howellspace", "label": "Yes"} +{"text": "After descending from the Physicsmobile where the Raspberry Pi, quantum tunnelling and other scientific stuff had been discussed we headed to the lecture theatre. At the start of the talk we were told about the early part of Duane “Digger” Carey’s life which included being desperate to get out of school and then going around America on a motorbike.\nHowever, it then went on to how he decided to become a fighter pilot, after talking to a pilot in a bar. To do this he had to go and get a degree to be allowed into fighter pilot training. Having just scraped in by getting the minimum requirement in the maths test, and being well behind his classmates in the first few years, he got a his degree and then in the year between that and being able to start pilot training he went for a masters, even though it normally takes two years, because ‘it felt like the right thing to do’.\nHe then went through the planes he flew from the A-10 to the F-16. From there he applied for test pilot training, because those were the people selected by NASA for the space program, which is what he had set his sights on. After three and a half years testing the F16 he joined NASA, the mission that he flew into space was to the Hubble telescope (STS-109) on the Space Shuttle Columbia. The very next mission was STS-107, the Columbia Disaster which resulted in the loss of all seven astronauts on board.\nDuring their flight they set a record for the most consecutive days of space walks, at five days and a total of thirty-five hours of EVA. Their mission was to make improvements to the Hubble space telescopes with new instruments and solar arrays. On the mission where both the world’s tallest and the world’s shortest astronauts (on the official picture they stand next to each other). After the work on Hubble was complete, the crew had a day of rest in which Carey and Mission Specialist Mike Massimino made a short film showing the answers to all the important questions their kids might have, such as how and what they eat, how they sleep and of course how they go to the bathroom. However, up until recently it had been classified, since the design of the loo was top secret, even now parts had to be edited out. The film ended with a tribute to the families of the crew of flight STS-107.\nThe floor was then open for questions, which included a question on whether he thought that the moon landings were faked, and his argument basically said that if it had been faked the KGB would have known and let it out. We then left ascending back into the Physicsmobile for the return journey to school.\nBy Mat Pardoe", "label": "Yes"} +{"text": "USA: Raytheon Secures SM-3 Interceptor Assembly & Delivery Order\nRaytheon Company was awarded a $218,530,196 contract by the Missile Defense Agency to complete the assembly and delivery of 29 Standard Missile-3 Block IB missiles. Launched off U.S. Navy ships, SM-3 interceptors protect the U.S. and its allies by destroying incoming short, medium, and intermediate-range ballistic missile threats by colliding with them in space.\n“The three back-to-back successful SM-3 Block IB flight tests have demonstrated the missile’s advanced capabilities and reliability against various threats in a variety of mission scenarios,” said Dr. Taylor Lawrence, Raytheon Missile Systems president. “Combatant commanders around the world are eager to build up their inventories in support of Phase 2 of the Phased Adaptive Approach starting in 2015.”\nFinal assembly will take place in Raytheon’s new, state-of-the-art Redstone Missile Integration Facility in Huntsville, Ala. Guidance sections and guidance units will be built at the Raytheon Missile Systems Space Factory in Tucson, Ariz.\n“The Redstone Missile Integration Facility will prove critical as we ramp up our manufacturing capacity on the path to SM-3 Block IB full-rate production,” said Dr. Mitch Stevison, Raytheon Missile Systems’ SM-3 program director.\nAbout the Standard Missile-3\n- The SM-3 does not contain an explosive warhead, but instead destroys the threats using sheer impact, equivalent to a 10-ton truck traveling at 600 mph.\n- More than 155 SM-3s have been delivered to U.S. and Japanese navies.\n- Raytheon is on track to deploy the next-generation SM-3 Block IB guided missile in 2015.\n- SM-3 Block IB will be deployed in both afloat and ashore weapons systems.\nPress Release, August 12, 2013; Image: US Navy", "label": "Yes"} +{"text": "This Simulation Shows How Elon Musk Will Cover Our Entire Earth With A Satellite Internet Grid\nElon Musk has a lot of big ideas, but not all of them are feasible. Take for instance how that single-person pod turned out, which he was trying to build to save the Thai boys trapped in the cave.\nSo, one scientist tried to see if a different Musk idea would work.\nWhen Mark Handley, a professor of Networked Systems in the University College London's computer science department, heard about Starlink, he wondered whether the idea would work at all. Starlink is Musk’s effort to put enough microsatellites into low-Earth orbit to link them, making a grid that could reroute and speed up a significant portion of Internet traffic. He wants to have thousands of satellites in orbit by 2020, but would the system actually work?\nAnd that’s what Handley set out to discover, by creating a detailed simulation of Starlink in a 3D game engine. \"I've written network simulators before, but I don’t normally write them in a game engine,” he told Digital Trends. “However, in this case, being able to visualise the motion of the constellation was crucial to understanding what was going on. It’s just so much more intuitive when you can watch it. At the low level of detail of these simulations, the problem is essentially a 3D geometry problem, and a game engine is actually really well suited to exploring such problems.\"\nOne of the major problems for Starlink is how to arrange the satellites so they’ll remain in orbit without crashing into each other. Handley says there’s only one configuration that would minimise that risk, so he’s sure is simulation is fairly accurate.\nThe other thing he wanted to find out though was how Musk planned to mesh the satellites so Internet traffic along them would take the most direct path (and therefore be fastest) after first having to climb over 1,000 km upwards. He also wondered just how much network capacity a grid like this could hold as opposed to traditional systems like optical fiber networks.\nSo, is there a chance Musk will succeed with Starlink?\n\"Yes, I think the concept is feasible overall,\" Handley said. \"It's difficult though, and SpaceX is pushing the limits of technology in several areas simultaneously. Their use of phased array wireless links to steer narrow beams to and from the satellites will be pushing the limits of what has been done. This is mostly known technology, but doing it to the degree they’re doing it will be challenging.\"\nIn addition, Handley says SpaceX’s use of free-space laser links between satellites is relatively unknown technology. Though the European Space Agency has demonstrated a proof of concept before, Musk’s company will have to do this with thousands of satellites simultaneously, while also maintaining high enough data rates.\n\"I have confidence it can be done, but it may take some time to really get right,\" Handley said.", "label": "Yes"} +{"text": "KENNEDY SPACE CENTER, Fla. — Normally, when NASA launches a space shuttle, there are either six or seven astronauts aboard. So why, on the 135th and final launching of the 30-year-old space shuttle program, will there be only four?\nThe answer, perhaps not surprisingly, has to do with the Atlantis’ being the last flight: With no spare shuttle available to go and rescue the astronauts in case something goes wrong, the Americans would have to turn to the Russians to retrieve their crew from the International Space Station. The Russian spacecraft — known as Soyuz capsules — hold only three astronauts, so two people would have to fly up and bring home the Americans one at a time.\n“This is a very low likelihood case,” said Atlantis’ commander, Capt. Christopher Ferguson of the Navy, during a news conference last week. But the agency’s safety experts have “done an extraordinarily thorough job of making sure we have a good plan to get home,” he said.\nThe Atlantis is scheduled to leave from here at 11:26 a.m. Friday, making its 33rd flight. But the forecast Wednesday was for only a 30 percent chance of acceptable weather, so the launch could be delayed.\nAbout 1 million spectators are expected to show up.\nNASA’s other two orbiters, the Discovery and the Endeavour, have completed their flying careers and are being primped for display in museums.\nAfter the explosion of the Columbia eight years ago, which killed the seven astronauts on board, the space agency carefully drew up plans for what to do if an orbiter reached space safely but could not return.\nThis time, if there were such a problem, it would be the smaller, three-seat Soyuz capsules that brought the astronauts home. Over the next year, the Soyuzes would launch with a crew of two instead of three, and a shuttle astronaut would take the empty seat on the return trip.", "label": "Yes"} +{"text": "We are searching data for your request:\nUpon completion, a link will appear to access the found materials.\nModern picture of Focke-Wulf Fw 190\nPhotos courtesy of:\nModern picture of Focke-Wulf Fw 190 - History\nThe Fw 190 was armed to the teeth. Four 20 mm cannon plus two machine guns. Later versions could carry a 30 mm cannon firing through the propeller boss. Early Fw 190s, powered by an air-cooled BMW radial, were Germany's first radial-engined monoplane fighters. Shown above is the FW-190 of I./JG 54 Feldwebel Karl Schnorrer.\nThe BMW 801 engine tended to overheat, but this fault was rectified by improvements to the cooling fan and, in general, the Fw 190A was highly praised by the test pilots. They particularly favored the wide-track undercarriage which tremendously improved ground stability as compared with the Bf 109. One of the unusual features of the fighter commented on by test pilots was the fact that, at high altitude and high speed, the BMW 801 engine produced a pair of contrails which started immediately behind the exhaust exits and completely hid the wings.\nThe Fw 190 prototype first flew on June 1, 1939 and production deliveries began in late 1940. Within a year, Fw l90s were making low-level sweeps over southern England in daylight, against which the Spitfire Vs, then in service, achieved little success. The situation did not improve until the Royal Air Force received more powerful Spitfire IXs, in partnership with four-cannon Typhoons.\nIn the autumn of 1937, the Reichluftministerium (RLM) placed an order with the Focke-Wulf Flugzeugbau for the design development of a new single-seat fighter to supplement the Messerschmitt Bf 109. A second \"iron in the fire\" as RLM officials referred to the order at the time. The contract was placed with Focke-Wulf primarily because this company was not extensively committed to the development of other combat aircraft and possessed a highly qualified design team headed by Dipl.Ing.Kurt Tank. Tank's design team prepared two proposals one based upon the use of the Daimler-Benz DB601 liquid-cooled engine and the other upon the use of the BMW 801 air-cooled radial engine. At that time the radial engine was not favored as a fighter power plant owing to its drag and the restrictions that its bulk placed upon forward view during taking-off and landing and in consequence, General Ernst Udet's decision to proceed with the development of the radial-engined fighter came as a profound surprise to Tank and his colleagues.\nThe FW-190 of II./JG 1 Maj. Heinz Bar.\nThe BMW 801 was a considerably heavier engine than its predecessor, although the overall dimensions differed little, and necessitated a stiffer engine mount and extensive structural strengthening. The re-design involved gave Blaser an opportunity to rectify one of the few faults that had manifested themselves in the first prototype. Test pilots had objected to proximity of the engine to the cockpit which resulted in extremely high cabin temperatures, sometimes reaching 55 degrees C. (131 degrees F.) which as Sander said, felt as though he had his \"feet in the fireplace.\" In addition, exhaust gases found their way into the cockpit and necessitated the continuous use of an oxygen mask. Therefore in the next prototypes the cockpit was relocated further aft, a move also suggested by the c.g. problems presented by the heavier engine.\nMost of the Fw 190A-0s were sent to Rechlin Roggenthin for pre-service tests. During intensive flight testing, it was discovered that the engine cowlings frequently flew off at high speeds and internally stressed cowlings with stronger locks were requested. Some re-stressing was also proved necessary and it was found that above 250 mph, the cockpit canopy could not be released in an emergency. The latter problem was solved by fitting two standard 20 mm cartridges which blew the rear end of the canopy backward far enough to let the slipstream get under it and pull it away. Pilots also complained that there was a serious risk of hitting the tail assembly when baling out and requested the fitting of some form of ejector seat which would throw them clear. However, in view of the serious weight penalty imposed by an ejector seat, the engineers refused to install this equipment, resulting in a serious disagreement between the test pilots and the manufacturers.\nThe FW-190 of 9./JG 2 Haupt. Siegfried Schnell, Vannes 1943.\nThe Focke-Wulf was not only faster but its superior handling and faster roll rate gave it an edge in the hands of even less experienced pilots. Such sparkling performance combined with the 190's superior armament presented Allied pilots with a real challenge until German pilot training began to drop in quality. The standard Fw 190A was quickly modified to perform a number of roles, particularly that of fighter-bomber in the F and G versions. These deleted the outer 20 mm cannon in favor of various combinations of bomb racks or cannon pods for the MK 103 30 mm cannon. Later versions of the FW 190A featured up to six 20 mm cannon (FW 190A6R1) the A-6/R-6 had two 210 mm (8.27 in) unguided rockets with which to attack US heavy bombers. The wide track landing gear assured ease of handling on takeoff and landing, unlike the twitchy Messerschmitt 109. The 190 was also one of the first fighters to feature a clear rear canopy, allowing pilots to keep an excellent lookout for enemy fighters.\nMeanwhile, the Fw 190 was also proving a good fighter-bomber carrying a reasonable bomb load or, in some cases, rocket projectiles. The new war started by Hitler on the Eastern Front resulted in most of the new production Fw 190s being thrown into the fighting against the Russians. Others were needed equally urgently by Rommel in North Africa to combat the Western Desert Air Force and Allied ground forces, who by the latter part of 1942, were pressing hard at Alamein.\nAs RAF and USAAF bombing raids got heavier and heavier in Europe, new tactics were employed by some German fighter units flying Fw 190s. Against US heavy bombers on daylight raids, several Fw 190s would form a queue and approach from the rear of the bomber formation. At very close range, the fighters would then 'open up,' so giving the rear gunners in the bombers very little chance of firing methodically at all the attackers.\nDuring 1943, the Fw 190 was encountered frequently in Europe while performing night fighter missions. About the same time, the first Fw 190s came off the production line fitted with inline, rather than radial, engines. General appearance stayed the same, because of the use of an annular radiator at the nose.\nThe long-nosed Fw 190D was also developed into the Ta 152 after its designer, Kurt Tank-in which the installation of a 2,300 hp (with boost) DB 603 engine pushed the speed up to 745km/h (463 mph). Had the Ta 152H been built in enough numbers and been flown by expert pilots it could have taken its place alongside the Me 262 as a near unbeatable air superiority fighter and bomber killer.\nThe new Junkers Jumo 213 powerplant made the aircraft once again, the fastest Luftwaffe operational fighter and those pilots with the skill to use such advantages did very well. Unfortunately, excellent fighter designs could not compensate for poor production standards, lack of fuel, poor pilot training and overwhelming Allied numerical superiority.\nIn honor of designer Kurt Tank, the Fw 190's designation was changed to Tank or Ta 152. This beautiful inline-engined fighter was to be the ultimate version of the famous fighter but delays resulted in the stopgap Fw 190D, in itself an outstanding aircraft. In the chaotic final year of the Third Reich, the D ended up being the major inline engine version with only a few Ta 152Hs, and possibly a few Ta 152Cs, getting into combat.\nThe extended wing (14.5m), high altitude Ta 152H was indeed a sterling performer with a top speed of 755 km/h (472 mph) and a service ceiling of 15,000 m (49,215 ft). It was armed with a 30 mm cannon in the nose and two 20 mm cannon in the wing roots. Had it been built in enough numbers and been flown by expert pilots it could have taken its place alongside the Me 262 as a near unbeatable air superiority fighter and bomber killer. The lower altitude version, the Ta 152C, barely made it out of the test phase before the war ended. Between October 1944 and February 1945, when production ended, Focke-Wulf managed to roll 67 completed Ta 152 aircraft (H-0, H-1, and C-1 models) off the line. By the end of the war, more than 20,000 Fw 190s had been built about one-third as fighter bombers.\n|Focke-Wulf Fw 190A-8|\n|Wing span:||34 ft 5.5 in (10.49 m)|\n|Length:||29 ft (8.84 m)|\n|Height:||13 ft (3.96 m)|\n|Empty:||7,055 lbs (3,200 kgs)|\n|Operational:||10,800 lbs (4,900 kgs)|\n|Maximum Speed:||408 mph (653 km/h)|\n|Service ceiling:||37,400 ft (11,410 m)|\n|Range:||560 miles (900 km)|\n|BMW 801D 1,700 hp 14-cylinder radial engine.|\n|Two 13 mm machine-guns plus four 20 mm cannon or |\ntwo 20 mm and two 30 mm cannons.\n© The Aviation History On-Line Museum. All rights reserved.\nCreated November 28, 2001. Updated October 18, 2013.\nFocke-Wulf Fw 190\nBy Stephen Sherman, Aug. 2003. Updated May 6, 2012.\nJ agdgruppe I./JG.51 left the front lines in August 1942, for East Prussia to convert to the new Focke-Wulf Fw 190A-3, the first unit from the Russian Front to adopt Kurt Tank’s radial engine fighter. The BMW engine offered two big advantages over the Bf 109’s water-cooled Daimler Benz. First, its massive bulk up front helped protect the pilot. Second, it could absorb a lot of battle damage and keep running like the American P-47, tales spread of Fw 190’s making it back to base with a cylinder head shot away.\nBut when the engine did fail, the Fw 190 had the gliding ability of a brick. Dead-stick landings were extremely hazardous, although belly landings, with the big engine clearing away almost all the obstacles, frequently letting the pilot walk away unharmed.\nThe plane’s ground handling was a mixed bag. The wide track landing gear offered excellent stability in the muddy, snowy surfaces of the Russian airfields. On the other hand, the large engine cowling obstructed the pilot’s forward view. Three point take-offs were called for raising the tail too soon caused the propeller to dig in and flip the aircraft.\nThe Fw 190’s performance fell off at altitudes above 20,000 feet. While this limited its effectiveness in the West, where the Allied bombers flew high, in the East, with its preponderance of low-level combat, the 190 was ideal. It was rugged, maneuverable, stable, and, with its two 7.9mm machine guns and four 20mm cannon, powerfully armed.\nHermann Krafft’s I./JG.51 pilots learned about the airplanes vicious stall characteristics. Below 200 kilometers per hour (127 MPH), the port wing would abruptly fall off. In a tight turn, it could flick over and go into a spin. Properly controlled and with sufficient altitude, a spin could even offer an escape no Soviet plane could match it.\nThe pilot climbed into the Focke-Wulf using retractable stirrups and handholds. Inside the cockpit he saw many familiar controls, similar to those in the Bf 109, plus many new electric devices, notably the Kommandogerat, a primitive computer that automatically set propeller pitch, air/fuel mix, and RPM. Electric motors also raised and lowered the landing gear and controlled the flaps. Other buttons armed the guns, with a required three-second delay between each pair, so as not to overload the battery.\nWhen everything was set for take-off, the mechanic jumped off the wing. Then, “Clear?” … “Yes, all clear ahead.” … “Contact,” then the radial BMW spat blue smoke and rumbled into life. The pilot gave it twelve degrees of flaps, let off the brakes, accelerated to 180 KPH, and lifted off the airstrip.\nAfter two or three weeks of such familiarization, the fliers of I./JG.51 returned to battle on the Eastern Front.\nIn 1937, even as the Bf 109 was just beginning to realize its potential, the the RLM, Reichsluftfahrt Ministerium, prudently issued a request for a next generation fighter plane. The Focke Wulf company's initial responses (based on the DB 601 engine) drew little interest, but their designer Kurt Tank proposed to use the eighteen-cylinder, air-cooled, radial BMW 139 in a fighter. This idea resulted in an order for four prototypes, and soon, forty production aircraft. By June 1939, the first prototype, the Fw 190V-1, had flown over Bremen airport. During the early test flights, Tank gave it the nickname \"Wuerger\" or \"Shrike.\" These flights revealed carbon monoxide leaking into the cockpit, landing gear problems, and overheating of the engine and cockpit. The overheating, which raised cockpit temperatures to 55 degrees Celsius (130 F.), proved difficult to resolve. Despite these problems, Luftwaffe pilots enthused over the type.\nEven though the V-1 aircraft was fast and agile, it needed a better engine. The BMW 801, more powerful and heavier than the BMW 139, powered the Fw 190V-5 prototype. With the much heavier BMW 801, Tank moved the cockpit back to maintain the correct center of gravity. This change also reduced the heat in the cockpit and allowed more room up front for weapons.\nFocke-Wulf delivered seven copies of the pre-production version, the Fw 190A-0, to the Luftwaffe in March 1940. The A-0 frequently failed and caught on fire it was so troublesome that the RLM almost canceled the Fw 190 program. But after more than 50 changes, production was approved.\nWith a 1600 horsepower BMW 801C engine powering a three-bladed variable pitch propeller, the Fw 190A-1 made a top speed of 388 MPH. The wide-track landing gear folded in toward the fuselage, was extra strong to accommodate future weight growth, and offered good stability on the ground. The bubble-style plexiglass canopy offered excellent visibility in all directions when it proved difficult to jettison, an ejection mechanism was devised. The Fw 190 was built in a modular fashion, for easy repair and replacement in rough field conditions.\nFor weaponry, the Fw 190A-1 carried four rifle-caliber machine guns, two in the cowling and two in the wing roots all fired through the propeller arc.\nIn September 1941, the Fw 190A-1 first appeared in battle against the RAF. At first, the British weren't sure what they were facing. They soon found out, as the FW 190 bested the Spitfire Mark V. However, the four 7.9mm machine guns were not adequate firepower an upgrade to heavier armament had been planned as soon as the guns were available.\nThe next version, the Fw 190A-2, replaced the machine guns in the wing root with belt-fed 20mm cannon. Some A-2's added two more 20mm cannon further outboard in the wings. Oddly, these were drum-fed guns, whose ammunition was incompatible with the cannon in the wing roots.\nAn uprated BMW 801C-2 engine powered the A-2, which began to be delivered in the fall of 1941.\nThe Channel Dash\nIn February 1942 the Germans determined to bring the battle cruisers Scharnhorst and Gneisenau and the heavy cruiser Prinz Eugen from Brest, where the RAF regularly bombed them, to better protected anchorages in Norway.\nOn the night of February 11, the big ships slipped out of Brest. While the British had the harbor under close watch, a series of accidents and mistakes allowed the German ships to get out undetected.\nBy dawn, they were off Cherbourg where German fighters began to escort them. Further British mis-judgments hindered accurate identification of the warships until mid-day. By that time, they were nearly at the Straits of Dover, under heavy escort by Fw 190's and Bf 109s of JG.2 and JG.26.\nFew British strike aircraft were ready and they launched a pitifully small group of Swordfish biplane torpedo bombers, led by Lt. Cdr. Eugene Esmonde. Despite Spitfire fighter cover, the Focke-Wulfs and Messerschmitts destroyed all seven Swordfish Esmonde earned a posthumous Victoria Cross. As Adolf Galland put it in The First and the Last,\n\"For two hours in full daylight German warships had been passing along the English coast, following a route which in the history of British sea supremacy no enemy has dared to take since the seventeenth century.\"\nLater that afternoon, many more British bombers went after the battle cruisers, but the German fighters and bad weather prevented them from hitting their targets. The three ships made it to German ports that evening, in no small way thanks to the Fw 190.\nIn the spring of 1942, the A-3 began rolling off the Focke-Wulf production lines at Cottbus, Marienburg, Neubrandenberg, Schwerin, Sorau, and Tutow. Driven by the latest BMW 801D, with 1700 HP and carrying four 20mm cannon and two machine guns, this version of the Fw 190 threatened to outclass all Allied fighters.\nThe British were working on a commando operation to snatch one when an errant Luftwaffe pilot saved them the trouble. On June 23, 1942, Oblt. Armin Faber landed his A-3 at an RAF airfield. British flight tests revealed few weaknesses with the airplane. To cope with this threat, the British rushed into production the Spitfire Mark IX, basically a Mark V with a new Merlin 61 engine. At Dieppe, the RAF looked to take the measure of Luftwaffe fighter defenses, especially the Fw 190. The Focke-Wulf's mauled the Spitfires one German pilot downed seven Spitfire Mark V's that day.\nBy injecting a water-methanol mixture into the cylinders, WW2 engines (and some auto racing engines today) could briefly sustain a compression over the redline and get a little more horsepower. The Fw 190A-4 incorporated such a scheme, its only real difference from the A-3. The A-4 also added a short radio antenna atop the tail. It was the first Fw 190 to see significant service on the Russian Front.\nIntroduced in April 1943, the A-5 was virtually identical to the A-4, except that longer engine mounts added six inches to the length of the fuselage.\nModifications and Upgrades\nAs with the Bf 109, subvariants and modifications to the Fw 190 were numerous and identifying all of them would require a level of detail beyond the scope of this web site. Some were adapted for desert warfare, indicated with the suffix \"/Trop.\" Umruest-Bausatze (factory) and Ruestsaetze (field) modification kits were designated by \"U\" and \"R\" codes, respectively. Fw 190's were modified as Jabos (fighter-bombers), Zerstorers (bomber destroyers), and reconnaissance fighters.\nThe A-6 standardized the cannon, using the MG-151/20 in both the outer and wing root positions. This model also was designed for ground attack, Shlacht, missions in this role it slowly replaced the obsolete Ju 87 Stuka. The A-6 allowed for a maximum of flexibility in its adaptability to many different Ruestsaetze, or field modifications.\nWhile only eighty Fw 190A-7 were built, this subvariant introduced 13mm machine guns in the cowling, replacing rifle-caliber weapons.\nThe heavier machine guns likewise armed the Fw 190A-8 (generally similar to the A-7), which was the most numerous 190 subvariant, more than 1,300 produced. It could reach a top speed of 408MPH.\nWhile the radial BMW 801 engine was great below 20,000 feet, it had always performed poorly at higher altitudes. Kurt tank and his team tried the inline Daimler Benz, DB 603 in prototypes 190B and 190C.\nFor the Fw 190D, they settled on the Jumo 213A-1, another inline engine, for the proposed high-altitude fighter. The \"D\" model or \"Dora\" needed a longer nose to accommodate the Juno 213, and was visibly different from the \"A\" model.\nThe first production version, the Fw 190D-9, caem out in the summer of 1944. (The disposition of codes D-1 through D-8 is unclear.) Armed with two 13mm machine guns in the cowling, and two 20mm cannon in the wing roots, capable of 425MPH, with great climbing ability, the Dora was the best prop-driven, production Luftwaffe fighter of the war.\nBy late 1944, it was too late for the Dora to have an impact. Shortages of fuel and trained pilots constrained everything. While many Fw 190D-9's were built, relatively few saw combat, frequently covering the Me 262 airfields.\nThe last notable Focke-Wulf 190 variant was identified as the Ta 152, the \"Ta,\" denoting Kurt Tank's design influence. The definitive version was the Ta 152H, a long-winged, high-altitude fighter.\nOver 20,000 Fw 190's were built. While no flying models are extant, many survive in aviation museums.\nGreat Aircraft of the World, Len Cacutt (editor), 1986\nThe Focke-Wulf Fw 190 by Greg Goebel, an excellent web article, more detailed than this.\nThe First and the Last by Adolph Galland. This book is a history of the air war over Europe from the German perspective, with a fair amount devoted to aircraft development, internal Luftwaffe problems, and such events as the Channel Dash. Even the Russian campaign and the American bombing strategy are surveyed. Relatively little on Galland's personal activities, dogfights, etc.\nThe Spitfire V\nThe principal RAF fighter at this time was the Spitfire V. Conceived as a stop-gap measure when the Bf109F’s high altitude performance outstripped the Spitfire MkII and MkIII, the latter mark still being under development, the variant went on to become the most produced mark of Spitfire, with production eventually totalling 6,787 air-frames.\nThe main improvement came in the form of the Rolls Royce Merlin 45 engine. This was essentially the Spitfire MkIII’s Merlin XX with the low level blower deleted. This provided the aircraft a much better performance at high altitude, where it could take on the Bf109F on more equal terms.\nHowever, the Fw190A was a step-change in performance. When a fully serviceable Fw190A-3 was landed at RAF Pembrey in Wales after a navigational error by the pilot, no time was wasted in sending the aircraft for tactical trials.\nA German Focke-Wulf Fw 190 A-3 of 11./JG 2 at RAF Pembrey in Wales, after the pilot landed in the UK by mistake in June 1942.\n- 210968 – Fw 190 D-9 under restoration to static display at the Militärhistorisches Museum Flugplatz Berlin-Gatow in Berlin, Berlin. This airframe was flown by Karl Fröb of 2./JG 26 when it crashed in Lake Schwerin on 17 April 1945. \n- 670071 – Fw 190 F-3 on static display in unrestored condition at the Flugplatzmuseum Cottbus in Cottbus, Brandenburg. This airframe is from 1./SchG 1. \n- 2219 – Fw-190 A-3/U3 on static display at the Norwegian Aviation Museum in Bodø, Nordland. \n- 125425 – Fw 190 A-2 on static display in unrestored condition at the Herdla Museum in Herdla, Hordaland. This airframe is from IV./JG 5, recovered from underwater location, it was rebuilt for the Norwegian Air Force Museum. The aircraft was salvaged from the ocean off the island of Sotra, near Bergen, Norway. Its pilot had made an emergency landing in December 1943 and had scrambled to safety and was rescued soon after his aircraft had sunk to the bottom of the sea. After its retrieval from 60 m deep water, the Fw 190, \"Yellow 16,\" from IV/JG 5 was only missing its canopy and the fabric-covered wing and tail surfaces. [failed verification]\nSouth Africa Edit\n- 550214 – Fw 190 A-6 on static display at the South African National Museum of Military History in Johannesburg, Gauteng. This airframe was possibly flown by 8/JG 11 as it was fitted with a FuG 217 Neptun radar system. \nUnited Kingdom Edit\n- 584219 – Fw 190 F-8/U1 on static display at the Royal Air Force Museum London in London. Captured by the RAF in Norway, it had been converted into a two-seat configuration for use as a trainer, possibly for Jagdfliegerschule 103. \n- 733682 – Fw 190 A-8/R6 on static display at the Royal Air Force Museum Cosford in Cosford, Shropshire. This airframe had originally been part of a Mistel S-3B composite aircraft along with a Junkers Ju 88 bomber-converted flying bomb. Previously on display at the Imperial War Museum since 1986, it was moved to its current location in October 2013, where it went on display after a short period of restoration. \nUnited States Edit\n- 5476 – Fw 190 A-2 under restoration to airworthy by Wade S. Haynes in Anson, Texas. This airframe is from JG 5 and is thought to be one of the oldest Fw 190s still in existence. \n- 151227 – Fw 190 A-5 airworthy at the Flying Heritage & Combat Armor Museum in Everett, Washington. This airframe was being flown by Paul Rätz of JG 54 when it crash landed in a forest in Voibakala near Saint Petersburg on 9 July 1943 due to sabotage of the oil lines. It was discovered in the same location in 1988 or 1989 and was recovered in 1990 or 1991. Its first post restoration flight was on 1 or 2 December 2010. It is currently the only airworthy Fw 190 with an original BMW 801 engine. \n- 173889 – Fw 190 A-8 under restoration with Mark Timken. This airframe was from 7./JG 1. \n- 210096 – Fw 190 D-9 owned by the Collings Foundation in Stow, Massachusetts. \n- 550470 – Fw 190 A-6 under restoration to airworthy by Brian O'Farrell in Pembroke Pines, Florida. This airframe, originally built by AGO Flugzeugwerke, was previously owned by Malcolm Laing in Lubbock, Texas. It is a composite using parts from Wk. Nr. 140668. This airframe is from 1./JG 26. \n- 601088 – Fw 190 D-9 on static display at the National Museum of the United States Air Force in Dayton, Ohio. This airframe is from IV (Sturm)./JG 3 \"Udet\" Geschwader, captured by the US intact and labeled FE-120 and used in testing following the war. It is on long term loan from the National Air and Space Museum. \n- 732183 – Fw 190 A-8 non-airworthy at the Military Aviation Museum in Virginia Beach, Virginia. This airframe is from 12./JG 5, and was previously located at the Texas Air Museum in Rio Hondo, Texas. Displayed as the a/c flown by Ltn Rudi Linz in 12./JG 5, a German ace with 70 victories. He was shot down over Norway by a British Mustang Mk III during the 'Black Friday' raid on 9 February 1945. \n- 836017 – Fw 190 D-13 on static display at the Flying Heritage Collection in Everett, Washington. This airframe is from 1./JG 26 as flown by Major Franz Götz. After capture it was donated to the Georgia Technical University, and then fell into disrepair. Later restored in Germany by William Flugzeuge and returned to the Champlin Fighter Museum in Mesa, Arizona. It was later loaned to the Museum of Flight in Seattle, Washington when the Champlin museum closed its doors, and is now on display in Everett, Washington as a part of Paul Allen's Flying Heritage Collection. The aircraft has been restored close to flyable condition, but it will not be flown because it is the only surviving D-13. \n- 931862 – Fw 190 F-8 under restoration to airworthy for the Collings Foundation in Stow, Massachusetts. It was being restored by American Aero Services but is now being worked on by GossHawk Unlimited. This airframe is from 9./JG 5, the \"White 1\" as flown by Unteroffizier Heinz Orlowski, who examined his former aircraft personally in 2005, during its restoration. Also shot down by P-51s over Norway in the \"Black Friday\" engagement. Originally under restoration in Kissimmee, Florida, USA by The White 1 Foundation, it was transferred to the Collings Foundation in 2012. \n- 931884 – Fw 190 F-8 on static display at the Steven F. Udvar-Hazy Center of the National Air and Space Museum in Chantilly, Virginia. This airframe is from I./SG 2. It was first built as an A-4 with Wk. Nr. 640069, but later rebuilt as an F-8. Captured intact by the US and marked as FE-117. \n- 5415 – Fw 190 F-8 thought to be under restoration in New Zealand and owned by the Old Flying Machine Company in the mid-1990s. \n- 400616 – Fw 190 D-9 at an unknown location. This airframe was on display at the Hangar 10 facility in Zirchow, Mecklenburg-Vorpommern. It was sold by Platinum Fighter Sales in 2015. \nFlug + Werk reproductions Edit\nStarting in 1997 a small German company, Flug + Werk GmbH, began work on new Fw 190 A-8s a run of 20 kits were produced. These planes are new reproduction builds from the ground up, using many original dies, plans, and other information from the war. The construction was sub-contracted to Aerostar SA of Bacău, Romania both companies have been involved in a number of warbird replica projects.\nWerk numbers continued from where the German war machine left off, with the new Fw 190 A-8s being labeled \"Fw 190 A-8/N\" (N for Nachbau: \"replica\"). Some of these new Fw 190s are known to be fitted with the original tail wheel units from the Second World War a small cache of tail gear having been discovered. In November 2005, the first flights were completed.\nIronically, since the BMW 801 engines are no longer available, a Chinese licensed Soviet-designed engine, the Shvetsov ASh-82FN 14-cylinder twin-row radial engine of similar configuration and slightly smaller displacement (41.2 litres versus 41.8) to the original BMW powerplants, which powered some of the Fw 190s opposition: the La-5 and La-7, powers the new Fw 190 A-8/N. Furthering the irony, some customers have specified American Pratt & Whitney R-2800 motors, though these are larger than the ASh-82 with different mounting points requiring some modification.\nAs part of the run of 20 examples, FlugWerk also produced a limited number of \"long nose\" Fw 190D examples powered by Allison V-1710s.\nThis could be realized by the reduction of plane armor or armament. The designers applied the second solution and removed the fuselage mounted MG 17 7.9 mm machine guns and resisted applying a second pair of cannons in the wings. This new Fw 190G-1 had armament reduced to only two MG 151/20 E 20 mm cannons mounted in the wing roots with a reduced 150 rounds per cannon ammunition.\nFor offensive armament the under-fuselage ETC 501 bomb rack could carry 250 and 500 kg bombs or four small 50 kg bombs after the ER 4 adapter applied. The radio equipment suite deleted the FuG 25a IFF device and often the radio altimeter was not mounted. Because of the extended engine operational time it was suggested that an additional oil tank be mounted under the cowling, near the windshield, in the place of the previously used MG 17 machine guns. About 50 Fw 190A-4/U8 planes were produced that were included in the G series and got the official designation Fw 190G-1. During production, the shields of the underwing munitions locks were slightly enlarged and stiffened.\nThe Fw 190G-3 had also a desert version, G-3 tp, with anti-dust filters and other equipment useful during operations over desert regions or over regions with similar conditions. Some planes were modified by mounting equipment provided for R kits used for G version:\nFw 190G-3/R1 - heavily armed attack fighter with two WB 151/20 pylons in place of underwing V.Fw Trg. racks. This variant had armament of 2x1 MG 151/20 E with 250 rounds per cannon and 2x2 MG 151/20 E with 125 rounds per cannon. This modernization was ordered in September 1943 to be made by LZA workshops at Sagan-Kupper Air Base. These planes did not have the autopilot device or additional armor. Planes would have been used for bomber formation attack and ground attack.\nFw 190G-3/R5 - close support attack aircraft modified similar to the F-3/R1 standard. In place of V.Fw Trg. racks, ETC 50 bomb racks (2x2 50 kg bombs) were mounted. In this modification, no additional armor and oil tank were applied. Some planes were again equipped with fuselage mounted MG 17 machine guns. Most of the planes had the autopilot device.\nFw 190G-8/R4 - an unrealized project of a plane equipped with a GM 1 installation for nitrogen monoxide (N2O) injection for increased power rising (larger amount of oxygen available for combustion) at high altitudes.\nFw 190G-8/R5 - had four underwing ETC 50 (or ETC 70) bomb racks in place of two ETC 503.\nProduction of G-8 version continued from September 1943 to February 1944, when production of the Fw 190G-8 was abandoned in favor of modified F-8 series planes. This was connected with the tendency to simplify the production process. In the late series G-8 planes (from February 1944), the autopilot device was not used . In the late Fw 190G-8 (after mounting MG 131 machine guns) there were no longer differences between this version and the Fw 190F-8 attack aircraft type (G-8 = F-8/U1 in the version with ETC 503 bomb racks, and G-8/R5 = F-8/R1 also).\nIn an emergency, single Fw 190G planes were adapted for the transportation of high weight bombs under the fuselage (1000, 1600 and 1800 kg). In this modification, the shock absorber leg was strengthened and wheels with strengthened tires were used. Also used were special bomb racks (Schlos 1000 or 2000) in place of the ETC 501 bomb rack. The Fw 190G planes with these higher bomb loads needed as long as 1200-1300 m of runway for takeoff.\nFocke-Wulf Fw 190 Würger\nThe Focke-Wulf Fw 190 Würger is a one-seat, one-engine fighter aircraft widely used throughout World War II and designed by Kurt Tank in the late 30s. Early development Genesis In autumn 1937, the German Ministry of Aviation asked various designers for a new fighter to fight alongside the Messerschmitt Bf 109, Germany’s front line fighter.\nThough flown well before World War II this trim little fighter was unknown to the Allies and caused a nasty surprise when first met over France in early 1941. Indeed, it was so far superior to the bigger and more sluggish Spitfire V that for the first time the RAF felt not only outnumbered but beaten technically. Fortunately, a Fw 190 landed by mistake in England in June 1942, and the RAF was given a heaven-sent opportunity for testing the aircraft in direct comparison to their beloved Spitfire. However, the Fw 190 turned out to be even better than expected.\nIt was faster than any other Allied fighter in service at that time, had far heavier armament (at that time the standard on Fw 190’s was two 7.92mm MG 17’s on the engine, two of the previously unknown Mauser cannon inboard and two 20mm MG FF outboard), was immensely strong, had excellent power of manoeuvre and good pilot view. It was also a subtle target, much lighter than any Allied fighter and had a stable wide-track landing gear (unlike the Bf109). Altogether it gave Allied pilots and designers an instant inferiority complex. Though considered in most circles to have been a better aircraft than the Messerschmitt Bf109, it never supplanted the 109 but was subsequently made in a profusion of different versions by many factories.\nThe A series included many fighter and fighter-bomber versions, some having not only the increasingly massive internal armament but also two or four 20 mm cannon or two 30 mm cannon in underwing fairings. Most had an emergency power boost system, using MW 50 (methanol/water) or GM-1 (nitrous oxide) injection, or both. Some were two-seaters, and a few had autopilots for inclement weather and night interceptions.\nThe F series were close-support attack aircraft, some having the Panzerblitz array of R4M rockets for tank-busting (also lethal against heavy bombers). The G was another famous series of multi-role fighter/dive bombers, but by 1943 the main effort was devoted to what the RAF called the “long-nosed 190”, the 190D. This was once more the fastest fighter in the sky, and late in 1943, it was redesignated Ta 152 in honor of the director of Focke-Wulf’s design team, Professor Kurt Tank.\nThe early 152C series were outstandingly formidable, but the long span H sacrificed guns for speed and height. Tank himself easily outpaced a flight of P-51D Mustangs which surprised him on a test flight, but only ten of the H sub-type had flown when the war ended. Altogether 20,051 Fw 190’s were delivered, plus a small number of Ta 152’s (67, excluding development aircraft). It is curious that the Messerschmitt Bf109, a much older and less attractive design with many shortcomings, should have been made in greater quantities and also been the aircraft of choice of nearly all the Luftwaffe’s aces.\nA structurally redesigned and lighter wing was introduced and the normal armament was increased to two mg 17 fuselage machine guns and four 20 mm mg 151/20e wing root and outer wing cannon with larger ammunition boxes.\nFw 190 Production History\nFw 190 a-7 The a-7 entered production in November 1943, equipped with the bmw 801 d-2 engine, again producing 1,700 ps and two fuselage-mounted 13 mm mg 131s, replacing the mg 17s.\nFw 190 a-8 The a-8 entered production in February 1944, powered either by the standard bmw 801 d-2 or the 801q.\nThe 801q/tu, with the "T" signifying a Triebwerksanlage unitized powerplant installation, was a standard 801d with improved, thicker armour on the front annular cowling, which also incorporated the oil tank, upgraded from 6 mm on earlier models to 10 mm.\nChanges introduced in the Fw 190 a-8 also included the C3-injection Erhöhte Notleistung emergency boost system to the fighter variant of the Fw 190 a, raising power to 1,980 ps for a short time.\nFw 190 a-8/r2 – The a-8/r2 replaced the outer wing 20 mm cannon with a 30 mm mk 108 cannon.\nFw 190 a-8/r8 – The a-8/r8 was similar to the a-8/r2, but fitted with heavy armor including 30 mm canopy and windscreen armor and 5 mm cockpit armor.\nFw 190 a-9 First built in September 1944, the Fw 190 a-9 was fitted with the new bmw 801s rated at 2,000 ps the more powerful 2,400 ps bmw 801f-1 was still under development, and not yet available.\nFw 190 a-10 Late in the war, the a-10 was fitted with larger wings for better maneuverability at higher altitudes, which could have allowed additional 30 mm calibre, long-barreled mk 103 cannon to be fitted.\nA total of 13,291 Fw 190 A-model aircraft were produced.\nVideo Documentary Footage of the Fw 190\nFw 190 Specifications\nFull Name: Focke-Wulf Fw 190\nVariants: Fw 190A series, D series, F series, Ta 152H\nType: Single-seat fighter bomber\nCountry of Origin: Germany\nManufacturer: Focke-Wulf Flugzeugbau GmbH\nFirst Flight: (Fw 190V-1) June 1, 1939 (production Fw 190A-1) September 1940 (Fw 190D) late 1942\nEngine(s): (A-8, F-8) one 1,700 hp (2,100 hp with emergency boost) BMW 801Dg 18-cylinder two-row radial (D-9) one 1,776 hp (2,240 hp with emergency boost) Junkers Jumo 213A-1 12-cylinder inverted-vee liquid-cooled (Ta152H-1) one 1,880 hp (2,250 hp with emergency boost) Junkers Jumo 213E-1\nWingspan: (A-8, F-8 and D-9) 34 ft 5.5 in (10.49 m) (Ta152H-1) 47 ft 6.75 in (14.5 m)\nLength: (A-8, F-8) 29ft (8.84 m) (D-9) 33 ft 5.25 in (10.2 m) (Ta 152H-1) 35 ft 5.5 in (10.8 m)\nHeight: (A-8, F-8) 13 ft (3.96 m) (D-9) 11 ft 0.25 in (3.35 m) (Ta 152H-1) 11 ft 8 in (3.55 m)\nWeights: Empty: (A-8, F-8) 7,055 lb (3,200 kg) (D-9) 7,720 lb (3,500 kg) (Ta 152H-1) 7,940 lb (3,600 kg)\nLoaded: (A-8, F-8) 10,800 lb (4,900 kg) (D-9) 10,670 lb (4,840 kg) (Ta 152H-1) 12,125 lb (5,500 kg)\nMaximum Speed: With boost: (A-8, F-8) 408 mph (653 km/h) (D-9) 440 mph (704 km/h) (Ta 152H-1) 472 mph (755 km/h)\nInitial Climb: (A-8, F-8) 2,350 ft (720 m)/min (D-9, Ta 152H-1) about 3,300 ft (1,000 m)/min\nService Ceiling: (A-8, F-8) 37,400 ft (11,410 m) (D-9) 32,810 ft (10,000 m) (Ta 152H-1) 49,215 ft (15,000 m)\nRange: On internal fuel: (A-8, F-8 and D-9) abot 560 miles (900 km) (Ta 152H-1) 745 miles (1,200 km)\nArmament: (A-8, F-8) two 13 mm MG 131 above engine, two 20 mm MG 151/20 in wing roots and two MG 151/20 or 30 mm MK 108 in outer wings (D-9) as above, or without outer MG 151/20s, with provision for 30 mm MK 108 firing through propellor hub (Ta 152H-1) one 30 mm MK 108 and two inboard MG 151/20 (sometimes outboard MG 151/20s as well) Bomb load: (A-8, D-9) one 1,100 lb (500 kg) on centerline (F-8) one 3,968 lb (1,800 kg) on centerline (Ta 152H-1) none normally carried\nFocke Wulf Fw 190A\nConceived in 1937 as a complement to the Bf 109, Focke-Wulf's Fw 190s became a potent threat to Allied air power in every region where the Luftwaffe fought. Fw 190s inflicted cruel punishment on Flying Fortress and Liberator crews, and were almost impossible to defeat until the long range P-51 Mustang finally became available in 1944 to escort bombers to their targets. As a fighter bomber and anti tank aircraft, the Fw 190 was Germany's best air to ground fighter.\nThe Fw 190a-8 was used extensively in Defence of the Riech operations during 1944. Heavily armed with four cannon and two machine guns it wreaked havoc upon US daylight bombers. The long nosed Tank Ta 152 versions of the Fw 190 reached air speeds as high as 760 km/h (472 mph) and might have altered the outcome of the war if more than 93 had been built before hostilities ended.\nNo one who fought in the hotly contested skies of Europe will forget the feats of Fw 190 pilots such as Oberleutnant Otto Kittel, the Luftwaffe's fourth ranking ace, who scored most of his 267 victories in the type. It is truly one of the great fighters of all time.\nKurt Tank's superb Focke-Wulf Fw 190 first saw combat over the English Channel in September 1941. The new fighter was a shock to the RAF, being faster and more agile than the Spitfire. Known as the 'Butcher Bird', the Fw 190 went to become a dominant force in aerial combat in Europe, performing with equal distinction as a fighter and as the Luftwaffe's most important ground attack machine.\nThe Focke-Wulf FW-190: Best Fighter Aircraft of World War II?\nThe single-seat Focke-Wulf FW-190 fighter aircraft helped to even the odds against enemy fighters.\nOn July 28, 1943, Luftwaffe Oberleutnant Erwin Clausen shot down another two B-17 Flying Fortresses to add to the two he had shot down the previous day. There were 15 other Focke-Wulf FW-190 pilots that claimed downing a bomber in defense of the aircraft works at Kassel and Oschersleben. It is believed that this was the first time that the Luftwaffe’s single-engined fighters had been able to employ under-wing rockets against the American bombers.\nThe following day, as 15 groups of B-17s attacked targets on the Baltic coast, it was the weather that provided the best cover for the bombers. The Luftwaffe response was relatively weak with only four Jagdgruppen FW-190s sent up to oppose the bomber force. The Focke-Wulf group was credited with four of the 12 claimed to have been shot down, which agreed with what the Americans stated they had lost.\nThe next day the B-17s were headed for a second strike against the aircraft factories in Kassel. On this occasion, the Luftwaffe reacted stronger than before. Among the planes sent up, there were at least five Focke-Wulf FW-190 units. The Focke-Wulfs of Jagdgeschwader 1 did not engage the bombers until after they had left the target area and were about to recross into Dutch territory. At that point, they would be under the protection of Allied fighters that would escort them back to the United Kingdom. Despite this development, the pilots of JG1 were able to claim six B-17s and two enemy fighters destroyed. The successes came at a high price: the loss of seven aircraft. Among the pilots killed were two Staffelkapitane and the campaign’s then-leading FW-190 four-engine bomber ace, Oberfeldwebel Hans Laun of 1.JG 1, who was shot down near Arnhem, Netherlands.\nThe Focke-Wulf FW-190 was widely believed to be the best fighter aircraft of World War II. As the war went on the FW-190 was manufactured in no fewer than 40 different models. The appearance of the new aircraft over France in 1941 was a rude surprise to the Allied air forces. The FW-190 was in service for the entire war, replacing a number of other aircraft including the Junkers Ju-87 Stuka dive bomber. Possibly the plane’s biggest influence on the Allies was that it served to spur on greater advances in technology and aircraft design to counter the threat of the FW-190.\nThe Focke-Wulf FW-190 not only was a superb daytime fighter but was also used extensively as a night fighter, interceptor, and ground attack aircraft on the Eastern, Western, and Italian Fronts. The introduction of the FW-190 changed the capability of the Luftwaffe’s combat operations. This was especially the case with the introduction of the FW-190D in 1944. This new model offered superior handling with a top speed of more than 400 miles per hour.\nDuring the first two years of World War II, the Messerschmitt Me-109 was the preeminent German fighter plane, there was simply nothing else. But in 1941, during cross-Channel aerial warfare between the Royal Air Force and the Luftwaffe, a new challenger entered the fight on the German side. The Me-109 from that point forward would have a new partner in the air war.\nDesign History of the Fw-190\nThe development of the FW-190 began with a contract in 1937 from the Reichsluftfahrtministerium for a new single-seat fighter. The new plane was designed by Focke-Wulf engineer Kurt Tank, a German aeronautical engineer and test pilot. He was chief engineer in Focke-Wulf’s design department from 1931 to 1945. He was not only responsible for the development of the FW-190, but also the Focke-Wulf Ta-152 fighter-interceptor and the FW-200 Condor. The FW-190 was first developed as two different models, one using the water-cooled inline Daimler-Benz DB 601 engine and the other using the BMW 139 aircooled radial. The BMW 139 was selected for development in summer of 1938. The first prototype flew on June 1, 1939. The BMW 139 produced 1,550 horsepower, attaining a speed of 370 miles per hour. As the prototype was refined, the BMW 139 was replaced by the BMW 801, which was heavier but had greater potential for future development. Although the engine did have some problems to overcome, the FW-190 showed excellent handling characteristics and its wide undercarriage made takeoffs and landings less hazardous. Powered by the new BMW engine, which produced 1,600 horsepower, the FW-190A-1 was armed with four wing-mounted 7.92mm MG17 machine guns.\nFirst impressions of the new BMW 801 engine were not good. “The new twin row, 14 cylinder, air-cooled radial engine gave us nothing but misery. Whatever could possibly go wrong with it, did. We hardly dared to leave the immediate vicinity of the airfield with our six prototype machines,” reported one pilot. This criticism of the new plane is sometimes credited with saving the FW-190 project from cancellation. Eventually, the problems were sufficiently corrected for the plane to be cleared for service in July 1941. One of the major changes made by Tank and his designers was in the FW-190’s armament. They replaced the inboard MG17s with two 20mm FF cannons. The modified fighter now had the designation of FW-190 A-2 and took the Royal Air Force completely unawares with descriptions of the plane being discounted by British intelligence.\nIn June 1942, a fortuitous event occurred for the Allies. A Luftwaffe pilot accidentally presented an intact FW-190A fighter to his enemies. Oberleutnant Armin Faber landed on what he thought was a Luftwaffe airfield on the Cotentin Peninsula that turned out to be the RAF airfield at Pembrey, Wales. As he slowly taxied to a stop, Faber was intensely surprised when someone jumped on the wing and pointed a pistol at his head. The pilot was so despondent that he attempted suicide.\nThe RAF quickly took advantage of its windfall by transporting the aircraft to the Royal Aircraft Establishment at Farnborough. The airframe and engine were dismantled and thoroughly analyzed before being reassembled. After being test flown the plane was delivered to the Air Fighting Development Unit at Duxford, Cambridgeshire, where it was put through intensive performance trials and flown competitively against several Allied fighter types. The AFDU trials had proven what the RAF already knew, that the FW-190 was an outstanding development in fighter aircraft but was far from unbeatable.\nThe detailed examination of the FW-190 had a huge influence on fighter development in Britain. It resulted directly in the specification F.2/43 to which was designed the Hawker Fury, which incorporated numerous features directly copied from the FW-190A and F.19/43, which produced the Folland Fd.118 fighter project. There could be no higher praise than to have one’s enemies copy one of your designs. The FW-190A was one of the best models that could have come into the possession of the Allies. The FW-190A1 used the BMW 801C, 1600 horsepower engine, which powered a three-bladed variable pitch propeller that could attain a top speed of 388 miles per hour. The wide-track landing gear folded in toward the fuselage, which was extra strong to accommodate future weight growth and offered good stability on the ground. The FW-190A1 carried four rifle-caliber machine guns, two in the cowling and two in the wing roots, all of which were fired through the propeller arc. The event that resulted in the capture of the Focke-Wulf most likely contributed to saving the lives of countless RAF pilots.\nIn 1943, the Luftwaffe was in need of a fighter with better high-altitude performance. The answer to this need was the long-nosed “D” model or “Dora.” The first production model was the FW-190 D-9 which attained production status in the early summer of 1944. The new plane’s purpose would be to face the Allied bombers, particularly the American Boeing B-29 Superfortress, which was known to be coming into service. The FW-190 D was the first production FW-190 to use a liquid-cooled engine and was a very good high-altitude interceptor equal to the North American P-51 Mustang or Supermarine Spitfire MK XIV without the altitude limitations of the FW-190 A. Deliveries of the FW-190D-9 began in August 1944. The first mission of the new fighter was to provide top cover for Messerschmitt Me-262 jet fighters during takeoff when they were most vulnerable. The prevailing opinion among the FW-190D-9 pilots was that it was the best Luftwaffe propeller-driven fighter of the entire war and was more than a match for the P-51 Mustang. The D Model was the stepping stone that led to the high-altitude Focke-Wulf Ta 152.\nIn honor of Tank, the FW-190’s designation was changed to Tank, or Ta-152. The inline engine fighter was going to be the top version of the now famous fighter, but delays prevented them being manufactured in adequate numbers. In the final chaotic year of the Third Reich only a few Ta-152Hs and possibly a few Ta-152Cs got into combat.\nThe Bomber Killer\nThe FW-190 first saw action over the English Channel in 1941. In February 1942, it was providing cover for the German battlecruisers Scharnhorst and Gneisinau and the heavy cruiser Prinz Eugen as they tried to reach northern German ports. In one engagement, the 190s destroyed all six attacking Royal Navy Fairey Swordfish torpedo bombers. The new fighter was a shock to the RAF, faster and more agile than the Spitfire. The FW-190 was a stout opponent in a dogfight with its extremely heavy armament. The FW-190 pilots tended to work in pairs, giving each other good tactical support in battle. The excellent visibility provided by the plane’s cockpit assisted the pilots in supporting one another. As time went on, the FW-190 became a terror to Allied aircraft in every region where the Luftwaffe was active. It inflicted huge losses on B-17 Flying Fortress and Consolidated B-24 Liberator bomber crews, and was almost impossible to stop until the long-range P-51 Mustang came into service in 1944 and began escorting bombers to their targets.\nOne of the more important roles played by the FW-190s was in the defense of the Reich, a strategic defensive aerial campaign. The Luftwaffe had set up a chain of fighter bases in northwestern Europe. These stretched from the Bay of Biscay to the Kattegat. By late summer 1942, the American Eighth Air Force was beginning to make its first forays into northern France. The first attack by the Eighth took place on January 27, 1943. Despite all the time, effort, and resources put in by both sides, the first fighting in the defense of the Reich was inconclusive. The FW-190s’ first attack was on several Liberators of the 44th Bomb Group. Two of the Liberators went down into the shallows between the Dutch coast and the offshore island of Terschelling. One source suggests that one of the bombers was lost as a result of a mid-air collision with a battle damaged FW-190, which tore off the B-24’s port wing and tail assembly. This action, like many of the claims made by pilots during the 27-month campaign, was never confirmed. If anything, this problem worsened as the number of aircraft involved in the never-ending air battles in the skies over Germany grew from dozens to the hundreds and eventually thousands.\nThe first month of the air campaign ended with the raid on Wilhelmshaven on February 26, 1943. In this phase of the campaign, the fighting ended in favor of the Luftwaffe, which downed 15 heavy bombers from the U.S. Eighth Air Force while it suffered seven pilots killed and one wounded. On March 4, the FW-190s played a major role in attacking a group of B-17s whose target was the marshaling yards at Hamm in North Rhine-Westphalia. Four of the five bombers were shot down in the Eighth Air Force’s first appearance over the Ruhr, Germany’s industrial heartland. On April 17, the Eighth Air Force returned to Bremen, but this time its target was the city’s Focke-Wulf aircraft factories. These were producing the very FW-190 fighters that the Americans were fighting in the air. During this raid the Americans lost 16 B-17s with 10 falling to the FW-190s. These losses were at least part of the reason that the Eighth Air Force did not reappear over the Reich for nearly a month. The attacks of June 25 brought to an end the first half of the fighting in the air campaign of 1943.\nThe opening rounds of the campaign had produced only mixed results. The overriding factor for this period was the absence of a fighter escort for the bomber formations. The final outcome was still far from certain. In the second half of 1943, the Eighth Air Force suffered catastrophic casualties, but the defenders’ losses would begin to escalate as the year wore on. In this period, the U.S. Army Air Forces lost 87 bombers and had more than 500 damaged mostly due to Luftwaffe attacks, many of which involved FW-190s.\nThe air campaign would soon become a different arena of battle entirely. The arrival of U.S. escort fighters in ever increasing numbers would dramatically change the situation. The Luftwaffe pilots would no longer have the luxury of remaining unmolested beyond the range of the bombers’ defensive fire and then deciding how to deliver the attack. Protected by their fighters, the bombers would be much more difficult to approach, and kills would become more difficult to achieve with losses inevitably becoming much higher.\nThe number of fighters escorting Eighth Air Force bombers was truly alarming to the Germans. The number would eventually exceed 500. One method which the Luftwaffe began to develop to counter the increased number of enemy fighters was to have the Me-109s keep the enemy fighters occupied while the FW-190s attacked the bombers. The Luftwaffe also transferred many of its most successful pilots closer to Germany to defend the Reich in the most critical campaign of the European air war.\nBy the end of 1942, the FW-190 was fighting in North Africa, on the Eastern Front, and in Western Europe. In the Soviet Union, the FW-190 was effective in low-flying ground attacks on vehicle convoys and tanks. In this theater, the FW-190 carried 250- and 500-pound bombs, either of which could knock out a tank. One major issue on the Eastern Front was keeping the FW-190s and other aircraft supplied. This was at a time when many of the planes were flying up to eight sorties a day. On the Eastern Front, the FW-190’s reliable air-cooled engine and wide-track landing gear were well suited for service in the extremely harsh conditions. Operations on the Eastern Front led to a number of changes that resulted in the FW-190F fighter-bomber designed with a special emphasis on ground attack. This particular version carried 794 pounds of armor, which included sections of steel plate located behind the pilot’s head, on the lower engine cowling, and in the wheel well doors. The F-8 version turned out to be the most important model of the “F” series. Frontline units, using kits supplied by the factory, could adapt these aircraft to carry various combinations of heavy cannons, bombs, rockets, and even torpedoes.\nAs the war went on, the different models of the FW-190 were in almost constant contact with enemy bombers. This led to improvements in the form of more cannons and underwing rockets. Later, bomb racks were fitted to the FW-190 airframe under the fuselage and under the wings to broaden the capability of the fighter for attacking ground targets. By the end of the war, German fighter airfields were forced back closer to Berlin for fear of being bombed, which resulted in the FW-190 becoming more of a ground attack and support aircraft as German air power dwindled in the final days of the war. In spite of this situation, the beleaguered German air crews fought on with their FW-190s despite mounting losses. The Allied bombing campaign reduced the number of FW-190s, and the added issue of pilot attrition only made the situation for the Luftwaffe much worse. In the end, the FW-190 had played its role well in defeat as the war came to a close.\n20,000 FW-190s Built\nBy the end of the war, more than 20,000 FW-190s had been built for the Luftwaffe. At peak production, 22 FW-190s were being produced daily. When hostilities ended in Europe, the Luftwaffe had more than 1,600 FW-190s, of which more than 800 were ground-attack variants. After the war, Tank, the primary developer of the FW-190, negotiated with the United Kingdom, the Nationalist government of China, and the Soviet Union for his services. However, negotiations with all three countries proved to be unsuccessful. He later accepted an offer from Argentina to work at its Aeronautical Institute under the pseudonym Dr. Pedro Matthies. Tank spent two decades designing aircraft abroad, including work in India, before returning to Germany in the late 1960s to work as a consultant for Messerschmitt-Bolkow-Blohm. The heavy demand for his services was a testament to his genius as an aircraft designer.", "label": "Yes"} +{"text": "Did you know?\n- There are 11 nonstop flights on route from Vienna to Belgrade every day.\n- The shortest connecting flight from Vienna to Belgrade is 27 hours, 15 minutes on Luxair.\n- The shortest nonstop flight time from Vienna to Belgrade is 0 hours, 55 minutes on Niki, Jat, Austrian.\n- The smallest aircraft operated by Air flying between Vienna and Belgrade is a CRJ with 50 seats.\n- 131 flights per week fly out of Vienna connecting to Belgrade.\nHotels in Belgrade\nTraveling on the route and need hotel in Belgrade? Choose from more than 45,000 hotels.", "label": "Yes"} +{"text": "Lake Charles, LA – Established less than 18 months ago and with demand for their unique services quickly accelerating, Citadel Completions continues to add to its portfolio of capabilities. Today, Citadel was issued its Approved Maintenance Organisation Certification from the United Arab Emirate’s General Civil Aviation Authority (GCAA). Citadel had previously received aircraft repair and maintenance certifications from the US Federal Aviation Administration (FAA), the European Aviation Safety Agency (EASA) and Bermuda Civil Aviation Authority (BCAA). This latest certificate now authorizes Citadel to conduct maintenance and modification on UAE-registered aircraft. As Citadel’s customer base expands, the company will continue to add other international certifications.", "label": "Yes"} +{"text": "The Grumman G-164 Ag Cat is a bi-plane aircraft designed for agricultural crop spaying.\nThe Grumman G-164 Ag Cat was certificated for agricultural work in January 1959, following\ndevelopment from the prototype that was flown first on 22 May 1957. Production aircraft\nwere assembled by the Schweizer Aircraft Corporation between 1959 and 1979 under sub-contract\nfrom Grumman. In 1981, Schweizer bought the design and production rights. Until they sold the\nmanufacturing rights to AgCat Corporation in 1995, the AgCat remained in production with Schweizer.\nOn 11 June 1981, the 1978-built Gulfstream G-164B Agcat s/n 204B (ex G-BFTN, N6687Q) was registered PH-APR in the Netherlands\nwith the agricultural company A.M.Prince, Zonnemaire. On 29 July 1985, AgCat PH-APR was transferred\nto Vliegwerk Holland BV, Arnemuiden. On 27 November 1985, the aircraft was registered with Vliegtuigbeheer Zeeland BV, Arnemuiden.\nGrumman G-164B Ag Cat B PH-APR was registered with Bogaerds Cord Holding BV, Swifterbant, on 15 February 1995. After the CofA expired over a year,\nregistration PH-APR was cancelled by the IVW (Dutch-CAA) on 30 June 2011.", "label": "Yes"} +{"text": "03 August 2012, 11:13 AM ET\nMars is made of minerals, metals and other elements.\n02 August 2012, 05:48 PM ET\nMars is a moving target, so giving an exact distance from Earth depends on several factors.\n02 August 2012, 03:16 PM ET\nMars is the second smallest planet in the solar system. Here are Mars’ diameter, mass and other size measurements\n01 August 2012, 10:58 AM ET\nMany cultures have recognized this constellation as the Lion.\n31 July 2012, 11:11 AM ET\nThe world's greatest flying machines helped humans not only get off the ground, but also fly into space.\n30 July 2012, 02:12 PM ET\nThe constellation Gemini is easy to spot in the northeastern sky.\n30 July 2012, 11:25 AM ET\nTen of the greatest moments in flight took humans from flying in hot-air balloons to stepping foot on the moon.\n27 July 2012, 04:12 PM ET\nThe space shuttle program paved the way for missions that extend farther out into the solar system and beyond.\n27 July 2012, 10:51 AM ET\nThe V-22 Osprey takes off like a helicopter and flies like an airplane.\n26 July 2012, 01:37 PM ET\nSalyut 1, the first space station, paved the way for future manned orbital platforms.\n25 July 2012, 03:39 PM ET\nMillions of people watched as Neil Armstrong took the first steps on the moon.\n25 July 2012, 02:59 PM ET\nSally Ride was the first American woman to go into space.\n25 July 2012, 01:32 PM ET\nOne of the dragon constellation's stars used to be the North Star\n24 July 2012, 06:25 PM ET\nPegasus has some interesting galaxies and deep-space objects.\n24 July 2012, 02:00 PM ET\nThe Russians won an early victory in the space race when they launched Yuri Gagarin into orbit.\n23 July 2012, 04:43 PM ET\nIn 1947, pilot Chuck Yeager flew faster than the speed of sound, and also created the first sonic boom.\n23 July 2012, 11:44 AM ET\nTo get astronauts to the moon, scientists built the largest rocket ever.\n20 July 2012, 05:08 PM ET\nCharles Messier compiled a catalog of more than 100 fuzzy objects, known as nebulae.\n20 July 2012, 01:27 PM ET\n\"Lucky Lindy\" electrified the world and changed public opinion about air travel.\n20 July 2012, 10:00 AM ET\nA stealthy, supersonic spy plane from the Cold War set world speed and altitude records for manned jet aircraft.\n19 July 2012, 04:46 PM ET\nThe Orion constellation is one of the most prominent star patterns in the sky.\n19 July 2012, 01:00 PM ET\nThe first scheduled passenger airline service took off from St. Petersburg, Fla.\n19 July 2012, 10:00 AM ET\nNazi Germany's Me 262 fighter jet influenced later generations of U.S. military aircraft as the world's first operational turbojet aircraft.\n18 July 2012, 02:00 PM ET\nThe Wright Brothers’ first plane flight in Kitty Hawk lasted just 12 seconds in 1903, but Orville and Wilbur made history in that airplane, the Flyer\n18 July 2012, 10:00 AM ET\nThe zeppelin Hindenburg represented the largest aircraft to ever fly before it met a fiery end in the disaster bearing its name.\n17 July 2012, 01:27 PM ET\nFor lighter-than-air travel to get anywhere, a way to control the balloons had to be invented.\n17 July 2012, 09:00 AM ET\nWorld War I transformed aircraft into flying weapons and harnessed aviation technology to the military.\n16 July 2012, 09:32 AM ET\nThe 1903 Wright Flyer that made history's first flight included propellers and wire controls.\n16 July 2012, 09:16 AM ET\nThe Montgolfier brothers launched the first flight of a hot-air balloon in 1783.\n11 July 2012, 12:12 PM ET\nUsing the Hubble Space Telescope, astronomers have discovered a fifth moon orbiting the dwarf planet.\n10 July 2012, 06:43 PM ET\nHeated by a nearby star, this cloud of gas and dust forms the familiar shape of an equine head.\n05 July 2012, 05:33 PM ET\nWith a total of 67 known moons — including four large moons known as the Galilean satellites — Jupiter almost qualifies as a solar system unto itself.", "label": "Yes"} +{"text": "The Global 6500 is a twin-engine, large-category business jet that is produced by Canadian manufacturer Bombardier. Part of the company’s Global series of business jets, the Global 6500’s first flight took place on Jan. 31, 2018.\nFollowing the completion of its flight-test program, the Global 6500—which, along with the Global Express and Global 6000, is based on the BD-700-1A10 type— received type certification from Transport Canada in the third quarter of 2019. From a design perspective, the Global 6500 is an upgraded version of the Global 6000 which offers improvements that include Rolls-Royce’s Pearl 15 engine and aerodynamic changes to the wing.\nThe Global 6500 can accommodate a maximum of 19 passengers in addition to the two required crew. Those passengers are accommodated in a cabin that has a length of 43 ft. 3 in.— measured from the cockpit divider to the “aft most” portion of the cabin, excluding the airframe’s baggage compartment—width of 7 ft. 11 in. and height of 6 ft. 2 in., with that width promoted as being the “widest in class.”", "label": "Yes"} +{"text": "A team of scientists and Senior Executive Service officials from Headquarters Air Mobility Command observe daily aerial port-wide operations and procedures of the 436th Aerial Port Squadron, Feb. 7, 2017, at Dover AFB, Del. Air Force photo by Roland Balik.\nAir Mobility Command is pushing forward on a futuristic move to automate its aerial port, a step that would speed up the movement of cargo, AMC’s boss Gen. Carlton Everhart said.\nThe command is looking at ways to “get the right loads in the right place at the right time in the right configuration,” in addition to a need to speed things up to get equipment to the front lines faster, Everhart told reporters Friday.\nThe command earlier this year invited scientists and researchers to the aerial port at Dover AFB, Del., to kick off its “Aerial Port of the Future” effort to use automation and artificial intelligence to improve aerial port efficiency and safety.\nThe team of Defense Department researchers, in addition to visiting Air Force aerial ports, also visited commercial warehouses to see robotics and command and control programming in use there, for possible ways to translate that technology to ports.\nEverhart said the “ultimate goal” is to have a port use similar technology to automatically build pallets to fit aircraft once they arrive. For example, if a C-17 or C-130 lands at a base and needs to pick up cargo, an automated port could quickly build pallets to fit that aircraft.\nThe inspiration for the effort came from the Air Force’s Future Operating Concept, which included a look at how aerial ports could work in the year 2035, according to AMC.\n“That was somebody’s dream, but it got us thinking,” said Donna Senft, chief scientist and Aerial Port of the Future project lead, in the AMC release. “We wanted to get the experts in the science and technology community and the acquisitions community together and see what we could do to improve aerial port operations.”", "label": "Yes"} +{"text": "Rudra is an attack helicopter manufactured by Hindustan Aeronautics Limited (HAL) for the Indian Army. It is the Weapon System Integrated (WSI) Mk-IV variant of the Dhruv Advanced Light Helicopter (ALH). Rudra is the first armed helicopter being produced indigenously in India.\nThe HAL Rudra helicopter can be deployed in a wide range of missions, including reconnaissance, troop transport, anti-tank warfare, and close air support.\nHAL was contracted to deliver about 76 Rudra ALH Mk-IV helicopters for the Indian Army and the Indian Air Force. The Indian Army plans to equip its Army Aviation Corps with 60 helicopters, forming six squadrons. HAL handed over the first Rudra helicopter to the Indian Army in February 2013.\nA total of 50 Rudra helicopters are operational with the Indian Army as of October 2019. An additional ten units are expected to be delivered by 2020.\nDesign and development of the attack helicopter\nDevelopment for the WSI variant was authorised in December 1998. The prototype made its first flight in August 2007. Rudra completed a final round of weapon firing trials in September 2011. The 20mm turreted gun was tested during these trials.\nThe Mistral air-to-air missiles and 70mm rockets were tested on Rudra in November 2011. Mistral is an infrared homing missile, which is capable of striking the targets within a range of 6.5km. The ground tests for the first production helicopter were concluded in September 2012.\nHAL Rudra Mk-IV received initial operational clearance (IOC) from Centre for Military Airworthiness and Certification (CEMILAC) in February 2013. The helicopter was displayed for the first time at Aero India 2013 show.\nHAL Rudra incorporates a conventional design. Carbon fibre composite materials have been used in construction to achieve weight reduction. The twin engines mounted above the cabin are attached to a four-blade composite main rotor. The cockpit is made of Kevlar and carbon-fibre materials.\nRudra has a length of 15.8m, main rotor diameter of 13.2m and a height of 4.9m. The maximum take-off weight of the helicopter is 5,500kg. Rudra can carry a payload of 2,600kg.\nCockpit and avionics systems of Rudra\nThe advanced glass cockpit of Rudra houses crash-worthy seats for accommodating two crew members. The night vision goggle (NVG) compatible cockpit is equipped with multifunction displays, dual flight controls and automatic flight control system.\nThe avionics suite integrates a global positioning system, FLIR, HF/UHF communications radio, Infrared Friend or Foe (IFF) identification system, Doppler navigation and a radio altimeter. The electro-optic pod, helmet-mounted sight and fixed sights ensure the pilots can accurately engage targets using onboard weapons.\nArmament and countermeasures of the Indian helicopter\nThe Nexter THL-20 chin mounted gun turret is fitted with a 20mm M621 automatic cannon. The gun can fire at a rate of 750 rounds per minute. It has an effective range of 2,000m.\nThe stub wings of the Rudra can be fitted with up to eight Helina (Helicopter-launched Nag) anti-tank guided missiles, four MBDA Mistral short-range air-to-air missiles or four rocket pods for 68mm/70mm rockets.\nHAL Rudra helicopter is equipped with SAAB Integrated Defensive Aids Suite (IDAS), radar warning receiver, IR jammer, flare and chaff dispenser.\nThe IDAS can be integrated with RWS-300 radar-warning sensor, LWS-310 laser warning sensor, MAW-300 missile-approach warning sensor and BOP-L series advanced lightweight countermeasures dispensing system.\nHAL Rudra engines and landing gear\nHAL Rudra helicopter is powered by two HAL / Turbomeca Ardiden 1H1 (Shakti) turboshaft engines. Each engine delivers a maximum continuous power of 1,067kW. The operation of the engines is controlled by full authority digital engine control (FADEC) system. The helicopter has a fixed-type metal skid landing gear. The tail section features a tail skid to protect the tail rotor during tail-down landings.\nThe helicopter has a maximum continuous speed of 270km/h. The never exceed speed of the helicopter is 300km/h. Rudra can fly at a maximum altitude of 20,000ft and can climb at a rate of 10.3m/s. It has a range of 660km.", "label": "Yes"} +{"text": "Favourite helicopter not only for private travelling\nThe Airbus Helicopter H120, designated initially the Eurocopter EC120, is a widely used aircraft around the world. It has gained popularity for its effortless and pleasant handling, easy maintenance, and sustainable operating costs.\nIt is often the first turbine type added to pilot licences. If you already have some experience in a Cabri G2, you're half way there. The behaviour of the helicopters is very similar and the transition to it will be very easy.", "label": "Yes"} +{"text": "Deliveries from drone airport hubs in Arkansas are taking off for Walmart.\nSome Walmart shoppers in Northwest Arkansas can get items delivered by drone in as fast as 30 minutes. This week, the retailer and drone technology partner DroneUp, LLC announced the launch of multi-site commercial drone delivery operations from drone airport “hubs” in that region, which will run 12 hours a day, seven days a week to fulfill orders from eligible consumers.\nThe first hub in Farmington, Ark., is up now, and two additional sites in the state, in Rogers and Bentonville, will open in the next few months. While providing convenience to customers, the last-mile capability also helps Walmart improve its operational efficiencies, according to company officials.\n“When we invested in DroneUp earlier this year, we envisioned a drone delivery operation that could be quickly executed and replicated across multiple stores,” said Tom Ward, SVP of last mile at Walmart U.S., in a statement. “Opening our first hub within months of our initial concept showcases DroneUp’s ability to safely execute drone delivery operations with speed.”\nAdded Tom Walker, CEO of DroneUp: “Walmart and DroneUp provide an unrivaled ability to pick, pack and deliver via drones directly from the store to consumers offering efficiencies no other retailer can match. We are proud of our team’s ability to deliver the technology helping Walmart launch a new era of commercial drone operations.”\nEarlier this year, Walmart announced its partnership with DroneUp as a way to provide scalable last-mile delivery solutions to its consumers. The company’s infrastructure in the United States lends itself well to drone coverage, with 4,700 stores filled with more than 100,000 of the most-frequently purchased items. Virginia Beach, Va.-based DroneUp, for its part, has a database of more than 10,000 Federal Aviation Administration (FAA) certified pilots and is an authorized government drone services provider for 11 U.S. states serving public sector organizations.\nWalmart operates approximately 10,500 stores under 48 banners in 24 countries, and e-commerce websites, employing 2.2 million-plus associates worldwide. Walmart U.S. is No. 1 on The PG100, Progressive Grocer’s 2021 list of the top food and consumables retailers in North America, while Walmart-owned Sam’s Club ranks No. 9 on the list.", "label": "Yes"} +{"text": "Towing & Transportation\nThis is what distinguishes our systems:\nEspecially for FBO companies with a fleet of different aircrafts, our tow bars with the interchangeable tow heads for \"push\" and \"pull\" transport have been designed. A novel system that monitors the power transmission of the tow bar and aircraft landing gear and warns the operator in time, prevents many expensive and long repairs due to damage to the nose and landing gear. In case of a flat tire, the stalled aircraft can be safely and quickly moved to the hangar with our special trolley.\nBecause of satisfactory hand finishing of the powder coating, rustproof material as well as semi-pneumatic tires, a very long service life can be expected.\nThe Pin-Lock lock for tow bars and tow heads is currently the safest method for an optimal connection - even in the dark. The shear pins protect against linear and radial shear forces during \"push-pull\" and \"side-to-side\" movements.\nThe SiPsHitch™ informs the driver of the tractor about the current power transmission when towing the aircraft. When under time constraints, the towing vehicle is often accelerated and braked too quickly, putting a lot of tension on the front landing gear on the aircraft. Our linear force monitoring system warns and notifies the driver visually and acoustically so that he can still react before unnecessary and costly damage occurs.\nOur towing solutions are one of the few in the world that are compatible with other manufacturers. You can combine the towheads with the bars and move a variety of different aircraft types into the right position.", "label": "Yes"} +{"text": "Are you wondering who hires drone pilots? The drone industry is certainly not what it used to be just a couple of years back. Gone are the days when drones were used exclusively by the military and hobbyists. Today, drone technology has advanced to such a great extent that UAVs have become instrumental tools in a number of fields. Before you can fly a drone professionally, you need to obtain a 107 license to fly from the FAA. Learn more about drone registration here.\nThere are plenty of places where you can get the appropriate training courses for becoming a drone pilot. Drone operators today are in extremely high demand due to the rising number of jobs in the drone pilot job market. That’s because drones are becoming increasingly useful, not just in industries that are related to aviation, but also in businesses like real estate, agriculture, law enforcement, construction, and many more.\nOnce you get your drone operators license, you can turn your hobby into a well-paying job by applying for the following drone pilot jobs.\nWho Hires Drone Pilots?\n1. Package Delivery\nOne of the up and coming drone operator jobs available is package delivery. Already, tech giant Google and leading e-commerce site Amazon have begun rolling out drone delivery programs. Although these programs are largely still in their testing phase, in the future there could be mass recruitment of drone operators to facilitate the quick and painless delivery of goods we buy online.\nAt the moment, there is still a lot of assessment going on to determine how well drones can deliver packages. Even though the jobs may become available in the next few years, flying delivery drones will remain a challenge due to restrictive laws on drone usage as well as a lack of wide-open spaces in which to fly them.\nThe rules governing the use of drones within cities and towns prove to be by far the biggest challenge to flying delivery drones. Other problems that may make this job difficult include finding ways to load up the drone properly, getting drones to stay in the air long enough to complete their deliveries, and identifying the destination of the package.\nPackage delivery drones may still become a reality despite these issues, and as a certified drone operator, it is one of the jobs you can apply for in the near future.\nDrones are extremely useful for surveillance, and this makes them a prime choice for law enforcement. They are fast, quiet, and capable of giving the police a perfect bird’s eye view of crime scenes, crimes in progress, buildings, and roads. Monitoring and curbing criminal activity is a lot easier when you’ve got good visuals of the situation, so a drone pilot that’s working with law enforcement must be extremely good at what they do.\nDrones that are used for surveillance have much more powerful cameras with capabilities like night vision and infrared, and the pilot’s job is to get it as close to the target as possible without giving their position away or scaring off the suspect. Surveillance drones are properly equipped with the capability to find items and people even in well-hidden areas.\nAnyone that might be interested in a job like this will, of course, have to go through extensive training in addition to the drone flying courses in order to provide the level of aerial assistance that law enforcement needs to stay on top of dangerous situations. Since you’ll be working directly with the police, you should expect to have a lot of background checks done on you to determine whether you’re the best fit for the job.\nUnlike the drone operator jobs we’ve looked at already, aerial photography jobs are already widely available for certified drone pilots. Drones are quickly becoming crucial tools in photography, not just because they have an aerial advantage, but also due to their ability to fit in tight nooks.\nWhether it’s event photography, tracking wildlife populations, or simply taking breathtaking pictures of city landscapes, drones are a superb choice. Unfortunately, since drone photography jobs are so common, there is a lot of competition. What sets you apart in this particular field is your skill and reputation.\nIf you want to be good at this particular drone operator job, then you might find drone photography tutorials quite useful. Being able to take spectacular drone shots from unique angles is what will make companies clamor for your services because as many pilots and photographers as there are, only a select few can do both tasks excellently.\nDesign and planning in construction is almost completely reliant on drones today. Surveying the work site, especially for big projects, can be a time-consuming endeavor to take on without the assistance of a drone. Land vehicles just don’t have the edge to compete with drones in an area where aerial shots provide the most insight into the progress of the project, or indeed the best way to plan for it.\nConstruction experts use drones fitted with scanners to properly assess the worksite, giving them the ability to create detailed models of the project even before construction begins. For certified drone pilots, construction jobs are the most easily obtainable UAV pilot jobs on the market right now, so if you have your license already, this is a great place to start looking for work.\nIt’s hard to believe that before drones, you had to rent out a helicopter to get aerial footage, which as you can imagine was very expensive. Now, even a mid-tier drone, which costs just a couple hundred dollars, can do the job quite well.\nAerial footage has revolutionized the movie-making industry, making it possible for filmmakers to take extremely impressive aerial shots even in closed buildings. Obviously, you can’t do that with a helicopter.\nThough you’ll find the majority of video drones being used at events, Hollywood filmmakers are finding them increasingly useful for aerial videos. If you fancy yourself as a skilled drone cinematographer, this is one very exciting job you can apply for right now.\nPlenty of Drone Operator Jobs Available\nThe job market is already flooded with tens of thousands of drone pilot jobs in the US alone. This is a number that is steadily rising and will continue to go up as the demand for drones in various industries continues to grow.\nIn a year, there may be 33 percent more drone operator jobs available according to Bloomberg. So, if you are confident with your drone flying and photography/cinematography skills, getting a license should be the final step before you can successfully land a well-paying job as a drone operator. Hopefully this blog post answered your question as to who hires drone pilots and gave you a better idea of all the jobs available to people who can fly drones.", "label": "Yes"} +{"text": "YES! This is a reupload (the first-ever on the channel). An editing mistake and a too hasty attempt to fix it interrupted the algo and killed its ability to perform. Its platform was so versatile that the military planned a range of future versions, from supersonic refueling, medical evac to even passengers!But this 1950s miracle plane would never enter production, and the what if only remains on paper.\nsource/image(PrtSc): Found And Explained\nThis is the lost future we never had, the legendary XB-70 Valkyrie Super Bomber.The XB-70 Valkyrie was an experimental high-speed, delta-wing aircraft that was developed by the North American Aviation, or NAA, Los Angeles Division of the United States Air Force.The XB-70 was a plane full of amazing features but its two most-distinguishing features were these: Firstly, it was designed to fly at three times the speed of sound, which meant attaining Mach 3 speed.//Found And Explained\nSecondly, it was designed to fly at an altitude higher than 70,000 feet, which is approximately 21,000 kilometers. It was to be a very, very fast plane that could fly very, very high.This Valkyrie would have a crew of four, namely a pilot, co-pilot, bombardier and defensive systems operator. The XB-70 was 196 feet or 59,7 metres in length and its tail stood at a height of 31 feet or 9.4 metres. The plane would weigh in at an estimated maximum gross weight of 521,000 pounds or 235,868 kilograms.\nThe delta wing spanned an impressive 105 feet or 32 metres, with the wing swept at just over 65 degrees. The plane also had two large vertical tails.Its engines could push the plane to a decent range of 4,288 miles or 6,900 kilometres, which, although not a huge range, would still be considerable given the incredible cruising speed the plane could attain. Its service ceiling was especially attractive – an incredibly high altitude of 77,350 feet or 23,576 metres, which equated to 14.64 miles or 23.57 kilometres up in the air.via/read more: Found And Explained", "label": "Yes"} +{"text": "The second Saturn V launch vehicle (SA-502) for the Apollo 6 mission lifted off from the Kennedy Space Center launch complex on April 4, 1968. This unmanned Saturn V launch vehicle tested the emergency detection system in closed loop configuration.\nTitle: Saturn Apollo Program\nDate Created: 1968-04-04\nGet the app\nExplore museums and play with Art Transfer, Pocket Galleries, Art Selfie, and more", "label": "Yes"} +{"text": "NEW YORK, Nov. 12 /PRNewswire/ -- Reportlinker.com announces that a new market research report is available in its catalogue.\nThe latest defence report - The Military Aircraft Avionics Market 2009-2019 - reveals the dynamic opportunities presented by one of the defence industry's few growing markets. Our market study examines leading users of military aircraft avionics systems, and explores the operational requirements which are driving global growth in this sector. We assess the commercial prospects and outlook for companies offering military aircraft avionics systems. This analytical report defines the current state of the military aircraft avionics market and discusses its potential for growth from 2009 onwards, with market forecasting at the global and national levels.\nBased on our research, global government spending in 2009 on military aircraft avionics systems, across all platforms, will total $13.5bn. We analyse, quantify and forecast the global military aircraft avionics markets by sub-sector for fighter jets, large transporters, helicopters, manned airborne ISR systems and UAVs. We also analyse, quantify and forecast the global forward-fit and global retro-fit military aircraft avionics markets separately.\nGlobally there are a multitude of factors which are driving increased research, development, procurement and deployment of military aircraft avionics systems.\nWars in Iraq and Afghanistan and emerging terrorist threats around the world have demonstrated the growing importance of aircraft in military operations. Governments are increasingly aware that increasingly integrated coalition missions of this type require up to date avionics systems in support of these missions. During the next decade, the military aircraft avionics industry is therefore expected to exhibit corresponding growth, driven by the escalating airlift operations and special mission fleets operating worldwide.\nDespite the current economic climate restricting defence budgets - particularly in the US, governments globally continue to invest in long term programmes to upgrade their avionics systems across their aircraft fleets. The intention is to produce next generation combat fighters, improved Intelligence, Surveillance and Reconnaissance (ISR) capability, air superiority and integration into the modern network centric warfare environment to deliver better coordinated military operations.\nWithin this report we analyse, quantify and forecast the market for the following sub-sectors of the military aircraft avionics market -\n- Fast jet / training aircraft\n- Transporter / airlift aircraft\n- Manned airborne ISR aircraft\n- Forward-fit avionics\n- Retro-fit avionics\nWe examine the combination of factors that are driving the increased retro-fitting of avionics systems by air forces around the world. The upgrading of military aircraft avionics systems is expected to increase steadily over the next decade, despite general economic uncertainty and pressure on defence budgets. Military decision-makers are developing operational strategies to benefit from the latest avionics technology to maximise the potential of the modern network centric warfare environment.\nThe increasing investment in military aircraft avionics systems, particularly in emerging nations, has resulted in the global military aircraft avionics market becoming one of the few recession-resistant sub-sectors of the defence industry. The author expects the global military aircraft avionics systems market to flourish from 2009 onwards, with significant rewards for successful companies.\nBombardier Aerospace offers 24/7 technical support for operators of Bombardier Learjet, Challenger, and Global aircraft. For Learjet technical support: (316) 946-6100 or email@example.com...\nDassault Aircraft Services is a Falcon service provider. Falcon warranty. For technical support contact Lawrence Harting at (302) 322-7326 or firstname.lastname@example.org. Hours: 24.", "label": "Yes"} +{"text": "A near-Earth asteroid from a third to three-quarters of a mile across will make a close approach to Earth on Sunday, February 4.\nAt its closest, at 4:30 p.m., Asteroid 2002 AJ129 will be no closer than 2.6 million miles to Earth, about 10 times the distance between Earth and the moon, according to NASA.\nIt will be moving at 76,000 miles per hour, which is faster than most other near-Earth objects. That high speed results from the asteroid's orbit close to the sun.\nAsteroid 2002 AJ129 is an intermediate-sized near-Earth asteroid that was discovered on January 15, 2002, by the former NASA-sponsored Near-Earth Asteroid Tracking project at the Maui Space Surveillance Site on Haleakala, Hawaii.\nIt is categorized as a potentially hazardous asteroid but poses no threat of an impact with Earth in the foreseeable future.\nPaul Chodas, manager of NASA's Center for Near-Earth Object Studies at the Jet Propulsion Laboratory, Pasadena, California, explained, \"We have been tracking this asteroid for over 14 years and know its orbit very accurately. Our calculations indicate that asteroid 2002 AJ129 has no chance -- zero -- of colliding with Earth on February 4 or any time over the next 100 years.\"\nAnd, don't forget the super, full, blood moon in eclipse.", "label": "Yes"} +{"text": "Main / Casino / Aeronautical information publication germany\nAeronautical information publication germany\nName: Aeronautical information publication germany\nFile size: 735mb\nGermany, AIS Portal Kosovo *, Aeronautical information for KFOR Sector in AIP Hungary Tajikistan, Aeronautical Information is published by AIS Russia. EUROcontrol published a document containing tips to obtain aeronautical Germany - Military Airports -- Military Aeronautical Information Publication Germany. The Aeronautical Information Management division produces and publishes aeronautical publications and products, such as the AIP Germany and aeronautical.\n27 Nov Convention on International Civil Aviation and the ICAO. Aeronautical Information Services Manual (Doc ). Charts contained in the AIP are. Countries with Available Electronic Aeronautical Information Publications (or AIPs) Germany (ASFBW - Military) - EAD / PAMS Light (free registration required). 3 Aug AERONAUTICAL INFORMATION PUBLICATION. Belgium Luxembourg and Germany have arranged, by bilateral agreement, to transfer the.\ntraining schools, ○ browse Aeronautical Information Publication (AIP) and charts. ○ software and flight simulator developers, ○ Link to EAD Eurocontrol. CAA = Civil Aviation Authority - AIS = Aeronautical Information Services GERMANY. 8 Aug The Military Aeronautical Information Publication Germany (MIL AIP Germany) is issued by the Air Operations Command A 3 IIIc. It supplements. Aeronautical Information Publication (AIP) Links The AIP is the publication which contains all published airport data, and also all charts Germany - see EAD. Aeronautical Information Service (AIS) - Navegacion Aerea - fred-snyder.com Milais. org, Military Aeronautical Information Publication Germany (MIL AIP Germany). Czech Republic, Denmark, Germany, Norway, Poland and The Netherlands. fred-snyder.com, Military Aeronautical Information Publication Germany (MIL AIP.", "label": "Yes"} +{"text": "Two events in recent months have provided a startling picture of different aspects of China's rapid acquisition of technology and its race to equal if not better international front runners. Both involve China's major airlines, which have worked hard to overcome lingering perceptions of poor air safety.\nChina's major airlines are all effectively state-run, although some have a portion of shares publicly listed. The key majors are Air China, China Eastern Airlines and China Southern Airlines operating out of Beijing, Shanghai and Guangzhou respectively. Other smaller carriers either fall within the ambit of the three majors, operate with the support of local authorities, or – a new development – are developing without any form of state or regional government ownership. Given the blistering growth rate of the sector, the airline administration authority, CAAC, has been expressing concern about too much, too fast, and has put a cap on the number of new aircraft that can be purchased this year. But the cap can be circumvented by leasing and by delaying new aircraft arriving for a short while, and now there is concern about progress even at the major carriers.\nThe safety record is in fact respectable-two fatal crashes last year, the latest in November at Baotou in Inner Mongolia involving a China Eastern Canadian-built CRJ regional jet that crashed just after take-off for reasons still to be established. Chinese carriers have had three fatal crashes in the past four years, compared with 17 in the US in the same period. To be fair, the US has almost 10 times the number of airliners. But average fleet age is far lower in China at about 6.5-7.5 years as new aircraft are added; the U.S. fleet's average age is about 13 years.\nOne positive example of how things are changing in China is a series of satellite navigation safety tests conducted in April, which have confirmed a new set of weather condition standards for flights into Lhasa in Tibet. Many flights into Lhasa are canceled or have to turn back before landing because of fast-changing weather conditions. A series of tests of a satellite-based navigation system were run by Air China and CAAC working with Boeing Flight Service Group – a unit of giant US aircraft manufacturer Boeing – and Naverus, a US-based specialist in satellite-based navigation. They established that aircraft could operate to and from Lhasa with satellite navigation aid, increasing safety and lowering costs.\nAlmost in parallel, an incident involving China Eastern Airlines in London on March 31 showed the other side of the coin. As Flight MU522 was taking off from London's Heathrow Airport at 9:45 pm, it was seen to fly at about five feet off the ground for a while, then as it lifted up, the tail hit the ground with a shower of sparks, leaving a 30-foot-long scrape mark on the runway before the aircraft climbed away. Controllers radioed the crew, who confirmed they were aware of the tail strike. But instead of dumping fuel and – as required by the operating manual – returning to land, the crew elected to continue the flight non-stop to Shanghai.\nA few days later, the aircraft – an Airbus A340-300 – was seen on the ground at Shanghai's Pudong Airport. Says British air safety expert David Learmount, who writes for industry magazine Flight International: \"They took a terrible risk and they got away with it.\" The reason for the manual's instruction to land is simple: The aircraft's outer skin is also its pressure shell and the support for a vital pressure bulkhead inside the tail section. As the aircraft rises to altitude and becomes pressurized, damage to the skin can on its own, or combined with damage to the bulkhead, cause the skin or the bulkhead to burst, with catastrophic results. This has happened in modern times to Japan Airlines and China Airlines aircraft that crashed as a result of such tail damage. The manual says to land as soon as possible and not to fly above 10,000 feet or minimum safe altitude (i.e., don't pressurize the aircraft and check for damage as soon as possible).\nWhy would a well-trained crew do such a thing? Loss of face and/or fear of the consequences of admitting to a serious mistake, thinks Learmount. He says China's airlines have improved a great deal, but there is still a cultural problem and a fear of punishment. \"They do recognize when they've got a problem, they're not stuck in the past,\" he says. \"But at the same time there's a cultural aspect that makes them deny that a mistake has happened.\"\nHowever, Learmount adds that in fairness, a fear of admitting mistakes is not confined to China \"blame-seeking? by police after air accidents is prevalent in Japan and South Korea, for instance, and even France saw similar actions after the Concorde crash at Paris. What is needed, he says, is a \"blame-free\" culture in which mistakes are used as lessons to bring about improvements to safety instead of being covered up. \"China is not the only country in the world where if you report something, you're out,\" he notes.\nChina's air safety reporting is not transparent, so what action has been taken internally over this incident remains unknown. And while the incident was noted in Britain, it remains just that – an incident, not an accident, so there will be no major investigation. Perhaps a quiet word? A blame-free culture seems a long way off.", "label": "Yes"} +{"text": "|Home > Literature and Tutorials > View Video|\nBasic information on how radar (Radio Detection and Ranging) works. Electromagnetic waves reflect off objects like light rays off a reflective surface. Radars send out a pulse signal and look for the reflected return signal pulse. Radar signals travel at the speed of light C = 300 km/sec. Time for reflected (round-trip) return signal 2x distance/C.\n|CONNECT ON SOCIAL:|", "label": "Yes"} +{"text": "More science fair project ideas - science project, Can't find your project? if you have a new science project idea that is not listed here, we can assign you a dedicated project advisor to. List science fair project ideas - sciencebuddies.org, Below is a list of the 1157 science fair project ideas on our site. to help you find a topic that can hold your interest, science buddies has also developed the topic. Science fair project ideas, (click here for director's choice ideas) here are just a few ideas that i have collected over time and from the internet. possibly some of.\nThe solar system - astronomy kids - kidsastronomy., What solar system? solar system planets orbit sun. addition planets, solar system consists moons, comets. http://www.kidsastronomy.com/solar_system.htm Practically simple ideas kid' solar system project, Practically simple ideas kid' solar system project. lookout science fair project ideas, opt solar system project . http://www.buzzle.com/articles/solar-system-projects-for-kids.html Nasa mulls 12 ideas future solar system mission, When picking mission explore solar system, nasa options. space agency reviewing dozen ideas robotic solar. https://www.space.com/36758-nasa-future-solar-system-mission-ideas.html", "label": "Yes"} +{"text": "Share Your Story • Petri Tikkanen • May 10, 2016\nMercury transit in Finland Jyväskylä. AstroSolar filter Canon 650D Canon EF 70-300mm f/4-5.6 IS USM @ 300mm 1/640s f8 ISO100\nBecome a member of The Planetary Society and together we will create the future of space exploration.\nHelp advance robotic and human space exploration, defend our planet, and search for life.", "label": "Yes"} +{"text": "Moments before the crash of Boeing aircraft near Donetsk - a unique video frame has been found and analyzed\nA source provided a sensational shot, presumably made by foreign spy satellite in the last seconds of flight Malaysian Boeing aircraft over Ukraine.\nOn the eve of an important meeting of world leaders - at the summit of the \"Big Twenty\" in Australia - the theme of the investigation of the death of the passengers of flight for more than relevant. Frame speaks in favor of the version that is in the West almost [never] said.\nIt is known that at the summit in Brisbane, Australian Prime Minister Tony Abbott threatens to ask our president sternly question about [Flight MH17] Malaysian Boeing airplane. Let's try to facilitate his task.\nBack in August, Russian Union of Engineers published its report on the possible causes of the accident, which spreads widely in the media and on the Internet. Experts conducted a detailed analysis of all information available from all sources, produced technical calculations and elaborated version of the causes of the destruction of the Boeing.\nExpert conclusion: the only technically possible version - downing of the Malaysian ship using rocket and cannon armament of another aircraft. We draw attention to one point in the report - the absence of any credible evidence of any launch of ”ground-to-air” missiles. To begin with the \"bogey\" accompanied by a cloud of fire, a deafening roar, audible within a radius of 10 kilometers, and contrails, which is clearly observed in the sky up to 10 minutes.\nIn short, it was not likely there was a “bogey\" starting from the ground. In the presence of a disaster area dozens of professional observers from all sides and thousands of lay people, no one has seen or recorded anything. And planes were seen and their positions fixed. And it was certainly not Russian planes. Experts arguments were heard on the Internet report and was translated into English and German.\n\"At the same time we began to receive large amounts of information, among which was a different material, engineering calculations, and ultimately on the 12th [of November] we got it here,\" - said the first vice-president of the Russian Union of Engineers Ivan Andrievsky.\n\"I fully agree with the results of your analysis of the causes of the destruction of the Boeing aircraft\"- says the man who introduced himself as a graduate of MIT, with twenty years experience aviation expert George Bilt. - The Boeing was shot down by fighter jet chasing him. At first the crew fired the gun, then the cabin was struck by an ”air-air\" to missile, when the right engine and the right wing heat was locked on with the missile homing system.\"\nThe picture, which clearly shows the launch from the left wing fighter exactly the cockpit, was attached to an e-mail. The terrain, weather, aircraft dimension picture is fully consistent with the circumstances of the accident.\n\"We saw a space satellite picture taken in low earth orbit. This is usual with such pictures for general Intelligence of air, ground and space. In accordance with the coordinates specified in the picture, we can assume that the picture was taken from the American or British satellite. We conducted a detailed analysis of the image and no sign of a fake is revealed, \"- said the first vice-president of the Russian Union of Engineers Ivan Andrievsky.\nAll versions have to be considered, including the notorious “bogey\". The man who sent a picture in which can be seen as the MiG-29 destroys the passenger Boeing aircraft, [the pilot] whoever he was, is of course, a professional. To forge such requires even more effort than to access such information.\nLord, you have these pictures! Or more! Present them now! Hands on the table! Because at the moment there is every reason to believe that the government committed a crime by those who destroyed the aircraft deliberately and cynically. And those who deliberately and cynically hide it have access to comprehensive information.\nSee the original material on http://www.1tv.ru/news/leontiev/271824", "label": "Yes"} +{"text": "Super Bowl LVIII in Space video nasa international space station 400km above from earth\nThe International Space Station, located in space 400 kilometers above the Earth, is also called the second home of astronauts. A team of astronauts is always stationed there and completes space-related missions and experiments. During this time, astronauts also keep getting information about the events happening on Earth.\nIn this sequence, two NASA astronauts Jasmine Moghbeli and Loral O'Hara shared a video of tossing a football in the space station on February 10. While sharing this video on social media platform 'X', NASA wrote, Before Super Bowl Sunday….\nIn the short video, Moghbeli can be seen throwing a football at the camera while O'Hara, standing next to him, holds the mic. However, doing so was very difficult for both of them. Due to weightlessness, astronauts have to face a lot of challenges in space. And in a place where there are many equipments including laptops, cables, the problem increases. Moghbeli can be seen laughing in the video. When the football hits something and returns floating, she is unable to control herself.\nISS revolves around the earth 16 times a day\nThe International Space Station revolves around the Earth at a speed of approximately 7.6 kilometers per second. During this time it revolves around the Earth 16 times in 24 hours. The orbital path of the ISS covers more than 90 percent of our Earth's population.\nFor the latest tech news, smartphone reviews and exclusive offers on popular mobiles, download the Ocean of Gadgets Android app and follow us on Google News.\n#Super #Bowl #LVIII #Space #video #nasa #international #space #station #400km #earth", "label": "Yes"} +{"text": "- 100 years of Dutch aviation\nCelebration 100 years of aviation in the Netherlands (1909-2009).\n- Aerodrome, The\nAces and aircraft of World War I.\n- Aerofiles – The American aviation history\nThe best website for information about American aviation.\nGood site (in French) about one of the world’s leading pre-war airlines: Aéropostale.\nThe most important website for aviation enthusiast! (In French)\n- Air Britain\nEvery aviation enthusiast should be a member for the rest of his life!\n- Airline Timetable Images\nBeautiful website about timetables of many of the world’s airlines.\n- Airliners of the world\nNice website about the airlines of the world – from the early days until now.\n- Airport Wien-Aspern – Its history\nVienna’s airport Aspern was the airport of Vienna until Schwechat took over. Here is its history.\n- Alexandre Bigey – Scale Model Aircraft 1/72\nSome fine scale models. A pleasure for the eyes.\n- Algerian Aviation\nInteresting website about aviation in Algeria (in French).\n- Austrian DC-3 Club\nAlso Austria has its own flying Douglas DC 3.\n- Aviation History in Germany\nHistory of German aviation. Allways interesting!\n- Aviation in Cologne, Germany\nVery good website about aviation in and around Cologne, Germany.\n- Aviation in Malta\nComplete review of aviation on the island of Malta. Webmaster is Hermann Buttigieg.\n- Aviationweb Deja Vu\nAviationweb déjà vu is dedicated to the photography and history of aviation.\n- Avio E-books\nAvio E-Books’ aim is to become an easy source for historical documentation related to Italian aviation.\n- Aviodrome, Netherlands\nThe Netherlands’ best aviation museum has a nice website in Dutch and English.\n- Bel-Air Models\nBob Drost builds on commission any aircraft model you want. I bought the B.A.T. F.K.26 Commercial – a beauty!\n- Belgian Aviation Historical Association – BAHA\nThe official website of the Belgian Aviation Historical Association – BAHA.\n- Brian Haure – en annerledes person\nEn allsidig mann fra Danmark\n- Bristol Aero Collection\nInformation about the Bristol Aero Collection.\n- By Air Classique\nPost cards from aviation and daily life. Now also including aircraft models in paper.\n- China National Aviation Corp.\nWebsite about the history of the Chinese airline China National Aviation Corp.\n- Chris Braathen\nNew website about the colourful life of Norwegian Chris Braathen (under construction).\n- Contour Creative\nThey make the front cover of my books from the series “A Piece of Nordic Aviation History”. But they do much more!\n- Crezan Aviation\nWebsite about French aviation in France and abroad. Very interesting approach!\n- Dakota Norway\nAlso Norway has its own flying Douglas DC 3.\n- Danmarks Flyvehistoriske Selskab – DFS\nWebsite of the Danish Aviation Historical Society.\n- Deutsche Lufthansa Stiftung, Berlin\nWant to fly a Junkers Ju 52/3m? Here is your link!\n- Dornier Wal and Superwal\nThe Dornier Wal was one of the most important flying boats. The book can be purchased through our webshop.\n- Dutch Historic Aviation Sites\nGood review over many Dutch and international aviation sites.\n- Early Birds of Aviation (USA)\nOfficial website of the well-known “Early Birds of Aviation” club.\n- ELTA – Eerste Luchtverkeer Tentoonstelling Amsterdam / First Aviation Exhibition Amsterdam, 1919\nWebsite run by European Airlines about the book and the exhibition held in Amsterdam in 1919. In four languages!\n- FlyGloster Publishing\nNorwegian publishing company. Has an interesting book about the Norseman in Norway.\n- Flying Clippers.com\nAll you need to know about the Pan American Airways Clippers. Pure nostalgica!\n- Flynytt – Norway's leading aviation magazin\nOfficial website of Norway’s leading aviation magazin.\n- FORUM: Austrian Aviation Forum\nForum about aviation In Austria.\n- FORUM: Aviation History Society Norway Forum\nA good forum with serious answers.\n- Friedrichshafen FF 49C – rebuilding\nFollow the rebuilding of a Friedrichshafen FF.49C in Denmark.\n- Friends of Malmi Airport Society\nOfficial website of the Malmi Airport Society, the airport of Helsinki.\n- German Aviation 1919-1945\nWe are all interested in German aviation, so here is a good page to start!\n- Gidsken Jakobsen\nWebsite with information about Norway’s first femal manager of an airline.\nGeneral information about Norwegian and international aviation.\n- Hellenic Wings\nGreat website with information about Greec aviation. Both military and civil.\n- Hærens Flyfabrikk\nNorwegian Army Air Corps Aviation Factory at Kjeller, Norway\n- Junkers Life and Work\nThe title says it all…\n- Kjeller Flyhistorisk Forening\nNorway’s oldest airfield (1912), where each year on the last Sunday in May an air show is held.\n- Kjevik, Kristiansand Airport\nInformation about the airfield of Kristiansand, opened in 1939.\n- Koolhoven – The foundation\nWebsite about the “other” Dutch aircraft manufacturer, who lived in the shadow of Anthony Fokker.\n- Lennart Andersson\nLennart Andersson is an authority on the history of aviation. He could have filled the whole internet with articles, but starts with this one…\n- Lima November Decals\nFor decals for (civil) models of Norwegian airlines take contact with Ruben.\n- Lockheed Orion of Swissair\nSimple website, but well compensated by a fabulous shots of the Lockheed Orion of Swissair. In full colour!\n- Militair Luchtvaart Museum, Soesterberg (NL)\nHistory of Dutch military aviation is presented at this museum at Soesterberg Airfield.\n- National Aviation Museum Norway (Norsk Luftfartsmuseum, Bodø)\nSituated in Bodø, this is the national aviation museum of Norway.\n- Northwest Airlines History Centre\nSend your NWA memories to this museum and when in Minneapolis visit the museum!\n- Oliver Andre Rosto\nWebsite and information about the biography about the first Norwegian that designed, built and flew his own monoplane back in 1913.\n- Profiles in Norway\nArild Tangerud writes profiles about Norwegian and German aircraft used in Norway.\n- Royal Netherlands Air Force Historical Flight\nRoyal Netherlands Air Force Historical Flight Foundation (SKHV) was first started in 1969 as an aero club by a group of former Air Force and Navy fighter pilots. They now restore and fly Dutch AF aircraft.\n- SAS Museet\nThe official website of the Scandinavian airline S.A.S. Worth a visit, bt check opening days (Tuesday and Sundays only)\n- Scanair.no – Norway's leading aviation site\nBeside general informatio, you will also find an active forum.\nThe best website about seaplanes, including a forum and book shop\n- Swedish Aviation Historical Society\nThe official website of the Swedish Aviation Historical Society.\n- Swissair – for those who remember\nThe history of Swissair from the beginning until the end. Very nice website.\n- Tenzan Color Profiles\nNice color profiles of interesting aircraft\n- The best homepages about French aviation?\nHere you will find some of the best articles about French aviation (in French). Use google.com/translate and you get a nice idea of the article.\n- The Vintage Aviator\nGreat website about the construction of replicas of WW1-aircraft.\n- Tromsø Luftfartshistorisk Forening\nThe city of Tromsø has its own aviation historical association.\n- Trondheim Airport Værnes\nVærnes is the airport of the city of Trondheim. Here is a webste about planespotting and such.\n- Vingtor Decals\nDecals for models of Norwegian military aircraft. Ideas are greeted by Nils Mathisrud.\n- Wing Publishing – Old Beacon\nThis page is intended to serve as an outlet for the interests in the colorful and flamboyant period in aviation history known as the Golden Age.\n- Wings of Peace\nLove modelling? Join this club and enjoy the lovely models and contests going on here.\n- Zivile Luftfahrt – Geschichte der Passagierluftfahrt\nWebsite in German about the history of German civil aviation.", "label": "Yes"} +{"text": "Tuesday's launch of the world's most powerful Falcon Heavy rocket, inspired and designed by SpaceX' billionaire Elon Musk couldn't have gone unnoticed in China, which is making huge leaps forward in the technological sphere.\nHe said: \"Test flights of new rockets usually contain mass simulators in the form of concrete or steel blocks\". Numerous objects deep out towards the edges of our solar system are thought to contain expensive and rare materials - but as yet there's no way to get hold of them and bring them back down to Earth.\n\"It actually really doesn't look real, it's insane\", Musk can be heard saying. \"Musk's message is a bit ambiguous\", Rob Weryk, a postdoctoral researcher at the University of Hawaii Institute for Astronomy, said in an email.\nIn the original plan, the vehicle and the dummy that is sat in it would have gone into orbit between Mars and Earth, slowly passing around the solar system.\n\"And I think the imagery of it is something that's going to get people excited around the world\", he said.\nOR lawmaker resigns amid groping, harassment allegations\nInvestigator Dian Rubanoff concluded Kruse created a hostile workplace because of his actions. \"By his own admission, Sen\". He wrote, \"I regret that I will not have the opportunity to defend myself before the Senate Conduct Committee\".\n\"It's still tripping me out\". \"Here's the kicker - this is the really exciting part - the launch was to show not only that the Falcon was reusable but the Falcon Heavy can carry a large payload\", Colbert explained on the Late Show.\nThe behemoth lifted off successfully from the Kennedy Space Center in Florida. Hundreds of media representatives reported on the event, one of the biggest turnouts since the last space shuttle launch in July 2011 and NASA's Orion capsule flight test in December 2014.\nCrew Dragon will launch on a Falcon 9, the rocket SpaceX has flown since 2010.\nSpaceX does not, however, plan to certify the Falcon Heavy to fly humans. CRAIG BAILEY, FLORIDA TODAY via USA TODAY NETWORK The twin boosters from SpaceX's Falcon Heavy make a successful landing at Landing Zone 1 at Cape Canaveral Air Force Station.\nSo, there will be no more images of the Starman as it drives through the emptiness of space. While the technical feat was spectacular, the \"payload\" itself grabbed most of the headlines: Musk's own cherry-red Tesla Roadster convertible automobile, with a mannequin in a spacesuit sitting in the driver's seat.", "label": "Yes"} +{"text": "Lockheed Martin‘s modernized TACMS (Tactical Missile System) had a successful first flight test at White Sands Missile Range in New Mexico, a little over a month after being delivered to the U.S. Army.\n- RELATED STORY: K-MAX Unmanned Helicopter Keeps Aircrews Away From Risk\nAccording to the Lockheed press release, the missile was launched from a High Mobility Artillery Rocket System (HIMARS) launcher at a target that was over 130 kilometers (80 miles) away, scoring a precise hit with a proximity sensor-enabled detonation.\n“This was a successful test that proves that the new Modernized TACMS retains the extreme precision this product line is known for,” said Scott Greene, VP of Precision Fires/Combat Maneuver Systems at Lockheed Martin Missiles and Fire Control. “With Modernized TACMS, we are taking existing missiles from inventory and giving our customer an essentially new missile.”\nDesigned as part of the U.S. Army’s TACMS Service Life Extension Program, the modernized TACMS includes a host of upgrades, including updated guidance electronics and an added capability to defeat targets without leaving unexploded ordnance behind. The modernization process involves disassembling previous-gen warheads and replacing them with newer ones which are in compliance with the International Convention on Cluster Munitions. Another bonus of this process is that the missile’s 10+ year shelf life is reset.\nTouted as the only long-range tactical surface-to-surface missile ever used by the U.S. Army in combat, the TACMS can “quickly integrate novel payloads and new capabilities as required by the warfighter,” the press release says. In other words, you’re going to be seeing more of the modernized version soon.", "label": "Yes"} +{"text": "Ezy cancel flights due to crew shortage\nView Single Post\n9th Aug 2002, 15:31\nJoin Date: Jan 2000\nIts not a pilot shortage\nThe issue here is the functionality of the rostering system\nand migration of resources from a legacy system?\nThis is tricky stuff indeed sympathies to all concerned - it\nwill be fixed - I have been there.\nView Public Profile\nFind More Posts by RVR800", "label": "Yes"} +{"text": "Defense big Northrop Grumman Corp. mentioned in a press release that its LITENING superior focusing on pod has been fielded for the primary time with full-color, digital video functionality with the Air Force Reserve and Air National Guard, giving pilots of the service’s F-16s an unprecedented level of situational awareness and focusing on certainty.\n“LITENING’s color video capability gives pilots a clearer picture of the battlespace, making targeting faster and more accurate,” mentioned James Conroy, vice chairman, navigation, focusing on and survivability, Northrop Grumman. “The LITENING pod can display up to three different views simultaneously, allowing operators to see color and infrared video side by side, and in different fields of view. The result is a clearer view of an area of interest only available when flying with LITENING.”\nLITENING has been repeatedly upgraded over 4 generations and has logged greater than three million operational flight hours. Northrop Grumman’s Agile methodologies and digital design experience are accelerating the tempo of change to ship new capabilities to the sector quickly in response to evolving necessities.\n– ADVERTISEMENT – CONTINUE READING BELOW –\nBuilt with a modular design, any LITENING pod will be upgraded to the colour configuration. The improve additionally consists of the flexibility to report simultaneous video feeds from all sensors for post-mission evaluation, computerized laser code show and an eye-safe mode that permits for extra life like coaching whereas utilizing the laser.\nNorthrop Grumman has delivered greater than 900 LITENING pods to the United States and worldwide associate nations. The pod has maintained an availability price in extra of 95 %.", "label": "Yes"} +{"text": "The Southern California Wing of the Commemorative Air Force in Camarillo, CA has recently begun a full overhaul of one of its most prized aircraft, the Grumman F8F-2 Bearcat. Though Bearcats are somewhat common warbirds in the world of aircraft restoration, CAF SoCal’s airframe, BuNo 122674, has a truly unique history and has flown in one of the most unique environments in its afterlife as a museum flyer.\nThe American Southwest is a mecca for retro vehicle restoration of all kinds; whether they be hot rods, motorcycles, or aircraft. Though the region’s dry and warm climate treats metal and machines more gently than other parts of the country, vintage planes can only be flown for so long before massive rework is required; and CAF SoCal’s crew is up to the challenge of getting their Bearcat back in the skies.\nThe history of Grumman’s last piston-engine fighter is a fascinating one. Building on lessons learned in blood with Wildcats and Hellcats battling the Japanese in the Pacific Theater, the Long Island, NY aircraft manufacturer set out to build a carrier-based, air supremacy fighter for the U.S. Navy and Marine Corps’ eventual mainland assault of the Japanese home islands. The first airframes began rolling off the assembly line in late 1944, but the dropping of the atomic bomb brought the war to an end before any F8F’s made it to front line service. Regardless of combat operations ending, the Navy still saw a need for the high-performing fighter, and over 1,000 were built by the time the last one left the factory in 1949. Bearcats subsequently saw combat with the French Air Force during the French-Indochina War and became a favorite in the world of competitive air racing.\nBuNo 122674 on arrival to CAF SoCal in 1991. Photo provided by CAF SoCal.\nCAF SoCal attained their F8F in a manner somewhat common in the community of restored warbirds. Built in 1948, the airframe was quickly declared surplus during the massive postwar military draw-down and wound up in an aircraft boneyard in Marana, Arizona. The boneyard (now Pinal Airpark) has a bizarre history of its own; starting as the largest pilot training center during WWII, abandoned after the war and used for aircraft storage, it wound up being utilized by the CIA as a covert air operations headquarters for missions in Southeast Asia during the Vietnam War. The unused Bearcat was eventually bought by a wealthy individual who used it as a very extreme sports car, and subsequently donated it. After winding up in Texas, then the Planes of Fame Air Museum in Chino, CA, it finally found its permanent home with CAF SoCal in 1991.\nEighteen months of restoration work brought the airframe to its first flight in 1993; a particularly impressive accomplishment when taking the fact into consideration that the aircraft hadn’t been flown for about eight years prior to arriving in Camarillo. The Bearcat quickly joined the airshow circuit and was loved by fans throughout the country.\nCAF SoCal’s Bearcat being craned onto the USS Carl Vinson at NAS Alameda. Photo provided by CAF SoCal.\nThough it never saw any action, launching from the deck of an aircraft carrier steaming into harm’s way during the Second World War, BuNo 122674 finally got to sea under CAF SoCal’s stewardship in the mid-90s. She was craned onto the USS Carl Vinson (CVN-70), homeported at the now-closed Naval Air Station in Alameda, CA. Participating in a commemoration of the 50th anniversary of WWII and San Francisco’s Fleet Week ‘95, the Vinson took position in the bay, turned into the wind, and made its flight deck ready for aircraft launch operations. Unlike the ship’s contemporary air wing of F-14 Tomcats, S-3 Vikings, EA-6B Prowlers, and E-2 Hawkeyes–all of which require steam catapults to launch–the Bearcat merely spun up its Pratt & Whitney radial piston engine and conducted a deck run, taking off under its own power as it was designed to do fifty years earlier. The depth of this accomplishment was not lost on Navy brass; CVN-70’s ships log reports, “Breaking new ground in Naval Aviation Safety, CARL VINSON safely conducted the first ever launch and recovery of aircraft inside San Francisco Bay.”\nThough it never saw any action, CAF SoCal’s Grumman F8F-2 Bearcat finally gets the opportunity to launch off the deck of an aircraft carrier almost fifty years after it was built. Photo provided by CAF SoCal.\nOn flying the Bearcat, CAF SoCal aviator Gary Barber simply states its “fantastic.” He should know, having accumulated 300 hours piloting the F8F throughout the country for air shows and demonstrations. Gary had a stint flying F-86 Sabres in the U.S. Air Force and has since flown several of the museum’s other airframes, to include: T-6 Texan, C-46 Skytrain, F6F Hellcat, and P-51 Mustang; so his ranking of the Bearcat as one of the best planes he’s flown is obviously not without merit.\nThe Bearcat in formation with its Grumman predecessor, the F6F Hellcat. Airframe lineage is noticeable, as well as the bubble canopy’s superior view. Photo by Arash Afshari.\nAfter almost 30 years of wear and tear as a flying museum bird, Bearcat crew chief John McMahon determined a complete overhaul was required. Amongst much else, “the engine was burning too much oil and there were suspicions of corrosion” he states, bringing the aircraft to its current state in CAF SoCal’s maintenance hangar. Seeing an airframe stripped down and dismantled to the degree of Camarillo’s F8F is a stark reminder of the level of work required to keep these birds flying. It is also a testament to the professionalism of the volunteer crews that put in the man-hours.\nCAF SoCal’s Bearcat in its current state.\nCurrent projections put the completion of maintenance over a year out, but CAF SoCal’s team, local enthusiasts, and air show attendees everywhere will be excited to see the Grumman F8F-2 Bearcat flying once again. No one knows if it’ll ever grace the deck of a modern supercarrier again, but as BuNo 122674 has already proven, never say never.\nBY A. T. ROBERTS\nCAF SoCal’s Bearcat zooming past fans at an airshow. Photo by Arash Afshari.", "label": "Yes"} +{"text": "30 September 2010, 11:08 AM ET\nItalian physicists in have created a miniature environment that mimics the conditions of a black hole.\n29 September 2010, 08:48 PM ET\nWhen returning to Earth on Russian spacecraft, astronauts are in for some special welcoming traditions – including fur-lined chairs and fresh apples.\n28 September 2010, 02:27 AM ET\nNASA will gather scientists together Wednesday (Sept. 29) to announce new findings about the edge of our solar system from a spacecraft gazing at the region from its orbit around Earth.\n22 September 2010, 06:49 PM ET\nLightning on Venus and Earth may spark in much the same way despite vast differences in the atmospheres of the two planets, scientists say.\n21 September 2010, 07:53 AM ET\nThe autumnal equinox occurs Wednesday, marking the official beginning of a new season for Earth's north and south hemispheres.\n15 September 2010, 03:50 PM ET\nA new photo shows the Earth and moon as seen from deep space by a NASA probe near the sun.\n31 August 2010, 04:07 PM ET\nA NASA satellite that spent seven years studying Earth's polar regions ended its successful mission Monday by plunging back to Earth on purpose to burn up in the atmosphere.\n24 August 2010, 03:50 PM ET\nA Chinese mapping satellite is circling Earth after launching on a Long March rocket Tuesday.\n03 August 2010, 09:45 AM ET\nIt's only a matter of time before a dying sun may end life on earth.\n26 July 2010, 04:13 PM ET\nThe next U.S. weather satellite has received its final observing instrument and will begin pre-launch environmental testing in October, NASA announced last week.\n26 July 2010, 07:15 AM ET\nNew studies of sediment layers show that widespread fire from a meteor explosion was not the trigger for abrupt climate change 12,900 years ago.\n19 July 2010, 01:40 PM ET\nNew attention is being paid by the U.S. Congress on how best to shield Earth from a bad day — getting whacked by an asteroid or comet that has our planet in its cross-hairs.\n15 July 2010, 04:03 PM ET\nAn upper layer of Earth's atmosphere recently collapsed in a large, unexpected contraction, scientists announced.\n07 July 2010, 03:57 PM ET\nNew photos from the International Space Station show the Earth below as seen over the course of half an orbit around the planet.\n07 July 2010, 10:57 AM ET\nMike Massimino was awestruck when he soaked in a view of Earth from hundreds of miles up.\n29 June 2010, 08:10 AM ET\nContamination in astrophysical soft X-ray observations could actually hold the key to dramatically improving space weather forecasts.\n27 June 2010, 05:26 PM ET\nAn eye-catching new view of Earth has been caught on camera by an American spacecraft circling the moon.\n21 June 2010, 04:03 PM ET\nGermany's new radar satellite TanDEM-X successfully launched into space on Monday to begin building 3-D maps of the Earth's topography. The satellite will fly in formation with the older TerraSAR-X satellite.\n14 June 2010, 04:11 PM ET\nLayers of Earth's atmosphere illuminated by sunset; seen by ISS astronauts.\n10 June 2010, 11:39 AM ET\nEarth is not exactly getting its youth back, but a new study has determined that the collision from which the Earth and moon were formed may have occurred much later than previously thought, making out planet and moon younger than scientists had commonly\n28 May 2010, 12:06 PM ET\nTwo Japanese spacecraft have taken fantastic snapshots of Earth from deep space that reveal our planet in different hues amid a sea of stars.\n25 May 2010, 07:31 AM ET\nWelcome to SPACE.com's complete mission coverage of NASA's STS-130 shuttle mission on Endeavour in Feb. 2010.\n07 May 2010, 03:10 PM ET\nThe nighttime lights of Russia's capitol city Moscow glow like a giant luminescent spider web in a new photo taken by astronauts in space.\n06 May 2010, 02:07 PM ET\nTwo tiny meteorites discovered in a 55-year-old snowpack in Antarctica could reveal secrets about the formation of the solar system, scientists say.\n28 April 2010, 01:03 PM ET\nScientists have found water ice for the first time on the surface of an asteroid – a discovery that could help explain how Earth got its oceans.\n22 April 2010, 11:02 AM ET\nNASA centers across the nation mark Earth Day by inviting all to learn about the agency's contributions to exploring and protecting our home planet.\n22 April 2010, 09:55 AM ET\nSince the dawn of the space age, satellites, spacecraft and astronauts have changed mankind's view of our home planet, showing us the beauty and fragility of the Earth in images taken from space.\n14 April 2010, 02:23 PM ET\nSpace pioneer Robert Bigelow is now setting his sights on a quick-deploy moon base capable of housing up to 18 astronauts in inflatable modules on the lunar surface.\n08 April 2010, 02:04 PM ET\nVolcano hotspots on Venus may have been recently active.\n02 April 2010, 05:04 PM ET\nAstronauts on the International Space Station have taken a record number of photos of Earth from space.\n02 April 2010, 04:17 PM ET\nAstronomers were able to assemble one of the first 3-D perspectives of the supernova remnant Cassiopeia A by observing light that is reflected off of interstellar dust throughout the Milky Way.\n03 March 2010, 01:02 PM ET\nAstronauts in space have taken photographs of Chile in the aftermath of the country's devastating 8.8-magnitude earthquake.\n02 March 2010, 10:02 AM ET\nThe Chilean earthquake may have shortened the length of days on our planet.\n26 February 2010, 08:22 AM ET\nSince last summer, the dominant evening planet was Jupiter, but now Venus has emerged.\n22 February 2010, 02:21 AM ET\nNASA's Sunday landing of the shuttle Endeavour was photographed from space from the station's new observation deck.\n14 February 2010, 10:53 AM ET\nThe gulf between Earth and space hasn't kept astronauts in orbit from sending a valentine to their favorite planet.", "label": "Yes"} +{"text": "Barely 36 hours after a plane crashed in Lagos, killing 13 persons, tragedy was averted, on Friday night, in Sokoto, after an aircraft with 494 intending pilgrims to Saudi Arabia and 18 crew members on board, lost two tyres while landing.\nThe technical crew of Kabo Air plane saved the day as it confronted the emergency and taxied to a halt.\nThe flight, which originated from Kano, was said to be at the Abubakar Sadiq III International Airport, Sokoto, to pick some high profile passengers before heading to Saudi Arabia.\nThe incident happened just as a Benin-City bound aircraft could not land and had to return to Abuja.\nThe plane reportedly stayed in the air for two hours for the 30-minute Abuja-Benin flight and then returned to Abuja.\nHeavy rains in Benin-City were blamed for the inability of the pilot to land the plane at the Edo State capital.\nThe Sokoto incident was said to have thrown the plane passengers, airport workers and security agents into panic.\nOne source said the tyres were hit by a sharp object on the runway as the plane touched down.\nThe Kabo plane was immediately ground at the airport by regulatory agencies pending investigation and determination of what caused the tyre blowout.\nMeanwhile, the management of Kabo Air, yesterday, dismissed the claim that “its aircraft made an emergency landing in Kano”, adding that “what happened was that our aircraft lost its two rear tyres while landing in Sokoto”.\nThe Corporate Affair Manager , Kabo Air, Aminu Hamza, who described as “laughable an online report that depicts an air mishap, said: “How can an aircraft that was airborne lose its tyres?” According to him, it was a ridiculous and mischievous news peddled by unpatriotic elements to paint the aviation industry blac.\nNarrating the incident, Hamza said, “About 494 passengers were on board during the incident, and it was a tripartite journey that took off from Kano en-route Sokoto to Jeddah. We are happy to announce that none of them was injured”.\nThe Corporate Affairs Manager disclosed that “ we have since sent a rescue aircraft from our fleet to convey the passengers to their destination, adding that “ from reports at our disposal, everything is going on as planned”.\nShedding more light on the landing mishap, the Director of Flight Operations of Kabo Air, Mr. Joseph Machimu, noted that “the aircraft just returned from maintenance in Malaysia”. According to him, the aircraft air worthiness is not in question.\nMachimu explained: “We were not surprised by the noise the landing mishap generated because those who are close to the industry know clearly that tyre burst at the point of landing is a normal incident.” The Director stated that “ the pilot who was fully conscious of the mishap took full control , taxied it and parked the aircraft to pave the way for evacuation”.\nReacting to the incident, yesterday, Mr. Joe Obi, Special Adviser to the Minister of Aviation, stated that the plane only had a stop over at the airport to pick additional passengers. However, he admitted that the aircraft landed with deflated tyres and damaged parts of the instruments landing system (ILS) at the runway.\nObi’s statement reads: “On October 4, 2013, a Boeing 747-3 aircraft with Reg 5N-JRM, operated by Kabo Airlines arrived safely with all passengers and crew on board, following a landing incident at the Sokoto airport at 2100 GMT.\n” The aircraft, which departed from Mallam Aminu Kano International Airport, Kano, was enroute Saudi Arabia when it had a stop-over at the Sokoto airport for passenger pick-up. Preliminary reports indicate that the control tower gave the pilot clearance to land on Runway 08 but the captain opted to use Runway 26, for reasons yet to be ascertained. The 512 souls on board, made of 494 passengers and 18 crew members, landed safely. The aircraft, however, damaged some Instruments Landing System (ILS) and came to a stop with deflated tyres. The FAAN emergency response apparatus acted swiftly to secure all souls on board and the aircraft.\n“The airline has since made arrangements for another aircraft to pick the passengers to complete their journey to Saudi Arabia.”\nMeanwhile, the Abuja-Benin flight that could not land caused anxious moments.\nAfter about 30-minutes into the flight and the plane unable to land, passengers were said to have been held in frightful suspense.\nThe pilot, it was learnt, explained to the passengers that he was unable to land the plane due to heavy rainfall in Benin which caused poor visibility as well as waterlogged and slippery runway.\nThe scenario allegedly caused uneasy calm and panic in the aircraft which hovered in the Benin airspace for about 45 minutes, as people silently and openly prayed to God and sang spiritual songs.\nThe fright that gripped the passengers in the plane was not helped by the fact that the newspapers most of them had were awash with reports and pictures of the plane crash involving the corpse of the late former governor of Ondo State, Dr Olusegun Agagu, the previous day.\nAn attempt to land the plane at nearby Esubi Airstrip, Warri proved abortive too, following which the pilot allegedly informed the passengers that he could not lose more aviation fuel trying to land the plane, and then opted to fly back to Abuja, a decision the passengers applauded.\nOn return, Abuja was said to have had rainstorm too but with a well-lit runway that was not waterlogged. The plane landed successfully to the relief of the passengers.\nA good number of the passengers were said to have opted for a refund which the airline obliged, while others resolved to still travel with the flight rescheduled for 9: 30am yesterday.", "label": "Yes"} +{"text": "30% off Avios flying between Madrid and Tel Aviv in the new Airbus 330-300\nEnjoy flying with Iberia, because now you can do it with 30 % off Avios if you fly between Madrid and Tel Aviv in the new Airbus 330-300.\n- Offer valid for bookings between from March 17th to March 31st and direct flights made from April 1st to June 30th, both included.\n- Not valid for flights serie IB3600 to IB3999, IB8XXX, IB4XXX, IB5XXX or IB7XXX.\n- This offer is subject to the conditions of the Avios redemption table and the General Iberia Plus Programme conditions.\n- These offers do not include taxes and issuing fees.\n- This offer cannot be combined with others in the same period and destination.\n- This promotion does not apply to those flights out of the mentioned period.\n- Some of the IB flights in the route TLV-MAD may be not operated by the Airbus 330-300.", "label": "Yes"} +{"text": "When flying from Penang to Cannes, the time of day you decide to fly out makes little to no difference towards the overall price you’ll pay on tickets.\nPenang Intl (PEN), located 14.5 km from the city centre, is the airport you fly out of when you book flights from Penang to Cannes. 0 airlines have flights from Penang Intl to Cannes on a regular basis. Booking flights from Penang Intl to Cannes should not be difficult; the airport handles an average of 0 outbound flights to Cannes per day.\nPEN and MRS are unique codes to identify airports used in the aviation industry. They are defined by IATA (International Air Transport Association) and are commonly called IATA codes. PEN to MRS refers to a flight route from Penang Intl Airport to Marseille Airport. Nice Côte d'Azur Airport (NCE), Toulon Hyeres Airport (TLN) are other airports near this flight route and their unique identifiers/IATA codes.\nCheapflights helps you search for flights from Penang to Cannes via 900+ travel sites so you don’t have to. After performing a flight search, users can also filter their flight selection by filtering for price, number of stops, airlines, and so on.\nIt’s simple! Cheapflights, which is free to use for everyone, saves millions of users time and money every year by helping them find the cheapest and most suitable flights from Penang to Cannes.\nCheapflights does show flights with no change fees to all users. To see these options for flights from Penang to Cannes, users can toggle the no change fees filter when performing a flight search.\nYes, and it’s super simple to set up. Click the bell icon next to the flight deals above and provide a valid email address to enable Price Alerts. That’s it!", "label": "Yes"} +{"text": "NASA and Ad Astra team up to test VASIMR plasma rocket in space and NASA is becoming besties with Ad Astra, makers of the VASIMR VX-200 plasma rocket.VASIMR VX-200 plasma rocket was assumed to be destined for use on the International Space Station because it requires far less fuel than conventional boosters…….\nAd Astra Rocket Company and NASA Johnson Space Center (JSC) have signed a Support Agreement to collaborate on research, analysis and development tasks on space-based cryogenic magnet operations and electric propulsion systems currently under development by Ad Astra. The agreement was signed on March 2, 2011 by NASA-JSC Director of Engineering, Mr. Stephen J. Altemus and Ad Astra’s Chief Executive Officer, Dr. Franklin R. Chang Diaz.The Support Agreement is the fourth entered into by the parties under an Umbrella Space Act Agreement, executed in December of 2007. That document established the basic framework for collaboration and serves as host to support agreements, such as this one, that define specific tasks and objectives to be accomplished over a certain period.\nNASA will work with a firm started by a former astronaut to build a spaceworthy plasma drive capable of revolutionising travel beyond Earth orbit. However it appears that the space tests may not take place aboard the International Space Station (ISS) as had been planned.Ad Astra Rocket Company, headed by Dr Franklin Chang Díaz. has already built an experimental prototype version of its Variable Specific Impulse Magnetoplasma Rocket (VASIMR). The VX-200, (VASIMR eXperimental 200 kilowatt) unit works fine in a vacuum chamber on Earth. Now Ad Astra has announced an agreement under which it will work in partnership with NASA to produce the VF-200 flight version, which has long been planned for installation aboard the International Space Station.The VASIMR works by squirting stuff out of its exhaust just as a normal rocket does: the difference is that it does so much more violently, hurling its argon reaction mass out as a plasma hot as the interior of the Sun and moving at better than 50 kilometres per second. This means that VASIMR gets a lot more poke out of a given mass of propellant than ordinary chemical rockets possibly can: though unlike them it needs electrical power to work.\nThe VASIMR isn’t any use for getting into space in the first place as its power-to-weight ratio is small: the VX-200, the size of a small car, can only produce enough thrust to lift half a kilogramme or so off the ground.A normal rocket will burn up any practical amount of fuel very quickly: thus it can be used only in brief bursts. A spacecraft driven by such means must spend almost all its time coasting along unpowered. Thus a journey to Mars for instance, would take 6 months for a conventional spacecraft.A VASIMR, however, can keep on exerting its relatively tiny push for weeks on end without using any more juice, gradually boosting a ship up to terrific speeds that would never be possible with a chemical rocket. VASIMR ships could get to Mars in just 39 days.\nShort for Variable Specific Impulse Magnetoplasma Rocket, VASIMR works with plasma, an electrically charged gas that can be heated to extreme temperatures by radio waves and controlled and guided by strong magnetic fields. The magnetic field also insulates any nearby structure, so temperatures well beyond the melting point of materials can be achieved. The plasma can be harnessed to produce propulsion. In rocket propulsion, the higher the temperature of the exhaust gases, the higher their velocity and hence the higher their fuel efficiency. Plasma rockets feature exhaust velocities far above those achievable by their chemical cousins, so their fuel consumption is extremely low.\nThe station is a good fit for VASIMR as it has vast solar-panel arrays the largest ever placed in space and thus there is considerable electrical power available on board, up to 250 kW. The station could muster enough juice at times to run the VF-200 at full bore and really try it out properly.But now we learn that the VF-200 may not in fact go to the station, but instead fly in some other flight platform. This could be bad news for a really comprehensive test programme, as today’s spacecraft don’t have enough juice to really put a 200 kW machine through its paces. Even powerful communications satellites don’t generally dispose of more than 15 kW or so. A large, costly (and correspondingly heavy, thus expensive to launch) solar array would probably be required for any free-flyer non-ISS option.\nThe other option for long-term power generation in space is nuclear, but this too is so far quite limited in output. Soviet radar-ocean-reconnaissance satellites carried Topaz reactors which could generate several kilowatts of electricity: they were the most powerful nuclear units so far flown. US nuke boffins have developed a space reactor, the SAFE-400, that could produce 100kW of electricity (two of these and the VF-200 could easily be lifted right up to geosynchronous transfer orbit by a SpaceX Falcon 9) but it has never been used.The fact is that even the launch of comparatively simple and low powered radioisotope-decay power units (as opposed to reactors proper) often draws a lot of technofear protest, and the bureaucracy and expense associated with spaceflight-rated nuclear technology is immense. Chang Díaz has always suggested – in common with most serious analysts – that flight beyond Earth orbit, or anyway beyond the Earth-Moon system, can’t ever become a serious activity without the use of nuclear power. Even so, his chances of getting a nuclear powerplant for the inaugural VF-200 trial flight would seem slim.\nClick On Ads To Buy Android Devices", "label": "Yes"} +{"text": "American Airlines hubs in Chicago O'Hare, Dallas/Fort Worth, LA, and Miami will test the new tech this fall.\nLAX has been getting a major tech overhaul in recent years; PCMag got a sneak peek.\nExcept for its electrical parts, everything on this drone came out of a printer.\nThe higher-speed Wi-Fi service will be installed on planes joining AA's fleet next year.\nDon't name your private hotspot \"Mobile Detonation Device\" while on an airplane.\nBy 2021, all commercial planes will be required to have onboard \"autonomous distress tracking devices.\"\nSimilar incidents in the U.S. and UK have regulators seeking ways to crack down on illegal drone flying.\nThe airline says it has kept its planes unconnected because many passengers weren't interested.\nAbout 4 percent of the airline's annual fuel consumption is used during taxiing. Hydrogen could help change that.\nBack on the ground, BMW partnered with the SCHERM Group to provide 100 percent electric transport trucks.\nYou can imagine the Internet's collective horror at news of a new plane layout that would move seats closer together.\nThe percentage of people using devices at cruising altitude barely budged in the last year.\nThe European Space Agency heads an ongoing project to develop additive manufacturing processes to build metal parts for airplanes, spacecraft, and even a fusion reactor.", "label": "Yes"} +{"text": "Enterprise aviation software provider Ramco Systems Corporation, USA announced that its U.S. based, wholly owned subsidiary, Ramco Systems Defense and Security Incorporated (RSDSI), has been selected by General Atomics Aeronautical Systems, Inc. (GA-ASI), the world leader in unmanned aerial systems, to implement Ramco’s Aviation M&E MRO Suite V5.9 for GA-ASI’s SkyGuardian Global Support Solutions (SGSS) program.\nRamco’s Aviation Software will offer GA-ASI modules covering Maintenance Planning & Execution, Engineering & Fleet Airworthiness Management, Supply Chain Management, Technical Publication and Digital Task Cards, Safety, Quality & Compliance, and Employee Certifications & Qualification, thereby providing them with an aviation-specific ERP. With deep functional and technical capabilities, the solution will integrate GA-ASI’s operations globally, and enable the SGSS program to support its customers for parts management, aircraft fleet management, and supply chain, in support of their MQ-9B SkyGuardian remotely piloted aircraft (RPA) operations.\nIn addition, with Ramco’s digital enablers like state-of-the-art mobile apps, dashboards, and an integrated customer portal, GA-ASI will be able to manage its global warehouses and depots and enable its customers to order parts and get real-time status updates on the progress of maintenance and repair tasks.\nSam Richardson, vice president of GA-ASI Sustainment, said, “As SkyGuardian prepares to commence worldwide flight operations, GA-ASI has the unique opportunity to deploy Ramco’s out-of-the-box and industry-leading aviation sustainment solutions to help meet our end goal of having the right part, at the right location, at the right time, and at the right price point.”\nManoj Kumar Singh, President – Ramco Systems Corporation, USA and Chief Customer Officer – Aviation, Aerospace & Defense, Ramco Systems, said, “Securing the trust of a world leader in unmanned aerial systems is a landmark achievement for Ramco, and reflects the flexibility of Ramco software in catering to this unique segment, while leveraging the deep aviation functionality built over the last 25 years. By harnessing Ramco’s innovative features, we will work with GA-ASI to improve the operational efficiency of its SGSS program. We look forward to playing a pivotal role in the SGSS program and enabling GA-ASI to remain at the heart of many major global operations.”", "label": "Yes"} +{"text": "In 2016, the Australian Defence Force (ADF) Defence Aviation Safety Regulations (DASR) came into being, in part to harmonise with the Australian Work Health and Safety Act 2011 (WHSA). Defence aviation is too complex to be regulated completely by Work Health Safety (WHS) legislation; therefore, amplification is required to ensure safe and legal outcomes. The DASR provides the necessary amplification, managing aviation safety through technical and operational airworthiness. ADF technical airworthiness is based on the European Military Airworthiness Requirements (EMAR), with an overlaid Aviation Safety Management System (ASMS) modelled by the International Civil Aviation Organization. Australian WHS legislation directly influences Safety Risk Management (SRM), mandating how hazards and risks must be controlled by duty holders in all industries. For ADF aviation, this means a shift from a standards-based SRM to a legislative-based SRM, culminating in implementing a seven-step process integrated into all risk management activities. This paper examines how WHS legislation can directly influence the safety regulation of a high-risk industry such as military aviation. Further, safety management from a military perspective is a novel area of research, as military and civil safety management have historically been non-aligned and disparate. This research helps close the knowledge gap and offers an opportunity to disseminate and explore military safety management processes resulting from changes to the overarching WHS legislation. The authors believe such insights may prove useful to other states transitioning to an EMAR-based regulatory structure.\nDownload PDF for full publication.", "label": "Yes"} +{"text": "Before the Flight: Trailers and Videos\nDo I File Flight Plans? - Plus FAA Follow Up\nTHE FLIGHT ATTENDANT Season 1 Recap | Must Watch Before Season 2 | HBO Max Series Explained\nAlmost DENIED Boarding with Air India! Crazy Airport Experience\nThe Plane That Will Change Travel Forever\nBoeing 747 Catches Fire Just Before Takeoff in Phoenix (With Real Audio and Video)\nBefore the flight April 7, 2022\nBEFORE FLIGHT BOUND TO JAPAN\nLast DJI Spark Flight before crash and broken. Lokasi Ulumanda, Majene\n《阿姐的假期》預告片.Before the Flight - Trailer\nFLYING WITH BOEING 737-8 MAX! | Review Singapore Airlines Business Class (SQ103)\nTimelapse Night VFR Flight Around Lleida | Tecnam P2002JF\nTop 5 tips before you buy flight in 2022, in HINDI Things to take care before booking cheap flight!\nCrashing Just Before Landing in West Virginia | America's Worst Football Tragedy\nInside the Flying Control Tower | Air Force E-3 Sentry\nAudio: Air France pilots struggle to control Boeing plane before Paris landing\nONE HEALTH PASS Changes Corrected | Departure or Arrival Date Binago na | OHP Barcode vs OHP QR Code\nPreparing Massive US B-2 Stealth Plane Before Mission\nMAGA Couple Gets KICKED Off Plane After Tantrum\npack with me 6 hours before my flight to ibiza\nAwesome Flight on the Skyhunter and some Bonus Footage of the P51D 750mm before the Camera gave up!\nbefore the flight\nBRAYY x STAR SEED x FREE STYLE “ BEFORE THE FLIGHT “\nDESPEDIDA BEFORE FLIGHT | TEAM BAHAY | OFW LIFE\nNOW WE'RE FLYING! figured out the engine problem.\nFINALLY! ONE HEALTH PASS IS NOW IMPROVED AND SIMPLIFIED FOR FILIPINOS, BALIKBAYANS, AND FOREIGNERS!\nTravelling to Karachi with Serene Airways | Domestic Flight in Pakistan 🇵🇰\nHow Did EVERYONE Miss THIS!? | Malaysian Airlines Flight 134\n12 hr rapid PCR TEST at the airport before international flight | UNITED STATES - PHILIPPINES\ni impulsively booked a flight 24 hrs before it took off. (no joke)\nFlight Secrets That Are Never Told To Passengers\nWhat Happens To An Aircraft During Its Turnaround?\nBerm Park Grand Opening Day!\nWorld's LONGEST Flight In Singapore A350-900ULR Business Class", "label": "Yes"} +{"text": "As a good neighbor, Tyndall Air Force Base is committed to developing, promoting and maintaining positive and productive relationships with key community leaders in the surrounding area.\nThis program's objective is to provide these community leaders with greater exposure to the Checkertail missions and a closer look at the Air Force role in supporting national defense.\nBy joining us in this capacity, Honorary Commanders will not only gain unique insights into the important work we do, but will also have the chance to become an unofficial spokesperson for the Department of the Air Force, advocating for our dedicated Air and Space professionals and their families on local, regional, and national levels.\nThe program is designed to engage, educate, and empower community leaders to:\nFor more information about the Tyndall Honorary Commander Program, read our Program Guide here or call (850)-253-3295.", "label": "Yes"} +{"text": "WASHINGTON — A new law passed by Congress last week finally gives NASA some badly needed direction, but the future of the space agency remains bleak — at least in the near term.\nThe bill cements a new philosophy for the agency that largely bypasses its previous moon mission and instead opts for an approach that relies on commercial spacecraft to ferry cargo and astronauts to the space station so that NASA engineers can concentrate on designing futuristic spacecraft.\nGone is the agency's troubled Constellation moon rocket, effectively replaced by a new heavy-lift rocket that Congress said must be ready for flights to the International Space Station by Dec. 31, 2016, with the capability to someday attempt ground-breaking missions to nearby asteroids.\nBut even as backers celebrated the 304-118 vote in the House late Wednesday night, a number of fault lines were already apparent.\nTo build a new heavy-lift rocket and its companion crew capsule, Congress recommended that NASA receive about $11 billion during the next three years — less money than what the Constellation program (which already has cost at least $9 billion) would have received during the same time period.\nEngineers at Kennedy Space Center are looking to build a rocket for a test flight in 2014, using the space shuttle's giant orange fuel tank, main engines and solid rocket boosters as mandated by the pending law. But program managers in NASA headquarters are looking at flying the Orion crew capsule as early as 2013 aboard a commercial Delta IV heavy rocket, the kind used successfully by the military to put spy satellites into orbit.\n'There are challenges'\nThe bill does little to stem the brain drain within NASA, though its addition of a third shuttle flight next year extends the life of perhaps 1,500 jobs at Kennedy Space Center. Still, a total of at least 7,000 jobs will be gone within a year. Also facing pink slips are as many as 200 employees at Marshall Space Flight Center in Alabama and 426 Ares rocket workers at Utah rocket-maker ATK, while other NASA centers also fear that they too could be looking at layoffs.\nNASA Deputy Administrator Lori Garver acknowledged the short-term issues that confront the agency.\n\"There is no question there are challenges … with the resources provided and the time line goals,\" Garver said. \"However, we do difficult things, and we will absolutely work with the folks who put this legislation together and who are clearly committed to doing things differently.\"\nPresident Barack Obama is expected to sign the bill within the next 10 days. The next step comes later this year, when congressional appropriators actually dole out the dollars to support the new space policy. Though most appropriators have indicated their support, it is unlikely that NASA would get much more in 2011 than its proposed $19 billion budget.\nAnd that's likely to pose real problems for the future of the new heavy-lift rocket, problems that critics highlighted even before the measure passed.\n\"The Senate bill forces NASA to build a rocket that doesn't meet its needs with a budget that's not adequate to do the job and on a schedule that NASA's own analysis says is unrealistic,\" said Rep. Gabrielle Giffords, an Arizona Democrat who unsuccessfully fought to derail the bill in favor of continuing Constellation.\nTo be sure, Constellation presented its own set of problems. Even if NASA got a significant budget increase, a presidential task force concluded last year that the program's Ares rockets and Orion capsule would have no chance of meeting its goal of a lunar landing by 2020.\nConcerns about rocket\nYet, thanks to language inserted in a 2010 spending bill, NASA will be forced to spend about $280 million a month on Constellation until Congress passes its 2011 budget, which won't happen for at least two months, if then.\nNASA officials say some Constellation components could be folded into the new heavy-lift rocket, but the design remains very much a work in progress. Even NASA supporters worry that — like previous designs — the rocket will balloon over budget and ultimately wind up canceled.\n\"I am afraid that … it will be (another) failure … and that would be terrible,\" said former astronaut John Grunsfeld in August, after the bill cleared the Senate.\nCriticism of the plan's viability was echoed Thursday by the Planetary Society, a major space-advocacy organization. Though the group praised Congress for passing a bill that increases funding for NASA, it called the measure \"too prescriptive, as it specifies rocket performance and design approaches.\"\n\"Let the contractors do their jobs, instead,\" it said. \"We hope the administration and Congress will address these issues in the very near future.\"\nThen there's the proposal within NASA headquarters to test-fly Orion aboard the Delta IV heavy rocket, an existing rocket made by United Launch Alliance, a company jointly owned by Lockheed Martin Corp. and the Boeing Co. A successful flight could then prompt the agency to bypass designing a new rocket.\nUnlike the shuttle-based rocket, the Delta IV would not need an army of engineers at Kennedy Space Center and Marshall Space Flight Center to design and operate it. It also would not require NASA to roll over its Constellation contracts as the new law requires.", "label": "Yes"} +{"text": "Rating is available when the video has been rented.\nThis feature is not available right now. Please try again later.\nPublished on Dec 30, 2014\nWhy are we sending a rocket into the sun? SciShow Space explains the why, what and how of Solar Probe Plus, a mission that’ll give us our closest look yet at our nearest star.\nHosted by: Caitlin Hofmeister\n---------- Like SciShow? Want to help support us, and also get things to put on your walls, cover your torso and hold your liquids? Check out our awesome products over at DFTBA Records: http://dftba.com/artist/52/SciShow", "label": "Yes"} +{"text": "STELIA Aerospace, in partnership with Constellium, Ecole Centrale de Nantes, and CT Ingénierie, introduced a demonstrator for metallic self-reinforced fuselage panels, with stiffeners directly manufactured on the surface, through additive manufacturing. In the long term, this new technology could eliminate the current added stiffeners, which are attached to the fuselage panels with fixing screws and sometimes welding.\nThe team of companies developed the fuselage panel demonstrator, which measures 1 sq m in size. It was manufactured using wire arc additive manufacturing (WAAM), in which a robotic tool deposits and welds aluminum wire with electric arc to create complex parts. The demonstrator presents a new disruptive design for panel stiffeners, derived from the fuselage topological optimization studies that have been carried out by STELIA Aerospace and CT Ingénierie for several years.\nThis new 3D-print technology for large dimension components could allow for the possibility of the manufacturing of concepts such as the fuselage demonstrator in the future, thus freeing production from complex constraints due to the assembly of stiffeners.\nWith support from Constellium and Ecole Centrale de Nantes, STELIA Aerospace is currently studying additive manufacturing technologies. The development of this demonstrator and other projects are conducted under the Under the scope of the R&T project DEFACTO (DEveloppement de la Fabrication Additive pour Composant TOpologique), which co-financed by the DGAC (French Directorate General for Civil Aviation) and the partners involved. The project, which is planned on a 2.5 year basis, is part of a research strategy launched by STELIA Aerospace in 2014, about topological optimization studies associated with 3D-printed demonstrators for elementary parts (such as fittings), large dimension parts (frames), and large sub-assemblies. The project seeks several benefits, such as new designs, the integration of functions, less ecological impact through the use of less material, lightweighting improvements, and less recurring manufacturing costs.\n“With this 3D additive manufacturing demonstrator, STELIA Aerospace aims to provide its customers with innovative designs on very large structural parts derived from new calculation methods (topological optimization),” said Cédric Gautier, CEO of STELIA Aerospace. “Through its R&T department, and thanks to its partners, STELIA Aerospace is therefore preparing the future of aeronautics, with a view to develop technologies that are always more innovative and will directly impact our core business, aerostructures.”", "label": "Yes"} +{"text": "56th Fighter Wing F-35 Lightning II Model\nFly with the 56th Fighter Wing in this handcrafted F-35 Lightning Il model. Each piece is carefully carved from wood and hand-painted to provide a piece you’ll love.\nLength 16 inches\nThe 56th Fighter Wing is a fighter wing in the United States Air Force. It is the Air Force’s only active-duty F-16 training wing and one of two F-35 training wings. The 56th graduates more than 400 General Dynamics F-16 Fighting Falcon pilots and 300 air control professionals annually. The wing is also responsible for three additional squadrons under the 54th Fighter Group located at Holloman Air Force Base, New Mexico, where F-16 training is moving as the wing transitions to become the sole pilot training center for the Lockheed Martin F-35 Lightning II.\nAdditionally, the 56th Fighter Wing oversees the Gila Bend Air Force Auxiliary Field and the Barry M. Goldwater Range, a military training range spanning more than 1.7 million acres of Sonoran Desert", "label": "Yes"} +{"text": "Cheap RC Drones - An Overview Tamarack Minnesota 55787\nActiveTrack can feeling up to 16 subjects at the same time, letting you end up picking the appropriate monitoring topic.\nIn addition, it is equipped with a 6-axis gyro method that makes it very stable. However, don’t assume miraculous functionality out of doors because it is exceptionally small and even the slightest breeze will get if off target.\nBlade protect help in protecting the propellers from harm for the duration of landing and crashes ought to they occur\nQuadcopter Helicopter Tamarack Minnesota 55787\nThe Thunder Tiger Robotix is absolutely the fantastic camera drone for people who want to be able to present their own individual camera. The Morpheus series of gimbal are created for people who are lifeless serious about aerial drone pictures and also have any GoPro camera from the Hero collection.\nThe most significant security tip is not to fly a drone for kids all around unaware men and women. Although modern day drones are Geared up with technology that forestalls them from shutting down absolutely whilst in mid air and crashing down on to unsuspecting citizens, there’s even now a (little) potential for a thing going Improper.\nWith this drone, you can get approximately nine minutes of normal flight time that could be doubled, due to the more battery A part of the offer. The forward-going through High definition+ camera offers 1280p x 720p at thirty fps.\nBecause the cameras on drones is usually difficult to guard, lots of products have been made for this very reason. As an example, you can find lens hoods obtainable, as well as protectors that slip immediately onto the lens.\nI put a ask for on Volunteermatch, where companies hook up with opportunity volunteers. The backlink for This can be ’’ defer onload=’ defer onload=’\nYou’re able to fly much more precisely and get better pictures with a watch inside the sky than you Usually would from the watch from just the bottom.\nTamarack Large Drones For Sale\nMantis Q is an adventure-All set drone that options voice Command technological know-how which is small enough to tuck absent inside of a bag. The Mantis Q also attributes foldable arms for best portability and benefit, approximately 33 minutes of battery lifetime and autonomous flight modes with top rated speeds in excess of 44 miles for every hour.\nTheir Freeflight 3 cellular application also helps you to Manage the quadcopter, adjust settings, and choose pics/movies straight from the mobile system.\nSubstantial winds are most surely a challenge, mostly due to the real drone dimension and due to modest gimbal\nThe Mavic two Professional is great for Qualified photographers, videographers, and material creators. It’s moveable design causes it to be An important companion for vacation bloggers, documentary compilers, and business drone pilots in any business.\nWhilst it could accomplish to some degree decently outdoor too, I propose you keep it indoor-only. Why? Properly, it’s definitely little and wind could blow it absent… Given that we have that from our way, let’s discuss its specifications. Later on, we’ll see what kind of capabilities does it have to offer. Allow’s go!\nGood Drones With Camera Buy Drone With Camera\nCheap RC Drones West Salem OH 44287\nCheap RC Drones Walpole ME 04573\nCheap RC Drones North Ferrisburg VT 05473\nCheap RC Drones Granger IA 50109\nCheap RC Drones Chattanooga TN 37416", "label": "Yes"} +{"text": "Late on June 24th a Soyuz rocket should lift off from the French Guiana launch site containing the first four O3b Network’s satellites. Designed to bring low-cost broadband and 3G-type services to the “other 3 billion” unserved or under-served potential users on the planet.\nGoogle, SES and Liberty are amongst the Jersey-based project’s main investors. The company has already declared contracts worth more than $750 million.\nFour additional satellites are then due for launch in September and the 8-satellite constellation is slated to begin transmissions in November. Ground stations have been built to send and receive messages to the fleet.\nLaunch take-off is scheduled for 15.53 (French Guiana time), or 18.53 UTC/20.53 European time.", "label": "Yes"} +{"text": "Table of Contents\n- 1 How was the first flight powered?\n- 2 Who made the first flight?\n- 3 How long was the first flight?\n- 4 Where was Wright Brothers first flight?\n- 5 Why do planes not fly over the Pacific Ocean?\n- 6 When was first flight Wright Brothers?\n- 7 Can a plane fly over Mount Everest?\n- 8 Can a helicopter fly across the Atlantic?\n- 9 When and where did the first powered flight take place?\n- 10 When was the first glider flight?\n- 11 When was the first propeller plane made?\nHow was the first flight powered?\nNear Kitty Hawk, North Carolina, Orville and Wilbur Wright make the first successful flight in history of a self-propelled, heavier-than-air aircraft. Orville piloted the gasoline-powered, propeller-driven biplane, which stayed aloft for 12 seconds and covered 120 feet on its inaugural flight.\nWho made the first flight?\nAlberto Santos-DumontVictor TatinE. Lilian Todd\nWhat happened December 17th 1903?\nOrville and Wilbur Wright made the first successful flight of a self-propelled, heavier-than-air aircraft on December 17, 1903. Orville piloted the gasoline-powered, propeller-driven biplane 120 feet in 12 seconds near Kitty Hawk, NC.\nHow long was the first flight?\nAfter several unsuccessful attempts, on December 17, 1903, at Kill Devil Hills near Kitty Hawk, North Carolina, Orville Wright completed the first powered flight of a heavier-than-air aircraft known as the Wright Flyer. The flight lasted just 12 seconds, traveled 120 feet, and reached a top speed of 6.8 miles per hour.\nWhere was Wright Brothers first flight?\nKitty Hawk, North Carolina\nWind, sand, and a dream of flight brought Wilbur and Orville Wright to Kitty Hawk, North Carolina where, after four years of scientific experimentation, they achieved the first successful airplane flights on December 17, 1903.\nWhich human achievement was done in 1903?\nFirst Flight. On the morning of December 17, 1903, Wilbur and Orville Wright took turns piloting and monitoring their flying machine in Kill Devil Hills, North Carolina. Orville piloted the first flight that lasted just 12 seconds and 120 feet.\nWhy do planes not fly over the Pacific Ocean?\nThe primary reason airplanes don’t fly over the Pacific Ocean is because curved routes are shorter than straight routes. Flat maps are somewhat confusing because the Earth itself isn’t flat. Rather, it’s spherical. As a result, straight routes don’t offer the shortest distance between two locations.\nWhen was first flight Wright Brothers?\nDecember 17, 1903\nWho really flew first?\nMost aviation historians believe the Wright Brothers met the criteria to be considered the inventors of the first successful airplane before Santos-Dumont because the Wright Flyer was heavier-than-air, manned and powered, able to take off and land under its own power and controllable along three axes in order to avoid …\nCan a plane fly over Mount Everest?\nTim Morgan, a commercial pilot writing for Quora says aircraft can fly above 40,000 feet, and hence it is possible to fly over Mount Everest which stands at 29,031.69 feet. However, typical flight routes do not travel above Mount Everest as the mountains create unforgiving weather.\nCan a helicopter fly across the Atlantic?\nA helicopter can fly across the Atlantic – and this has been achieved several times. The first transatlantic helicopter flight took place in 1952. The first non-stop transatlantic helicopter flight took place in 1967.\nDid anyone fly before the Wright brothers?\nGustave Whitehead, a German immigrant to the United States, built several airplanes before the Wrights took their first flight. His longest flight was less than 200 feet at an altitude of about 10 feet, but it was still motorized flight, months before the Wright Brothers.\nWhen and where did the first powered flight take place?\nFirst Airplane Flight. 1903 would become a year for the history books. That year the Wright brothers, Orville and Wilbur Wright, would fly the first powered, controlled, heavier-than-air airplane at Kitty Hawk, North Carolina on December 17, 1903.\nWhen was the first glider flight?\nGeorge Cayley is also credited with the first man-carrying glider flight in 1853, when his coachmen flew his glider across Brompton Dale in England. This event happened 50 years prior to the Wright Brothers and their first powered flight at Kitty Hawk.\nWhat year was the first successful airplane flight?\nThe modern day Airplane was first invented by two brothers, Orville Wright and Wilbur Wright in 1903. Their first successful flight was on Dec 17th, 1903. The plane flew on its own power for 12 secs and covered a distance of 120 ft.\nWhen was the first propeller plane made?\nIn 1903, brothers Orville and Wilbur Wright used shaped airplane propellers that they twisted when they went on their first flight at Kitty Hawk, North Carolina, which started air travel as we know… Who invented the first airplane propeller? The first modern airplane propeller was made and used by the Wright brothers in 1903.", "label": "Yes"} +{"text": "Global content marketplace Pond5 has formed a new partnership with DJI to develop a collection of licensable aerial footage.\nBy applying to join this program, pilots operating with a Part 107 remote pilot certificate issued by the Federal Aviation Administration (FAA) will be eligible to have their footage included in a series of collections shot exclusively with DJI drones.\nPond5, while showcasing these collections to its millions of users, will denote video clips shot by licensed pilots in order for customers to ensure that video assets comply with Part 107. Pilots will also be able to work with Pond5 to identify the most in-demand shots and obtain assistance in preparing their footage for licensing in the Pond5 marketplace. DJI will also be working closely with the team of curators at Pond5.\n“Drones have become powerful tools for storytellers, providing a cost-effective alternative for gathering aerial footage. They’re able to capture rapidly unfolding events and reach locations that would be otherwise inaccessible, costly or dangerous,” says Pond5’s CEO, Jason Teichman. “As the world leader in their space, DJI is the ideal partner to bring the best in contemporary aerial footage to our marketplace.”\nSelect participants will also have access to Pond5’s clipping and tagging services, allowing them to save time by submitting raw footage, rather than having to do the work of editing, formatting, titling and keywording the footage themselves. Footage receiving these services will then be made available exclusively through Pond5 for a limited time.\n“Drone imagery creates exciting new possibilities for video creators and producers around the world, and DJI’s collaboration with Pond5’s industry-leading content marketplace helps establish a new standard for professional video that is safe, legal and cleared for use,” adds Michael Perry, managing director of DJI for North America. “We’re excited to elevate the presence of DJI-captured imagery in Pond5’s marketplace, and we can’t wait to see the projects that will incorporate this footage.”\nPilots with a Part 107 certificate who use DJI drones can apply for the program here.", "label": "Yes"} +{"text": "Vyoma's double win comprises awards from the Microlauncher Competition and the Small Satellite Competition, both aimed at providing launch opportunities for satellites under 200 kg. These awards are a testament to Vyoma's technological alignment with Germany's and Europe's space strategies. Dr. Anna Christmann, member of the Bundestag and Federal Government Coordinator of German Aerospace Policy, presented the accolades, underscoring their importance.\nThrough these awards, Vyoma will enhance its mission to secure space assets, primarily focusing on expanding its in-situ surveillance system. This expansion involves adding two telescopes dedicated to monitoring space objects and debris, down to a few centimeters in size. Vyoma's round-the-clock space traffic monitoring significantly contributes to Europe's Space Domain Awareness (SDA) and geostrategic independence, reducing reliance on non-European data sources. The company's efforts in developing a high-precision catalogue of space debris are crucial for reinforcing Europe's space sovereignty.\nAs part of the Microlauncher Competition, Vyoma has secured a launch opportunity with the RFA Onelaunch vehicle from Rocket Factory Augsburg. This category also celebrated achievements from other notable entities, including various DLR Institutes, Bremen University of Applied Sciences, Technical University of Munich - WARR e.V., Warsaw University of Technology, EnduroSat, and the Universitat Politecnica de Catalunya.\nThe launch vehicle for Vyoma's award in the Small Satellite Competition will be announced shortly, with the launches anticipated to occur between 2025 and 2026. These awards are not only a recognition of Vyoma's capabilities but also emphasize the strategic importance of advancing space debris monitoring technologies.\nDr. Luisa Buinhas, co-founder and CPO of Vyoma, expressed her gratitude for this significant recognition by the German government. \"The sole fact that Vyoma was the only company winning awards across multiple categories is a testament to the current significance of Space Domain Awareness and the importance of space intelligence to Europe's sovereignty, for the safeguarding of the defense and civilian sectors,\" she stated.\n|Subscribe Free To Our Daily Newsletters\nAxiom Space Chooses AWS to Power IT Infrastructure for Commercial Space Station\nWas going to space a good idea\nSierra Space's Shooting Star Module Begins Rigorous Testing at NASA Facility\nRussian Progress 86 spacecraft lifts off with supplies for ISS\nNASA Continues Progress on Artemis III Rocket Adapter with Key Joint Installation\nNASA Tests In-Flight Capability of Artemis Moon Rocket Engine\nSidus Space and Bechtel join forces for Artemis Mobile Launcher 2\nNASA, small companies eye new cargo delivery, heat shield technologies\nMapping Mars: Deep Learning Could Help Identify Jezero Crater Landing Site\nMAHLI Marathon: Sols 4025-4027\nShould I Stay or Should I Go Now: Sols 4028-4029\nFarewell, Solar Conjunction 2023: Sols 4023-4024\nCAS Space expands into Guangdong with new rocket engine testing complex\nChina's Lunar Samples on Display in Macao to Inspire Future Explorers\nChina Manned Space Agency Delegation Highlights SARs' Role in Space Program\nWenchang Set to Become China's Premier Commercial Space Launch Hub by Next Year\nEmbry-Riddle's Innovative Mission Control Lab prepares students for booming space sector\nOvzon and SSC close to sealing satellite communication contract worth $10M\nA major boost for space skills and research in North East England\nGalaxySpace to boost mobile broadband with new-gen satellite technology\nThe Rise of the Virtual Mission\nGeorgia State professor granted $5 million to identify and characterize objects in space\nLift-off for EIRSAT-1, Ireland's first ever satellite\nCityU develops universal metasurface antenna, advancing 6G communications\nAriel moves from drawing board to construction phase\nWebb study reveals rocky planets can form in extreme environments\nCan signs of life be detected from Saturn's frigid moon?\nShedding light on the synthesis of sugars before the origin of life\nUnwrapping Uranus and its icy moon secrets\nJuice burns hard towards first-ever Earth-Moon flyby\nFall into an ice giant's atmosphere\nJuno finds Jupiter's winds penetrate in cylindrical layers\n|Subscribe Free To Our Daily Newsletters", "label": "Yes"} +{"text": "May 15, 2023\nVILLAROCHE, France — 15 May 2023 — CFM International has appointed Jérôme Morhet as executive vice president, replacing Florence Minisclou, who was recently named executive vice president, Commercial Engines Division, Safran Aircraft Engines.\nAs part of the CFM Executive Team, Mr. Morhet is responsible for overseeing the CFM56 and LEAP programs, working closely with his counterparts at GE Aerospace, Karl Sheldon for the LEAP engine and Jacey Welsh for the CFM56 product line, to monitor engineering, development, production, and services activities for these programs. M. Morhet also serves as Vice President of CFM programs for Safran Aircraft Engines.\nMr. Morhet brings strong international and customer-focused experience, as well as a comprehensive strategic vision to his role at CFM.\nA graduate of the Ecole Polytechnique de Louvain (Belgium), Mr. Morhet began his career in 1997 as a design engineer at Safran Aero Boosters before joining the MRO sales team of Safran Aircraft Engines.\nIn 2002, he moved to the Safran Aero Boosters Commercial and Programmes Department and became GE program director in 2007. In 2011, he became COO of Safran Oil Systems in Fort Myers, Florida.\nHe joined Safran Test Cells in 2012 as head of sales, then head of operations. In 2015, he was appointed CEO of the US subsidiary of Safran Test Cells in Minneapolis, Minnesota.\nAt the end of 2017, he took over the management of strategic development projects for Safran Aero Boosters and initiated the “Safran Blades” compressor blade factory project.\nHe was then appointed senior vice president in charge of the Safran Test Cells business unit in 2020, where he was given responsibility for developing the activities in Europe, the United States, and China.\nABOUT CFM INTERNATIONAL\nA 50/50 joint venture between GE Aerospace and Safran Aircraft Engines, CFM International has redefined international cooperation and helped change the course of commercial aviation since its founding in 1974. Today, CFM is the world's leading supplier of commercial aircraft engines with a product line that sets the industry standard for efficiency, reliability, durability, and optimized cost of ownership. CFM International produces the LEAP family of engines and supports LEAP and CFM56 fleets for operators worldwide. . www.cfmaeroengines.com\nRead all of the latest news and press releases from the Paris Air Show 2018 as they are announced.", "label": "Yes"} +{"text": "When looking to fly by private jet there are several options. At first glance, this can seem somewhat overwhelming.\nThere are six key methods that someone can fly by private jet: seat share, empty legs, charter, jet card, fractional ownership, and whole ownership.\nDespite the numerous methods to fly by private jet, selecting the right one for your needs is a relatively simple process. The key is to understand the pros and cons of each method, along with the relative costs.\nAdditionally, within each method, it is important to understand how you can go about making your mission happen.\nFlying Private Overview\nWith the exception of the seat share method of flying by private jet, prices are quoted for renting the entire aircraft.\nPrivate jets are just that, private. You decide which passengers join you on the flight.\nAs a result, you have total control over the mission. You choose when the flight leaves, where it takes off from, where it lands, and (in most cases) the aircraft that is used.\nOf course, there are limitations within this. For example, flying by private jet using an empty leg does not afford this level of flexibility.\nMoreover, there are certain operational limitations that will restrict some of the freedoms. For example, there are some airports that do not have long enough runways for certain aircraft. There are time restrictions for arrivals and departures at some airports. Sometimes an aircraft needs to be switched last minute.\nHowever, generally speaking, one of the great benefits of flying by private jet is absolute freedom, flexibility, and customization.\nAnd, of course, this is before you get to the luxury and comfort aspect of flying by private jet.\nPrivate jets are, for the most part, far more luxurious and comfortable than commercial airliners.\nMany private jet cabins are quieter than commercial aircraft. Some have a lower cabin altitude than airliners. Most provide more space per passenger than airliners.\nConsequently, most benefits of flying by private jet can be placed into five categories: save time, safety, increased privacy, comfort, and convenient airports. You can learn more here.\nAs mentioned, there are six key methods to flying by private jet.\nIn order of least expensive the most expensive, these methods are:\n- Seat share\n- Empty legs\n- Private jet charter\n- Jet card\n- Fractional ownership\n- Whole ownership\nAll these methods of flying by private jet will enable you to actually travel using a private jet.\nHowever, as you would expect, the more you that you pay the greater the mission customization, service, and reliability.\nFor example, if you wholly own a private jet you are the person in charge of its movements. Therefore, it is available whenever you need it. There are no peak days. No surcharges. It’s yours to use as you please. Of course, there are scheduled (and sometimes unscheduled) maintenance events, however, for the most part, it will always be available.\nOn the other hand, empty legs are flights that take place no matter what. Therefore, it is much more similar to flying commercial. Sure, there is some flexibility in origin and destination, but not to the extent that other methods afford you.\nWith the exception of the initial March 2020 global lockdown, the private aviation market has experienced strong growth in the last two years.\n2021 saw greater demand than 2019 (the last “normal” year), and 2022 is currently trending above the already strong 2021 demand.\nHowever, the one area of the private aviation market that hasn’t fared quite so well has been the seat share market.\nThis has primarily been due to the cause of the surge of private jet popularity, driven mostly by COVID. Private jets have rapidly gained in popularity from passengers wishing to avoid the crowds and risks of commercial aviation.\nHowever, seat sharing does not resolve this issue.\nA seat share private jet is when you book just one seat on the aircraft.\nEither this is a genuine private jet with just one seat booked out for you, or it’s a hybrid aircraft between a private jet and a commercial airliner.\nFlying using a seat share is by far and away the cheapest way to fly private.\nFor example, you can book a single seat with JSX between Los Angeles and Las Vegas for just $308 return. (See image below).\nOf course, this is considerably cheaper than chartering an entire jet. If you were to charter an entire jet for the same dates you would be spending at least $15,000.\nTherefore, seat shares allow you to have the private jet experience at a fraction of the cost.\nHowever, arguably, it’s not truly flying private. This is because you are not alone on the aircraft. You do not have control over who the other passengers are.\nMoreover, you cannot choose the time of departure or the exact airport within the city of your choice.\nAnd finally, one additional downside of a seat share private jet flight, is space.\nThis is primarily a concern with light jets or smaller, there isn’t a great amount of space. And yet, you will still be paying thousands for the experience.\nTherefore, it is often hard to justify the value of a seat share private flight compared with commercial. It costs more, however, you don’t get the true benefits of flying by private jet.\nAs a result, seat share private jet flying exists in an awkward middle ground between true private flights and commercial.\nEmpty legs are private jet flights that have been scheduled to fly with no passengers. This usually occurs when an aircraft is being repositioned for its next paid flight.\nOperators will then sell off these flights at a significant discount in order to reduce their costs.\nEmpty legs are often last minute, not very flexible, and at risk of last-minute cancellations. This is because the flights are scheduled around the customer paying full price.\nSo why are these flights discounted?\nQuite simply, flying by empty leg massively reduces the flexibility and options that you have when arranging a private jet flight. However, empty legs provide the same level of privacy and luxury as regular private jet flights.\nAdditionally, there are some impressive deals to be had, providing you are flexible and can fly one way at extremely short notice.\nEmpty leg flights are usually released a day or two before the flight takes place.\nOf course, there is some flexibility in terms of changing airport or time, however, most changes will likely cost you. Therefore, it is a fine line between getting an unbelievable deal and paying just a little less than the charter retail price.\nPrivate Jet Charter\nFlying by private jet charter is the method that most people will think of when considering their flying options.\nThis is when you rent a private jet for one specific journey. The result is a high level of luxury, customization, and flexibility.\nYou choose the airport that you fly from, the airport that you fly to, the time of departure, the passengers on board, and the type of aircraft. However, all of these options are from a pre-determined list.\nFor example, if you wish to fly a specific route on a specific date at a specific time, there are only a selection of aircraft that will be available. Therefore, you will have the freedom to choose from a provided aircraft list. However, you can’t pick just any jet in the world.\nOf course, flying by private jet charter is more expensive than the two above options. This is due to the bespoke nature and privacy.\nAdditionally, it’s due to the current industry system.\nBrokers and Operators\nWhen it comes to renting a private jet there are two key terms to be aware of, brokers and operators.\nOperators are the companies that actually handle the flight. They are the ones that have the aircraft on hand, the crew, file the flight plan, etc.\nBrokers are the middlemen. They are the ones that are between you and the operators. Brokers have connections with the operators and field all the quotes. Brokers then present the best options to the customer, along with their markup.\nThe result is a lack of transparency. There is no breakdown of the operator cost and the broker’s margin, it is simply added on.\nHowever, the issue with operators is that they are heavily localized to their region. For example, it is no use contacting an operator with an aircraft in New York when you wish to fly from Los Angeles to Las Vegas. Unless, of course, that aircraft is already in the local area.\nIn this situation, a broker would know of the aircraft in the area that you wish to fly.\nHowever, with the advancement of technology and transparency, new systems and products are coming to the market that tries to increase the transparency of cost.\nFor example, Jettly provides an open marketplace for users to instantly compare direct costs from operators. In exchange, you can pay for a monthly membership or a one-off fee.\nAdditionally, Jet ASAP wants to break into this market by posting flights and receiving bids from operators. In order to use this service, they charge an annual fee.\nThis isn’t to say that brokers don’t do anything. They make the process much easier. All of the comparisons between operators are done for you and only the most suitable options are provided. There is one point of contact that can arrange catering and ground transportation, for example.\nFurthermore, brokers don’t charge upfront fees. Therefore, you don’t have to take the risk with something like Jet ASAP of charging an upfront fee before you know the cost of your flight.\nShould You Use a Broker or an Operator?\nUltimately it comes down to price vs effort.\nIf you are happy to put the effort into researching the market (such as the different safety standards and aircraft), along with fielding multiple quotes from operators, then an operator is the way to go. Additionally, this is a great option if you want to save a few thousand dollars.\nHowever, a broker is a great option if you are new to the market and want some guidance. Additionally, a broker is a great option when you want just one point of contact and ease of use for your whole journey. It is also much easier to build a relationship with a broker if you fly a lot compared with an operator. This is because the broker will remain the same for every flight but the operator will change depending on your mission profile.\nPrivate Jet Card\nA private jet card is a next level up from ad-hoc charter flights. Typically, jet cards make sense when flying more than 25 hours per year.\nA jet card is a pre-paid membership program that allows you to fly on private jets at a fixed rate.\nA key benefit of jet cards over on-demand charters is the consistency of price. Most jet card providers will provide fixed hourly rates for each aircraft.\nAdditionally, given that you fund the card upfront, you don’t have to complete individual transactions for each flight.\nFurthermore, jet cards typically offer greater guarantees of flights – especially around peak days – along with a typically more generous cancellation policy.\nJet cards start to make sense when you are flying by private jet regularly, typically for similar missions. For example, flying once a month from Miami to New York.\nFractional ownership is a great option when you want the freedom of whole jet ownership but without the complex logistics and financial cost.\nCompared with the above options, fractional ownership is more expensive. As a result, there are only a handful of companies that offer fractional ownership.\nFractional ownership is when you purchase part of an aircraft, typically from 1/16 to 1/2.\nThe amount of time that you can fly per hour is determined by the size of your share, with most programs assuming each aircraft can fly for 800 hours per year.\nAs a result, your ownership stake is in proportion to the 800 hours per year.\nFor example, if you own 1/16 of an aircraft you would expect to be able to fly for 50 hours per year. 1/2 ownership would result in having 400 hours at your disposal.\nA common misconception with fractional ownership is that you will always be flying on “your” aircraft. Generally speaking, fractional ownership companies operate a large fleet of aircraft. This means that if “your” aircraft is down for maintenance or in use by another customer, a different aircraft can be sourced. Moreover, it is far more efficient for the fractional ownership company to provide an aircraft that is close to your point of origin.\nMost fractional ownership programs will have ownership terms of 5 years. At the end of the ownership term, the operator will typically buy back the aircraft at a fair market value. However, keep in mind that fractional ownership aircraft are typically flown far more than wholly-owned aircraft, therefore, the market value will likely be lower.\nAt this point, fractional ownership sounds a lot like buying into a jet card program. Being that you pay a large upfront fee to block book hours on an aircraft.\nHowever, one of the key differences is the asset depreciation benefits. Therefore, companies can benefit significantly from flying through a fractional ownership program over a jet card program as the aircraft depreciation can be written off.\nPrivate Jet Whole Ownership\nAnd finally, the ultimate way to fly by private jet, whole ownership.\nPrivate jet whole ownership is when one individual or entity has complete control over the aircraft.\nWhole jet ownership is far more complex than the other options above, is more expensive, and requires greater logistics.\nOne of the key benefits of owning your own jet is that you can use it whenever you want. There are no hour caps. No peak days. It will be where you last landed.\nAdditionally, you can customize the aircraft however you want. Depending on your preference and type of mission, you can outfit the interior with the necessary seats and upholstery.\nThe aircraft is truly yours and a significant amount of status comes along with it. Unfortunately, so does cost.\nGenerally speaking, the more hours that the aircraft is flown per year, the lower the per hour cost. This is due to the existing annual fixed costs, such as crew and insurance.\nAdditionally, the hourly variable cost with factors such as fuel and landing fees, are typically lower than an on-demand charter.\nTherefore, whole jet ownership can start to make sense when flying more than 200 hours per year. However, to really justify wholly owning a jet flying more than 400 hours per year is typically the norm.\nAn additional cost that is important to consider when owning a private jet is depreciation. And, as you might expect, not all jets are made equal. That’s to say that some aircraft depreciate much quicker than others.\nIn many cases, private jets can lose around 50% of their value in the first five years of ownership. For example, if you were to purchase a brand new Bombardier Challenger 650 for $32 million today, in five years it is estimated to be worth around $15 million. So, over a five-year ownership period, it will lose $17 million.\nOf course, if you are able to claim tax benefits for aircraft depreciation this loss isn’t quite so bad.\nAnother drawback of aircraft ownership is maintenance and logistics. With a fractional ownership program, for example, if “your” aircraft is undergoing maintenance you are able to fly using another aircraft.\nHowever, if you wholly own an aircraft when it is undergoing routine maintenance you will either be unable to fly or have to pay in order to get an on-demand charter. Therefore, you will need to ensure that your private jet management company is able to schedule aircraft maintenance around your schedule.\nUnfortunately, it can sometimes be tricky to schedule around maintenance, especially when it is unexpected.\nChoosing the Right Way to Fly by Private Jet\nSo, which is the best option for you?\nBelow is a table that you can use as a quick overview of all the methods of flying by private jet, along with the pros and cons of each one.\nWhen assessing the table there are a few things to consider.\nFirstly, how often will you be flying? If it is a one-off then consider an on-demand charter, empty leg, or shared seat flight. If you will be flying regularly consider a jet card, fractional ownership, or whole ownership.\nSecondly, how flexible are you? Are you able to fly on short notice with little flexibility on your departure date and exact destination? If you are flexible, a shared seat flight or empty leg is a great option.\nThirdly, what’s your budget? If you are seeking out the best deal then an empty leg is the optimum method of flying. If you have a strict schedule and your time is extremely valuable, then fractional or whole ownership will likely make the most sense.\n|Shared Seat||Cheap||Not private, little flexibility|\n|Empty Leg||Luxury experience, cheap||Short notice, risk of cancellation, little flexibility|\n|On-Demand Charter||Flexible, easy to use, no commitment||Peak surcharges, complex if flying regularly|\n|Jet Card||Upfront payment, better guarantees, easy to use||Lots of research required, risk of hidden costs*|\n|Fractional Ownership||Guarantee hours, offset depreciation||High upfront cost, long ownership period|\n|Whole Ownership||Status, flexibility, customization||High costs, depreciation, complex|\nThe table above highlights just some of the pros and cons of each method of flying by private jet. Of course, there are more nuanced cases of pros and cons, therefore the above table serves as a general overview.\n*Risk of hidden costs with a jet card – this depends on the program that you are on. Some providers will adjust prices depending on rising fuel prices, de-icing, major events at destinations, and more. However, with something like an on-demand charter, all these prices will be factored into the final price as you are paying per flight. Although note on-demand charters can still see price rises, for example, an increase in fuel price or de-icing expense.\nIn conclusion, there are six methods that you can use to fly by private jet.\nEach method has its own set of pros and cons. Therefore, there is no universal best method of how to fly private. Rather it comes down to your individual requirements, flexibility, and budget.", "label": "Yes"} +{"text": "WINGS OF FLIGHT – A TALE OF THE PQAC\nStory and photos by Linda Matteson-Reynolds\nCommunity spirit, volunteer dedication and a bunch of enthusiastic guys who love to fly makes the Parksville-Qualicum Aero Club (PQAC) a haven for local aviators.\nIt all started in the late ‘50s, when founding member Don McMillan and four others, headed out to a roughened airstrip pasture in north Qualicum that had been donated to the town by the local Rotary Club. They were exploring the possibility of forming a local aviation club.\nDespite a shaky and turbulent history, and tense negotiations with the City of Qualicum to improve the conditions at the airport, the Club was at last incorporated in 1968. “This airport and club evolved from a great deal of diplomacy and much cajoling,” states McMillan.\nAs a BC registered non-profit society, the PQAC currently has over 60 active members, many who have stuck it out over the years and have played a pivotal role in the development of the Qualicum Beach Airport (CAT4) as it is today. These ardent aviators and volunteers continue in that role to ensure the airport remains a key asset for the Parksville-Qualicum Beach community.\nThe newly expanded PQAC clubhouse at Unit 9 Ravensbourne Lane adjoins a spacious hangar where they keep their club-owned Cessna 172M.\nCurrent President Fred Evoy extends a community welcome to local aviators: “Whether you’re a seasoned pilot, a rookie pilot or someone bitten by all things aviation, PQAC is the place to be in Oceanside. We have members with varied interests and experience in aviation. All are friendly and enjoy the camaraderie of their common interest in airplanes and aviation. Whether hanging out in the Member’s Lounge or flying off to enjoy the scenery of this fantastic Island in the Pacific, what better way to have fun,” states Evoy.\nThe mission statement of the Club is to promote and encourage general aviation in the Parksville – Qualicum area. Encouraging youth in undertaking aviation as a career or as a recreational activity through education and exposure to aviation is an important part of the Club’s role.\nPQAC AND THE AIR SHOW\nAfter a respite of three years due to lack of funding and volunteer power, an enthusiastic crowd attended the July 11th Air Show with featured aerobatic performer “Super” Dave Matheson and his Schayden MX2 show plane. Large donations from local business and sponsorship made this year’s event possible.\n“The objective is to specifically have a great air show of course, but to also highlight the importance of the Qualicum Beach Airport (CAT4)”, said Paul Connor, a member of the Parksville Qualicum Aero Club Executive.\nThe Air Show runs solely on volunteer power. Eighty to 100 well-organized men and women feed, park, control air traffic and organize special events for up to 4,000 guests with the ultimate goal of making the day run in an orderly fashion, while adhering to strict safety procedures.\nPQAC’S INVOLVEMENT IN COPA FOR KIDS\nCOPA for Kids Aviation Program provides a free-of-charge motivational aviation experience for young people eight – 17 years of age throughout Canada. Pilots from PQAC go one-on-one with the participants showing them what aviation is all about while allowing them to experience the science of flight right in the cockpit.\nA short ground-school session precedes the flight and the pilot explains the various parts of an aircraft, provides a safety briefing and conducts an aircraft walk around all before take off. Once in the air, the participants are able to observe all the facets of flight from startup to takeoff, to cruising and landing and finally, the taxiing and proper shutting down of the aircraft.\nThe total experience time averages one-and-a-half to two-and-a-half hours and the wondrous panoramic views over Qualicum Beach, Parksville and Nanoose Bay, the kids won’t soon forget. “Judging by the quick response to the flight instructor’s questions, there were budding pilots in our midst,” stated Jim Hannibal – chief instructor and director for the program, after a recent COPA for Kids day.\nPQAC HIGH SCHOOL SCHOLARSHIP\nEvery year, PQAC awards a $500 scholarship to a student from School District 69 entering into post-secondary studies or into training that would lead towards studies in aviation.\nThe criteria for this scholarship are that the applicant must prove satisfactory academic achievement, good citizenship and a keen interest in aviation. Preference for the award is given to applicants that are planning a career in aviation but those interested in aviation as a hobby are also eligible.\nANGEL FLIGHT – GIVING WINGS TO PEOPLE WITH CANCER\nPQAC pilot Paul Conner is a member of Angel Flight of British Columbia which is a charitable, non-profit organization providing air transportation for cancer patients needing medical services at hospitals and centralized medical care facilities in Vancouver and Victoria.\nThis vital program utilizes a network of volunteer private pilots and aircraft owners, as well as “ground crew” support. Angel Flight works with families, doctors, hospital personnel, and social workers to arrange for flights.\nAngel Flight is financially supported primarily by local pilots who fly the missions (by donating the use of their airplanes and operating expenses) and by contributions from individuals, service clubs, social and religious groups and corporations. There is never a fee of any kind to the patient and volunteer pilots such as Connor pay the total costs.\nPQAC is always looking to increase their membership and you don’t have to be a pilot or hold a license to do so. Membership is open to anyone over 16 years of age and the only requirement is that you have a love of aviation and airplanes and a yearning to share your passion with others. President Fred Evoy expresses the club’s point of view best. “We welcome visitors and members alike, with a friendly smile and always a kind word. Drop by and introduce yourself to any of our members. I’m sure you’ll be glad you did.”\nInformation can be obtained from their website www.pqac.ca", "label": "Yes"} +{"text": "For SpaceUpClose.com & RocketSTEM\nCAPE CANAVERAL SPACE FORCE STATION, FL – After a days delay due to totally overcast and showery weather and with a dense Saturday morning fog spread all across the central Florida region, the thick layer of ground fog lifted just enough in literally the final minutes to unveil the tip of the payload housing nose cone enabling SpaceX to pierce the fog and launch the next batch of upgraded Starlink internet satellites into a new orbital shell on a veteran Falcon 9 rocket.\nBlastoff of the recycled SpaceX Falcon 9 on the Starlink 4-1 mission took place right on time punching through deep Cape fog at 7:19:30 a.m. EST (1219:30 GMT) from Space Launch Complex-40 on Cape Canaveral Space Force Station in Florida during an instantaneous launch window.\nThe fog hanging over the pad and Cape region cleared just in the nick of time as the sun rose to unveil the tip of the four lightning masts and the top of the Falcon 9 nose cone to reveal its location just is it cleared the pad – not visible in the launch photos.\nThe 229 foot tall (70 meters) Falcon 9 lifted off with 1.7 million pounds of thrust generated by 9 Merlin main engines fueled by RP-1 kerosene and liquid oxygen propellants.\nThe payload comprised 53 Starlink internet communications satellites manufactured by SpaceX in their Redmond, Washington production facility – enlarging the existing and burgeoning broadband constellation.\nSpaceX also nailed the landing of the Falcon 9 first stage booster designated as B1058 – now successfully completing its 9th trip to space and back.\nFalcon 9 first stage B1058 previously launched eight times: first on the Crew Demo-2 launch with NASA of astronauts Doug Hurley and Bob Behnken on SpaceX’s first crewed mission to orbit and the ISS, followed by ANASIS-11, CRS-21 cargo resupply to ISS for NASA, Transporter-1, and now five Starlink missions.\nThe Starlink launch also marks as the second by a SpaceX Falcon 9 rocket this week – following the NASA ESA Crew-3 mission launch by just two and a half days which lifted off Wednesday evening Nov. 10, at 9:03 p.m. EST (0203 GMT on Nov. 11, from nearby pad 39A, with a quartet of US and German astronauts and later successfully docked at the International Space Station barely 22 hours later on Thursday evening, Nov. 11.\nThis brings the total number of SpaceX launches this year to 25 – with several more on the horizon before years end from both US coasts.\nThe first and second stages separated approximately two-and-a-half minutes into flight.\nThe first stage then began its maneuvers for a propulsive soft landing using the center engine.\nThe second stage fired for some six minutes and then coasted about another seven minutes to inject the Starlinks into their preliminary orbit of about 141 miles (227 kilometers) over the North Atlantic Ocean.\nAfter deploying their solar panels to charge the batteries via solar power they will rise over time as krypton ion thrusters fire to raise them to about 335 miles (540 kilometers) altitude.\nThe Starlinks were all deployed as planned at about T + 15 minutes, 31 seconds:\nDeployment of 53 Starlink satellites confirmed pic.twitter.com/bnYtOqUUfC\n— SpaceX (@SpaceX) November 13, 2021\nThis new batch of Starlink satellites has been upgraded with laser-based systems to enable better communicate with each other in orbit and be less ground dependent.\nOverall the Starlink 4-1 mission was the 31st Falcon 9 launch dedicated to carrying Starlink satellites to orbit for their global broadband internet network service.\nAltogether this brings the total number Starlink satellites launched to orbit to 1,844 in the past two and a half years.\nEnjoy our Starlink 4-1 mission pre-launch and launch photos from the Space UpClose team of Ken Kremer and Jean Wright.\nThe first stage B1058 successfully soft-landed on the Just Read the Instructions (JRTI) drone ship as planned some eight and a half minutes after liftoff – making 87 successfully booster landings overall.\n“Falcon has landed,” SpaceX Dragon propulsion engineer Youmei Zhou said during live SpaceX launch webcast.\n“This marks the 87th overall successful recovery of a Falcon 9 first stage.”\n“Falcon 9’s first stage has landed on the Just Read the Instructions droneship,” SpaceX tweeted.\nFalcon 9’s first stage has landed on the Just Read the Instructions droneship\n— SpaceX (@SpaceX) November 13, 2021\nJRT was prepositioned off the Carolina’s coast ahead of launch.\nThe launch was delayed a day from Friday because of poor local Cape launch and downrange booster recovery weather.\nKen’s post launch comments about Crew-3 and Starlink preview and Falcon 9 rocket photos were featured on local ABC WFTV, NBC WESH 2 and Fox 35 TV News outlets in Orlando on Nov. 10 & 11:\nKen’s prelaunch comments about the Crew-2 & Crew-3 missions were featured on local CBS, NBC and Fox TV News outlets in Orlando:\nNov. 8 & 9 broadcasts on WESH 2 NBC and Fox 35:\nNov. 5 broadcast on WKMG CBS 6 Orlando TV News:\nKen’s photos of the static fire test were featured on WKMG CBS 6 Orlando TV News\nKen is onsite at KSC for the Crew-3 mission launch campaign\nWatch Ken’s continuing reports about SpaceX Crew and Cargo Dragons, Artemis, SLS, Orion and NASA missions, Lucy Asteroid mission, Blue Origin and Space Tourism, SpaceX Starlink, Commercial Crew and Starliner and Crew Dragon and onsite for live reporting of upcoming and recent SpaceX and ULA launches including Crew 1 & 2 & 3, ISS, Solar Orbiter, Mars 2020 Perseverance and Curiosity rovers, NRO spysats and national security missions and more at the Kennedy Space Center and Cape Canaveral Space Force Station.\nStay tuned here for Ken’s continuing Earth and Planetary science and human spaceflight news: www.kenkremer.com –www.spaceupclose.com – twitter @ken_kremer – email: ken at kenkremer.com\nDr. Kremer is a research scientist and journalist based in the KSC area, active in outreach and interviewed regularly on TV and radio about space topics.\nKen’s photos are for sale and he is available for lectures and outreach events\nPlease consider supporting Ken’s work by purchasing his photos and/or donating at Patreon:", "label": "Yes"} +{"text": "HAB-2 payload carried several Ultraviolet sensors in UVA / UVB range (wavelength 280-400nm) and UVC range (100-280nm).\nUVC rays are extremely harmful and cause skin, eye, and even direct DNA damage. Most UVC rays from the Sun are absorbed by the ozone layer in the atmosphere, with most of the ozone concentrated at the altitude of 50,000-100,000 ft.\nHere is chart of UVC radiation measured by HAB2 sensor:\nYou can see how UVC radiation increased as the balloon flew above the ozone layer.", "label": "Yes"} +{"text": "Main MarketsAsia, South America,Middle East, South Africa\nProduct/ServiceAgriculture drone, Surveillance drone, Anti-drone Jammer, Gimbal Camera\nBusiness OwnerChen Le Chun\nJiangsu Digital Eagle Technology Development Co., Ltd is located in wuxi,which is a high-tech enterprises with 10 million registered capital. .Over the years, DE has become the leading complete UAV manufacturer inland, and is also the technical company with research and development ablity,At present, our business scale covers not only complete UAV manufacture and research, but also all kinds of complete flight service for customers, including police assistance, fire extinguishing, aviation, aerospace, power patrol, agroforestry spray seeding, land measurement, security monitoring, oil pipeline patrol, forest fire prevention, maritime patrol, emergency relief, geological survey, etc. At the same time, in the traditional aerial photo area, DE also maintaining industry leading level. Our aerial photo use self-developed multi-rotor UAV, Fully replace routine use of rocker arm, largely improve the flexibility of shooting, highlight the multiple perspectives, multiple view taken effect. Now, DE has developed new aerial photo UAV equipped with RED camera, fully meeting the 4 k level effect of current film and television works, we have established the long-term cooperation relationships With a number of well-known domestic and foreign film and TV group. Extraordinary aspirations, determines extraordinary achievements. The goal of DE is to become the leading comprehensive company of UAV research and manufacturing in Eastern China.\nContact PersonIvy Wang\nAddressA1 bldg.No.999 Gaolang East Rd.Wuxi,Jiangsu,China", "label": "Yes"} +{"text": "DJI Mavic Air 2 review\nIf you are a beginner or a hobbyist, this drone is tailor-made for you.\nNo wonder DJI is ruling the drone industry. Drones like DJI Mavic Air 2 have made them the favorite go-to brand for drones. The DJI Mavic Air 2 comes with a 48MP camera with a 1/2 inch CMOS sensor capable of capturing excellent aerial photographs. Mavic Air 2 also comes with a 3-axis gimbal so that you can take steady video in 4K clarity at 60FPS (Frames Per Second).\nFor those who want to take photos and videos at a long distance, it has OcuSync 2.0, which has the capacity of up to 6.2 miles. The list doesn't end here. It also has an impressive 34 minutes flight time, which allows you to take epic shots for a longer duration. If you are new to drone handling and afraid that you might hit something, don't worry. It also has obstacle sensing in three directions, which is convenient for beginners. You can control your drone via your DJI Fly App (Android v6.0 or above, iOS v10.0).\nIt is also equipped with some intelligent functions:\n- Spotlight 2.0- Keeps your subject locked during shots.\n- Active 3.0- Keeps the subject-centered.\n- POI 3.0- Tracks moving subjects like people and vehicles.\nReasons to buy DJI Mavic Air 2:\n- Healthy battery life for a more extended flight\n- Amazing camera quality\n- An excellent choice for beginners\n- Easy to fly\nThings to note:\n- There are no sensors on the side and top.\n- The controller has no screen.\n- You need to register your drone.\nAn impressive controller with power-packed features:\nIf you need a slightly bigger version than Mavic Mini, you need to go for DJI Mavic Air 2. This DJI drone is bigger than DJI Mavic Air but smaller than DJI Mavic Zoom and DJI Mavic 2 pro. This will be larger than your palm but will be a great fit wherever you go. The significant change in this latest Mavic drone is its controller design. Unlike previous Mavic models, this controller has a smartphone holder on the top. The clamps fit perfectly to support your smartphone. You might find it difficult to lock your smartphone for the first few times. But over time, everything will be set.\nThe tripod, stock, and sports flight mode are exciting features useful for professionals and hobbyists alike. The power buttons and RTH (Return to Home) buttons are placed on the controller's front side. The controller has an \"fn\" button on the top left and a \"controller wheel\" button on the top right. The fn button helps your drone for a smooth landing, and the controller wheel button allows for tilting the camera up, down, and sideways. Overall the controller is an excellent update than its predecessors.\nThe picture quality- A standout impression:\nThe image and video quality stands out compared to its previous DJI drones. Moreover, this DJI Mavic Air's new sensors are an added feature, and the 8K hyper-lapse is something to look into. But for people who have been using DSLR cameras, the image quality from this 48 MP camera can be a bit of a disappointment. The resulting images are not sharp on the sides, and the images' quality is not satisfying. The 24 mm focal length and 2.8f aperture helps you to take some deep focus images with a wide-angle view. The image's sharpness is only in the center of the frame, and the sides are sometimes blurred.\nThe image quality is satisfying for beginners and drone hobbyists. But unlike DSLR cameras, which give you RAW filetype, the images of this drone are JPEG type, which is great. But RAW file types are useful for editing without any loss of quality, but the JPEG images can possibly give you some loss of quality. There is a \"hyperlight\" mode that can create quality images in low light and stitch several photos to reduce the picture's noise. It has 4K at 60FPS and 1080pi at 240FPS, which is not found even in higher variants. This makes the DJI Mavic Air 2 the best drone for photographers.\nDJI Mavic Air 2 comes with a video transmission range of about 10 km. As far as I can tell, these range numbers are near impossible in reality. The field is the more significant part of that distance, yet unique and well out of the administrator's sight range. The Mavic Air 2 packs DJI's most recent article following tech, and it functions admirably as long as its impediments are perceived. Drag a case around a piece, and the product will bolt onto the item and keep it focused in the camera's field of view. Joined with the hindrance location sensors, this gives the Mavic Air 2 a noteworthy set-up of capacities.\nSimilarly, as a photograph and video highlights are progressively the computerized reasoning regions, too is flying. DJI has patched up its Active Track highlight to render 3.0 for the Air 2, which brings better subject-acknowledgment calculations and new 3D-planning abilities. Consolidated, these highlights improve the robot's capacity to follow individuals as they travel through a scene consequently. The camera stays bolted onto the subject, and the Air moves as much as it needs to keep your issue on edge.\nThe final thought about this drone is that if you are a beginner and want to explore the drone category, definitely go for this drone. We know that DJI Mavic Mini is the best drone for beginners, but if you're going to take your drone experience to the next level, go for this DJI Mavic Air 2. For photographers who need a portable, lightweight drone with excellent camera quality, you should check out this DJI Mavic Air 2 drone.\nDJI Mavic Air 2 Fly More Combo - Drone Quadcopter UAV with 48MP Camera 4K Video 8K Hyperlapse 1/2\" CMOS Sensor 3-Axis Gimbal 34min Flight Time ActiveTrack 3.0 Ocusync 2.0, Gray Toys & Games\n- 【UP YOUR GAME】: The Mavic Air 2 camera drone takes power and portability to the next level. It combines a powerful camera with intelligent shooting modes for stunning results. Push your imagination to its limits because aerial photography has never been this easy.\n- 【NEXT-LEVEL CONTENT】: Capture impressive 48MP photos with a 1/2-inch CMOS sensor while the 3-axis gimbal provides 4K/60fps video. The secret to incredible HDR video is a high-performance Quad Bayer image sensor. OcuSy... Read More\nOther similar drones:\n1. DJI MAVIC PRO\nThe DJI Mavic Pro is highly affordable in the elite drone category. You get two batteries, and every other required accessory comes in the box. The best part of the drone is its camera, capable of taking 12MP still photos and 32MP spherical panorama shots. The video quality ranges from 4K at 30FPS, 2.7K at 60FPS, and full HD at 120FPS. The flight time is 27 minutes, which may be less than Mavic Air 2 but is still a great choice.\nDJI - Mavic Pro Quadcopter with Remote Controller - Gray Toys & Games\n- Fly for miles. From your pocket. Inside the Mavic’s pocket-sized remote controller is DJI’s brand new OcuSync transmission technology, with a range of 4. 3mi (7km) and Full HD 1080p video streaming.\n- No bumps and scrapes When you know what’s in front of you, you won’t bump into it. The same is true of the Mavic. Using Flight Autonomy it can see obstacles as far away as 49ft (15m) in front.\n- Absolute Precision Flight Autonomy technology means the Mavic ca... Read More\n2. PARROT ANAFI FPV\nAfter releasing this bug-like drone, Parrot Anafi FPV has become one of the contenders for high-end professional drones. And with its FPV kit, Parrot Anafi makes a breathtaking immersive flight experience. The Cockpit glasses are connected to the drone camera, and you can see your aerial views. The flight time is 26 minutes, which is great for professional users. Some of the fantastic video capturing features are\n- Automatic framing,\n- Low angle video,\n- Aerial selfies.\n- It also has a FollowMe feature that can track and follow your subject.\nParrot Anafi - FPV Drone Set - Lightweight and Foldable Quadcopter - FPV Cockpitglasses 3 for Immersive Flights - Full HD Live Streaming - Comprehensive and Compact Set with Backpack Toys & Games\n- PARROT ANAFI FPV DRONE Fly your drone as if you were in it! The Anafi FPV kit is designed to provide you with breathtaking immersive flight experiences The comfortable Cockpitglasses 3 goggles are connected to the drone camera and plunge you directly into the heart of the action of your own aerial views in Full HD streaming Comfortable and ultra-compact the goggles are compatible with smartphones screen sizes between 4 7 and 5 5 inches\n- Powerful and compact equipped with a stabilized 4K... Read More\n3. AUTEL ROBOTICS EVO\nIf you are looking for a drone that is both safe and stable, then I suggest you look at Autel Robotics EVO. Even though it is slightly more expensive than the given price range, it is reliable. The 12MP camera allows you to take stunning aerial photographs and 4K videos. It also has a 3-axis gimbal, which reduces vibration during the shoot. It has a top speed of 45 mph and a flight time of 30 minutes, making it a worthy competition. The control range is up to 7Kms, which is good.\nAutel Robotics EVO 2 Pro Drone 6K HDR Video Rugged Bundle, No Geo-Fencing (2021 Newest Fly More Combo) Toys & Games\n- 【THIS COMBO INCLUDES】1* Ready to go EVO II pro 6K drone(1*Battery, 4*EVO 2 low noise propellers, 1* gimbal holder, 1*32 GB SD card), 1* remote control, 2* extra batteries, 8* extra EVO ii Low noise propellers, 1*extra 64GB SD card, 1* hard plastic Case etc. This bundle is backed by 30 Days REPLACEMENT or FULL REFUND, 12 Months free from defects services. Any concerns or issues, please contact autelroboticsus @ outlook .com directly.\n- 【6K DRONE DESIGNED FOR PROFESSIONALS】 Autel R... Read More\n4. DJI PHANTOM 4 PRO V2.0\nThe Phantom series drone is one of the most sought after drones for both professionals and photograph experts alike. This drone has put the DJI on the map of best consumer drones for industrial use. The Phantom 4 Pro V2.0 features a professional-grade 1-inch CMOS sensor that can record in 4K video resolution and 20 megapixels still photos. It has a flight speed of 72kph 8km range with 1080p live streaming. The flight time is 30 minutes, so you have ample time for your shooting.\nDJI Phantom 4 Pro V2.0 - Drone Quadcopter UAV with 20MP Camera 1\" CMOS Sensor 4K H.265 Video 3-Axis Gimbal White Toys & Games\n- The Phantom 4 Pro V2.0 camera drone comes equipped with a 3-axis motorized gimbal and a 1-inch 20MP CMOS sensor with a mechanical shutter that eliminates rolling shutter distortion.\n- The standard controller features a smartphone holder. You will need to install the DJI GO 4 App on your phone to fly your drone.\n- The Phantom 4 Pro V2.0 is a beast when it comes to flight performance. It has a maximum flight speed of 72 kph and an 8km transmission range with 1080p livestreaming and... Read More", "label": "Yes"} +{"text": "The stage is all set for the crucial separation of lander Vikram from Chandrayaan 2 Orbiter this afternoon. According to ISRO, the separation is scheduled between 12:45 PM and 1:45 PM. The separation will allow the lander to travel towards the lunar surface, leaving the Orbiter to continue to revolve around the moon.\nYesterday evening, ISRO successfully carried out fifth and final orbit manoeuvre of Chandrayaan 2 to refine its circular path around the moon. The orbiter will remain in its orbit for a planned one year. The composite Chandrayaan-2 has the orbiter, the lander and the rover. The 1.5-ton lander carries in its belly the 27 kg rover. The mission of the lander is to soft-land on the lunar South Pole and to safely unleash the rover. The lander and the rover have a mission life of a single lunar day or 14 days of the earth.\nThe rover Pragyaan has two devices to probe the elemental composition of lunar soil near its landing site and derive the elemental abundance there.\nThe powered descent of the lander will be initiated early on September 7, resulting in its much-awaited soft-landing on the near-South Pole of the moon. After a few hours of soft-landing, the rover will come out of the lander’s belly and probe the nature of the lunar soil around its path. Once the mission is realized, India will become the fourth country to achieve soft-landing on the moon.\nIndia has prior experience of deploying orbiters around celestial bodies, the first one around the moon in the form of Chandrayaan-1 and the other one around the Mars in the form of Mangalyaan, though the configurations are different. However, this is the first time a lander is going to be deployed along with a rover after their indigenous development.\nThe separation of the lander has been likened by the ISRO Chairman Dr Sivan to the bride leaving her parental home to reach her groom’s residence. The location of the intended soft-landing is a plain lying in between two craters near the pole called Manzinus C and Simpelius N. The mission is totally indigenous, that has tided over several challenges on its way. Chandrayaan-2 is a technology demonstrator, and its findings are set to reveal many secrets of the moon under its fold.", "label": "Yes"} +{"text": "Model rocket engines are marked with a three character code that specifies the approximate operating characteristics of the motor. The code consists of a letter and two numbers such as D12-5.\nThe letter is the total impulse, the first number is the average thrust in Newtons, and the second number is the time delay in seconds to the initiation of the recovery system. Hence, the motor in the figure is a class D total impulse engine with an average thrust of 12 Newtons and a time delay of 5 seconds.\nThe letter indicates the total impulse class of the engine, which is effectively the amount of fuel in the engine. The total impulse is the total momentum change that an engine can impart to a rocket. Total impulse is measured in Newton-seconds (pound-seconds). The standard impulse class for each letter is shown in the following table.\n|0.000 - 0.625\n|0.626 - 1.25\n|1.260 - 2.50\n|2.510 - 5.00\n|5.010 - 10.0\n|10.01 - 20.0\n|20.01 - 40.0\n|40.01 - 80.0\n|80.01 - 160.0\n|160.01 - 320.0\nMost commercial model rocket engines are built to operate at the top impulse level of their class, but this is not a requirement. An engine may actually operate anywhere in its impulse class range.\n|Note: each engine class is double the impulse of the class below it, so as you increase the class of an engine, you effectively double the amount of fuel each contains and double the amount of momentum it can impart to a rocket.\nThe number following the letter indicates the average thrust of the engine in Newtons (pounds). Because the amount of fuel in an engine is fixed by the class letter, an engine with higher average thrust burns up its fuel more quickly than one with lower average thrust. As a rule of thumb, the duration of a burn is roughly equal to the total impulse divided by the average thrust. Here is a typical thrust profile for an engine with an average thrust of about 6 Newtons.\nA typical engine starts with an initial high thrust for a fraction of a second, which is useful for getting things moving. It then settles down and burns the remainder of the propellant at a relatively constant rate. \nThe last number on an engine is the time delay, in seconds, to activation of the recovery system. The propellant in a model rocket typically burns up in about 1 second. At that point, the rocket is still moving upward at a high rate of speed. If you were to activate the parachute at this point it would likely be shreaded. What you want to do is to let the rocket coast up to its highest point and then activate the parachute. The time delay charge is the mechanism for delaying activation of the recovery system until the rocket reaches its highest point. The time delay charge also emits smoke to make the rocket easier to track. When the smoke charge burns out, it ignites an ejection charge that activates the recovery system.\n|Note: Some larger models use altimeters to sense when a rocket is at its highest point and electrically fire the ejection charge. The Engine's ejection charge also fires a little bit later as a backup to the altimeter.\nTime delays are typically 3 to 8 seconds, with short time delays needed for larger heavier rockets and longer delays needed for lighter ones. Do not use too long of a time delay as it may allow your rocket to impact the ground before activating the recovery system. Such impacts endanger the spectators and are really hard on your rockets.\nRocket motors marked with a time delay of 0 seconds are booster engines. A booster engine is used in the lower stages of a multi-stage rocket and has no time delay and no ejection charge. When the fuel finishes burning there is a flash of flame out the back of the engine that is used to light the next engine in a multi-staged rocket. Only the top stage in a multi-staged rocket needs an engine with a time delay and an ejection charge.\nRocket motors marked with a P instead of a number for the delay charge are \"plugged\" engines. A plugged engine is similar to a booster but the forward end is plugged so no fire comes out the front when the fuel finishes burning. These are used in some gliders and in situations where you do not want a blast out the front.", "label": "Yes"} +{"text": "- ATPL issued by Director General of Civil Aviation, Government of India.\n- Instrument Rating endorsement on Indian ATPL.\n- FRTO license issued by DGCA.\n- RTR (P) / RTR (C) / RTR issued by Ministry of Communication, WPC\n- Wing, Government of India.\n- All Licences shall be valid at the time of joining.\n- Current passport (if not available, proof of submission of application to be attached. Possession of passport mandatory at time of joining).\n- Minimum total flying experience of 2750 hours.\n- PIC flying experience of minimum 500 hours on airline type Jet aircraft or PIC flying experience of 1000 hours on airline type turboprop aircraft\n- Minimum PIC flying experience of 1000 hours on non-airline type Jet aircraft or PIC flying experience of 1500 hours on non airline type turboprop aircraft.\nIf you are interested about this job please fill the form and APPLY HERE\nAs a proof of your professionalism, apply only when you comply with all the requirements and if you have or can obtain a work permit that allows you to be employed in this country.\nYou'll also be interested in other B737NG Non Type Rated Jobs", "label": "Yes"} +{"text": "Do you want to access to this and other private contents?\nLog in if you are a subscriber or click here to request service\nFraport Group establishes Fraport Aviation Academy at Ljubljana Airport\nFrankfurt, Germany - First training courses will start by the end of 2016; new training center to be built by 2018\nFraport AG, via its wholly-owned Aerodrom Ljubljana subsidiary, will establish the Fraport Aviation Academy at Slovenia’s Ljubljana Airport (LJU) by the end of 2016. Aerodrom Ljubljana has received the corporate mandate for operating the new Academy to meet the increasing training and education requirements within the Fraport Group, as well as from external customers. As one of the world’s leading air...\nAVIONEWS - World Aeronautical Press Agency", "label": "Yes"} +{"text": "FAA Flight Standards District Office: FAA Louisville FSDO-17\nNTSB Identification: ERA16LA201\n14 CFR Part 91: General Aviation\nAccident occurred Monday, May 30, 2016 in Fordsville, KY\nAircraft: CRIQUET AVIATION BOGOTA COLUMB STORCH FI-156, registration: N429BB\nInjuries: 1 Fatal.\nThis is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.\nOn May 30, 2016, at an unknown time, an experimental amateur-built Storch FI-156 airplane, N429BB, crashed in a wooded area near Fordsville, Kentucky. The private pilot, the sole occupant was fatally injured and the airplane was destroyed by impact and a postcrash fire. The personal flight was conducted under the provisions of 14 Code of Federal Regulations (CFR) as a Part 91. Visual meteorological conditions prevailed on that day, and no flight plan was filed for the flight. The flight originated about 1130 central daylight time, from Rough River State Park Airport (2I3), Falls of Rough, Kentucky.\nAccording to a friend of the accident pilot, since purchasing the airplane 2 days prior, the pilot flew it on several flights, including a flight earlier in the day from Owensboro-Daviess County Airport (OWB), Owensboro, Kentucky to 2I3, landing there about 0945. After landing, he and the pilot ate at a local restaurant and then prepared to depart from 2I3. The friend reported hearing an engine run-up before takeoff, and noted that the magneto drops were normal and the engine was \"running strong.\" After takeoff he watched as the pilot turned to a heading of 315 degrees (normal) and lost sight of the airplane when it was about 1.5 miles away.\nThe pilot's friend indicated that the pilot might have intended to fly to a nearby ultralight airstrip, or return to OWB. The pilot's friend then departed 2I3 in his airplane, and attempted to contact the pilot via radio, but the pilot did not reply to any of his transmissions. He proceeded to the Ohio County Airport (JQD), Hartford, Kentucky and landed uneventfully. He later contacted law enforcement because the pilot had not returned to OWB, and met with law enforcement later that evening. The following day he performed an air search himself but did not locate the wreckage. Personnel of the Civil Air Patrol were also involved in a search for the missing airplane; the wreckage was located on the afternoon of June 1st.\nThose who may have information that might be relevant to the National Transportation Safety Board investigation may contact them by email firstname.lastname@example.org, and any friends and family who want to contact investigators about the accident should email email@example.com.\nHANCOCK, Co., Ky.(WHAS 11)--An autopsy will be performed to positively identify a body pulled from a plane that crashed near Fordsville in Hancock County.\nIt's believed to be 70-year-old Robert Dalzell of Owensboro.\nThe pilot went missing on May 30 shortly after take off.\nThe Kentucky Army National Guard spotted scorched marks a few miles from the Falls of Rough Airport in Grayson County.\nInvestigators located the debris from the downed plane.\nWHAS11's John Humphress went to the heavily wooded area where the wreckage was discovered.\nThe property owner just returned from out of town.\nKentucky State Police say while they could not positively identify the body as Dalzell however, authorities have notified the pilot's family of their investigation.\nStory and video: http://www.whas11.com\nLt. Col. Greg Bell found the plane in a heavily wooded area seven miles from the Falls of Rough Airport, but Dalzell Jr. has not been located at this time.\nKentucky State Police and Civil Air Patrol have been looking for Dalzell since Monday after he departed from the airport at 11:20 a.m. and never returned.\nOfficials give update on missing Owensboro plane found on Wednesday\nKSP said his last cell phone activity ping was at 11:32 a.m. Monday.\nDalzell Jr. is a white male, 5’05”, 175 pounds and has grey hair and Hazel eyes.\nHe was last seen flying a 2012 Green Aero Criquet Bogota fixed wing plane with the tail number of N429BB.\nStory and video: http://www.whas11.com\nLOUISVILLE, Ky. (WDRB) -- Kentucky State Police say they are searching for a missing Owensboro pilot.\nAccording to a KSP news release, 70-year-old Robert C. Dalzall Jr. left the Owensboro Regional Airport Monday around 9:10 a.m. Officials say he successfully landed at the Falls of Rough airport, located in Grayson County, at 9:45 a.m. According to Kentucky State Police, Dalzall left the Falls of Rough airport at 11:20 a.m. and did not return to the Owensboro airport.\nKSP says Dalzall's last cell phone activity ping was Monday at 11:31 a.m., within five miles of the Fall of Rough airport.\nOfficials describe Dalzall as a white male. He is five feet, five inches tall and weighs 175 pounds. He has grey hair and hazel eyes.\nPolice say he was flying a 2012 Green Aero Criquet Bogota fixed wing plane. The plane's tail number is N429BB.\nThe Civil Air Patrol currently has two airplanes conducting a search from Owensboro to Falls of Rough.\nOriginal article can be found here: http://www.wdrb.com\nGRAYSON COUNTY, Ky. —Kentucky State Police and Civil Air Patrol are looking for a missing Owensboro pilot and airplane last seen Monday morning in Grayson County.\nTroopers said Robert C. Dalzall Jr., 70, left Owensboro Regional Airport on Monday at 9:10 a.m. and landed at the Falls of Rough airport, in Grayson County, at 9:45 a.m.\nPolice said Dalzall left the Falls of Rough airport at 11:20 a.m. and never returned to the Owensboro airport.\nKSP said his last cellphone activity ping was 11:32 a.m. Monday within five miles of Falls of Rough airport.\nDalzall was flying a 2012 green Aero Criquet Bogota fixed wing plane with tail number N429BB.\nHe is 5 feet 5 inches tall, 175 pounds with grey hair and hazel eyes.\nTwo Civil Air Patrol planes are searching from Owensboro to Falls of Rough.\nOfficials ask those who are in the Falls of Rough area to be extra vigilant.\nOriginal article can be found here: http://www.wlky.com", "label": "Yes"} +{"text": "Riverview, New Brunswick\n» Appointed to a part-time term of four years on June 14, 2018.\nMr. Whalen is originally from St. John's, Newfoundland, and currently resides in Riverview, New Brunswick. He started his aviation career in 1975 when he received his pilot's licence through the Royal Canadian Air Cadets program in Summerside, PEI. His fixed-wing experience includes pilot duties on water bombing operations, turboprop and corporate jet aircraft. His helicopter experience includes light to heavy helicopters in the offshore oil industry. He has a Class Two helicopter instructor qualification and is certified as a Designated Flight Test Examiner for private, commercial and instrument flight tests. Mr. Whalen joined Transport Canada in 1987 as a Civil Aviation Inspector. In 1990, he deployed to the Transportation Safety Board as an investigator and subsequently Regional Manager, Air Investigations. In 1998, he returned to Transport Canada as Regional Manager, Aviation Enforcement, and held various management roles in System Safety, General Aviation, and Commercial and Business Aviation, before retiring from the executive position of Associate Director, Operations, with Transport Canada Civil Aviation. Mr. Whalen currently holds Airline Transport Pilot Licences (ATPL) for both fixed wing aircraft and helicopters.", "label": "Yes"} +{"text": "An Earth-bound asteroid, dubbed 2013 TX68, could pass well within the ring of communications and GPS satellites that orbit more than 35,000 kilometres above the equator, scientists warn.\n\"We know the asteroid will miss Earth - but it's possible that it may pass within the range of some orbiting satellites that make the satnav system on your phone possible,\" said Swinburne University astrophysicist Dr Alan Duffy.\nAustralia has several satellites in orbit around the Earth, including several owned by telecommunications giant Optus.\n\"Satellites are tiny targets in the huge emptiness of space - so it would be incredibly unlucky for Australia or any nation to have this asteroid strike them,\" Dr Duffy said. \"That said, a hit cannot be entirely ruled out.\"\nAnother Swinburne astrophysicist, Dr Kurt Liffman, agrees. \"The minimum distance of closest approach is around 24,000 kilometres, which would take the asteroid within range of some of our key satellites,\" Dr Liffman said.\nAn Optus spokesperson said: \"As an experienced satellite operator, Optus closely monitors information published by the international space community on activities that are relevant to satellite operations.\"\nThe company has six satellites, making it the largest fleet servicing Australia, New Zealand and Antarctica. One satellite operates at 152 degrees east, two at 156 degrees east, one at 160 degrees east and two at 164 degrees east.\n\"Since commencing satellite operations in 1985, Optus has experienced no adverse effects on its satellite fleet resulting from fly-bys of any asteroids and is confident that 2013 TX68 poses no threat to our current fleet,\" the spokesman said.\nHeading towards Earth at more than 14 kilometres a second, the asteroid, roughly 30 metres across and about the weight of Sydney's Harbour Bridge, follows an elliptical, egg-shaped route as it orbits the sun, routinely crossing our path.\nDuring the last lap two years ago, the space rock flew by at the reassuringly safe distance of more than 2 million kilometres.\nOdds are one in 250 million that the near-Earth asteroid could hit next time round – namely on September 18, 2056, the experts say. Another fly-by in 2097 has a lower probability of impact.\n\"TX68 is likely three times the mass of the asteroid that exploded above Chelyabinsk in Russia in February, 2013,\" said Dr Duffy.\nThe minimum distance of closest approach is around 24,000 kilometres.Dr Kurt Liffman, astrophysicist\n\"Were TX68 ever to hit Earth in some future orbit, it would probably explode in the atmosphere – creating an enormous air blast with twice the energy of Chelyabinsk, damaging buildings and injury [to] people.\"\nAs two-thirds of Earth's surface is covered by water, most asteroids of this kind tend to disintegrate harmlessly above the ocean.\nAlthough NASA's Centre for Near-Earth Object Studies keeps track of more than 90 per cent of asteroids of one kilometre or more across, there are many smaller objects that could potentially collide with Earth in the future.\nPlease send bright ideas for new topics to firstname.lastname@example.org", "label": "Yes"} +{"text": "ANNA AHRONHEIM, TAMAR BEERI, REUTERS\nA passenger plane carrying 172 passengers from Tehran to Damascus made an emergency landing at the Russian-controlled Khmeimim air base on Thursday after coming under fire from Syrian air defenses.\nAn IAF plane takes part in the IDF’s ‘Blue Flag’ exercise. November 5th, 2017\n(photo credit: IDF SPOKESPERSON’S UNIT)\nThe Russian Defense Ministry in Moscow claimed that the Israeli attack on Syria, which killed at least 23 pro-Iranian gunmen in the middle of Wednesday night, put a civilian flight at risk, according to Yediot Aharonot.\nA passenger plane carrying 172 passengers from Tehran to Damascus made an emergency landing at the Russian-controlled Khmeimim air base on Thursday after coming under fire from Syrian air defenses, Russia’s defense ministry said on Friday.\nDefence Ministry spokesman Igor Konashenkov did not name the airline but data from Flight Radar indicated it was a Syrian Cham Wings plane. The airline could not immediately be reached for comment.\nThe Syrian air defense was trying to repulse an Israeli attack near Damascus, Russian state news agency RIA added.\nAccording to the London-based Syrian Observatory for Human Rights, at least three government Iranian positions near Damascus and west of the capital were targeted. Syria’s official SANA news agency said the Israeli strikes came in two waves and hit the al-Kiswah area as well as Marj al-Sultan and Jisr Baghdad.\nThe first wave at 1:12 a.m. “targeted some of our military positions in the suburbs of Damascus,” SANA quoted a military source as saying. The second wave at 1:41 a.m. “targeted military positions in the surroundings of Dara’a, Quneitra and Damascus countryside with a number of missiles fired by Israeli warplanes from the airspace in southern Lebanon and the occupied Golan.”\nAccording to the Russian statement, F-16 jets belonging to the Israeli Air Force (IAF) shot eight air-to-ground missiles without entering Syrian airspace. Moscow blamed Israel for using the civilian aircraft “as a shield against Syrian anti-aircraft systems.”\nThe Syrian defense ministry, however, claimed that Syrian air defenses intercepted the Israeli missiles over Damascus that were fired at military targets.\nIsrael has been unofficially carrying out a war-between-wars campaign in Syria since 2013 so as to prevent the entrenchment of Iranian forces, as well as the transfer of advanced weaponry from Iran to Hezbollah.\nThe IDF has previously admitted to carrying out hundreds of airstrikes in Syria since the country’s civil war broke out in 2011.\nIsrael has repeatedly bombed Iranian-backed militia targets in Syria, saying its goal was to end Tehran’s military presence there, which Western intelligence sources say has expanded in recent years.\nLast month, the Syrian Armed Forces said IAF jets attacked the T-4 airbase in Homs province. In December, it said the air-defense system intercepted missiles fired from the direction of Israel aimed at targets on the outskirts of Damascus.", "label": "Yes"} +{"text": "The P-47 Thunderbolt, also nicknamed the \"Razorback\" for its high dorsal spine behind the sideways opening canopy, or the \"Jug\" for its milk bottle shape, was one of the largest and heaviest fighters ever to be powered by a single piston engine. It also served as a ground-attack bomber and could carry up to a 2,500-pound weapons load. One of the most successful Allied aircraft of World War II, namely with the U.S., France, Britain, and Russia, over 15,000 P-47s were manufactured from 1941-1945, and the Thunderbolt was not officially retired until 1966.\nThis 1/48 scale, die cast, Hobby Master model is an accurate reproduction of the aircraft flown by seven-victory pilot Frank Klibbe. In addition to the authentic \"Little Chief\" nose art markings, this replica features realistic panel lines, a well-equipped cockpit with sliding canopy and removable pilot figure, optional-position landing gear, full weapons complement, and a display stand. Measures approximately 9\" long with a 10¼\" wingspan.\nHobby Master: HA8451", "label": "Yes"} +{"text": "General Atomics Aeronautical Systems Inc. (GA-ASI) demonstrated enhanced situational awareness and targeting capability for ground forces during a company-funded technology demonstration at the Yuma Proving Grounds in Arizona, the company said in a press release. The demonstration, which took place on 23 April 2021, focused on enabling a Joint Terminal Attack Controller (JTAC) to control the Electro-optical/Infrared (EO/IR) sensor on a GRAY EAGLE Extended Range (GE-ER) UAV and rapidly call for direct and indirect fire on an array of targets.\nThe JTAC was able to see GE-ER video, aircraft location, and sensor field of regard utilising an Android Team Awareness Kit (ATAK) and a TrellisWare TW-950 TSM Shadow® Radio, GA-ASI stated. Usingthe GE-ER’s open-architecture, the JTAC was able to send digital ‘Call for Fires’ to request artillery support, and a digital 9-line for Close Air Support with the push of a few buttons. The GE-ER, configured for Multi-Domain Operations, autonomously re-routed its flight path to provide the sensor data that the JTAC requested without commands from the GE-ER operator. This demonstration is another step in a series that began in November 2019.\nThe use of this newly developed technology marks a significant improvement in situational awareness compared to the use of voice communications. The technology improved efficiency, decreased latency and reduced risk of collateral damage. In addition, the JTAC’s ability to orient GE-ER sensors on target from an ATAK tablet reduces man-in-the-loop errors and increases targeting speed. These advances are critical to current and future armed conflicts that reduce the risk to soldiers on the battlefield.", "label": "Yes"} +{"text": "NTSB Releases Report On Deadly Talihina Plane Crash\nTALIHINA, OKLA (KOTV) – The National Transportation Safety Board (NTSB) has released a new report on a plane crash near Talihina in Oct. 2013 that killed an Arkansas man, according to affiliate station KOTV.\n“Elmer Ray Broadbent, 71, died when his single-engine Piper PA-28 crashed at about 3:30 p.m. on Oct. 21, 2013. Because the plane went down in dense woods in a hilly area, it was three days before a search crew located the wreckage,” KOTV reported.\nThe NTSB’s factual report stated that Broadbent had reported accumulating 14,000 total flight hours on a recent medical application, according to KOTV.\nThe NTSB factual report also stated that Broadbent had survived a plane crash before on April 21, 2012. The cause of that crash was “The pilot’s inadequate fuel monitoring, which resulted in a total loss of engine power due to fuel exhaustion,” KOTV reported.\nThe Federal Aviation Administration (FAA) gave Broadbent a re-examination check and cleared him to fly once more on Aug. 27, 2012, according to KOTV.\nAt the time of the fatal crash, the NTSB report states there was moderate to heavy rain in the area along Broadbent’s flight path, KOTV reported.\nTo read the full story on our affiliate station’s website KOTV – Channel 6, click here.", "label": "Yes"} +{"text": "BE Aerospace (NASDAQ:BEAV) makes seats and cabin interior systems for commercial and business aircraft. Its products can be installed in new planes or in existing planes that are being refurbished. In fact, about 60% of its sales come from the existing aircraft market.\nThe company operates five business segments:\nThe Seating segment is the largest, accounting for 37.2% of Q1 sales. Seats typically include a frame, cushions, armrests, and a tray table. Options include adjustable lumbar support systems, footrests, reading lights, head and neck supports, and oxygen masks. First class seats can lie flat and come with an ottoman, privacy panels, and wallmounted tables. Business class seats include power ports, telephones, adjustable headrests, and fiber-optic reading lights. First and business class seats incorporate electrical actuation. This segment also sells spare parts and upgrade kits.\nInterior Systems accounted for 20.9% of Q1 sales. It designs and manufactures oxygen delivery systems, coffee makers and water boilers, convection and steam ovens, refrigeration equipment, lighting systems, storage compartments, and other products for cabin interiors. This segment includes Draeger Aerospace, a maker of chemical and oxygen systems for civilian and military aircraft, which was acquired in September 2006.\nThe Distribution segment produced 25% of Q1 sales. It operates through its M&M Aerospace Hardware subsidiary. It offers an array of aerospace grade fasteners, fastening systems, related hardware, and inventory management services to over 200 aerospace hardware manufacturers. In September 2006, this segment acquired New York Fasteners, a distributor of fasteners and other hardware to customers in the military sector.\nThe Business Jet segment accounted for 11.4% of Q1 sales. It offers design services and manufactures furnishings and interior systems for executive aircraft.\nThe remaining 5.5% of revenues came from the Engineering Services segment, which provides design, installation, and certification services for aircraft cabin interiors. It also converts passenger planes to freighter planes and designs rest compartments for the crew.\nAccording to Airline Monitor, a leading airline industry research provider, worldwide passenger traffic increased 5.9% in 2006. Deliveries for new large commercial aircraft and business jets jumped 24% and 19%, respectively. Demand for upgrades helped BEAV’s revenues grow 34% to $1.13 billion. Bookings jumped 40% to $1.7 billion. Backlog at the end of 2006 stood at $1.7 billion, up 60% from a year earlier. Q1 net sales jumped 56.9% to $387.8 million. BEAV booked $450 million in new orders in Q1 and backlog climbed to $1.85 billion. Seating sales soared 77.8%. Interior Systems gained 44%. Distribution sales jumped 80.4%. The operating profit margin expanded 196 basis points year-over-year to 14.54%. Net income surged 132.6% to $32.1 million or 40 cents per share.\nBEAV depends on the good health of the airline and business jet industries, which are impacted by many factors including fuel costs and price competition. Based on its healthy backlog and strong order activity, BEAV should report excellent results for several quarters. It will benefit as carriers refurbish existing fleets and upgrade to newer wide-body planes such as the Boeing 777 and 787, and the Airbus A380. These planes accommodate many more seats than traditional aircraft, which translates into a lot more business for BEAV.", "label": "Yes"} +{"text": "Thursday, February 26, 2015\nContract: Northrop, $63.7M\nNorthrop Grumman Systems Corp., San Diego, Calif., is being awarded a $63,700,156 advance acquisition contract for the procurement of long-lead components, material, parts and associated efforts required to maintain the MQ-4C Triton Unmanned Aircraft System planned production schedule. Work will be performed in Salt Lake City, Utah; Baltimore, Md.; Red Oak, Texas; Bridgeport, W.V.; Palmdale, Calif.; Indianapolis, Ind.; Cedar Rapids, Iowa; Montreal Quebec, Canada; Vandalia, Ohio; and various locations in and outside the continental United States. Work is expected to be completed in February 2016. The Naval Air Systems Command, Patuxent River, Md., is the contracting activity (N00019-15-C-0002). (Source: DoD, 02/26/15) Gulf Coast note: Fuselage work on the Triton is done in Moss Point, Miss.", "label": "Yes"} +{"text": "The U.S. Federal Aviation Administration is citing a manufacturing error at Boeing Commercial Airplanes assembly plants as its reason for requiring a mandatory inspection round for Boeing’s 787 jets. The inspections had previously been “recommended” by FAA.\nIn September, the National Transportaton Safety Board ordered inspections to GE Aviation’s GEnx-1B and GE-nx-2B after the discovery of cracks in two engine shafts on two Boeing 787 Dreamliners.\nThe new inspection order seeks to resolve a problem with leaks in the fuel-line couplings of the Dreamliners’ engine pylons, leaks that FAA has traced to a flaw in the manufacturing process at one of Boeing’s plants. It is requiring operators to check for incorrectly installed lockwires on the engine fuel line couplings within seven days, and within 21 days operators must inspect the couplings to verify they have been assembled correctly.\nAccording to Boeing, if the fuel line connectors are not installed properly the aircraft could experience fuel leaks, loss of engine power, or fire.\nHowever, the jet builder said the 787 is designed with \"multiple layers of systems to ensure none of those things happen.\"\nIt’s not known if a fuel leak was the reason that a 787 flown by United Airlines from Houston was forced to make an emergency landing in New Orleans on Tuesday, December 3. Reportedly, the plane had been in service for only two weeks. There were no injuries to the 184 passengers and crew on board. They were transferred to another jet and completed their route to Newark.\nUnited is the only U.S. carrier flying 787s. All Nippon Airways has 16 Dreamliners in service, and orders with Boeing for up to 50 more, almost half of all the new jets in commercial service.", "label": "Yes"} +{"text": "Book Title: Private Pilot Glider Practical Test Standards FAA-S-8081-22\nPublisher: CreateSpace Independent Publishing Platform\nAuthor: Federal Aviation Administration\nThis is the Federal Aviation Administration's testing standards for the Private Pilot Certificate, Glider. It is designed for student pilots, flight instructors, and FAA-designated examiners to guide them during the FAA checkride. This book was created by the FAA to disseminate the prerequisite knowledge, skill, and experience requirements for the certificate. Pilots use this publication as a study and reference for the checkride.", "label": "Yes"} +{"text": "An American astronomical society is proving that, like the Vikings of old, exploration of foreign shores—in this case foreign planets—is possible if you but master the use of the humble cloth sail.\nLightSail 2, designed and crowd-funded by the Planetary Society, is a small spacecraft that has been moving around at high-speeds in Earth’s orbit, and turning direction by capturing solar photons with a square sail the size of a boxing ring.\nHaving launched in July 2019, the vessel has spent over a year meandering about 186 miles (300 kilometers) above the International Space Station, at 460 miles above Earth, it has produced a trove of scientific data which mission engineers at the Planetary Society will use to advance humanity’s understanding of solar sailing—potentially, it will be a very important and reliable form of space travel in the decades to come.\nNow LightSail 2 is entering the extended mission phase, where scientists will study how things like orbital decay—the degree to which the spacecraft’s trajectory gradually falls, similar to how a hula hoop falls when it stops spinning—will affect the bread loaf-sized craft as it slowly falls towards Earth and eventually burns up on re-entry.\n“During our extended mission we’ll continue making changes to our sail control software, which will help future solar sail missions optimize their performance,” states Planetary Society chief scientist and LightSail 2 program manager Bruce Betts.\nThe little ship moves at the whim of two powerful forces: gravity and the sun, which one might imagine as acting like an ocean current and the wind.\nLightSail 2 is in orbit like a satellite around the earth, and so the scientists must steer, recharge batteries, and take photographs in response to where its orbit, which due to the non-spherical nature of our planet is quite wobbly, takes it.\nHowever, for about 28 minutes of its 100-minute orbit, it can turn its 34-square meter sail, which rather than absorbing the light like normal cloth, repels it thanks to its reflective material called Mylar.\nThe momentum of mass-less traveling photons bouncing off the sail gives it a slight push to be able to steer itself during those 28 minutes, proving that solar sailing is viable for use in steering and propelling “CubeSats”—smaller satellites that will really push the boundaries of space exploration, not least because a solar-sailing spacecraft doesn’t need chemical propulsion.\nA year on heavenly winds\nIn 1608, Johannes Kepler theorized that the sails of ships could be adapted for the “heavenly breezes,” and 300 years later, fiction writer Arthur C. Clarke published “The Sunjammer,” about a solar sailing vessel.\nFamous American astrophysicist Carl Sagan, co-founder of the Planetary Society, presented a model of a solar sailing spacecraft which NASA had designed to visit Halley’s Comet on The Tonight Show with Johnny Carson in 1976, but it was only three years after Sagan’s death that the Society he helped start began designing the solar sailing vessels which would eventually lead to LightSail 1 and 2.\nWith its sail and small area-to-mass ratio, this spacecraft can resist the drag of the earth’s atmosphere which would have resulted in a normal satellite falling back down to the surface much faster. The Society had envisioned it crashing by now, but this new timeline of orbital-decay which they are studying in the extended mission phase will provide NASA and other entities that want to deploy a solar sailing spacecraft with invaluable calculations.\nFuture missions will take place at higher orbits, or even on interplanetary trajectories, where there will likely be much more sailing than spinning going on. NASA’s NEA Scout will ride a Space Launch System rocket to an area near the Moon before deploying its solar saii to ride cosmic winds on a visit to an asteroid.\nLightSail 2 data is directly supporting NASA’s solar sailing programs which the agency describes as being capable of “conducting orbital plane changes more efficiently than spacecraft using conventional chemical propulsion,” and “of achieving remarkable speeds, enabling rapid exploration of the outer solar system.”\nIt’s a tremendous achievement for the Planetary Society, who created the entire program, from blueprints to the extended mission phase.\nThis body of work has stretched over a decade, on just $7 million, gathered from Planetary Society memberships, private donations, foundational support, corporate partners, and a 2015 Kickstarter campaign which holds the record for the most successful space-related Kickstarter in history; raising $1.24 million via 23,500 backers.\n“Even a year later, I am inspired and humbled by the tens of thousands of passionate individuals who came together to make this mission a reality,” said Planetary Society chief operating officer Jennifer Vaughn. “As we celebrate the success of LightSail 2’s primary mission, we’re also celebrating the power of everyday people working together to explore space.”", "label": "Yes"} +{"text": "Despite international pressure to curtail its missile program, North Korea is building at least two new launch facilities for the medium-range Taepo Dong-1 and has stepped up production of short-range missiles, U.S. intelligence sources said.\nPresident Clinton, who arrives in South Korea today for a state visit, is scheduled to address the missile issue with his hosts as part of discussions on security matters. The administration is also trying to keep alive a nuclear agreement with Pyongyang at a time when U.S. policy toward North Korea is facing criticism as ineffectual.\nIntelligence sources said North Korea is building a launch facility for the Taepo Dong-1 at a site that could be completed in 1999. Workers have completed bunkers for propellant fuel and are constructing a launch platform.", "label": "Yes"} +{"text": "Get an amazing discount on single seat sales.\nCall (808) 877-7005 for more details.\nCan't say enough good things about Air Maui. Their reception staff was very friendly. Our pilot was also very friendly and informative.\n123456789Johnny - November 26, 2016\nWe have had many helicopter tours but this is certainly one to remember! The cliffs of Molokai and the waterfalls were awesome. Thank you very much Air Maui staff.\nLaceyrs - November 22, 2016\nI am a little bit of a nervous flyer and never felt unsafe once on board the helicopter. Thanks Air Maui for helping make our honeymoon that much more memorable.\nJoeBCanada - November 14, 2016\nIt was absolutely amazing! I am scared of heights and so a little hesitant but determined to do it. I picked Air Maui because of their fantastic safety record.\nCollDoll327 - November 13, 2016\nFly anywhere in Hawaii. With a Custom Charter, we can provide a range of options including custom tours for couples or family groups, basic point-to-point transportation, remote landing sites, catering and ground transportation. $2160 per hour. Call us toll-free 877-238-4942 for more information.\nAt Air Maui, the proof is in our record: over 25 years of perfect safety. That's not luck - it's the combined commitment of professional pilots and top-notch aircraft maintenance personnel.\nExperience the stunning beauty of this island paradise that we have been exploring for over 25 years.", "label": "Yes"} +{"text": "plane simulator_plane rushFree\nEver wanted to be a pilot and fly a real plane? Plane Simulator offers you the most realistic flying experience with 3D graphics and animations! Start the engine, unleash your inner courage, and feels the power of realistic planes while flying through various stunning locations. Plane Simulator lets you explore the world of flying in a quality never seen before. The game features massive highly detailed planes with ultra realistic physics. Take your seat in the cockpit and conquer the sky now! Game Features: - 24+ real-life planes including supersonic jets and military aircrafts - 10+ mission types from pilot training to master class - Realistic flight physics and 3D graphics\nDownloads: 15+Report app for spam or abuse!\nSuper Mario Bros Original Free\nThe main heroes of the game are a plumber Mario and his brother Luigi\nMinecraft Pocket Edition Full build 16 Free\nExplore randomly generated worlds and build amazing things from homes to the grandest castles\nHappy Wheels Free Free\nHappy Wheels is now available for android divice . Happy Wheels is a side-scrolling, physics-based\nTruck Driver 3D Free\nDo you like truck games? This truck simulator allows you to drive different kinds of heavy trucks.", "label": "Yes"} +{"text": "Published On: July 23, 2019 01:15 PM NPT By: Reuters\nSEOUL, July 23: South Korean warplanes fired hundreds of warning shots at a Russian military aircraft that entered South Korean airspace on Tuesday, defense officials in Seoul said, with Chinese bombers also entering South Korea’s air defense identification zone.\nIt was the first time a Russian military aircraft had violated South Korean airspace, an official at the Ministry of National Defence in Seoul said.\nTwo Russian bombers and two Chinese bombers entered the Korea Air Defence Identification Zone (KADIZ) together early on Tuesday, the defense ministry said.\nA separate Russian early warning and control aircraft later twice violated South Korean airspace over Dokdo - an island that is occupied by South Korea and also claimed by Japan, which calls it Takeshima - just after 9 a.m. (midnight GMT Monday), according to the South Korean military.\nThere was no immediate public comment from Russia. China’s foreign ministry did not respond immediately to a Reuters request for comment.\nSouth Korea’s top security adviser Chung Eui-yong lodged a strong objection with Nikolai Patrushev, secretary of the Security Council of Russia on Tuesday, asking the council to assess the incident and take appropriate action, South Korea’s presidential office said.\n“We take a very grave view of this situation and, if it is repeated, we will take even stronger action,” Chung said, according to South Korea’s presidential office.\nSouth Korea’s Foreign Ministry plans to summon acting Russian Deputy Chief of Mission Maxim Volkov and Chinese Ambassador Qiu Guohong on Tuesday to lodge a stern protest and strongly urge them to prevent a recurrence, ministry spokesman Kim In-chul said.\nThe Russian aircraft was an A-50 airborne early warning and control aircraft, an official at South Korea’s Joint Chiefs of Staff (JCS) said, and South Korea scrambled F-15 and F-16 fighter jets in response to the intrusions.\nThe South Korean jets fired around 360 rounds of ammunition during the incident, the JCS official said.\n“The South Korean military took tactical action including dropping flares and firing warning shots,” the defense ministry said.\nA South Korean defense official told Reuters that the Russian aircraft did not respond in any threatening way.\nThe Russian aircraft left South Korean airspace but then entered it again about 20 minutes later, prompting the South Koreans to fire more warning shots.\nThe ministry said South Korean warplanes “conducted a normal response” to the incursion, without giving further details.\nLeave A Comment", "label": "Yes"} +{"text": "Pulsar Fusion, a company specializing in space propulsion, has begun construction of what it claims is the largest practical nuclear fusion engine ever. This tech giant could reach exhaust speeds in excess of 800.000 km/h. Yes, you got it right, we're talking speeds that far exceed those of our current rockets.\nAn interplanetary journey in the blink of an eye\nBreakthrough nuclear fusion engine technology could dramatically reduce transit times to Mars, Jupiter, Saturn and even beyond the solar system. For example, there is a growing interest in the possibility of life on Titan, one of Saturn's moons. With Pulsar Fusion's nuclear fusion-powered propulsion system, the trip could be made in two years instead of decades.\nThat's not all: the company claims that this technology could potentially propel a spacecraft with a mass of about 1.000 kg towards Pluto in just 4 years.\nHumanity is in dire need of faster propulsion in our growing space economy, and fusion offers 1.000 times the power of conventional ion thrusters currently used in orbit.\nIn short, if humans are going to make nuclear fusion for energy, the nuclear fusion drive in space will be obvious, inevitable. Well: we believe that fusion propulsion will be demonstrated in space decades before we can harness fusion for energy on Earth.Richard Dinan, founder and CEO of Pulsar Fusion.\nA nuclear engine that does more than push\nPulsar Fusion's new direct fusion (DFD) nuclear engine could provide both thrust and electrical power for spacecraft. The rocket engine is expected to reach temperatures of several hundred million degrees, creating an environment hotter than the Sun. DFD engines are ideal for space travel as the energy produced would be clean, virtually unlimited, and the nuclear engine would be relatively compact.\nThe company is working on the engine at a test facility in Bletchley, England. DFD engines can produce thrust without the need for an intermediary, electricity generation step. In a DFD system, the fusion reactor generates energy, creating a plasma of electrically charged particles. These energetic particles are converted into thrust using a rotating magnetic field.\nThe challenges of the nuclear fusion engine\nAfter the opportunities, consider the obstacles to an achievement like the nuclear space engine. First, confining superhot fusion plasma to an electromagnetic field is a huge challenge.\nTo better understand plasma behavior, Pulsar Fusion is teaming up with Princeton Satellite Systems (PSS), an aerospace research and development firm. The idea is to apply artificial intelligence and machine learning to study data from the Princeton Reverse Field Configuration Reactor (PFRC-2).\nThe simulations will evaluate the performance of nuclear fusion plasma for propulsion as it exits a rocket engine emitting exhaust particles at hundreds of kilometers per second.\nWe are still in the theoretical sphere, but the feeling is that the technology to pass to the advanced stage is already all there.\nThe future is around the corner\nPulsar Fusion has just proceeded to phase 3, the production of the initial test unit. Static testing is expected to begin in 2024, followed by an in-orbit demonstration of the technology in 2027.\nIf all goes as planned, we could be on the threshold of a new era of space exploration. An all interstellar era.", "label": "Yes"} +{"text": "China. \"Zhuhai Airshow\": news about FC-31 airplane variant\nThe new flagship fighter of the Chinese Army will be unveiled by this year\nChina will reveal by 2021 all the progress made so far in the development of the latest generation fighter variant Shenyang FC-31, which will be destined to the aircraft carriers. It was announced by the Chinese manufacturer Shenyang Aircraft Corporation at the \"Airshow China 2021\" underway in Zhuhai, Guangdong province.\nThe stealth FC-31 will therefore be upgraded to meet the needs of maritime flight operations. According to Beijing, the development of this type of aircraft could be an excellent option for the next generation fighters of the Chinese military aviation. The FC-31, in fact, was originally intended for export.\nWhile refusing to comment directly on the numerous rumors circulating around the plane, Zhou Guoqiang, assistant to the general manager of Aviation Industry Corporation of China (AVIC), told reporters attending the \"Zhuhai Air Show\" that the FC-31 shows, evidently due to its \"similarity\" with the F-35, the power of China. In this regard, a curiosity: perhaps not everyone knows in 2009 an authoritative American newspaper hypothesized that, following a computer theft in the database of the Joint Strike Fighter F-35 program, several terabytes containing secret information fall into Chinese hands, and that this knowledge was incorporated into the FC-31.\nAVIONEWS - World Aeronautical Press Agency", "label": "Yes"} +{"text": "Of the 17 known to exist, there are only two airworthy Lancasters are left in the entire world.\nThe Lancaster was used extensively during World War II. The handsome planes dropped a total of 608,612 long tons of bombs between 1942 and 1945. The Avro Lancaster was the primary British aircraft used for bombing until the Lincoln was introduced after the end of the Second World War.\n3,249 aircraft were lost amid the hellfire in Europe, and only 35 Lancasters had completed over 100 successful operations each-making it one of the most active aircraft throughout the duration of the war.\nThough this craft was used primarily in the war effort, there was also a substantial humanitarian effort-undertaken during the war-that employed the Avro Lancaster.\nThe Lancaster is a \"mid-wing cantilever monoplane\" with a solid metal fuselage. Each wing was constructed via five main sections-the aircraft took advantage of assembly line manufacturing and was constructed in separate parts and later assembled to improve efficiency during the process.\nThis aircraft, when maxed out with ammunition and firepower, was a dangerous flying machine. Defense turrets lined the nose, tail, mid-upper, and underside of the tail turret. The tail turret carried the brunt of the armament, but all of this firepower negatively affected the speed capabilities of the Lancaster.\nOne of its most distinguishable features was its \"unobstructed 33 ft (10 m) long bomb bay.\" The Lancaster could hold bombs known as \"cookies\" that were up to 12,000 lbs.\nSeven crew members filled up the near-70 ft. aircraft. There was one pilot, his flight engineer riding shotgun, a navigator, nose gunner, wireless operator, mid-upper gunner, and rear gunner. The wingspan of the Lancaster is 102 ft., and it's loaded weight could exceed 68,000 lbs. It's powerplant consisted of 4 Rolls-Royce Merlin XX liquid-cooled V12 engines-sitting pretty at 1,280 hp each. Max speed, 282 mph.", "label": "Yes"} +{"text": "Indian Air Force Recruitment 2017 - Apply Online For 09 Group C Civilian Posts\nIndian Air Force has invited applications for the recruitment of Store Keeper, Cook, Safaiwala vacancies by direct recruitment in IAF at HQ Eastern Air Command Units. Eligible candidates may apply in prescribed application format within 30 days from the date of advt. Other details like age limit, educational qualification, selection process & how to apply are given below…\n- Posts Details for Indian Air Force Recruitment 2017 for 9 Group C Civilian\n- Education Qualification for Indian Air Force Recruitment 2017 for 9 Group C Civilian\n- Age Limit for Indian Air Force Recruitment 2017 for 9 Group C Civilian\n- Selection Process for Indian Air Force Recruitment 2017 for 9 Group C Civilian\n- How To Apply for Indian Air Force Recruitment 2017 for 9 Group C Civilian\n- Important Date for Indian Air Force Recruitment 2017 for 9 Group C Civilian\nIndian Air Force Vacancy Details:\nTotal No. of Posts: 09\nName of the Posts:\n1. Store Keeper: 01 Post\n2. Cook: 03 Posts\n3. Safaiwala: 05 Posts\nEducation Qualification :\nCandidates should have 12th pass or equivalent for Post 1, Matriculate or equivalent from a recognised Board/ University for Post 2, 3.\nAge Limit :\nCandidates age limit should be between 18 to 25 years as on last date prescribed for receipt of application. Age relaxation is applicable as per rules.\nSelection Process :\nCandidates will be selected based on written test/ physical test/ practical test.\nHow to Apply :\nTo apply for the Indian Air Force Group C Civilian we are giving some simple steps. Eligible candidates may apply online through the websites.\n- Visit the official website, i.e. http://indianairforce.nic.in\n- Click on Notification ———> Careers\n- Select the desired post.\n- Again click on “Link for Online Application”\n- Read all instructions & fill all the details\n- Now take a print out of online application for future use\nImportant Dates :\nDate of Advt: 31-12-2016 to 06-01-2017\nLast Date for Receipt of Application: within 30 days from the date of advt.\nFor more details like reservation, pay scale, experience & other information click on the link given below…", "label": "Yes"} +{"text": "The Russian Progress 51 cargo craft launched from the Baikonur Cosmodrome in Kazakhstan April 24, at 12:12 UTC (6:12 am EDT) and is on its way to the International Space Station. Unlike its three predecessors, Progress 51 will take the typical two-day rendezvous instead of the new 6-hour fast-track to reach the ISS. This is because of the phasing and orbital mechanics associated with this launch date. The unpiloted Progress is scheduled to dock to the aft port of the station’s Zvezda Service Module on April 26; however a problem arose when a rendezvous antenna did not deploy, which may affect the docking.\nThe Progress made it safely to orbit and deployed its solar arrays as planned. But one of the five sets of KURS automated rendezvous antennas used as navigational aids did not deploy. Russian ground controllers are assessing the antenna, which is used to measure orientation of the Progress vehicle, and how to troubleshoot the problem. We’ll keep you posted if the docking time changes.\nOn board are more than three tons of food, fuel, supplies and experiment hardware for the ISS Expedition 35 crew.", "label": "Yes"} +{"text": "On 4th December 1932 Kazimierz Chorzewski made a test flight in RWD-9 aircraft. It was a developed version of a RWD-6 aircraft and it was build out of social contribution for the Challenge International des Avions de Tourisme. A construction of this aircraft was a hybrid of a high wing with one straight engine. RWD-9 aircrafts proved their value in Challenge International des Avions de Tourisme in 1934 where they were place first and second. In 1936 in The Bay of Puck died General Officer Gustaw Orlicz-Dreszer on board of this plane.", "label": "Yes"} +{"text": "With Information from the Russian Ministry of Defence.\nA large-scale relocation from the airfields was exercised for more than 100 Russian Fighter jets, in order to resist the blow of a conditional enemy was worked out by the crews of the operational-tactical, assault and army aviation of the formations of the 4th Army of the Air Force and Air Defense of the Southern Russian Military District.\nAs it’s announced by the Russian defence ministry, the squadrons of Su-30SM, Su-27 fighters, Su-34 and Su-24M bombers, Su-25SM attack aircraft and Mi-35, Mi-8, Mi-28N and Ka-52 army aviation helicopters were relocated to operational airfields. In total, more than 100 aircraft were lifted into the air.\nThe standards were also worked out by the engineering and technical staff of the air force and air defence formations of the South Military District, preparing equipment for combat training missions with moving missiles and bombs to support the counter-attack after the relocation.\nAlmost 8,000 servicemen and 25 Russian military bases were used in this exercise which involved also movements of the Russian Special Forces to ensure that the fighter jets & helicopters can safely be relocated in case of combat with an enemy.", "label": "Yes"} +{"text": "COVID-19: Asia-Pacific market update (w/e March 22)\nRoutes' latest update on how airlines and airports across the Asia-Pacific region are responding to the COVID-19 pandemic.\nRoute rundown: LIS-DUB, IEV-BRE, CAN-HAN\nThis week: TAP to serve Dublin after more than a decade; Wizz Air to further expand its operations in Ukraine; and Shenzhen Airlines adds a service...\nANALYSIS: Airlines and Airports on the rise in China's international market\nAs World Routes returns to mainland China, Routesonline is providing a snapshot on the leading international airlines and international airports...\nShenzhen Airlines Adds New Chinese Options to Star Alliance Menu\nShenzhen Airlines was officially inducted into the Star Alliance at a special ceremony at its Shenzhen Bao’an International Airport on...", "label": "Yes"} +{"text": "A United Express flight to San Francisco returned safely to the Medford airport shortly after it took off there around noon today because of a pressurization problem in the cabin, authorities say.\nThere were 20 passengers and three crew members on board Sky West Flight 5625 that landed safely at the Medford airport after it turned around above the Siskiyou Mountains when the cabin failed to pressurize properly, airport Director Bern Case said this afternoon.\nMedford Fire-Rescue crews were dispatched to the airport and airport fire crews met the turboprop plane when it landed shortly after noon, Case says. United crews were busy rebooking the passengers this afternoon, he says.\nThe case was labeled an Alert 1, or \"a low-level emergency\" that is somewhat common in small, private planes and somewhat rare in commercial airlines, Case says.\nCase identified the plane as a Brasilia 120.\n— Mark Freeman", "label": "Yes"} +{"text": "Country: Germany Region: HS\nLatitude: 49° 51' 10\" N Longitude: 8° 35' 32\" E\nArea use / Military Branches: Closed\nGriesheim (a.k.a. Darmstadt) Army Airfield. 1958 under control US Army V Corps Artillery. Aviation units of V Corps and 7th Army also use the airfield. Fixed units: Btry F, 26th Arty (V Corps artillery aviation battery); 4th Platoon, 421st Medevac Coy and Air Section, HQ 10th Arty Grp. Airfield closure 1992.\nSouth of former runway the 3 launcher sections of former US Army Nike Ajax Alpha battery, 1st Msl Btn, 67th Air Def Arty, 94th Arty Bde are still visible. This was a conventional armed missile site which deactivated 1969.\nNorth of the former runway the Echelon radomes are visible. This unit relocated in 2004 from Bad Aibling.\n94th Arty web http://www.usarpac.army.mil/94AAMDC/history.html\nGerman info http://www.bimbel.de/artikel/artikel-4.html\nSearch for Nike US 1/67 Griesheim", "label": "Yes"} +{"text": "Volatus Infrastructure has announced the first three members of its leadership team, naming its chief executive officer, chief commercial officer and chief strategy officer.\nAs chief executive officer (CEO) Dan Sloat will work side by side with co-founder Grant Fisk as Volatus continues its rapid growth. Bob Johnson will take the lead as chief commercial officer (CCO), heading up Volatus’ global business development teams and fostering new relationships. Chief strategy officer (CSO) Nicolas Zart will work closely with Sloat to champion the electric vertical take-off and landing (eVTOL) industry into reality.\n“The next chapter of Volatus is being written today by bringing together some of the brightest minds in the AAM industry. The impact Dan, Nicolas and Bob have already had on the AAM industry is immeasurable and I could not be more honoured that they are now taking leading roles in the Volatus story,” Fisk said of the appointments.\nDan Sloat is a JD/MBA (Juris Doctor/ Master of Business Administration), former United States Air Force captain who earned a Humanitarian Service Medal for his efforts to aid Syrian refugees during Operation Inherent Resolve. He is a UAS traffic management expert with direct operational experience orchestrating the safe and efficient navigation of 13,000 drones. Sloat is also the founder of the Advanced Air Mobility Institute, an international non-profit dedicated to advocating for the broadest public benefit through the AAM ecosystem globally.\nBob Johnson is an early adapter of unmanned aerial systems (UAS) technology with senior executive business development expertise at both start-up and established companies. He is a founding member of the Georgia UAS Working Group at Georgia Tech and member of theGeorgia Department of Transportation (DOT) AAM Working Group.\nNicolas Zart is the former director of strategic development for Vertical Flight Society and has covered the electric mobility industry as a journalist for the last 15 years.\nImage: Volatus Infrastructure", "label": "Yes"} +{"text": "Our drones stably fly into areas others can’t. The Aertos line of drones is designed and built in the U.S. using unparalleled technology by engineers with backgrounds in aviation, AI, avionics, and other advanced technologies. Our drones fly into inaccessible and confined areas. Digital Aerolus drones have no issues flying over water or near metal — which is a massive issue for many commercial drones.\nDigital Aerolus has developed breakthrough flight software, enabling users to navigate our drones in confined spaces and areas without GPS.\nOur Aertos inspection drones use AI technologies not found in other industrial drones.\nThat’s because Digital Aerolus is more than a drone company; we’re an autonomous technology company with many patents covering our inventions.\nThe proprietary technology used for Digital Aerolus drones can power a wide range of vehicles. Our company designs and develops autonomous technology for any vehicle that flies, drives, dives, or swims.\nWe invented and constructed our industrial drones with advanced mathematics and artificial intelligence technologies. Our proprietary Folded Geometry (FGC™) flight code makes our drones internally referential. Because of our ground-breaking technology, our drones fly stably without requiring external GPS.\nThe Aertos family of drones are robustly fabricated by hand with carbon fiber, allowing them to safely and efficiently inspect some of the most dangerous places on earth. Our platform, including our FGC™ software, is designed for collision and the rough world of our customers’ applications.\nAll Aertos drones utilize our proprietary TouchandGo™ technology, which allows the drone to perform up-close inspections without crashing.\nOur proprietary FGC™ allows our drones to fly reliably in areas where GPS is not available. We designed and built the Aertos UAV to operate stably in areas where GPS reception is not useful or is entirely impossible, and where magnetic fields are distorted, like near metal or re-bar concrete.\nWe use external sensors to enhance our precision and stability further—but our drones don’t require these external references to fly stably. Most traditional commercial drones mandate the use of external sensors to ensure flight stability.\nDigital Aerolus drones feature a ducted fan design, contributing to a safer environment for drone pilots and inspectors. The ducted fan design also increases the flight time of the drone.\nWatch as our Aertos 120 drone indoor performs a confined space inspection in an energy plant. Our drones are designed for stable flight indoor and outdoor, even in GPS-challenged areas. Predictable flights indoors and out — even if the UAV strikes an object.\nAertos drones have completed successful missions where conventional drones cannot fly, including in proximity to steel, metal, concrete, rock, and other materials that have historically prevented UAVs from operating.\nCommercial drone for industrial applications and flying in indoor inspections and confined spaces.\nFor emergency teams and first responders surveying challenging environments.\nThe newest industrial drone from Digital Aerolus that excels in harsh environments.\nPackages the best features of our flagship Aertos™ 120 model into a flexible open-bladed design.", "label": "Yes"} +{"text": "In a momentous announcement, Prime Minister Narendra Modi declared August 23rd as ‘National Space Day,’ during his address to the accomplished scientists at the Indian Space Research Organisation (ISRO) command centre in Bengaluru. The significance of this date stems from the successful soft landing of Chandrayaan-3 on the Moon’s south pole, a remarkable achievement celebrated as a milestone in India’s space exploration journey.\nPrime Minister Modi expressed his admiration for the Chandrayaan-3 team and particularly lauded the contributions of women scientists who played a pivotal role in the mission’s success. He revealed that the precise spot on the lunar surface where Chandrayaan-3 touched down would be named ‘Shivshakti,’ serving as an inspiration for future generations to utilize science for the betterment of humanity. He also designated the location where its predecessor, Chandrayaan-2, had landed as the ‘Tiranga’ point.\nHighlighting the importance of advancements in science, technology, and space exploration, PM Modi emphasized that nations leading in these fields are scripting history. To encourage the youth’s involvement in science, technology, and space endeavours, he proclaimed August 23rd, the day of Chandrayaan-3’s lunar landing, as National Space Day.\nModi celebrated the fact that India’s national pride now resides on the Moon, marking an unprecedented achievement. He commended the scientists for taking the ‘Make In India’ initiative to the lunar surface, underscoring the boost to indigenous production resulting from Chandrayaan-3’s success.\nDespite not being physically present during the Chandrayaan-3 landing, PM Modi virtually attended the event, congratulating ISRO chairman S Somanath and the entire team for their historic achievement in the lunar south pole region.\nChandrayaan-3, a follow-up mission to Chandrayaan-2, aims to accomplish three key objectives: a safe and soft landing on the lunar surface, rover mobility on the Moon, and in-situ scientific experiments. Following its successful landing on August 23rd, the lander (Vikram) and rover (Pragyan) will conduct a series of experiments on the lunar surface over the next two weeks.\nOn a significant note, Pragyan rover has already made its debut on the Moon, covering a distance of 8 meters. While Chandrayaan-2’s soft-landing attempt didn’t succeed, ISRO’s orbiter from that mission continues to provide valuable data.\nISRO’s historic achievement positions India among the world’s top four nations to achieve a soft landing on the Moon’s surface, and notably, it’s the first country to reach the unexplored southern polar region of the Moon.", "label": "Yes"} +{"text": "Did you know?\n- There are 1 nonstop flights on route from Toronto to Lisbon every day.\n- The shortest connecting flight from Toronto to Lisbon is 7624 km on Air Europa.\n- 150 flights per week fly out of Toronto connecting to Lisbon.\n- The largest aircraft operated by Austrian flying between Toronto and Lisbon is a 777 with 349 seats.\n- Frankfurt, DE is the most popular connection for one stop flights between Toronto and Lisbon.\nHotels in Lisbon\nTraveling on the route and need hotel in Lisbon? Choose from more than 45,000 hotels.", "label": "Yes"} +{"text": "WASHINGTON — Air Force Two with Vice President Joe Biden aboard was involved in a minor accident with no injuries this morning at a Long Island airport.\nA small private plane parked nearby was lifted a few feet into the air by the jet wash from Biden’s plane as it taxied to take off from Francis S. Gabreski Airport, said Air Force spokeswoman Maj. Michelle Lai.\nThe left wing of the Piper Cub was damaged but no one was on board, Lai said. Biden’s 757 took off with those on board apparently unaware of what had happened.\nBiden was returning to Washington from vacation, his office said. The airport is in Westhampton Beach, N.Y.\nAn investigation will be conducted, including determining the cost of the damage to the Piper and whose responsibility it will be to pay, Lai said. The damaged light craft belongs to an aerial media company.\nLast week, two New York City police motorcycles got into a minor accident while escorting Biden to Kennedy Airport, but Biden’s vehicle was not involved and no officers were seriously hurt.", "label": "Yes"} +{"text": "Several Puma helicopters from RAF Benson will be operating at RAF Woodvale from 12-17 October 2020 to conduct essential training for crews during Exercise NORTHERN TEMPEST 20.\nThe Exercise is part of the pre-deployment training that the Puma Force undertake prior to deployment to Operation TORAL in Afghanistan. Up to three helicopters will be used to train three Puma crews from 33 Squadron operating in rural and urban areas. They will be using a variety of authorised helicopter landing sites in the Manchester, Liverpool and Leeds areas, as well as conducting additional training at Altcar, Spadeadam and Snowdonia. This deployment is not linked to the UK Government’s response to coronavirus and is solely for pre-deployment training.\nThe exercise will ensure that the aircrew are qualified to conduct a variety of tasks that are needed in support of the ongoing NATO mission in Afghanistan. This includes operating as pairs by day and by night, confined area landings, flying and landing in urban environments and operating in mountainous terrain.\nThe aircraft, support team and crews will be based at RAF Woodvale for the duration of the exercise. They will be flying during the week from 1pm until 1am, which will, on occasion, be outside of RAF Woodvale’s normal operating hours. The Puma helicopters may also be working with other colleagues in the area to simulate tasking that they may encounter during their time in Afghanistan, for example troop movements.\nRAF Woodvale was chosen for the exercise as it provides an excellent forward operating base for the Puma Force. It also provides additional support to the training being undertaking by introducing the crews to operating in unfamiliar surroundings and a different environment.", "label": "Yes"} +{"text": "Hypersonic missiles travel at least five times the speed of sound (Mach 5 or 6,125 kilometers per hour) or more. Flying along the edge of space while gliding and maneuvering these missiles would strike targets with unprecedented speed and precision. Once operational, these missiles would make current strategic missile defenses systems obsolete, they will be able to avoid triggering early-warning systems or detection by radar as well their speed shall complicate interception.\nMilitaries are now developing various defensive strategies and solutions to counter the threat of hypersonic weapons. Glide Breaker intends to advance the United States’ means to counter hypersonic vehicles. According to a DARPA Broad Agency Announcement, released on 6 November 2018, Glide Breaker will develop an enabling technology that “is critical for enabling an advanced interceptor capable of engaging manoeuvring hypersonic threats in the upper atmosphere”.\n“The objective of the Glide Breaker program is to further the capability of the United States to defend against supersonic and the entire class of hypersonic threats,” DARPA said in an announcement for the July 2018 “Proposers Day.” “Of particular interest are component technologies that radically reduce risk for development and integration of an operational, hard-kill system.”\nGlide Breaker could be used against new Russian and Chinese weapons, including Moscow’s new Mach 27 Avangard hypersonic missile. Glide Breaker’s core objective is deterrence. “A key figure of merit is deterrence: the ability to create large uncertainty for the adversary’s projected probability of mission success and effective raid size,” DARPA said in its Proposers Day notice.\nNow the U.S. Defense Advanced Research Projects Agency (DARPA) is ready for Phase 2 of the program, which was first announced in 2018. The agency is seeking proposals “to conduct wind tunnel and flight testing of jet interaction effects,” DARPA officials announced(opens in new tab) on April 15.\nParticipants in Phase 1 of the program included, at the least, Northrop Grumman (which received a contract valued at $13 million(opens in new tab), disclosed in January 2020) and Aerojet Rocketdyne ($12 million(opens in new tab), disclosed in February 2020.)\nDARPA) has awarded Aerojet Rocketdyne a contract to develop enabling propulsion technology for the Glide Breaker hypersonic defence interceptor programme. The contract, awarded in February 2020 and worth up to USD19.6 million, is for the research, development, test, and evaluation of propulsion technology for the base period of the Glide Breaker programme. Work is expected to be completed in February 2021.\nAerojet Rocketdyne supplies both solid-fuelled and air-breathing propulsion systems for hypersonic flight. The company delivered both system types for the joint US Air Force-DARPA-NASA X-51A WaveRider programme, which completed the first practical hypersonic flight of a hydrocarbon-fuelled and -cooled scramjet-powered vehicle in May 2010, and achieved its longest duration powered hypersonic flight in May 2013.\nMore recently, the company completed a series of subscale propulsion-system test firings as part of DARPA’s Operational Fires (OpFires) programme – a joint DARPA/US Army initiative to develop and demonstrate a novel ground-launched system, enabling hypersonic boost glide weapons to penetrate modern enemy air defences, and rapidly and precisely engage critical time-sensitive targets from a highly mobile launch platform.\nDARPA awarded Northrop Grumman a USD13 million contract in Jan 2020 for the base period of the Glide Breaker programme. The contract provides for “research, development and demonstration of a technology that is critical for enabling an advanced interceptor capable of engaging maneuvering hypersonic threats in the upper atmosphere.”\nSPARC to deliver propulsion design for hypersonic interceptor weapon\nSPARC Research has received a contract for the propulsion design of a future hypersonic interceptor weapon system. Having received the contract award from the US not-for-profit research and development organisation Draper Laboratory, SPARC will also be responsible for delivering analysis support for the weapon. The project concept is based on advanced air-breathing propulsion technologies, which are expected to provide the hypersonic weapon with extended flight at increased speeds that have yet remained unachieved. In order to meet the challenge, SPARC Research will leverage its in-house experience and analysis tools.\nThe system uses an air-breathing engine to burn the stored missile fuel with atmospheric air instead of propellant ingredients that would be carried in a traditional rocket, significantly increasing the speed and range. The flight system needs specialised knowledge of the air properties entering the engine and ability to model fuel combustion at speeds greater than the speed of sound as encountered in a supersonic combustion ramjet (SCRAMJET) engine. Using modern multi-physics modelling tools, SPARC Research is focused on advancing the advanced rocket and air-breathing technology development, preliminary design and prototype demonstration. In August, the company collaborated with ANSYS and F1 Computer Solutions in order to modify and modernise missile propulsion design.\n“In Phase 1 of the Glide Breaker program, two DACS prototypes capable of achieving the desired performance objectives were designed and are being fabricated and demonstrated,” DARPA stated.\n“Testing in Phase 1 includes component tests and static hot-fire demonstrations of the integrated DACS prototypes,” the agency added, noting that participating in Phase 1 is not a prerequisite for joining Phase 2.\nPhase 2 of the Glidebreaker program in April 2022\nPhase 1 was a critical step, but did not address endoatmospheric effects such as controlling the KV in the presence of JI between the DACS jets and the hypersonic cross flow. JI in this regime is complex and dependent on a large number of factors. The Advanced Interceptor Technology (AIT) program in the 1990’s was one of the few projects that have gathered data in this regime.\nAIT showed that JI effects are highly dependent on outer mold line geometry (including nosecone angle), jet placement, jet geometry, jet thrust, and chemistry effects resulting from unburned propellant reacting with the crossflow. Glide Breaker Phase 2 seeks to develop the knowledge required to enable a DACS-propelled KV to intercept threats during glide phase in the presence of JI effects. If successful, the results of Phase 2 will provide the foundation for a future program of record interceptor.\nDARPA is seeking innovative proposals to conduct wind tunnel and flight testing of jet interaction effects for Phase 2 of the Glide Breaker program. The overall goal of Glide Breaker is to advance the United States’ ability to counter emerging hypersonic threats. Phase 1 of the program focused on developing and demonstrating a divert and attitude control system (DACS) that enables a kill vehicle to intercept hypersonic weapon threats during their glide phase.\nPhase 2 will focus on quantifying aerodynamic jet interaction effects that result from DACS plumes and hypersonic air flows around an interceptor kill vehicle. The Glide Breaker Phase 2 Broad Agency Announcement (BAA) can be found at this link.\n“Glide Breaker Phase 1 developed the propulsion technology necessary to achieve hit-to-kill against highly-maneuverable hypersonic threats. Phase 2 of the Glide Breaker program will develop the technical understanding of jet interactions necessary to enable design of propulsion control systems for a future operational glide-phase interceptor kill vehicle.\nA major goal of Phase 2 involves further developing a “divert and attitude control system” (DACS), which allows an “interceptor kill vehicle” to target hypersonic missiles in flight. The first phase did not consider effects such as hypersonic air flows, nor plumes from the control system, DARPA officials noted.\nA solid propellant Divert Attitude Control System (DACS) is a quick reaction propulsion system providing control over positions of missiles, satellites, and spacecraft. Regarding missiles, whether a ballistic measure, counter measure or defensive measure, DACS allows for interception of its target with greater accuracy and reliability.\nPhase 2 performer(s) shall execute wind tunnel and flight testing of a Demonstration System (DS) payload to characterize and quantify the effect of JI on a DACS-propelled kill vehicle. The primary deliverable for Phase 2 is a data set from the wind tunnel and flight tests that enables validation of models and informs future design activities\n4. Demonstration System\nPhases 1 and 2 together fill the technology gaps necessary for the U.S. to develop a robust defense against hypersonic threats,” said Major Nathan Greiner, program manager in DARPA’s Tactical Technology Office\nReferences and Resources also include:", "label": "Yes"} +{"text": "Short answer how to get to mars in space sailors:\nGetting to Mars requires specialized spacecraft technology and a multi-year journey through space. It involves careful orbital calculations, launch windows, and propulsion systems. Space sailors must also navigate radiation hazards and life support challenges during the long journey.\nStep-by-Step Guide: How to Get to Mars as a Space Sailor\nAre you ready to embark on an interstellar adventure that takes you straight to Mars? Space travel has always been a fascinating subject, and exploring the red planet is a dream that many of us have. However, getting there is no easy feat. But don’t worry; we’ve got you covered with this comprehensive guide on how to get to Mars as a space sailor.\nStep 1: Preparation is key\nBefore even thinking about your journey, you need to be in excellent physical and mental condition. You’ll be spending months in cramped quarters with limited resources, so make sure you’re up for the challenge. Consulting with medical professionals should ensure that any potential health issues have been addressed or are at least manageable during the rigors of space travel.\nStep 2: Get trained\nNASA requires astronauts undergo rigorous training before they can launch into space; likewise, budding space sailors must undergo specialized training relevant to their endeavors. This includes zero-gravity simulations, extravehicular activities (or EVA’s), survival skills necessary for survival scenarios, cross-training across different disciplines, communication procedures by radio waves compatibility along other crew members and handling complex systems such as spacecraft.\nStep 3: Choose your vessel\nIt’s time now for decision-making process about which spaceship will take us all the way from Earth’s atmosphere and sustain our habitation during journey towards Mars without sacrificing safety nor minimum comforts required considering within budget constraints. In general requirements for a long-distance life support system could consist of food stores energy sources such as solar panels water supplies oxygen generating equipment air scrubbers among others crucial materials according requirements of specific mission objectives.\nStep 4: The flight plan\nOnce you know which spacecraft will be taking us all the way towards our final destination it encounters significant energy requirements during propulsion stage beyond Earth’s gravity pull then needs carefully planned trajectory covering distance and velocity required towards orbiting sphere closest around sun called heliocentric orbit leading them closer until the right time to initiate approach towards Mars. This stage of mission often requires extensive computations and planning for logistics.\nStep 5: Execute launch\nOnce all systems are checked, it’s time to launch! Excitement, anticipation and undoubtedly some anxiety will be how you feel during this pivotal moment of your journey. We’re entering uncharted territory here between Earth and Mars’ atmosphere so hold tight onto your seats, blast off can happen either through a vertical trajectory shown in most popular science fiction films, or sometimes from rockets mounted on an aircraft-shaped vehicle referred to as horizontal takeoff.\nStep 6: In-flight\nWith the gravitational force behind us our craft enters into space-time continuum without existing force whatsoever. The voyage can be overwhelming due to silence around you; however, there might be plenty of action and responsibilities involved with maintenance checks regularly assessing conditions which includes oxygen levels radiation counts nutritional supply check systems operational health among other tasks that continue at various intervals throughout journey towards Mars.\nStep 7: Arrival at destination\nAfter months in transit it’s finally time to arrive! Your spacecraft would slowly make its way closer until entered into Martian atmosphere where ship experiences immediate deceleration as a result of friction created by surrounding air molecules. A safe touchdown is essential for the mission’s success before continuing explorations below surface if required or simply landing on planet surface reconnecting with ground teams back home via communications network. From here onwards we can explore exotic locales before executing return plan towards Earth completing round-trip successfully.\nExploring space has always caught the imagination of humankind as potential next frontier that bustles futuristic possibilities provided we invest resources efficiently combining technology innovation supporting dreams waiting to become reality offering immense oportunities and showing capabilities their creativity bring into life which driving hope and motivation for upcoming generations who aspire one day follow in footsteps of earlier space pioneers paving way connecting extraordinary visions innovation technological advances possible within human exploration domain keeping stepping forward towards stars. Following the above-mentioned steps provides insights into what it would take to complete mission successfully while establishing milestones for future manned missions established within our solar system, beyond the red planet’s orbit remains a challenge reserved only for the bravest and most committed space sailors out there!\nFrequently Asked Questions about Getting to Mars as a Space Sailor\nSo you want to be a space sailor and explore the Red Planet? Well, buckle up because it’s going to be quite the journey. But before you start packing your bags for Mars, there are a few things you should know. Here are some frequently asked questions about getting to Mars as a space sailor:\n1. How long does it take to get to Mars?\nThe length of the journey depends on many factors, including the alignment of Earth and Mars in their orbits – this only occurs once every 26 months, so travel windows can be limited! On average however, it takes around nine months to get from Earth to Mars.\n2. Do I need special training to become an astronaut?\nYes. NASA (and other space agencies) require all astronauts on space flights to undergo intensive training covering everything from emergency procedures/stress management techniques to how spacecraft work in microgravity conditions.\n3. What kind of spacecraft will I fly in?\nDifferent spacecraft types are used for different missions – some have been proposed that resemble conventional rockets/planes/ships while others use electric propulsion systems or even nuclear reactors! It is also worth considering the capabilities of any Martian landing craft which would become your habitat whilst living & working on the surface.\n4. How do we produce food and oxygen during such a long voyage?\nTo support crew members during long-duration missions like this one, engineers must ensure onboard systems provide reliable access to life-sustaining resources: power, air and water! Oxygen can be generated by plants + algae through photosynthesis while some new technologies enable large-scale food production utilizing hydroponics or artificial intelligence-controlled environments!\n5. Will we encounter any dangerous situations en route?\nSpace travel is inherently risky and staying safe requires careful planning with redundant systems designed into every part of the spacecraft AND weaponry equipped for both cosmic radiation and asteroid impact hazards! Crews must also train extensively using simulators of various scenarios that might arise during their expedition.\n6. What are the daily routines like during a long space flight?\nThe extremely confined spaces of spacecraft necessitate strict schedules and good hygiene/avoidance of illness to provide equitable rest/fun time for astronomers on board. Jobs can vary from monitoring vital systems, conducting scientific experiments or medical studies, attending remote meetings & more!\n7. What is it like living on Mars?\nLiving on Mars (or any planet other than Earth) would be challenging: lower gravity means bones lose mass much faster and air pressure is less so the body requires acclimatization over time! The initial years may involve dealing with issues such as radiation exposure, dust storms and finding/sheltering in appropriate locations.\n8. Can we explore beyond Mars?\nCertainly! While most interplanetary missions have focused solely on reaching and studying our neighboring red planet, many scientists believe that Venus also may hold clues about our solar system’s origins – along with other moons within its vicinity!\nSo there you have it folks- the basics about becoming a space sailor who journeys to Mars. It’s certainly not for the faint-hearted but incredibly thrilling at the same time!\nThe Top 5 Facts You Need to Know About Martian Travel for Space Sailors\nAs the human race continues to explore the vast expanse of space, one of our primary goals is to set foot on Mars. Given its proximity and potential for supporting life, it’s no wonder that Mars has captured the imagination of scientists and enthusiasts alike. But before we can make this dream a reality, we need to understand some key facts about Martian travel. In this blog post, we’ll explore the top five things you need to know about traveling to Mars.\n1. The Distance between Earth and Mars\nOne of the biggest challenges facing any mission to Mars is simply getting there. Depending on where both planets are in their respective orbits around the sun, the distance between them can range from 34 million miles (when they’re at their closest) to 250 million miles (when they’re furthest apart). This means that any spacecraft traveling from Earth to Mars must be designed to withstand long periods of time in space – typically upwards of eight months!\n2. Radiation Exposure\nAnother major challenge facing Martian travelers is radiation exposure. As much as we may want to think otherwise, space is full of dangerous high-energy particles that can damage or even kill living cells. On Earth, we’re shielded from these harmful rays by our planet’s atmosphere and magnetic field – but once we leave our home planet behind, that protection disappears. To keep crew members safe on a journey through deep space would require advanced technologies like extra shielding or a “storm cellar” module.\n3. Oxygen Supply\nWhile there may be some water ice in places below Martian surface glaciers; however, there would be practically no naturally occurring breathable air on Mars for those who were colonizing it without technological intervention such as generation power plants or aeroponics unit with which astronauts-turned-Martian pioneers could create oxygen using water vapor present on the Red Planet.\n4.Resupply Mission Requirements\nBefore anyone can stay on mars indefinitely they will first have completed multiple successful human crewed missions. To supply a sustainable colony that can produce food, water and oxygen for colonists; several resupply missions would be required to deliver the tools, equipment and infrastructure to Mars.\n5. Psychological & Physiological Stress\nFinally, it’s worth noting that with any mission to Mars, we’re not just dealing with physical challenges – psychological and physiological stresses also come into play. Spending months in a confined space with limited human interaction or having to maintain constant survival routines may result in significant impact on the mental health of martian sailors.\nIn conclusion, while traveling to Mars presents many complex logistical challenges ranging from distance, radiation exposure, oxygen replenishment requirements for colonisation , resupply requirements and psychological tolls alongside other risks involved like accidents or unanticipated technical complications. With new insights being gained through scientific innovations and technological advancements made today by greater investment into space programs globally; we could eventually pave the way towards becoming two-planet species as pioneers which will bring us one step closer to answering questions about the origin of life in the universe.\nNavigating the Challenges of Interplanetary Travel as a Space Sailor\nInterplanetary travel has always fascinated humanity, from the days when we gazed at the stars and imagined reaching for them to the present day where space exploration and commercialization is quickly becoming a reality. And with this rapid development of technology and increasing interest in exploring deeper into our galaxy, space sailors have become an integral part of it all. But make no mistake – navigating the challenges of interplanetary travel is no easy feat.\nThe first challenge that space sailors face is distance. Interplanetary travel involves crossing vast distances spanning millions of kilometers. The sheer scale of the solar system makes it important for space ships to have highly sophisticated navigational instruments that can calculate trajectories and plan routes intelligently, while also keeping track of fuel consumption and ensuring that they land on their destination safely.\nBut accurate navigation isn’t enough. Space sailors must also be able to adapt to changing conditions they encounter across long journeys since even minor errors in timing or trajectory can result in devastating consequences. They need to equip themselves with appropriate physical exercise routines which help combat muscle atrophy caused by prolonged periods of zero gravity exposure.\nGravity also complicates things when maneuvering in deep space or around other planets as gravitational force influences speed, direction, and overall mission objectives making navigation more difficult than ever before!\nControlling communications becomes another significant issue for space voyagers as distances between Earth and distant planets increase drastically. Data transmission delays can cause critical communication lapses which may pose a threat to human safety onboard spacecraft. Creative solutions need adaptation like antenna arrays; bigger dishes are especially useful during times where data streaming lags from far-flung regions in outer-space.\nPerhaps one major challenge that keeps popping up continually is time management regarding interstellar travels due to extended durations lasting several years sometimes decades or more if spacecraft maneuvers long distances via several celestial objects during transit.\nDespite all these difficulties, there’s something incredibly exciting about interplanetary travel that inspires people worldwide: its boundless potential for discovery. With each new launch, space sailors expand our understanding of the universe and push the boundaries of human knowledge.\nIn conclusion, interplanetary travel, and with it – the role of space sailors – will continue to evolve at a breakneck pace in the coming decades. From technological advancements to unifying goal-driven initiatives that aim to explore our galaxy further than ever before. But one thing remains constant: spacefarers must navigate many challenges along their journeys, be alert for changes on-the-fly, maintain good physical health through exercise routines designed precisely for zero-gravity conditions, ensure adequate data communication lest vital data is lost in transit. Nevertheless, with perseverance and dedication from these brave souls who play an integral part in humanity’s quest towards reaching for the stars – we can turn this dream of intergalactic exploration into a beautiful reality!\nTraining and Preparation for Journeying to Mars as a Space Sailor\nThe journey to Mars is not a simple undertaking, and those who undertake it must be prepared for the unique challenges of deep space travel. Space sailors, as they are often called, require specialized training and preparation to ensure they can successfully complete their mission while maintaining their physical and mental health.\nSpace agencies across the globe prioritize the selection of astronauts based on fitness level, psychological resilience, adaptability, and team spirit. The journey to Mars takes several months, with a one-way trip estimated to take around six months alone. Additionally, the time spent on the red planet for scientific research could last up to two years. As such, space sailors need an extraordinary level of fitness to withstand long periods in zero gravity conditions and combat muscle atrophy or weakening bones.\nAstronauts undergo intensive physical exercises well in advance of their rocket launch; this exercise routine measures their endurance capability while helping sustain muscle mass. At times even relying on electrical stimulation to maintain functional strength in weightless environments after vigorous workouts.\nMoreover, significant attention is given towards growing crops aboard spacecraft that can provide optimal nutrition during these missions that may last years before returning home. Astronauts are trained how-to harvest food grown under favourable light conditions with all essential elements like carbon dioxide (CO2), water supply system integrated into chambers designed specifically for planting seedlings on board spaceships.\nIn addition to rigorous physical conditioning plans, space sailors also receive extensive psychological screening and support throughout their training process every year post-training program too. The spaceship is essentially a confined environment where crew members experience feelings of remoteness from terrestrial life forms together with potential interpersonal conflicts., so handling oneself emotionally during trying times assures high chances of goal achievements beforehand.\nThe Journey between planets isn’t just about efficiency ratings but also requires deep knowledge & proficiency in relaying backtracking information sources vital for continuity as well as remaining connected regularly amidst blackouts or solar storms/ radiations which could impact critical functions onboard vessels traversing through deep space.\nIn conclusion, undertaking a journey to Mars as a space sailor requires significant effort, commitment, and specialized training. These individuals must be prepared not only for the physical demands of zero gravity environments but also the psychological challenges inherent in spending extended periods away from their families and loved ones. With an emphasis on fitness, mental wellness, and technical expertise that can help cope up with emergencies while relaying vital information back to Earth mission control teams is critical in ensuring successful mission outcomes.\nThe Future of Martian Exploration: Opportunities for Aspiring Space Sailors\nAs we look towards the future, the possibilities for Martian exploration are endless. Our fascination with Mars has only increased over the years, and with advancements in technology and space travel, we are closer than ever to unlocking its mysteries.\nFor aspiring space sailors, the opportunities for Martian exploration are vast. From research missions to manned expeditions, there is an abundance of exciting paths to take.\nOne potential avenue is robotic exploration. With NASA’s recent success with the Mars Rover, Curiosity, it’s clear that robots can be incredibly effective tools for exploring Mars. The next generation of robotic explorers promises even greater capabilities – from drones capable of flying through the planet’s thin atmosphere to autonomous rovers capable of conducting scientific experiments independently.\nBut for those who dream of standing on the red planet themselves, manned expeditions offer a tantalizing opportunity. Several private companies have announced plans for sending humans to Mars in the coming decades. Elon Musk’s SpaceX has plans for launching uncrewed craft in 2022 with a manned mission following soon after.\nHowever, such journeys will not be without their challenges. The harsh environment on Mars poses numerous risks – from extreme temperature fluctuations and radiation exposure to dust storms that can last months at a time. Additionally, any successful mission would require extensive planning to ensure that astronauts would have everything they need to survive on their journey – from food and water supplies to oxygen and energy sources.\nDespite these hurdles though, many remain undaunted in their pursuit of Martian exploration. In fact, some have even suggested that colonization may eventually be possible if humans can figure out how to create habitable environments on what is currently an inhospitable planet.\nThe future holds many possibilities for Martian exploration – and indeed all aspects of space travel – meaning there are plenty of opportunities out there for those who aspire toward careers as space sailors or future explorers.\nWhether your interests lie in robot design or as one day being part of a team of scientists and astronauts charting a new frontier, the future of Martian exploration promises many exciting possibilities for those with the right skills, training and determination. What will ultimately be accomplished by those who pursue these aspirations remains to be seen – but one thing is for sure: there’s never been a better time to take that first step.\nTable with useful data:\n|Step 1||Launch spacecraft from Earth||1 day|\n|Step 2||Travel to Mars||6-8 months|\n|Step 3||Orbit Mars||Several months – 1 year|\n|Step 4||Land rover on Mars||1-2 months|\n|Step 5||Complete research and experiments||Several months – 1 year|\n|Step 6||Launch spacecraft from Mars||1 day|\n|Step 7||Travel back to Earth||6-8 months|\n|Step 8||Re-entry into Earth’s atmosphere||Several minutes|\nInformation from an expert\nGetting to Mars is no easy feat. As an expert in space travel, I can tell you that the journey requires extensive planning and preparation. Space sailors must consider a wide range of factors, including the planet’s orbit, launch windows, fuel consumption and equipment requirements. Interplanetary expeditions require exceptional strategic thinking, engineering expertise and most importantly – a steady hand when navigating space debris and other dangers. It takes a tremendous amount of skill and experience to safely traverse the vast expanse of space required to reach Mars, but with careful planning, advanced technology and skilled leadership – it can be done.\nThe first successful mission to Mars was carried out by NASA’s Mariner 4 spacecraft in 1965, which transmitted the first close-up images of the planet’s surface.", "label": "Yes"} +{"text": "A long time ago, I predicted that the Mars Landing was going to be fabricated like the moon landing. Unlike the moon landing, which happened hundreds of years ago where there was no awesome software to fabricate the photos with which cause a lot of mistakes to be done, the Mars landing had some of the best experts to record it in a studio.\nBut how do we know it was fabricated? There's photos of the Mars rover with people around it (people didn't go to Mars) but this one is even better. here's the proof that the Mars photos were fabricated!\nWow, would you look at that? The stupid Americans failed epicly again. They already proved to the whole world how full of shit they are when they fabricated the moon landing. Now Mars? In other news, Australia is still not full of retards. Unlike America.", "label": "Yes"} +{"text": "Space Science Explorer Series\nWho are NASA's Space Science Explorers? The scientist studying black holes in distant galaxies. And the engineer designing robotic instruments that will probe hard-to-reach planets. But also the teacher explaining the mysteries of the cosmos to his or her students. And the elementary school student wondering if life exists anywhere besides Earth. All of these people are Space Science Explorers -- they are all connected by their quest to explore and understand our solar system and universe. This monthly series will introduce you to NASA Space Science Explorers, young and old, with a variety of backgrounds and interests.\nNominate a Space Science Explorer!\nTell us about the Space Science Explorers you know. We're looking for students, teachers, scientists and others who have a connection to NASA, whether they work for the agency or are involved in a NASA-supported mission or program. Send your nominations to Dan Stillman: email@example.com", "label": "Yes"} +{"text": "Air Force One was forced to change course during President Clinton's flight to Europe last week after an anti-collision system warned of another aircraft in the vicinity.\nMaj. Laura Feldman, an Air Force spokeswoman, said the incident occurred 200 miles from Shannon, Ireland, but the president was never in danger.\n\"There was never any danger to the president. The pilot of Air Force One at no time felt there was an emergency situation,\" Feldman said.\nClinton was not notified of the incident until Tuesday, a White House spokesman said. Passengers on the plane said they were not aware the aircraft had changed course.", "label": "Yes"} +{"text": "Rating is available when the video has been rented.\nThis feature is not available right now. Please try again later.\nPublished on Aug 8, 2011\n2.5 Meter RC glider maiden flight over Arvada Colorado with a nice sunset. GoPro HD mounted on leading edge of the right wing. My NASCAR (turn left) style flying was because my sight of the plane was limited to it's silhouette against the evening sky, and having not flown this plane before. Still couldn't resist some fly-by's. Enjoy the flight. Note: Venus looks very large because if it's very low angle in the sky. The light passes through the upper atmosphere and it looks bigger. Just like the moon looks much larger when it's nearer the horizon.", "label": "Yes"} +{"text": "by James Careless\nOEMs are aggressively invading MRO markets, by leveraging the emergence of new aircraft as an opportunity to force airlines to use OEM MRO services—at OEM high prices. But it is possible for airlines and non-OEM MROS to hold back the invaders, by banding together in joint partnerships.\nThis is the core message contained in the “2014 MRO Survey” compiled by management consultancy Oliver Wyman. Entitled “Signs of New Life” and based on interviews with airlines, MROs, OEMs and financing/leasing firms—and available for free online at www.oliverwyman.com the 2014 MRO survey provides tangible suggestions for airlines and non-OEM MROs to keep the profit-minded OEMS from taking over the global industry.\nPutting the Stakes In Context\nAccording to the aviation consulting firm ICF International (formerly ICF SH&E), in 2013 the world’s MROs supported 123,000 civilian and military aircraft flying about 97 million hours annually, with business and commercial aviation making up 26 percent and 22 percent of the aircraft flown.\nNow for the money. In 2013, the global MRO market earned $131 billion, with about 46 percent ($60.7 billion) being earned by air transport MROs. North America remained the number one MRO market in 2013 (31 percent of the world demand, in terms of revenue). Asia/Pacific edged out Europe for the first time (27 percent and 26 percent respectively), followed by the Middle East (7 percent), South America (5 percent), and Africa (4 percent).\nLooking ahead, ICF International predicts that air transport MRO spending will grow 3.9 percent annually to 2023, when it will hit $89 billion. As this is happening, older aircraft such as the A330, B747-B, B767, and B777 will be phased out in favor of new, fuel-efficient models like the A350WXB, B777X and B787.\nFor airlines and non-OEM MROs, this trend is of fundamental concern, because OEMs Airbus and Boeing are doing everything they can to sew up the after-sales MRO on these aircraft for themselves. Their chances of success will improve once the world’s carriers are reliant on just a trio of their planes.\nEven without that edge, the OEMs are already succeeding. In 2014 “Original equipment manufacturers won the market for high-value, aftermarket aviation services, leaving independent maintenance, repair, and overhaul providers scouting for paths to evolve and grow,” declared the Oliver Wyman 2014 MRO Survey. This is no mere guess: “In our annual survey of airlines, MROs, and OEMs, we confirmed the disparity in engine and component maintenance for new, modern fleets.”\nTo say the least, the OEMs’ successful push into MRO work is a seismic shift from how they used to view the after-sales market. “For years, the OEMs seemed to regard MRO work as being beneath them,” said Wayne Plucker, Frost & Sullivan’s Industry Manager for Aerospace & Defense.\nNow that the global air transport MRO market is worth more than $60 billion annually and growing, their attitude has changed. With all this revenue available, “Airbus, Boeing and Bombardier can see the very real advantages of providing such after-market support,” Plucker said, “not just for the money it brings, but the chance it offers to keep customers buying their aircraft when fleet renewal time comes.”\nThe MRO Squeeze Play\nThe only way the OEMs can truly dominate the MRO market is by keeping non-OEM MROs from being able to work within the market. Given the number of commercial aircraft currently licensed for non-OEM servicing, this is difficult to achieve.", "label": "Yes"} +{"text": "MyDefence in Nanalyze\n23 May - 2018\nMyDefence is mentioned as one of the top anti-drone technology companies to watch. Read the excerpt below or visit the link for the full article:\n❝Another Danish startup to come across our radar is MyDefence Communications. Run by former military officers, the company was founded in 2009 and specializes in products that help detect and counter drone threats. They’re now working with the world’s biggest defense contractor, Lockheed Martin, so they must be doing something right. The company’s product catalog contains some interesting offerings, everything from radar to wearables.\nRead the full article here:", "label": "Yes"} +{"text": "The Bubble Run by Cool Events, which was scheduled to take place on the EAA AirVenture Oshkosh grounds today, Saturday, September 9, was canceled in January. Please visit their website to contact them at https://bubblerun.com.\nClick here to upgrade to a newer version of Internet Explorer or Microsoft Edge.\nStay InspiredEAA is your guide to getting the most out of the world of flight and giving your passion room to grow.\nMy Unique RG Cavalier Taildragger\nBy Fred Bruinsma, EAA 87176, Goderich, Ontario\nThe November issue of Bits and Pieces referenced an article in the November 1967 issue of Sport Aviation in which several EAA members were pictured working on one. —Ed.\nI started building the Cavalier SA 102.5 in 1968, and it was first flown in 1973. Sid Bullen was my fellow builder and partner in the airplane. We attended EAA Oshkosh for the first time in 1975, but he sadly died shortly afterward.\nMy unique 1973 Cavalier SA 102.5, CFGOC, with retractable gear\nOn December 2, 1980, the World War II fire hall collapsed in a violent snowstorm, causing considerable damage. The aircraft was completely rebuilt with many modifications including a new stick control system, mechanical flaps, and more streamlined fairings. The landing gear changed from nose gear to a taildragger with the retractable main gear. Larry Burton from Klamath Falls, Oregon, a fellow Cavalier builder, designed and built the main gear in kit form. The rebuilt aircraft had its first flight in October 2005.\nThe engine is a 135-hp Lycoming 290D2. Climb is 1,200 feet per minute at gross weight. Cruise is 130 knots at 2350 rpm and fuel burn 23 litres per hour (6 U.S. gallons).\nI was going to look up Stan McLeod on our way to Kelowna last year; however we ended up going the southern route. I’ve been unable to find his address. If anyone can help with this, please let us know. —Ed.\nThe Squarecraft name, which appeared in the November 1967 issue of EAA Sport Aviation with the pictures of builders in Regina, only appeared on Page 8 of our blueprints. All pages of our blueprints have K&H McLeod, Cavalier SA 102. The .5 was added if tip tanks are installed. All of our drawings were annotated as having been traced by Bill Pratt in 1968.", "label": "Yes"} +{"text": "SMD Mirage PRO Multicopter System with 5x ZOOM and 4-side obstacle avoidance\n- Ex Tax: 409.75€\nThis new drone from SMD, the Mirage pro is leading the way with a range of features not yet combined into one drone. So much technology yet so easy to fly.\n- Obstacle avoidance from four directions\n- 5 times optical zoom camera – 16mp Photography\n- Retractable landing legs gives the camera wide shooting angles\n- Easy to use intelligent remote with buttons for auto take off and auto land\n- Folding propellors for easy storage\n- Foldable magnetometer reduces interference\n- 28 minutes flight time with the standard 6750mAh battery\n- Over 30 minutes flight time with the optional 10,000mAh battery\n- 12 months warranty on the main aircraft.\n- Extremely well priced spare parts – great value investment!\nIntelligent Obstacle Avoidance\nTwo smart range finders mounted on the Mirage Pro will quickly detect obstacles in it’s flight path. Information will be instantly sent to the main computer and the drone will move to avoid the obstacle. This amazing technology will prevent your drone from crashing so you can keep flying.\nLarge Capacity Battery\nUtilizing an advanced high capacity 14.8V, 6750mAh Lipo battery. A larger optional 14.8V, 10,000mAh battery, allows a flight time of 30 minutes or greater on a single charge.\n5 Times Optical Zoom Camera\nThe Mirage Pro is configured with a 5x optical zoom camera, enabling you to enjoy an unique perspective from the sky. No need to bump into anything to get close enough to see what you’re looking at.\n3 AXIS STABLIZED GIMBAL\nWith an ultra-precision three axis gimbal, you’ll enjoy professional quality aerial shots and capture amazing footage from the sky. Complete with 5x times zoom camera to get an unrestricted 300 view of the world below and create images like never before. Camera movement in the Gimbal is up and down, left and right independent of the drone. With retractable landing gear you get unobstructed views.\nUnique Radio Controller\nTake full control with a remote controller built specifically for the Mirage. Precise control sticks command flight, while dials lets you tilt the camera to see more. With a built-in rechargeable battery, a clamp to hold your mobile device, and a range extender for up to 1000m, this powerful remote makes flying easy and fun. Unique functions only on the Mirage Pro.\nPowerful Mobile App\nQuick and complete camera parameter settings. Compatible with iOS and Android. Details stored include parameters of altitude, height, speed, battery life and flight time.\nMore info on the official site of manufacturer", "label": "Yes"} +{"text": "Search & Rescue Drones are beginning to prove their worth when supporting Police and dog tracking teams. Passing on vital information in real time, tracking teams can coordinate their mission with the extra help of drone support.\nThe ability to move into hard to reach places that might not otherwise be accessible by helicopter or plane makes the drone a unique tool on a mission.\nOur network of drones cover all of Belgium which means a drone operator can be onsite in record time.\nWe can create our flight plan onsite and be ready to support the team within within minutes.\nIf you would like to know more about our Salvator Project please get in touch.\nWe use IDRONECT as a helping hand to make drone flying as safe as possible. We don’t need to waste hours filling out approval forms and flight requests, we can just focus on the flying, IDRONECT takes care of the rest.\nBecause we have a Network of Drone Operators equipped and ready for missions, Salvator can be at any destination in Belgium in record time.\nPossibly one of the most useful tools in aerial search and rescue; the thermal camera see’s all. Imagine the possibilities. Thermal imaging in heard to reach places can give you vital information without putting your team in danger. You can increase your search time into the evening and night and still not loose visibility.\nAt Skycan, we pride ourselves with having great vision of the future uses of drone technology. The ‘Salvator’ project is designed to be ‘the’ most efficient and cost effective search & rescue solution in the country. Crucial to this objective is a speedy set up and a drone operator nearby.\nWe have created a system and a network to offer what we believe will be a major asset to any search & rescue mission and in time we believe ‘Salvator’ will stand along side a police search and dog tracking in every major search effort.\nIf you would like to know more or join our network please get in touch.", "label": "Yes"} +{"text": "Messe Friedrichshafen postpones aviation show AERO\nAviation show AERO will not be held in the planned period of April 1 to 4, 2020, but will be postponed to a date that has not yet been determined.\nBodensee-Airport Friedrichshafen is one of the largest airports in Baden-Württemberg. You can benefit from extensive scheduled and regular connections to the international hubs of Frankfurt and Istanbul. Our technical facilities correspond to state-of-the-art international standards and enable a safe flight for you.\nAll state-of-the-art airliners – such as Airbus A319, A320, A321 and Boeing B737– can easily take off and land at Bodensee-Airport Friedrichshafen.\nFlight operations take place on weekdays from 6:00 a.m. to 10:00 p.m.On weekends and holidays, hours are from 9:00 a.m. to 8:00 p.m.\nThe following applies for general aviation: Please obtain approval (PPR) in advance before using our grounds outside of the hours of operation.\nThe air traffic control office is open weekdays from 7:30 a.m. to 9:00 p.m. On weekends and holidays, however, the office opens at 9:00 a.m. and closes no later than 8:00 p.m.\nAs a pilot, you also have the opportunity to use our pilot preparation room during these times.\nDue to the layers of fog frequently encountered during late fall, winter and early spring, the technical standard at Bodensee-Airport Friedrichshafen has been progressively enhanced. This makes scheduled flight operations possible even during conditions of poor visibility.\nTo achieve this, the existing runway and taxiway lighting has been enhanced by touch-down lighting and taxiway centre line lighting. With roughly 600 flush-mounted light fixtures, the total number of lights installed marking the aviation area is approximately 1,300. The high precision of the instrument landing system (ILS) enables take-offs and landings with runway visual ranges of up to 50 metres (CAT IIIb). The prerequisite is a corresponding aircraft equipment and crew licensing.\nWe also place a lot of value on protecting nature. For example, the surface water of the all the attached operational areas, including runways and taxiways, is collected, divided and re-used. Moreover, airports are a much sought-after recreation and rest area for migratory birds. Clever landscaping is strategically designed to enhance air traffic safety: In the areas adjoining the runway, the terrain is unlikely to attract animals. This is quite different than in the peripheral areas of Bodensee-Airport Friedrichshafen.\nThe airport runway was renovated completely with a high-grip surface (anti-skid).This minimises the braking distance as well as the wear on brakes and tyres.", "label": "Yes"} +{"text": "Two weeks before a scheduled public hearing about a December 2005 accident in which a Southwest Airlines jet skidded off the end of a snowy Chicago runway, the Federal Aviation Administration has called for more-stringent and uniform pilot calculations to ensure an adequate safety margin when landing jetliners on snowy or slippery runways.\nThe FAA wants at least a 15% safety margin when computing landing distances in such adverse weather conditions. The document released earlier this week says an agency investigation prompted by the Boeing 737 accident found that about half of U.S., carriers lacked clear policies for assessing whether sufficient landing distance is available when operating on wet or snowy runways. The FAA says it also found that airlines use inconsistent safety margins when computing landing distances in such circumstances, including some calculations conflicting with data provided by aircraft manufacturers. Read more. –Andy Pasztor", "label": "Yes"} +{"text": "AIRCRAFT FUEL TANK DESIGNS\nA fuel tank for the aircraft is the storage media for storing flammable fuel, needed for aircraft operation.\nGenerally, the fuel system of the aircraft shall have following basic features:\n- The fuel system must contain a tank for storing a given quantity of fuel.\n- It must avoid leakage and limit evaporative emissions.\n- Easiest connection with engine and proper feeding technique to engines.\n- Provide filling of the fuel in tanks in a secure way.\n- Fuel system must have a system for measuring the remaining or filled fuel quantity in correct manner.\n- Suitability for pressure /manual filling.\n- All tanks vent to atmosphere, through a vent surge tank at each wing tip or another method.\n- Ease for controlling the engine fuel control system.\nType of Fuel Tanks in aircraft:\n1. Integral Tank: Fuel are stored in inside sealed structural areas. Like Wings. Wing shaving storing fuel system are called Wet Wings.\n2. Bladder or Fuel cell: Fuel is stored inside a rubber cell or bladder which is located at a suitable compartment.\n3. Rigid Tank: Fuel is stored inside a rigid cell like metal tank which is located at a suitable compartment inside aircraft.", "label": "Yes"} +{"text": "U.S. Department of Justice|\nDebra Wong Yang\nUnited States Attorney\nCentral District of California\nUnited States Courthouse\n312 North Spring Street\nLos Angeles, California 90012\nFOR IMMEDIATE RELEASE\nNovember 29, 2005\nFor Information, Contact Public Affairs|\nThom Mrozek (213) 894-6947\nLos Angeles, CA - A 56-year-old Brea man has been sentenced to188 months in federal prison for falsely certifying flight-critical aircraft parts sold by his company and for selling parts for military jet fighters to China.\nAmanullah Khan was sentenced Monday evening by United States District Judge David O. Carter in Santa Ana. In addition to the prison term, Judge Carter ordered Khan to pay restitution of more than $5.4 million.\nTwo years ago, in the midst of a jury trial, Khan pleaded guilty to 12 felony counts, including conspiracy and aircraft parts fraud, in the case involving the parts that were fraudulently certified.\nFrom 2000 to 2002, Khan operated an aircraft parts brokerage called United Aircraft & Electronics in Anaheim. Khan issued a series of false certifications and other documents that claimed aircraft parts he sold were something they were not. In just over one year, Khan's company earned approximately $5 million by selling parts with fraudulent paperwork.\nSpecifically, Khan certified that a flight-critical helicopter part called a grip assembly for certain Bell helicopters was made of steel, when in fact the part was made of aluminum. While the aluminum grip assembly can be used on the helicopters, its useful life of 300 hours is significantly shorter than the 2,500 hours of useful life for the steel part. Before shipping the grip assemblies to his customer Khan altered them by removing and replacing data plates that reflected what the grip assembly was made of.\nKhan also sold flight-critical jet engine parts called turbine blades and vanes. Khan sent certifications to his customers, including airworthiness certifications issued by the Federal Aviation Administration, to certify that the parts were new. In fact, the blades and vanes had been previously used on jet engines. At Khan's direction, cosmetic repair and re-conditioning work were performed on the blades and vanes to make them appear to be new, and Khan then sold the used parts in counterfeit packaging from the original manufacturer, Pratt & Whitney.\nKhan also falsely certified aircraft parts destined for use on U.S. military aircraft, including F-16 and F-4 fighters, as well as the C-130 Hercules.\nIn a second case which was filed by the United States Attorney's Office for the District of Columbia, Khan pleaded guilty to conspiracy and violating the Arms Export Control Act. This second case was the result of Operation Dark Star, an investigation conducted by undercover agents with U.S. Immigration and Customs Enforcement. During Dark Star, Khan agreed to sell components for fighter aircraft and military helicopters to the undercover agents, who were posing as Chinese arms brokers.\nNoting Khan's prior conviction for selling aircraft parts with false certifications, Judge Carter said that defendant's return to falsely certifying aircraft parts demonstrated that he was a \"menace to worldwide air safety.\"\nA second man charged with Khan in the false certification case, Ziad Jamil Gammoh, 55, of Tustin, was sentenced two weeks ago by Judge Carter to 78 months in prison.\nThis case was investigated by the Department of Transportation, Office of the Inspector General; the Federal Bureau of Investigation; the Defense Criminal Investigative Service; U.S. Air Force Office of Special Investigation; and the Federal Aviation Administration. These agencies were aided by the cooperative efforts of representatives of Bell Helicopter and Pratt & Whitney.\nRelease No. 05-159\nReturn to the 2005 Press Release Index\nReturn to the Home Page", "label": "Yes"} +{"text": "9 pages matching TR-I in this book\nResults 1-3 of 9\nWhat people are saying - Write a review\nWe haven't found any reviews in the usual places.\nAccording aerial espionage Aeroflot air defence airbase aircraft carrier airfield airspace altitude American aircraft anti-aircraft missiles Atlantic aviation Badger Baltic base Bear-D Blackbird Boeing bomber border British cameras Canberra carried China coast codename Command confirmed crew Cuba Cuban difficult Dutch East eavesdropping Egypt Egyptian electronic reconnaissance aircraft ELINT equipment espionage aircraft espionage flights feet fighters first fleet flew flies flown Flygvapnet flying Foxbat fuselage German height identifiable installations intelligence services interception interceptors Israeli Japan Japanese Lockheed Lockheed U-2 miles military Moscow Navy Nicaragua North Korea North Korean official ofthe Soviet operational Pentagon Phantom photo-reconnaissance aircraft photographs pilots radar stations radio reconnaissance aircraft reconnaissance flights secret shot Soviet Air Force Soviet aircraft Soviet naval Soviet Naval Aviation Soviet Union SR-71 Blackbirds Strategic Reconnaissance Swedish Air Force task territory TR-I Tupolev Tupolev Tu-95 U-2 espionage USAF Vietnam Washington West Germany wing", "label": "Yes"} +{"text": "Able Aerospace Services has expanded its ability to serve key industry segments with three new accreditations from Nadcap, the global program denoting superior competency in aerospace-specific special processes capabilities.\nThe new Nadcap accreditations recognize Able’s non-destructive testing, chemical processing and shot peen capabilities, all part of a significant specialized services program that allows Able to complete more than 95 percent of all repair and overhaul jobs on site.\nThe accreditations open the door for new contracts — such as those from some military and commercial fixed-wing aircraft OEMs — that require service providers to hold specific Nadcap qualifications. They also continue to advance Able’s process focus across all of its products and services, including those not requiring Nadcap accreditation.\n“Customers count on Able to deliver diverse solutions across multiple platforms and in locations worldwide,” said Able Aerospace Services General Manager Gabriel Massey. “We are already recognized by airworthiness authorities across the globe. Nadcap is the next step in that process, communicating to current and future customers that we comply with even the most vigorous expectations for quality and process control.”\nAble plans to pursue additional Nadcap accreditations in the year ahead. In total, Able’s on-site specialized services range from electroplating, chemical processing, machining and grinding to NDT testing, hydraulics and bearings services.\nNadcap brings together technical experts from government and the aerospace industry who establish requirements for accreditation and deliver a standardized approach to quality assurance for special processes in the aerospace industry. Collectively, this team represents a stringent consensus on the standards that satisfy these requirements.\nAble’s 200,000-square-foot headquarters is home to more than 450 employees including engineers, DER specialists, sales and support experts. Together, they offer more than 10,000 FAA-approved component repair, overhaul and parts solutions, and are able to complete more than 95 percent of all jobs on site, maximizing quality, cost and turn time. Accreditation and certification by organizations such as Nadcap enable the company to continue its growth within the market and do so in accordance with the highest standards.\nCreated in 1990 by SAE Inc., Nadcap is administered by the not-for-profit Performance Review Institute. PRI is a global provider of customer-focused solutions designed to improve process and product quality by adding value, reducing total cost and promoting collaboration among stakeholders in industries where safety and quality are shared goals. PRI works closely with industry to understand emerging needs and offer customized solutions in response.\nAbout Able Aerospace Services\nAble Aerospace Services is a leading supplier of component MRO, approved replacement parts and completion services. With headquarters and maintenance facilities on the Phoenix-Mesa Gateway Airport (KIWA) in Mesa, Arizona, Able's products and services support almost 1,500 commercial and military fixed- and rotor-wing aviation customers in more than 60 countries. Able combines 32 years of aviation experience with a staff of more than 450 employees to accomplish its mission: To safely reduce aircraft operating costs by providing resourceful component repair, overhaul and approved replacement parts solutions. Able is an approved Bell Helicopter Service Center and certified by numerous airworthiness authorities including the FAA, EASA, ANAC, CAAC, JCAB, DGCA and others.\nDe Havilland Canada is providing support to Aero HygenX Inc. in the development and marketing of a new version of the autonomous robot, RAY that will be optimized for use on Dash 8 Series aircraf...\nWith the main goal of supporting customers of the 50-seat ERJ 145 jet in their search for solutions to increase passenger safety and prevent the potential transmission of viruses on board, Embraer rec...\nAir Alliance Medflight experiences massive demand for safe transport of severely ill Covid-19 patients. Inside their jets is the isolation and transport system, EpiShuttle. Through both sandstorms and...\nAs part of ATR’s sustainability strategy, the company set itself the ambitious goal to become carbon neutral for onsite activities by 2030. ECOACT will be supporting ATR in defining the right ac...", "label": "Yes"} +{"text": "LONDON--Airbus Tuesday said fast-growing demand in India, China, and Brazil will ensure that the market for air travel will continue growing at 4.7% a year over the next two decades. The forecast is in line with Airbus' outlook a year ago but implies that the world will need 29,220 new passenger and cargo planes to meet demand, 1,000 more than in the aircraft-maker's previous forecast.\nAirbus, the unit of European Aeronautic Defence & Space Co. which dominates the market for large passenger aircraft along with Boeing Co., said the value of new aircraft needed by 2032 is around $4.4 trillion, with the passenger market accounting for $4.1 trillion.\nAmong the factors driving increased demand for air travel, Airbus highlighted the impact of urbanization with long-haul travel determined by the rise in the number of the world's megacities to 89 in 20 years' time from 42 today.\nThe aircraft maker said the regulatory pressure for quieter, more fuel-efficient aircraft and constraints on airport capacity in key cities, such as London, should lead to demand for bigger and more economical aircraft.\nDemand for wide-bodied jetliners like the Airbus A350, a new plane which the plane maker expects soon to enter service with its first airline customers, would account for around $1.82 trillion of the new planes needed by 2032. Boeing's new 787 wide-bodied jet entered service last year.\nAirbus said $1.80 trillion of the new planes needed to meet demand would be made up of single-aisle aircraft, such as its family of A320 jetliners. Very large aircraft, a sector dominated by Airbus' A380 double-deck plane, would account for $519 billion of the market.\nThe fastest growth in domestic air travel would come from India, likely to grow around 10% a year, then China and Brazil at 7% a year each, Airbus said. That would ensure that the Asia-Pacific region would account for 36% of all new passenger aircraft demand by 2032, compared with 20% for Europe and 19% for North America. Budget airlines will likely account for 21% of the air traffic market by 2032 up from 17% today.\nWrite to Marietta Cauchi at firstname.lastname@example.org", "label": "Yes"} +{"text": "Book Tickets Online\nAboutLocated in the village of Earls Colne between Halstead and Braintree is our airfield and flying school, Anglian Flight Centres (AFC).\nAFC has been teaching students to fly at a professional and safe standard for over 30yrs. A lot of our students have continued to fly at AFC once they have gained their private pilots licence by hiring out one of the school fleet aircraft. Some of these pilots have even purchased their own aircraft's and keep them here at the airfield.\nOur fleet of four Robin HR200 aircraft, Alpha 120T and Cessna 172 aircraft are all maintained to a very high standard and are ideally suited for training purposes or for private hire to qualified pilots once checked out.\nFor the more adventurous person our sister company Anglian War Birds (AWB) operates a fleet of historic and bespoke aircraft including Harvards`s, Russian YAK52`s, Tiger Moths and Piper Super Cubs. A lot of these aircraft can trace their origins back to WW2 and now offer one of the ultimate thrills of flying a War Bird aircraft.\nIf you are unsure if flying is the thing for you, then come and give our full cockpit flight simulator a try. Using the most up to date software available you can experience the sensation of flying an aircraft yourself without ever leaving the ground.\nCome in for a chat and a look around……………….you never know this could be the start of a whole new adventure!", "label": "Yes"} +{"text": "Today, we published two new innovation calls from large-scale enterprises. Until 14 September, SMEs, start-ups and others can submit their ideas or solutions and thereby earn an innovation contract; the key to concrete collaboration with a corporate and extended funding and support. SynchUp! will make available a €10,000 voucher for the development of a pilot project.\nThe new challenges\nThe large companies presenting a challenge to SMEs/start-ups are familiar names: Fokker Services Group/Koninklijke Luchtmacht and Shell. Both challenges revolve around ‘remote’ solutions to issues from the companies’ daily operations.\nThe two players in civil and military aviation are looking for a way to remotely support aircraft inspections and repairs. Shell would like to find a solution to remotely control manual valves from a single control point.\nWatch the two challengevideos below:\nDeadline: 14 September, 5pm\nThe period to participate in the two new challenges via uploading a pitch ends on Thursday, 14 September at 17:00. Interested SMEs, start-ups, sole traders and scientists can find all the necessary information and submit their idea on via the two challenges before then.", "label": "Yes"} +{"text": "#sparkles got new shoes!!!\nOne of the design flaws with the DJI Spark quadcopter is how it lands and lifts off. It is very low to the ground. It blows dust and debris up when it takes off of lands. There are a lot of electronics inside the aircraft and I get concerned about the integrity.\nI was poking around on Amazon and saw these little legs for the machine. They lift the craft about 1.5 inches off the ground and add minimal weight to the quad. They were about $8.00 or so.\nThey clip onto the arms very similar to the stock propeller guards that come with the aircraft and are marked accordingly. Very easy to install and very light. I am sure it will affect flight time a little bit but I doubt enough to be noticeable.", "label": "Yes"} +{"text": "Everything you need to know about Trump’s ‘Space Force’\nPresident Trump on Monday announced that he was directing the creation of a \"Space Force\" as a sixth service, adding to the Army, Navy, Air Force, Marine Corps, and Coast Guard.\n\"It is not enough to merely have an American presence in space, we must have American dominance in space,\" Trump said at a meeting of the National Space Council. \"Very importantly, I’m hereby directing the Department of Defense and Pentagon to immediately begin the process necessary to establish a space force as the sixth branch of the armed forces, that is a big statement. We are going to have the Air Force and we are going to have the space force, separate but equal, it is going to be something.\"\nDespite opposition from top military officials, Trump has long expressed an interest in developing a separate space force. Here’s what we know about its possible creation:\nCAN TRUMP CREATE A SIXTH SERVICE?\nNot without Congress. Democratic Sen. Bill Nelson, who serves as a senior member of the Senate Armed…\nLeave a Reply\nYou must be logged in to post a comment.", "label": "Yes"} +{"text": "Sukhoi is poised to cancel its Superjet order with Iran. This news follows our recent story about how difficult obtaining and maintaining aircraft is for Iran’s airlines with reintroduced US sanctions.\nATR managed to deliver within the period in which sanctions were eased prior to their re-imposition. Airbus similarly managed to deliver some used aircraft during that period. Boeing did not move as quickly, and it turns out that may have been a smart move. The Iranians are going to struggle for spares. By not exposing itself, Boeing limited its risk.\nDoing any business with Iran has to overcome OFAC rules. And as long as an aircraft has 10% or more US-based parts, the OFAC rules won’t allow an export approval.\nThe statement that a plan was to deliver the SSJ100R (SSJ100 with no western content) version to Iran by 2022, made by Sukhoi Civil Aircraft president Aleksandr Rubtsov after the contract signing ceremony in April, now looks awkward. Here’s why. UAC should own the Iranian market. They should have planned to deliver the SSJ100R earlier than 2022. The writing was on the wall as soon as the 2016 election results were out.\nWhy UAC could not move SSJs into Iran before the re-imposition of sanctions is an open question – in retrospect, UAC can claim to be following Boeing to minimize risk. But that isn’t a plausible argument since UAC wants to grow its global footprint.\nIf UAC were to argue they didn’t have available production, which is more plausible, this sends a signal too. UAC could (should) have moved to exploit the Iran Aviation Industries Organization, which owns Iran Aircraft Manufacturing Industrial Company. These organizations are masters of reverse-engineering. Iran’s fledgling aerospace sector has proven to be remarkably resilient. Iran’s F-14s date from the mid-1970s and yet they are still deadly. Iran’s airlines have not been beneficiaries of state support like the military. But these airlines have managed to acquire 737s, MD-80s, A320s, and A340s and keep them flying.\nIran’s airline market may be the largest place to sell aircraft at present – Iran could probably take more aircraft than China in the near term. CH-Aviation lists 181 active commercial aircraft in Iran among 23 airlines. These airlines also have another 111 parked aircraft – likely those in need of spares or acting as a source of spares.\nThe Bottom Line\nThis should be UAC’s market for the taking. The US, Canada, Brazil, Europe, and China cannot deliver to Iran. That leaves Russia as the only possible source for new aircraft. The highest priority for UAC should be delivering the SSJ100R and an equivalent version of the MC-21 to Iran, as they probably could sell 300 plus aircraft and build the financial success of both programs.\nCo-Founder AirInsight. My previous life includes stints at Shell South Africa, CIC Research, and PA Consulting. Got bitten by the aviation bug and ended up an Avgeek. Then the data bug got me, making me a curious Avgeek seeking data-driven logic. Also, I appreciate conversations with smart people from whom I learn so much. Summary: I am very fortunate to work with and converse with great people.", "label": "Yes"} +{"text": "Priester Aviation Grows Its Fleet\nA total of 75 aircraft are now managed and available for on-demand charter by the company.\nDuring the fourth quarter of last year, Priester Aviation added five managed business jets, including long-range, super-midsize, and midsize aircraft. A Bombardier Global 6000 and Gulfstream G500 has also been added to the fleet in Chicago, Florida, Michigan, and Oklahoma, as well as a Dassault Falcon 2000LXS and Bombardier Challenger 300.\nThrough JSSI Parts & Leasing, Priester Aviation offers parts procurement for its managed fleet, which provides support for nearly every business jet model and make.", "label": "Yes"} +{"text": "India plans to replace its Magic heat-seeking air-to-air missiles with the Asraam missile. Magic is a French developed, 89 kg (196 pound) missile with a max range of 11 kilometers. It was introduced in 1975, and underwent a major upgrade in the late 1980s. But Magic is considered past its prime.\nAsraam entered service in 2002, mainly developed by Britain. It is an 88 kg (194 pound) missile with a range of 18 kilometers and a high capability heat seeker sensor system. The Asraam would replace Magic missiles now carried by a hundred Jaguar and fifty Mirage 2000 jet fighters.\nTo get the deal, Asraam manufacturer MBDA agreed to jointly develop, with India, a new generation air-to-air heat seeking missile.", "label": "Yes"} +{"text": "|Best Price Found||$91||The best flight deal from Louisville to Tampa found on momondo in the last 72 hours is $91|\n|Fastest flight time||2h 05m||The fastest flight from Louisville to Tampa takes 2h 05m|\n|Direct flights||None||There are no direct flights from Louisville to Tampa. Popular non-direct route for this connection is Louisville Standiford Field Airport - Tampa Airport.|\n|Airports in Tampa||2 airports||There are 2 airports near Tampa: Tampa (TPA), Tampa St. Petersburg (PIE)|\nThe cheapest time of year to fly to Tampa from Louisville is August. Most expensive is December\nThe cheapest day of the week is typically Tuesday. The most expensive is typically Sunday\nLouisville to Tampa flights are approximately 18% more expensive in the morning than at noon\nAllegiant Air, American Airlines, and Delta are the most popular carriers operating from Louisville to Tampa\nLouisville Standiford Field - Tampa\nFly from Louisville Standiford Field to Tampa for the best Louisville - Tampa flight prices\n30 days before\nThe cheapest time to buy a flight from Louisville to Tampa is approximately 30 days to departure\nNot because the flight is going to Africa we can’t get better service on board\nI like the fact y’all get me to my destination on time.\nFlight attendant for first class is definitely not a morning person. Oh and the WiFi DID NOT WORK!\nSome of our partner airlines flying from Louisville Standiford Field to Tampa are adopting new policies due to the global impact of COVID-19. Some of the airlines that may be waiving their cancellation fees are American Airlines, Delta, and Allegiant Air. You can search for the full list of airlines like American Airlines that are offering this flexibility.\nA flight from Louisville Standiford Field to Tampa will travel around 735.9 mi. In terms of flight time, this usually takes a little over 2h 05m.", "label": "Yes"} +{"text": "Free flight in the Park of Monte Cucco\nFly with paragliders and hang-gliding and kindle the emotion.\nGiven the characteristics of topography providing the mountain of Monte Cucco, and is inevitable practice free flight.\nThe free flight in the our zone granted is 2 types: the use of paragliding or hang-gliding.\nParagliding is say similar activity of skydiving, and to practice it as well you know you need a specific equipment consists of a wing, the wing paracadustisti call, to which the seat of the pilot is suspended by two cables funicular. Paragliding is also composed of footrests that allow better performance in speed always taking into account the weather and especially aerological. The glider-mounted controls allow control of the direction of flight of the glider and its speed.\nUnlike paragliding, hang gliding is shaped kite and is the only airplane that is driven by moving the weight of the pilot, with very few exceptions represented by hang gliders with aerodynamic controls and has its own style of leadership made up of real propi concepts.\nMore of these activities to be performed on the Park of Monte Cucco ?\nFREE FLIGHT ON MONTE CUCCO", "label": "Yes"} +{"text": "Jamboree-on-the-Air and Jamboree-on-the-Internet Extravaganza\nNational Scouting Museum\nOctober 17, 2009\nThe JOTA/JOTI Extravaganza on October 17, 2009, was operated by the Boy Scouts of America’s International Department, the Irving Amateur Radio Club, numerous amateur radio operators, Keith Pugh, K5IU, and ARISS (Amateur Radio in the International Space Station). The Circle Ten and Longhorn councils provided support and promotion.\nMore than 400 Scouts, parents, and leaders from all over North Texas shared ideas and Scouting experiences with their Scouting peers around the world using two-way amateur radio and the Internet. The National Scouting Museum was selected to be the only JOTA/JOTI location in the world that enabled local Scouts to communicate directly with NASA astronaut Jeff Williams, a former Star Scout who is currently aboard the International Space Station. Unfortunately, a problem prevented a full two-way communication. The Scouts could hear the International Space Station, but the astronaut could not hear the Scouts.\nThe JOTA/JOTI annual event contributes to better understanding and mutual respect between youngsters in different countries. Thousands of amateur radio stations around the world participate. More than 500,000 Scouts in 100 countries, from Algeria to Zimbabwe, take part in JOTA each year.\nAll participants at this year’s event received free Museum admission, food and drink, a special JOTA patch, and a designated QSL card for the JOTA.\nThe next worldwide JOTA/JOTI will be October 16–17, 2010. The National Scouting Museum is planning to host the event on October 16.", "label": "Yes"} +{"text": "A gold F-16A Fighting Falcon from the Iowa Air National Guard sits on display in Sioux City, Iowa, June 30, 2022. The jet was painted with a commemorative anniversary paint scheme replicating the unit’s 50th anniversary gold jet as it appeared in 1996. The 2022 redesign of the 185th Air Refueling Wing static display was unveiled as the Air Force celebrates its 75th anniversary this year. (U.S. Air Force photo by Senior Master Sgt. Vincent De Groot)\n28.0-300.0 mm f/3.5-5.6\nNo camera details available.\nThis photograph is considered public domain and has been cleared for release.\nIf you would like to republish please give the photographer appropriate credit.\nFurther, any commercial or non-commercial use of this photograph or any other\nDoD image must be made in compliance with guidance found at\nwhich pertains to intellectual property restrictions (e.g., copyright and\ntrademark, including the use of official emblems, insignia, names and slogans), warnings\nregarding use of images of identifiable personnel, appearance of endorsement, and related matters.", "label": "Yes"} +{"text": "In just 120 minutes teams must design and build an aircraft that is welldesigned, can fly and land in one piece. Each team member gets a jumpsuitsprovided to ensure clothes are protected as well as wide range of materials -hardboard, tapes, double tapes, markers, etc.Judges walk around and collect point (airplane name, teamwork, decorationand use of materials). When the time is up is time for an airplane introductionand finally for the flight show.\nMeeting point info\nKnow before you go", "label": "Yes"} +{"text": "26/06/2018 – Curacao Chronicle. / WILLEMSTAD – Sky High will fly via Jamaica to Santo Domingo, the Dominican Republic starting this week. The Dominican airline has been flying directly to Curaçao for two months, but now adds a stopover in Kingston.\nThe flights are operated with a Jetstream 41 aircraft, which can carry 30 passengers. These flights will be operated every Monday and Friday.", "label": "Yes"} +{"text": "Qantas is pushing back its plan to resume international flight services until late October 2021.\nQantas earlier planned to resume international services on 1st July,2021, but now the airline plans to resume international services in late October, 4 months later than the previously planned. That date was widely regarded as overly ambitious.\nAs the Australian flag carrier unveiled its half-yearly financial results, the airline on Thursday confirmed that most international flights would remain off the books for another eight months.\nAlthough the carrier had planned a full resumption of international flights from July, it is now adopting a more cautious approach.\nQantas in a statement said :\nCapacity will be lower than pre-COVID levels, with frequencies and aircraft type deployed on each route in line with the projected recovery of international flying. International capacity is not expected to fully recover until 2024.\nNo flights to New York, SanTiago and Osaka yet\nWhile the airline is planning to resume flights to 22 of its 25 pre-COVID international destinations including Los Angeles, London, Singapore and Johannesburg from 31st October,2021, it won’t initially resume direct flights to New York, Santiago and Osaka but ‘remains committed to flying to these three destinations’.\nThe airline also said that it is planning for a significant increase in flights to and from New Zealand under the travel bubble from 1st July,2021.\nQantas says their October date lines up with the expected timeframe for the rollout of the COVID-19 vaccination in Australia. The airline also notes that ‘the CommonPass and IATA Travel Pass smartphone apps are being trialled on the airline’s international repatriation flights.’\nJetStar also planning to resume international flights\nIt’s not just Qantas that is looking to resume international services. Low-cost subsidiary JetStar also plans to resume international flights from 31st October,2021, to all the 13 destinations that it previously served. However, the group notes that frequencies will be adjusted in line with the demand.\nAdditional flexibility and extension of credit vouchers\nQantas also announced additional flexibility for international bookings to enable customers to book flights ‘with confidence.’\nQantas’ updated Fly Flexible policy (previously only available for domestic and Trans Tasman flights) now applies to international flights booked from today until at least the end of April 2021. The flight date can be changed to any available for sale at the time (up to 355 days in advance). Qantas will waive the change fee however a fare difference may apply.\nThe airline has also extended credit vouchers to enable travel until 31st December,2023 on domestic or international flights, with Jetstar doing the same for vouchers issued due to COVID-19 disruptions.\nThe carrier further notes that ‘customers with international bookings impacted by cancellations will be contacted directly and offered alternatives.’\nFeatured image by Getty Images\nWhat do you think of Qantas’ plans to resume international flights? Let us know in the comments section below.", "label": "Yes"} +{"text": "Will Rogers Air National Guard Base (ANGB) in Oklahoma has been selected by Secretary of the Air Force Frank Kendall as the sole candidate location for the AT-802U Sky Warden Total Force Integration Formal Training Unit (FTU).\nThe move was announced by the US Air Force (USAF) on December 9 and will see Will Rogers ANGB bid farewell to its Beechcraft MC-12W Liberty fleet as it is replaced by 28 Sky Wardens. It will also see the base’s resident MC-12 FTU convert to the AT-802U Total Force Integration FTU. In addition to the 28 AT-802Us, Air Force Special Operations Command’s (AFSOC’s) recently reactivated 310th Special Operations Squadron (SOS) will relocate to the Oklahoma base from Cannon Air Force Base (AFB), New Mexico, to create an active association with the Liberty-equipped 185th SOS, which will remain at Will Rogers ANGB.\nBefore a final basing decision is made, an initial site survey of the candidate location – which will assess operational requirements and the potential impact to existing missions, housing, infrastructure and manpower – is scheduled to take place in spring 2023. Following this, the Department of the Air Force will conduct environmental impact analysis at the base, which is expected to be completed by autumn 2023.\nOn July 31, 2022, US Special Operations Command (SOCOM) revealed that the Air Tractor AT-802U Sky Warden had been selected as the winner of its highly billed Armed Overwatch programme, which came as a relatively surprising move to many defence industry commentators. SOCOM awarded L3 Communications Integrated Systems a contract – worth an approximate total of $3bn – for the procurement of up to 75 AT-802U multi-mission aircraft, along with relevant training and mission planning systems; support equipment; spares and logistics support services.\nAt the time of the announcement, initial funding of $170m was awarded to L3 Communications. An initial batch of six new-build aircraft will be delivered to the USAF under Low-Rate Initial Production (LRIP) Lot 1. SOCOM added that Initial Operating Capability (IOC) for the Sky Warden should be achieved in Fiscal Year 2026 (FY26), with Full Operating Capability (FOC) set to follow in FY29.\nAir Tractor’s AT-802U Sky Warden is a multi-mission platform that is capable of performing close air support (CAS); armed intelligence, surveillance and reconnaissance (ISR) and precision strike operations in support of geographically isolated special operations forces.\nThe USAF will not be the first air arm to operate the platform. After being extensively modified, weaponised and tested by Florida-based Iomax USA, 24 AT-802i Archangels were delivered in total to the United Arab Emirates Air Force and Air Defence (UAEAF&AD), where the type entered active service in 2015. Of the 24 aircraft delivered, six were subsequently donated to the Royal Jordanian Air Force (RJAF) in late 2013 and a further 12 examples have been given to the Egyptian Air Force.", "label": "Yes"} +{"text": "Jacob Dodd received his Air Force Wings last Wednesday, Aug. 18, at Lackland Air Force Base in Texas.\n“It was like a huge accomplishment for me in my life and all the hard work I had put in to the training had finally paid off. It was also the moment that I knew I had found a career that would forever change my life,” said Dodd.\nDodd spend seven and a half weeks in Basic Military Training for the United States Air Force and is now an American Airman. He graduated from Technical Training last Wednesday and earned his wings.\nHe decided to join the Air Force because he felt like his life was monotonous.\n“I woke up one morning realizing that I was living the same day over and over again as I was working for a cellphone company in sales. I was talking to some customers one day who told me about how they had served in the Air Force and loved it,” he said.\nDodd then went home and researched what the Air Force was and learned that its core values were integrity first, service before self, and excellence in all they do. He knew these core values would impact his life so he decided to join.\nBasic training was an adjustment for Dodd.\n“The most challenging part for me was adapting to the culture of basic training. Living with 42 guys from different states for seven and a half weeks was a challenge of itself,” Dodd said.\nHe says it took nearly six weeks for all of them to come together as a unit.\n“There was no one else to really talk to besides each other, which in the end helped bring us together as a flight,” he said.\nEven though there were challenges in becoming an Airman, there were also rewarding moments for Dodd.\n“The most rewarding part for me was being academic monitor for my basic training flight helping all the other wingman pass their end-of-course test. They even called me Professor Dodd which was kind of funny,” he said.\nDodd will now be heading to Survival, Evasion, Resistance, and Escape (SERE) Training at the Fairchild Air Force Base in Washington.\n“After that, I will head to my duty station which will be Offutt Air Force Base in Omaha, Nebraska. There I will be working as an Airborne Mission System Operator on the E-4 also called the doomsday plane,” Dodd said.", "label": "Yes"} +{"text": "Moon above the Narvik Airport airstrip in long-distance floodlights\nLong-distance floodlights on runways are remotely turned on by pilots on the commercial flights trafficing the local airports in Norway. This makes the airports visible from long distances. As the aircraft approaches the airport, the floodlights are dimmed as not to blind the pilots on final approach for landing.\nLeave a Reply", "label": "Yes"} +{"text": "The newest Russian S-500 Prometheus air defense system has been put into mass production. It will be delivered to the Armed Forces of the Russian Federation in accordance with contracts concluded with the Ministry of Defense.\nThe CEO of the Almaz-Antey concern Yan Novikov confirmed that “batch production of the S-500 system has been organized using the latest achievements of domestic science and technology. The combat capabilities of this system significantly exceed the capabilities of previously created air defense systems and air defense systems.”\nThe first sample of a promising S-500 entered service with the Armed Forces of the Russian Federation in October 2021. The complex was placed at the disposal of the 1st Air Defense and Special Purpose Missile Defense Army and was deployed for the defense of the capital.\nThe second set should enter the troops this year.\nAccording to Mr Novikov, the promising S-500 significantly surpasses its predecessors, including the S-400 system. However, most of the characteristics of the S-500 Prometheus complex are strictly classified. According to some reports, the promising complex is able to destroy hypersonic targets and even hit vehicles in low Earth orbit.\nMORE ON THE TOPIC:\n- China And India To Likely Become Russia’s First S-500 Missile Defense System Buyers\n- First Brigade Of S-500 Missile Defense System Began Protecting Moscow And Its Surroundings\n- Russia’s S-500 Prometheus Successfully Strikes Fast-Moving Ballistic Target (VIDEO)", "label": "Yes"} +{"text": "Fly With An Astronaut | Mark LeeAug 26, 2017 09:15 AM - Aug 26, 2017 01:30 PM Kennedy Space Center\nTour Kennedy Space Center with an Astronaut Guide\nExplore Kennedy Space Center as part of a small group with your astronaut guide. Discover the birthplace of America’s space program with an experienced space explorer by your side as you tour Space Shuttle Atlantis® and blast off on Shuttle Launch Experience®, along with touring the iconic sites of Kennedy Space Center by motor coach. Savor a catered lunch at the LC-39 Observation Gantry in the heart of historic Launch Complex 39, where the Apollo astronauts launched to the moon!\n- $199 for adults; $174 for children ages 3-11, includes daily admission.\n- Annual passholders pay only $149 for adults and $134 for children. Annual passholder Fly With An Astronaut tickets are only available by calling 855-456-6597.\n- Tour is scheduled 9:15 am to 1:30 pm.\n- Space is limited to 43 participants.\n- This tour may not be suitable for young children due to the length of the tour and minors must be accompanied by a participating, paying adult over the age of 18.\n- Reserve Tour\n- Learn More\nMust be a minimum of 44\"/111.76 cm to ride the Shuttle Launch Experience. Astronaut(s), times, dates and tour/dining locations are subject to change. Fly With An Astronaut includes daily admission to Kennedy Space Center Visitor Complex.\nAstronaut Mark Lee was an experienced pilot and logged 4,500 hours of flying time before joining NASA in 1984. His journey began at the U.S. Air Force Academy with a bachelor’s degree in civil engineering and an assignment at Okinawa Air Base, Japan for over 2 years. Lee returned to America to attend Massachusetts Institute of Technology (MIT) and receive a master’s degree in mechanical engineering by 1980. He eventually became an executive officer and flight commander at Hill Air Force Base, Utah, before he was selected to join the Astronaut Corps.\nLee has acted twice as Mission Specialist and twice as Payload Commander for 4 space shuttle flights. His first flight aboard Atlantis deployed the Magellan spacecraft designed to explore Venus’ atmosphere and magnetic field and photograph the planet’s surface. His most recent journey to space was on shuttle Discovery to capture and repair the Hubble Space Telescope (HST). Lee guided the crew to completing the mission and released the HST at a higher orbit so it could start recording new information.\nLee has performed a total of 26 hours of extravehicular activity (EVA), or spacewalks, including an untethered walk to test the Simplified Aid for EVA Rescue (SAFER) jetpack. He continued to work with NASA as Chief of the EVA Robotics Branch until his retirement in 2001. He currently lives in Texas where he is the managing principal for the Houston office of Affiliated Engineers.", "label": "Yes"} +{"text": "It was a flawless journey. The mission marks an important moment in the agency���s long journey to bring humans to the Red Planet.\nNASA has successfully tested a heat shield for flights to Mars, which resembles an inflatable flying saucer. The LOFTID device flew into space and returned on November 10, according to Space.com.\nThe saucer splashed down safely into the Pacific Ocean.\nSplashdown during flight tests of an inflatable moderator in low Earth orbit was performed nose down as planned. It was even raised in the ocean, about 800 km from Hawaii, which is a further achievement for the engineering team.\n“This is one of the most important technologies that we are implementing today on this mission, and on this first successful flight and orbital recovery,” said Jim Reuters, NASA Associate Administrator, Space Technology Mission Directorate.\nAfter deploying to space, the agency visually confirmed LOFTID’s full inflation live at an altitude of about 125 km. This marks the beginning of re-entry into the environment. The telemetry was briefly lost as the demonstrator returned to Earth, but everything worked out in the end.\nIt is known that the inflatable technology splashed down only eight kilometers from the Kahana II rescue vessel, making it easy to retrieve. So LOFTID ditched its flight recorder, as planned, to collect data.\n“It’s a great, great opportunity to get flight data and see how it actually works. We know it’s worked well enough to make it great,” the agency said.\nIt is worth emphasizing that LOFTID’s value is $93 million. It was launched along with the Joint Polar Satellite System-2 (JPSS-2). The craft is an expandable aerodynamic shell designed to slow the spacecraft’s entry into the Martian sky and reduce the amount of heat generated by atmospheric friction.\nNASA says this technology is one of the solutions for landing in the ultra-thin Martian atmosphere. This is why the landing is particularly delicate, as the spacecraft encounters only a small drag force compared to the Earth’s atmosphere.\nRecall that the Perseverance rover on the Red Planet recorded the solar halo.\nTwo large meteorites hit Mars\nNews from Correspondent.net on Telegram. Subscribe to our channel Athletistic", "label": "Yes"} +{"text": "News happening around Little Rock Air Force Base\nBy Airman 1st Class Grace Nichols, 19th Airlift Wing Public Affairs\n/ Published January 17, 2017\nU.S. Air Force Airman Karliepatricia Shamer, 19th Maintenance Squadron munitions storage crew member, transports and stores ammunition on a weekly basis Dec. 13, 2016, at Little Rock Air Force Base, Ark. A team of 19 Airmen inspect and store ammunition on more than 80 acres of land on Little Rock AFB. (U.S. Air Force photo by Airman 1st Class Grace Nichols)\nThe 19th MXS munitions storage unit is responsible for securely storing ammunition at Little Rock Air Force Base, Ark. The shop has the only DOD munitions storage area in the region. (U.S. Air Force photo by Airman 1st Class Grace Nichols)\nAmmunition containers are stored in an underground bunker for safe keeping by the 19th Maintenance Squadron munitions flight Dec. 13, 2016, at Little Rock Air Force Base, Ark. The munitions flight has the only DOD munitions storage area in the region. (U.S. Air Force photo by Airman 1st Class Grace Nichols)\nU.S. Air Force Senior Airman Angela Barbour, 19th Maintenance Squadron inspector technician, reviews a checklist before inspecting an ammunition crate for distribution Dec. 14, 2016, at Little Rock Air Force Base, Ark. The munitions flight members complete a variety of different tasks ranging from storing ammunition to inspecting munitions. (U.S. Air Force photo by Airman 1st Class Grace Nichols)\n(From right) U.S. Air Force Senior Airman Angela Barbour, 19th Maintenance Squadron inspector technician, goes over a checklist prior to issuing ammunition to U.S. Air Force Staff Sgt. Charles Hardy, 19th Airlift Wing Security Forces defender, Dec. 14, 2016 at Little Rock Air Force Base, Ark. The munitions flight has the only DOD munitions storage area in the region.\" (U.S. Air Force photo by Airman 1st Class Grace Nichols)\nGuarded by a tall gate, filled with underground bunkers and hiding in the back recesses of the base, the 19th Maintenance Squadron munitions flight on Little Rock Air Force Base, Arkansas, is a secluded area but vital to Combat Airlift.\nFrom inspections to storage, the flight ensures bullets hit their targets by providing ammunition to the 19th Airlift Wing, 314th Airlift Wing, 189th Airlift Wing and the 913th Airlift Group.\n“Each component relies on us for [the ammunition for] base defense,” said U.S. Air Force Master Sgt. Anthony Buff, 19th MXS munitions flight chief. “Anytime the team is tasked with something they get it done and do what is needed to help defend the base.”\nThe munitions team inspects, stores and maintains a variety of ammunition and equipment, ranging from standard 5.56 ammunition to explosives and rockets.\nThe munitions Airmen also assists with flightline operations by loading chaff and flares onto C-130s. Chaff and flares are key components used in C-130 aircraft defense.\nWorking with personnel ranging from the 19th Civil Engineer Squadron Explosive Ordinance Disposal team to flightline operations, the munitions shop provides the ammunition required to complete each unit’s mission.\n“We work with everybody to get the job done,” Buff said. “From the 19th Logistics Readiness Squadron to the 19th Civil Engineer Squadron and multiple agencies on base.”\nJust as marks left on a bullet can identify the firearm it was fired from, an ammo troop can be identified by marks of the trade. The rigorous training in preparing and inspecting ammunition and weapons singles out the Airmen from other career fields.\nAirmen are required to complete regular self-assessment checks and annual explosive safety training, in addition to training off base to support joint service operations.\n“We conduct training missions at Fort Polk, Louisiana, to simulate ground to air rockets,” Buff said. “The team works hard, a lot of the work they do is unseen but still mission essential.”\nThe training is only one of the identifying factors of a munitions Airman. The camaraderie gleaned from working closely together creates a sense of brotherhood in the Airmen throughout their careers.\n“We’re a very tight-knit community,” said U.S. Air Force Airman 1st Class Antonio Valencia, 19th MXS munitions storage crew member. “Once you’re ammo, you’re always ammo.”\nThe shop is located on more than 80 acres of land, hosting 725 different types of ammunition. Including a war reserve stock pile, the combined total number of assets equals 1.7 million. The combined stock piles are worth more than $9 million and will be used to carry out the unrivaled Combat Airlift mission for years to come.", "label": "Yes"} +{"text": "The Kepler space observatory has identified 132 new planets\nA control wheel has stopped responding, leaving the craft unable to aim precisely at stars\n\"We're not ready to call the mission over,\" NASA official says\nThe future of NASA’s planet-hunting Kepler space observatory was in question Wednesday after a part that helps aim the spacecraft stopped working, the U.S. space agency said.\nControllers found Tuesday that Kepler had gone into a “safe mode” and one of the reaction wheels needed to orient the spacecraft would not spin, Associate NASA Administrator John Grunsfeld told reporters. NASA engineers are trying to figure out whether they can get the balky part back into service or whether they can resume control by another method, Grunsfeld said.\n“We’re not ready to call the mission over,” he said. But at roughly 40 million miles from Earth, “Kepler is not in a place where I can go up and rescue it.”\nThe Kepler mission has identified 132 planets beyond our solar system since its launch in 2009, leading scientists to believe that most stars in our galaxy have planets circling them. It has gone into a “safe mode” with its solar panels facing back at the sun, giving controllers intermittent communication with the craft as it spins.\nThe probe was built with four reaction wheels and needs three of them – one for each axis – to aim its telescope precisely at a distant star, deputy project manager Charlie Sobeck said. One failed in July 2012, leaving it with only two functioning wheels at this time, Sobeck said.\nKepler shut itself down after it was pointing in the wrong direction, Sobeck said. He said it was “reasonable to suspect” the failure of the reaction wheel was the cause, but scientists hadn’t confirmed that.\nThe $600 million mission was designed to operate for three and a half to six years. Even if controllers are unable to return it to service, NASA said the mission has produced enough data to keep scientists busy for up to two years.\n“Another four years would have been frosting on the cake, but we have a nice cake now,” said William Borucki, the project’s principal scientist.\nCNN Correspondent John Zarrella contributed to this report.", "label": "Yes"} +{"text": "Ethiopian Airlines pilot lands at wrong Zambia airport\nAn Ethiopian Airlines cargo plane flying into Zambia accidentally landed at an airport that is still under construction, a government official said Monday.\nThe plane hit the tarmac on Sunday at the uncompleted airport in Zambia’s northern Copperbelt province, which is currently served by the Simon Mwansa Kapwepwe International Airport around 15 kilometres (nine miles) away.\nThe transport ministry’s permanent secretary Misheck Lungu said the pilot had landed at the future Copperbelt International Airport “by error”.\n“When he was about to land he was communicating with the radar and they told him, ‘We can’t see you’,” Lungu told AFP.\n“So he used his sight as he had no control and landed at an airport still under construction.”\nLungu added that no damage resulted and said investigators would issue a “comprehensive report” on the incident.", "label": "Yes"} +{"text": "The Pentagon’s Fiscal 2012 budget proposal—slated for release next week—will represent a “concrete manifestation” of the recently renewed US space priorities outlined in the first-of-its-kind National Security Space Strategy, said Deputy Defense Secretary Bill Lynn. Specifically, the Air Force has added more money to the Evolved Expendable Launch Vehicle program in the hopes of securing a more stable buy and ensuring “we have an industrial base that preserves our access to space,” he said during a briefing following the strategy’s release last week. The Defense Department also will roll out its new approach to space acquisition with the budget request. Dubbed evolutionary acquisition for space efficiency, or EASE, it consists of three elements: block buys, fixed-price contracts, and a stable, sustainable engineering line “so that you can introduce technology refresh on a regular pace,” said Lynn. NSSS focuses on protecting the military’s existing capabilities, reducing space clutter, and building partnerships with allied nations. (Lynn-Schulte transcript) (For more on NSSS, see Space Strategy Encourages New Thinking)\nThe U.S. supports “a stronger and more capable” European defense, Defense Secretary Lloyd J. Austin III said during an Oct. 22 press conference in Brussels—but that defense should not duplicate the functions and capabilities of the NATO alliance.", "label": "Yes"} +{"text": "“In 1962, prep- arations for space- science investi- gations on manned missions were under- taken by NASA on the assumption that man’s flexibility, judgement, sensory perceptions, and manipulative abilities would be useful in performing a variety of experiments. The soundness of this assumption has been borne out by the early two-man Gemini flights when man’s unique ability to control, modify, and reschedule contributed greatly to the success of the scientific portion of the missions.”\n– George E. Mueller & Homer E. Newell, Associate Administrators at NASA.\n“This is the saddest moment of my life…”\n– Astronaut Edward H. White on re-entering the Gemini IV spacecraft after his space walk.\nOn today’s date, June 3 in 1965 Lt. Col. Ed White, USAF became the first American to walk in space. And while it was a dangerous maneuver, his ability to adapt, his “sensory perceptions and manipulative abilities” spoken of with such glowing pride and optimism by the two men from NASA as being the special province of man — these qualities displayed by Col. White made the space walk more than a mere success. It made it into such a real and distinct pleasure that he was reluctant to cut it short.\nNASA and Project Gemini\nAfter John F. Kennedy’s setting of putting a man on the moon as the goal of American space exploration (5/21/61) the National Aeronautics and Space Administration (NASA) set to developing manned space travel. Project Apollo would take man to the moon. But an interim project was needed to establish man’s ability to not only go into space as with the Mercury flights, but also to exist and work in space for the time necessary to make it to the moon… up to two weeks. This became the goal of Project Gemini; to launch two men into space, to have them orbit the earth and to perform various scientific experiments while they were there, and to gradually increase the amount of time that they were in space. A key goal for the Gemini program was for astronauts to develop the ability to walk in space… to float outside but tethered to the space capsule.\nGemini IV and White’s Walk in Space\nSo it was that a Titan II launch vehicle lifted the Gemini IV spacecraft into orbit on today’s date in 1965 carrying it’s crew of command Pilot James A. McDivitt, and Edward H. White II. The plan was for the craft to rendezvous with the spent second stage of the Titan II rocket, but for various technical reasons this did not work out. But the next move worked out brilliantly as Ed White, after waiting for what seemed like an eternity for the OK from McDivitt leapt at 3;45 ET into the great unknown void of space, held to the Gemini IV craft only by a cable.\nWhat must it have felt like to be floating weightlessly there above the earth? Well it was apparently exhilarating, because White was able to improvise his movements. He had with him a hand-held maneuvering oxygen jet-gun with which to maneuver. But this little item ran out of fuel after the first three minutes of his walk. But White responded by twisting his body around and pulling on the tether. He improvised as only man could. He also took many photographs of the earth, as well as repairing a faulty hinge on the hatch to the Gemini IV craft. He was enjoying himself so much that eventually McDivitt had to order him to return, thus prompting the above quote about how sad he was to end his space jaunt. He had been floating in space for @ 23 minutes.\nSadly, not all the endings could be so happy as Col. White’s space walk was. Space travel is an extremely dangerous undertaking as we have learned all too often since then. Regrettably,the disaster with the Space Shuttle Challenger was not the first such set of fatalities suffered by our country. On February 21, 1967, Col. White, along with Flight Commander Virgil “Gus” Grissom and Pilot Roger Chaffee were all killed when a flash fire swept through the command module of the Apollo I spacecraft as it underwent tests at Cape Kennedy. But the spirit of exploration would not be extinguished… the Apollo program would go on to place man on the moon. And Col. White would be remembered as a truly brave and intrepid explorer by generations of school children who went to schools that bear his name, or who built plastic models of him… as I did back in the late 1960’s.\n“Earth Photographs from Gemini III, IV and V “– Scientific and Technical Info. Div., NASA, Washington D.C., 1967", "label": "Yes"} +{"text": "About Where Can You Buy Drones Grand Rapids Michigan 49502\nMicro drones, also referred to as MAVs or “micro air cars”, are scaled-down drones that usually concentration extra around the flight aspects in lieu of the camera, Nevertheless they nevertheless have one onboard. Even though the cameras aren’t often the greatest when it comes to high quality, many of them are still very good.\nFor newbies, starting with a drone that is definitely inexpensive than Other folks isn't going to automatically indicate they gained’t shoot quality films and pics. Rather than looking solely at the cost, hunting into numerous drone facets which make personalized drones with cameras whatever they are, start off with the specs.\nThe Thunder Tiger Robotix is the absolute excellent camera drone for those who want to have the ability to deliver their own camera. The Morpheus number of gimbal are built for those who are dead serious about aerial drone photography and possess any GoPro camera in the Hero sequence.\nGrand Rapids DJI 3 Standard\nThe EACHINE Mini Quadcopter is many exciting and action packed into 5 minutes of flight time. The small 2MP camera can both take shots and films, features three modes for different flight speeds, and may even roll 360-degrees during the air.\nThe Phantom 4K is the following degree up. The 4K provides an upgraded 4K movie seize and twenty five minutes of flight time. Management distance is capped at 1200m.\nVeronte Autopilot is also readily available such as triple module redundancy configurations for fail operational systems. Powered with a dissimilar arbiter processor delivers redundancy in sensors, processing and datalink. Allowing also the relationship of the 4th dissimilar autopilot.\nThe UDI 818A is a reasonably neat minimal drone, but it’s much more for individuals who don’t definitely treatment about very long flight situations, aren’t looking for a superior-tech camera, and just want a thing to mess about with From time to time.\nApplying a typical smartphone piloting application is certainly interesting once you’re traveling your drone recreationally.\nIf a drone flies outside of controller selection, it ought to have the chance to return to your programmed house spot. Some Highly developed drones can send back true-time online video data to your controller, but most customer-degree versions don’t have that functionality.\nThe Single Best Strategy To Use For Drones\nGPS assisted flight options let you focus on obtaining great photos while the drone will help you fly safely and securely. You may realize Superior camera Views with The purpose of Curiosity, Comply with Me and Waypoints modes (pending application aspect availability)\nThe Tomahawk may seem to be an easy drone due to minimum volume of functions, but make no slip-up, it’s a drone that’s excellent for beginners and specialists alike.\nPhoto Drones For Sale Grand Rapids MI 49502\nThe Altair Aerial Blackhawk drone is the right drone for your pilot that presently contains a GoPro camera or is desirous to customize their quadcopter with an motion camera that matches their requirements for aerial pictures. This drone is wicked quick and provides the consumer a racing drone expertise but with a heavy responsibility, strong system that may acquire some abuse too.\nAcquire your drone traveling practical experience to the next amount with FPV racing and freestyle drones. Racing drones are very fast and pleasurable. You can compete with other racers, or fly solo. Your preference\n8GHz built-in obtain link for the goal of streaming and viewing your flight on the private Floor Station, your transmitter, which pairs perfectly with the ProAction SteadyGrip capacity.\nWhat'S A Drone Camera Drone Quadrotor\nWhere Can You Buy Drones Centralia PA 17927\nWhere Can You Buy Drones Arlington Heights MA 02475\nWhere Can You Buy Drones Nanticoke MD 21840\nWhere Can You Buy Drones Pontiac MI 48343\nWhere Can You Buy Drones Nathalie VA 24577", "label": "Yes"} +{"text": "At the airport the plane skidded off the runway.\nAs a result of incident nobody has suffered. It is reported that the flight is operated by the Latvian airline AirBaltic. After 18.00, the runway was closed.\nAbout this informed the Russian mass media with reference to sources in the emergency services, noting that the plane skidded off the runway of the airport.\nAs it became known, the passengers of the airliner were able to get off the plane and got the Luggage.\nLater on the page of Latvian airlines on Twitter appeared information that the unpleasant incident has occurred from-for a strong wind, slippery runway. Also noted that at the time of the incident on Board the plane were Minister of transport of Latvia.\nPhoto: © Banowati", "label": "Yes"} +{"text": "Your Power Partner\nAmman / Jordan. Jordan Airmotive delivered back to Hi Fly; the Portugal carrier, a CF6-80C2 after successfully completing the contracted job. This achievement is another milestone for Jordan Airmotive; delivering competitive and high quality engine maintenance services to an international carriers in the Europe, Middle East market, Far East, Australia, and Africa\nJordan Airmotive a Jordanian based Maintenance, Repair and Overhaul (MRO) facility, is a dynamic engine maintenance centre. Jordan Airmotive is an EASA, FAA and CARC approved MRO supplier and performs repair and overhaul of engine maintenance for a number of airlines in the Middle East, Europe, Asia and Africa.", "label": "Yes"} +{"text": "Next month, the U.S. military's futuristic research agency will flight-test technology that allows helicopter pilots to take off and land even when visibility is cut to zero by blinding snow and fog or dust stirred up by other helicopters in the area.\nThese so-called degraded visual environments account for three-quarters of the helicopter accidents in Iraq and Afghanistan, according to Vernon Fronek, a business development manager for BAE Systems, which developed the see-through technology.\nFronek likened the experience of landing a helicopter in these situations to driving down the road in thick fog and losing visual awareness. \"What would you do? Where would you go? How would you avoid obstacles?\" he said in an email to NBC News.\nThe Brownout Landing Aid System Technology \"provides 'continuous vision' in zero visibility,\" he said. It fuses data from sensors such as radar and lidar — a method that uses pulsed light to measure distance to objects —to generate visual information about obstacles and terrain.\nThe information, in turn, is presented on the helicopter's dashboard or displays integrated with a pilot's helmet. Such helmet-mounted displays allow pilots to keep their heads up and eyes focused outside the helicopter. It should even work with Google Glass, a wearable display technology, noted Fronek.\n\"We use open architecture display standards, so most likely, yes, we could make it work with (Google Glass),\" he said. In addition to imagery, the system displays symbols that give the pilot information on the state of the aircraft.\nThe system, which weighs less than 50 pounds, has been flown on military test aircraft to prove its effectiveness. BAE is currently preparing for advanced flight tests with the military's Defense Advanced Research Projects Agency in August and October.\nThe company aims to market the technology to the U.S. military as well as to clients in France and the Middle East, Fronek added.\nJohn Roach is a contributing writer for NBC News. To learn more about him, visit his website.", "label": "Yes"} +{"text": "The spacecraft will join three other SAR-Lupe satellites as the constellation grows, all providing high-resolution images to the German Ministry of Defence. The satellite was boosted into orbit from the Plesetsk space center by a Russian Cosmos-3M rocket, which released the satellite into its intended orbit about one-half hour after launch.\nThales Alenia Space was responsible, on behalf of the prime contractor OHB-System AG, for the design and development of the Sensor Electronic Units, comprising radio frequency, processing and control sub-units.\nThe SAR-Lupe program, which has a life-time of 10 years, comprises a constellation of five identical small satellites (720 kg), which will be positioned into 3 quasi-polar orbital planes at approximately 500 km altitude, plus a ground segment.\nThe program is based on sophisticated technologies in SAR radar field, able to get images under any weather or light conditions (day or night). The satellite’s SAR will provide image in X-band and offer a spatial resolution of less than 1 metre. The last SAR-Lupe satellite is planned for launch this summer. The German Space Agency DLR in Oberpfaffenhofen is handling the satellite control, with the German Armed Forces to assume responsibility for the spacecraft in about four weeks time. All of the preliminary tests indicate this fourth satellite is working properly without the need of even minor adjustments—Cannes, France", "label": "Yes"} +{"text": "Though we've been living in the Space Age for more than half a century, going into space remains an extreme rarity. Fewer than 600 people have gone above the Kármán line — the point, about 62 miles above Earth, that marks the beginning of space — and all were put there by the U.S. or another nation's government.\nBut the rise of private spaceflight companies like Virgin Galactic and Space X means that the final frontier may soon be within reach of a great many more of us. The firms have announced plans to put private astronauts, a.k.a. space tourists, on orbital or suborbital flights within the next few years.\nInitially, the cost of a ride on one of these rockets will be hundreds of thousands of dollars at a minimum. That puts the experience within reach of only the wealthiest people. But advances in rocket and capsule design are expected to lower the price to the point that people of more modest fortunes are able to afford a ticket.\nSome projections put the global space tourism market at more than $34 billion by 2021.\nWhat Space Tourists Can Expect\nWhat exactly is in store for space tourists? The excitement of a rocket ride and a chance to experience weightlessness, for starters. And the bragging rights are hard to beat. But some say the biggest benefit of going into space is getting a dramatic new outlook on life on the fragile blue marble we call home. It’s a perspective shift that could have profound implications not just for individuals but also for society at large.\n\"I personally believe the planetary perspective is going to be crucial to solving humanity's biggest challenges over the next century,\" says Virgin Galactic CEO George Whitesides. \"I'm inspired that we'll take people up so they can experience that view, which is said to change your world view in a fundamental way.”\nBillionaire computer engineer Charles Simonyi flew to the International Space Station aboard a Russian spacecraft with the assistance of a Vienna, Virginia-based firm called Space Adventures, and he echoes that sentiment. \"It's great to go to space just because it's there,\" he says. \"But I think space is our destiny and we will discover great benefits from it.\"\nVirgin Galactic plans to offer suborbital jaunts into space, with customers being treated to six minutes of weightlessness along with that one-of-a-kind view. The Las Cruces, New Mexico-based company says more than 600 customers have signed up, including Leonardo DiCaprio, Katy Perry, Ashton Kutcher, and superstar physicist Stephen Hawking. The price of a ticket stands at $250,000, with registration open for anyone who has that kind of extra cash on hand.\nOn June 1, Virgin successfully tested SpaceShipTwo Unity. The six-passenger spacecraft glided more than nine minutes to the ground after being released from an airplane flying at 50,000 feet. The company plans to make several more unpowered tests before allowing Unity's rocket engine to fire up so that, following its release from the plane, it can soar into space.\nThe company has been promising flights since unveiling SpaceShipTwo in 2009. But a series of bruising setbacks, including a 2014 crash that claimed a test pilot's life, extended the craft's test phase.\nVirgin CEO Richard Branson said on July 5 that he hopes to see space tourists flying on Virgin by the end of 2018. But other executives at the firm seem reluctant to commit to that. As Whitesides put it to NBC News MACH, \"Once when we're at a place where we're comfortable with powered flights, we'll be ready to begin commercial operations.\"\nDowns and Ups\nMidland, Texas-based XCOR Aerospace sought to offer suborbital flights similar to those envisioned by Virgin Galactic. But in 2016, the company halted development of its space-plane, Lynx. On July 5, it announced that all remaining employees had been laid off but stopped short of saying it was out of business.\nBetween 2001 and 2009, Space Adventures arranged for seven paying customers (including Charles Simonyi) to blast into space for a stint aboard the ISS. Each of these private astronauts got to the station aboard a Russian Soyuz capsule. Space Adventures has unspecified plans to send up more customers but can't now. Since the end of NASA's Space Shuttle program in 2011, all seats on Soyuz have been filled by American and Russian astronauts.\nAmazon CEO Jeff Bezos has been eyeing the space tourist market with his private space company, Blue Origin. The company recently posted computer renderings of the opulent interior of its reusable New Shepard capsule configured with six plush leather chairs and six enormous windows.\nBlue Origin has yet to say exactly when flights might begin or how much they would cost. Bezos said in March that he’d like to have his first customer flights next year. The company has a sign-up form for those interested in reserving a seat.\nOf all companies offering, or expecting to offer, flights into space, SpaceX may have the most compelling story. Earlier this year, CEO Elon Musk announced that the company had accepted payment from two customers for a weeklong flight around the moon and back to Earth, largely retracing the path taken by Apollo 8 astronauts in 1968.\nMusk has said that the mission could come as soon as 2018. Some are dubious, however, given SpaceX’s reputation for offering overly optimistic schedules. How much the customers paid for the flight is unknown, but estimates have ranged from $80 million to $175 million per seat.\nSpaceX has also announced the even more ambitious goal of sending colonists to Mars starting in 2025. Musk has said that once the company is able to build its massive 100-person Mars Colonial Transporter spacecraft, a trip to the Red Planet will cost about $500,000 — roughly the price of a middle-class house in California — with the goal of eventually bringing the price down to $100,000.\nTucson, Arizona-based World View Enterprises has announced plans to send passengers to an altitude of 100,000 feet in a luxury gondola suspended from a gigantic helium balloon. It's not quite space, but at that altitude, it's possible to see the blackness of space and the curvature of the earth. Eight customers would spend two hours ascending, two hours in cruise, and another hour or two returning to the ground.\nThough lacking the cachet of true spaceflight, the World View flights promise a more refined experience; customers would be able to clink champagne glasses while taking in the view from enormous picture-frame windows and posting their photos to social media using onboard Wi-Fi.\nWorld View says it hopes to begin manned testing in 2018 but offers no specific dates for the tourist flights. A ticket is projected to cost $75,000. The company’s co-founder and chief technology officer, Taber MacCallum, says the target customer is \"the Baby Boomer who's already bought their Ferrari and bought their third house and are looking for an experience to talk about and share.\"\nFinally, there's Zero Gravity Corporation, an Arlington, Virginia-based company that already offers flights aboard a specially modified Boeing 727 that dives steeply to give paying passengers brief periods of weightlessness. As with the World View balloons flights, these parabolic flights aren't actually trips into space. But with a ticket for the experience running a relatively modest $5,000, it might be the cheapest way to get a sense of what it's like above the Kármán line.\nZero G flights take off weekly from airports across the U.S., including Orlando Sanford International near Orlando, Florida, McCarran International near Las Vegas, and Moffett Federal Airfield near San Francisco.\nSo You Want to Be a Space Tourist? Here Are Your Options was originally published by NBC Universal Media, LLC on July 21, 2017 by Adam Mann. Copyright 2017 NBC Universal Media, LLC. All rights reserved.\nShare This Article", "label": "Yes"} +{"text": "Charmouth Fun Fly was held on 6-7 April in South England. This is the first real fun fly event of the year, and this year even the weather wasn't that bad. Many pilots turned up, and met each other for a good weekend. This is a summary of the event.\nIvan Adams at Charmouth Fun FlyFun Fly in the British spring\nIvan Adams, pilot of Hely-shop.co.uk and 360 RC Technologies is enjoying the British spring at Charmouth Fun Fly with his Align T-Rex 700X last weekend. Beautiful flight in terrible light conditions and weather. Recorded by Alan Matuszczyk-Robinson.\nCharmouth Fun Fly - battery flies on its ownJohn Nobbs's not too usual finishing\nJohn Nobbs, pilot of Align-TRex Models is flying in this video at the Charmouth Fun Fly. Sarah Willimas has recorded this beautiful flight then something is happening suddenly....\n3D with Align T-Rex 700 TurbineA really rare footage - Paul Isaacs\nIt is not too typical when a turbine RC helicopter is not a scale model. And that is extreme when a turbine helicopter is flying 3D. Well, Paul Isaacs is flying 3D with this helicopter at Charmouth Fun Fly. An exclusive video by Alan Matuszczyk-Robinson.", "label": "Yes"} +{"text": "On the months of January 2022 1st January 2022 on New Years Day 天问一号飞運騎遊達达3亿CNSA – China National Space Administration – ESA – European Space agency Belt and road initiative mars mission…first Mars exploration mission, Tianwen- Martian Probe One sent back stunning images of the Half Earth Mass size of the Rustic Planet Mars in which show stunning Martian landscape with its iconic polar caps of either southern or northern .. with its timeless Stunning Mars Photography.\nOn 2022 New Year’s Day, China National Space Administration CLEP – China Lunar Exploration program issued a set of beautiful images of the first Mars mission Heaven 1 spacecraft returned from distant Mars, report to the National People ‘Heaven One “peace, extended festival greetings .\nOn the eve on 31st January 2022 in which on the 1st February 2022 of the Chinese Lunar New year Spring Festival in the Year of the Tiger, the Tianwen-1 probe sent back a set of selfie videos from Mars orbit to extend New Year wishes to the people of the whole country- China – People’s Republic of China and the Chinese Communities . On the 29th of the twelfth lunar month last year (February 10, 2021), Tianwen-1 arrived on Mars and successfully implemented capture and braking. It became my country’s first artificial Mars satellite, and started a scientific exploration journey to the red planet. a lunar year.\nAlso on the 4th February 2022 Sunday the Winter Olympics begin! A blessing “falls from the sky” across 320 million kilometers! Previously, the mascots of the Beijing Winter Olympics and the Winter Paralympics, Bing DunDun and Xue RongRong, landed on Mars on Tianwen-1, and took a group photo with the Zhurong Mars rover, which was a dream ..\nAlso that Day the Tianwen-1 probe, the five-star red flag and the emblems of the Beijing Winter Olympics and Paralympic Games took a selfie in the same frame.\nBeijing is the first city with both summer and winter Olympics, and Tianwen-1 is China’s first interplanetary exploration mission, sending the mascots and logos of the Winter Olympics and Paralympics to Mars. The Chinese expression is the Chinese nation’s advocacy and pursuit of faster, higher, stronger and more united.\nThis set of “cosmic-level” photos returned from Mars orbit was taken by the “selfie” camera carried by the Tianwen-1 probe. This group of photos is not only a “highest” Winter Olympics gift to friends on the ground, but also a highlight witness to the world’s shared Olympic moments!\nAs of February 4th 2022, Tianwen-1 has been in orbit for 561 days, and the Zhurong rover has worked for 259 Martian days, traveling a total of 1,537 meters. Both the orbiter and the rover are in good condition and operating normally.\nImages and visuals are from CNSA- China National Space Administration also from there respectives- CLEP –China Lunar Exploration Project..", "label": "Yes"} +{"text": "Autopilot System for Bell 407GXi Certified in the United Kingdom\nFort Worth, TX (April 5, 2023) - Bell Textron Inc., a Textron Inc. (NYSE: TXT) company, announced that the Bell 407GXi 3-axis autopilot has received certification from the United Kingdom’s Civil Aviation Authority (CAA).\n“We are thrilled to offer the Bell 3-axis autopilot for the Bell 407GXi to our customers in the UK,” said Patrick Moulay, senior vice president, International Sales. “The system allows for decreased pilot workload and assistance in the event of inadvertent Instrument Meteorological Conditions (IIMC), overall increasing pilot comfort and ease over long distances.”\nIt is available in the two and three-axis configurations: the two-axis version includes pitch control (altitude hold, IAS hold) and roll control (HDG hold, NAV, vertical navigation mode), and the three-axis option adds yaw control. In addition, the system is equipped with:\n• Stability augmentation system to automatically recover the aircraft to near-level flight attitude at all speeds in the event of adverse roll or pitch\n• Stability engagement throughout all phases of flight\n• Envelope protection to prevent over speeding and under speeding\nOwners can specify the autopilot system on new Bell 407GXis or have the system retrofitted.\nWith the autopilot, advanced Garmin avionics, and a dual channel FADEC-controlled engine, the Bell 407GXi continues to set high standards for single-engine aircraft with its advanced technical features. There are currently 1,500 Bell 407s operating across all six continents totaling more than six million flight hours.\nThinking above and beyond is what we do. For more than 85 years, we’ve been reimagining the experience of flight – and where it can take us.\nWe are pioneers. We were the first to break the sound barrier and to certify a commercial helicopter. We were a part of NASA’s first lunar mission and brought advanced tiltrotor systems to market. Today, we’re defining the future of advanced air mobility.\nHeadquartered in Fort Worth, Texas – as a wholly-owned subsidiary of Textron Inc., – we have strategic locations around the globe. And with nearly one quarter of our workforce having served, helping our military achieve their missions is a passion of ours.\nAbove all, our breakthrough innovations deliver exceptional experiences to our customers. Efficiently. Reliably. And always, with safety at the forefront.\nTextron Inc. is a multi-industry company that leverages its global network of aircraft, defense, industrial and finance businesses to provide customers with innovative solutions and services. Textron is known around the world for its powerful brands such as Bell, Cessna, Beechcraft, Pipistrel, Jacobsen, Kautex, Lycoming, E-Z-GO, Arctic Cat, and Textron Systems. For more information, visit: www.textron.com.\nCertain statements in this press release are forward-looking statements which may project revenues or describe strategies, goals, outlook or other non-historical matters; these statements speak only as of the date on which they are made, and we undertake no obligation to update or revise any forward-looking statements. These statements are subject to known and unknown risks, uncertainties, and other factors that may cause our actual results to differ materially from those expressed or implied by such forward-looking statements, including, but not limited to, changes in aircraft delivery schedules or cancellations or deferrals of orders; our ability to keep pace with our competitors in the introduction of new products and upgrades with features and technologies desired by our customers; changes in government regulations or policies on the export and import of our products; volatility in the global economy or changes in worldwide political conditions that adversely impact demand for our products; volatility in interest rates or foreign exchange rates; and risks related to our international business, including establishing and maintaining facilities in locations around the world and relying on joint venture partners, subcontractors, suppliers, representatives, consultants and other business partners in connection with international business, including in emerging market countries.\nYou may also like\nMinistry of Defense of Argentina to Acquire Six Bell 407GXi Aircraft\nMirabel, Qc, Canada (May 31, 2023) – Bell Textron Canada Ltd., a Textron Inc. (NYSE:TXT) company, announced today the purchase agreement for six Bell 407GXi helicopters. The government-to-governmen...\nDemand for Bell 407GXi Remains Robust in Australia\nSingapore (May 9, 2023). Bell Textron Inc. has announced the delivery of seven Bell 407GXi helicopters to Australian customers across various segments in the last 12 months.\nBell Debuts Bell 407M Aircraft at Army Aviation Mission Solutions Summit\nAt this year’s Army Aviation Association of America Mission Solutions Summit, Bell publicly unveiled the 407M special mission aircraft. The 407M is part of Bell's Special Mission Aircraft initiativ...", "label": "Yes"} +{"text": "The indigenous Intermediate Jet Trainer (IJT), designed and developed by state-owned Hindustan Aeronautics Limited (HAL) on Thursday has successfully carried out six turn spins to the LH and RH sides.\nThe IJT is meant for the second stage of training for the pilots of the Indian Air Force (IAF). The aircraft piloted by Gp Capt HV Thakur (Retd) and Gp Capt A Menon (Retd) demonstrated the capabilities of the IJT. Also present during the demonstrations were Wg Cdr M Patel (Retd) the test director and Gp Capt KK Venugopal (Retd) the safety pilot in command at telemetry.\nMore about IJT\nTo replace the aging Kirans of the IAF fleet, this aircraft was conceived by HAL.\nAccording to the HAL statement, based on the requirements specified by the end user –IAF, this aircraft till date had successfully demonstrated its capabilities including limited armament capability, load factor, satisfactory stall factor and altitude and speed envelope.\nThe only task pending was spin testing. In 2016, during the spin testing, the aircraft had departed from controlled flight. This brought the programme to a temporary halt.\nHAL decided to use its own resources to complete the Spin test.\nWhy is the Spin Test important?\nIt is very critical for a trainer aircraft because it helps to familiarise the trainee pilot to recognise departure from controlled flight.\nThe actions that are required to recover from such situations.\nDue to its unpredictability, assured recovery from spin is a very important part of very crucial flight tests.\nThis spin flight testing is intrinsically a high risk maneuver.\nIt progresses incrementally spin by spin.\nFlight testing is the only way to assess the acceptability as it is a complex interplay of aerodynamic and inertia forces.\nWhile in a spin the motion of the aircraft is unpredictable.\nThese spin tests are time consuming.\nThese are carried out in the presence of a team of designers, flight test engineers, and safety pilots who are constantly monitoring the various parameters during the flight.\nBefore the 6-turn spin flights are undertaken, several flight tests are required, before full certification is achieved.\nWhat steps have been taken after the 2016 halt?\nThe company has undertaken major modifications and these include increasing the rudder area, and shifting the vertical tail aft on the airframe. The flight testing resumed in April 2019.\nWhat were the modifications carried out?\nFor the safety of aircraft and test crew during spin testing the new modifications included the use of a new Anti-Spin Parachute system (ASPS).\nThis was integrated into the aircraft in July 2020. This was followed by the successful streaming of the parachutes in September 2020.\nThe IJT with its modified configuration commenced in November 2020, despite the global lockdown due to COVID-19 pandemic.\nWhat did HAL CMD say?\nOn the successful demonstration of spins, Mr R Madhavan, CMD, “HAL with the right resources and backing has the capability of designing products that will meet the requirements of the Indian Armed forces.”\nAccording to Arup Chatterjee, Director (Engineering and R&D), “The IJT has achieved a major milestone.” He attributed the success to the synergy between flight operations and certifying agencies (RCMA and DGAQA), as well as designers.", "label": "Yes"} +{"text": "We are one of apartment use 50L tank Air cooler supplier largest manufacturers. Our main products are restaurant pure copper motor Air cooler manufacture etc. We have many certifications that can be used to serve the needs of global clients. We also have strong business partnerships with many high-profile brands. Our products are fully qualified and tested in our dust-free workshop. We are a company with more than 20 years of industry experience.\nWe will give our buyers, partners, and recipients of our products a pleasant experience. We will guarantee satisfaction. our mission at Henruy is to create value and build brand equity with passion, purpose, and persistence.\nWe are proud to have achieved a high reputation in this market and have built a large customer base.\nWe supply restaurant portable Air cooler manufacture to all parts of the world. Our range is also developed with unmatched quality by our dedicated team. The International Business Council awarded us the Business Excellence Award for our commitment to customers and our premium quality range. We also offer custom solutions for our products and can pack them as per the client's requirements. These reasons have earned us a lot of respect on both the domestic as well as international markets such as America, Middle East and other countries.\nOffering most effective good quality kitchen with wheel Air cooler supplier items, we are experienced manufacturer in China. Our commercial use 50L tank Air cooler price products have received the most important certifications from their markets. Please click the button to view more information about our factory or item list.\nManufacturer apartment use 70L tank Air cooler supplier , with years of experience, from China.\nWe are known for manufacturing, supplying, and trading a wide range of high quality home use remote Air condition fan wholesale products. Quality is our top priority. It is maintained in accordance with the industry norms and regulations.\nHigh-tech enterprises are what we are. Our company is home to a large number of high-quality R & D staff and senior engineers. Modern production technology has been implemented. Our company adheres to the \"quality, creating a famous brand, innovation, development, seeking efficiency\" business philosophy. When we face new opportunities and challenges in the market, we will show enthusiasm and sincerity and have a positive outlook. We have a strong after-sales support system and a well-established distribution network. We would be honored to collaborate with clients all around the world on the foundation of mutual benefits.\n|school color Air cooler manufacture||PP plastic Commercial Air cooler price|\n|factory DC Air cooler supplier||office Commercial Air condition fan wholesale|\n|kitchen Electric Air condition fan supplier||office 220v Air condition fan wholesale|\n|school mobile Air cooler manufacture||hotel remote Air cooler price|\n|commercial use Electric Air cooler price||PP plastic manual Air cooler price|\n|school with wheel Air cooler manufacture||factory mobile Air cooler supplier|\n|ABS plastic Commercial Air cooler manufacture||PP plastic AC only Air cooler price|\n|home use Household Stand Air condition fan wholesale||apartment use 220v Air cooler supplier|\n|kitchen remote Air cooler supplier||factory oem Air cooler supplier|\n|ABS plastic rechargeable Air cooler manufacture||plastic 12v Air cooler wholesale|\n|Attica||Central Greece||Central Macedonia||Crete|\n|East Macedonia and Thrace||Epirus||Ionian Islands||North Aegean|\n|Peloponnese||South Aegean||Thessaly||West Greece|\noffice DC charger Air cooler wholesale, kitchen DC Air cooler supplier, hotel DC only Air cooler price, PP plastic DC Air cooler price, school 220v Air condition fan manufacture, plastic Electric Air condition fan wholesale, factory color Air condition fan supplier, apartment use with battery Air cooler supplier, restaurant Commercial Air condition fan manufacture, ABS plastic portable Air condition fan manufacture,", "label": "No"} +{"text": "Compressors and Compressed Air Inspection Checklist Mobile App\nThe Compressors and Compressed Air Inspection Checklist mobile app offers a simple way to manage air compressor maintenance from anywhere in the field.\nHow does it work?\nThe air compressor inspection checklist covers all of the parts of the equipment that must be inspected, including the air compressor tank, air receiver, air tank, safety valves and the pressure gauge. The inspector can add their own notes about air compressor maintenance and repairs needed and sign off on the completed inspection form electronically.", "label": "No"} +{"text": "Volkswagen, Oem Volkswagen Parts Best Vintage volkswagen Parts For Oem Volkswagen Parts For Genuine Vw parts catalogue And Aftermarket Vw parts Vw parts warehouse 12: Super Oem Volkswagen Parts Ideas\nPublished at November 27th, 2018 08:16:16 AM by Genevieve\nMarked as vw parts for sale subject plus Oem Volkswagen Parts area of interest plus jc whitney vw catalog subject also volkswagen jetta parts catalog topic with vw auto parts warehouse object or oem vw parts wholesale area of interest with Volkswagen, So don't forget to check out the main article in Super Oem Volkswagen Parts Ideas\n© 2019 globerta.com. Reproduction without explicit permission is prohibited. All Rights Reserved.", "label": "No"} +{"text": "4-Wheel Disc Brakes A/C ABS Adaptive Cruise Control Adjustable Steering Wheel AM/FM Stereo Automatic Headlights Auxiliary Audio Input Back-Up Camera Bluetooth Connection Brake Assist Bucket Seats Child Safety Locks Climate Control Cloth Seats Cruise Control Daytime Running Lights Driver Air Bag Driver Vanity Mirror Engine Immobilizer Floor Mats Front Head Air Bag Front Side Air Bag Front Wheel Drive Intermittent Wipers\nKeyless Entry Lane Departure Warning Lane Keeping Assist MP3 Player Passenger Air Bag Passenger Air Bag Sensor Passenger Vanity Mirror Power Door Locks Power Mirror(s) Power Steering Power Windows Rear Bench Seat Rear Defrost Rear Head Air Bag Security System Stability Control Steel Wheels Steering Wheel Audio Controls Temporary Spare Tire Tire Pressure Monitor Tires - Front Performance Tires - Rear Performance Traction Control Trip Computer Wheel Covers\n-Great Gas Mileage- *Backup Camera* *Bluetooth* This 2019 Honda Civic LX is Lunar Silver Metallic with a Black interior. It is rated at 38.0 MPG on the highway which is fantastic! Experience the Difference at North Shore Honda, Winner of the 2017 Honda President's Award and Home of the NS Honda MVP Program. MVP Program: 1 Year Free Factory Scheduled Oil +Maintenance, Lifetime NY State Inspections & Lifetime Tire Rotations + more!", "label": "No"} +{"text": "Estimated delivery: 5 - 12 working days. More info\nCash on delivery\nThe Nike Air Max 270 Shoe for men is all about Air as it features a big heel Air unit for a comfortable ride. This lifestyle shoe has a sporty feel with its flexible and breathable mesh bootie construction and asymmetrical lacing. The dual-density foam and large Max Air heel gives the right cushioning anywhere you take it.", "label": "No"} +{"text": "- Air Conditioning\n- Air Quality\n- Commercial HVAC\n- Contact Us\nWritten by All Comfort Services | April 17, 2019\nLarry N., an HVAC technician at All Comfort Services, shares his tips for getting your air conditioner ready spring and summer:\nYou can learn more about the items we check during an air conditioner maintenance appointment here.\nTo request an AC tune-up or get any air conditioner service in or around Madison, WI, don’t hesitate to call All Comfort Services at 608-838-7300. You can also contact us online!\nSame-day service is available in many situations, and we’re proud to be available to assist with any AC emergency repair needs!", "label": "No"} +{"text": "Pneumatic Lift PVE30\nWith an outer diameter of 75cm, it is the smallest single-family elevator on the market. The PVE30 pneumatic lift offers quality and design in minimal space. This option is ideal for narrower stairwells as it requires only 80cm for installation.\nIt has a single passenger capacity, and despite its small size is capable of lifting up to 159kg. Its structure is available in five different colours to suit any space. A small but very advanced vertical transport solution for contemporary architecture, where maximum use of space is a priority.\nA panoramic lift that offers 360º visibility, preventing the feeling of claustrophobia that small spaces can cause.\nAll of our pneumatic lift models are available with 2, 3, 4 and 5 stops (15 metres maximum travel). No pit or machine room is required for installation. Environmentally-friendly, its operation requires no harmful greases or oils and is energy efficient as it only uses electricity during the upward travel.\nIn the event of a power failure there is no risk of entrapment, as the cab is automatically lowered to the bottom floor, at which point the passenger is able to get out.\n- Outer diameter of the cylinder: 750mm\n- Maximum load: 159 kg (one person)\n- Available for 2, 3, 4 and 5 stops (15 metres travel)\n- Speed: < 0.15m/s\n- No pit required. Installation directly on existing floor.\n- No machine room required\n- LED lighting, telephone and cabin ventilation.\n- Automatic push-button\n- Level flooring on ground floor\n- Minimum space required for installation: 80cm diameter (80 x 80cm)\n- Minimum height required on top floor for installation: 2.45m\n- 220V Single phase connection (25Amp)", "label": "No"} +{"text": "18 Oct Making British energy grids smarter\nWithin the framework of the DREEAM project, Bax & Company is working with a large affordable housing provider in the UK to find innovative solutions for future energy markets.\nThe winning solutions will use innovative technologies and processes to deliver a functional cost-effective pilot smart energy system. Successful candidates will receive €10 000 to perform a feasibility study, with the potential to then develop and launch a pilot on site.\nIn the first phase, we are looking for up to five innovative companies or collaborations of companies to develop design solutions. In the second phase, we are looking to set up the first onsite smart grid pilot, consisting of up to 100 recently renovated dwellings with preexisting solar panels. The microgrid could be operational by the end of the first quarter of 2019.\nTo find out more, please click here.", "label": "No"} +{"text": "White And Blue Jordan 4SoleHello store is set up by a group of sneaker devotees. SoleHello offers high quality fashion and athletic sneakers and apparel. Here you can find the new and classis Nike, Air Jordan, Adidas,Converse… sneakers and the relative articles for the performance review and …\nAir Jordan 1 Air Jordan 2 Air Jordan 3 Air Jordan 4 Air Jordan 5 Air Jordan 6 Air Jordan 7 Air Jordan 8 Air Jordan 11 Air Jordan 12 Air Jordan 13 Air Jordan 14. ... Detailed Look & On-Foot. UNBOXING THE NIKE AIR JORDAN 1 HIGH ZOOM **RACER BLUE** FT.JDFOOT. YEEZY BOOST 350 V2 YEEZREEL UNBOXING & REVIEW | JDFOOT ... Air Jordan 11 Retro Playoffs ...Jordan 4 Travis Scott All Colors\nJan 13, 2017 · GTA V Nike Air Jordan I for Franklin Creator of the Mod: Polkien Download Link: http://www.gta5-mods.com/player/nike-air-jordan-i-franklin-custom-model Mods ...\nCactus Jack Jordan 4 SolecollectorKaw X Jordan 4Red Lace Pink Air Jordan Youth 409/26/2017 The second Air Jordan 6 Retro \"Pinnacle\" edition dropped in Fall of 2017. Nicknamed the \"Promo Jacket\" edition, this pair draws direct inspiration from the satin flight jacket worn by Michael Jordan … Kaw X Jordan 4 Kaw X Jordan 4Air Jordan 4 Bred Air Jordan 4 Bred Micheal JordanKaw X Jordan 4Find many great new & used options and get the best deals for Air Jordan XIII (13) \"Bred\" 136002 062 size 14 1998 retro PRE-OWNED SIZE 14 at the best online prices at eBay! Free shipping for many …Kaw X Jordan 4Air Jordan 4 With KhakisKaw X Jordan 4Maracana : le rideau est tombé sur le tournoi UJ2C Action de Didiévi . Afriknews-mardi 15 octobre 2019-Le tournoi de Maracaña (football sur une aire de jeu aux dimensions réduites), initié par l’union des jeunes cadres du centre (UJ2C Action) débuté depuis le 14 août 2019 a connu son apothéose ce samedi 11 octobre 2019 au stade de la réconciliation de Didiévi (centre).Kaw X Jordan 4Military Jordan 4 PriceJan 23, 2017 · We were inspired by the SF air force 1 olive color-way. We decided to implement the design onto the Jordan 4 silhouette. Subscribe and hit the … Kaw X Jordan 4 For Mens Womens Kids, Top Quality Skates Kaw X Jordan 4 Wholesale From China, Enjoy More 90% Discount Off Here, Red Bandana Print Jordans 5 And Get Free Shiping with Originals Box. Jun 09, 2019 · How to Remove the paint off the Jordan 1 sb and on feet look..\nKaw X Jordan 4Sep 19, 2020 · Scheduled to debut next week is the Air Jordan 6 WMNS “Smoke Grey (Tech Chrome)†— a women’s-exclusive iteration of the silhouette to kick off fall. Composed of premium materials, translucent…Jordan 4 Red White And Yellow", "label": "No"} +{"text": "Snap this limited-time discount from flight club new york coupon. Don''t wait!\nExtra 100% off these brands during summer sale with flight club new york coupon\nWant to save money while shopping? Come to us!\nLimited quantity. I''m sure you will not find any place that offers a wide range of promo codes and affordable as Flight Club New York Coupon ....more\nHappiness is not luxurious thing, buying favourite items is the happiest thing. flight club new york coupon will generate best condition for you to buy at affordable price....more\nTake incredible discount with flight club new york coupon. Hope you not to miss it.\nCheck out the steep discount at flight club new york coupon. The more you shop, the more you save.\nYou can earn 70% Off saving by signing up email at flight club new york coupon. It''s a good chance for you.\nNot sure what you like but this flight club new york coupon can make sure to cut down your total spending.\nDon''t hesitate to save money! Be quick!", "label": "No"} +{"text": "March 9, 2023\nThere’s a lot of power behind our engine manufacturing story. In the latest episode of Beyond the Numbers, Caterpillar Chief Financial Officer Andrew Bonfield heads to south Texas for a behind-the-scenes tour of one of Caterpillar’s largest engine manufacturing facilities. Plus, hear how our products and solutions are helping our customers achieve their climate-related objectives.\nFrom fuel flexibility to electrified powertrains to emerging power technologies, we’re developing and integrating solutions to help our customers build a better, more sustainable world.Full Story\nCelebrating the makers, problem solvers and future world builders.Full Story", "label": "No"} +{"text": "top of page\nTo row an ocean, we must first get to the start line.\nWe are looking for sponsors, big or small to help us get our boat/equipment and achieve our goal of raising £100,000 for Engineers without Borders UK and Norway\nTo learn more about our corporate sponsorship opportunities, download our sponsorship pack\nIf you interested in partnering with the Enginoars - send us an email!\nbottom of page", "label": "No"} +{"text": "There’s a fine art to using a drone at sea – Terysa Vanderloo explains how to avoid crashing yours into the ocean\nWith the advent of small, affordable and user-friendly drones, many cruising sailors have adopted them as a way of achieving really impressive and professional-looking photographs and video.\nI speak from experience when I say this is far easier said than done, and flying a drone while under sail is a challenging task. However, there are proven techniques and tricks for flying a drone while under way – without it ending up in the drink. I spoke to three drone-piloting experts for their advice.\nAndy Schell and his wife Mia run 59° North Sailing, which offers adventure sailing charters on their Swan 48 and Swan 59. They’re also fantastic photographers. Andy uses the DJI Phantom 4 Pro, which he believes is the best drone for flying from a boat because of the legs it has on its underside, which provide the perfect handles for catching the drone – without the very real fear of getting fingers caught in the propellers.\nNote: We may earn a commission when you buy through links on our site, at no extra cost to you. This doesn’t affect our editorial independence.\nMy partner Nick and I have the smaller, compact version, the DJI Mavic Pro, which has no legs for landing: I can attest to the nerve-wracking experience of catching it from a moving boat and agree wholeheartedly that the Phantom would be a better option for flying while under way. The advantage of the Mavic is that it’s far smaller and folds up to an even more compact shape – we live on a 38ft monohull, and so stowage space is at a premium.\nBrian Trautman, best known as the skipper of SV Delos on the popular YouTube sailing channel, has been flying drones since 2014. Since then, he and his crew have flown many drones in different conditions.\nBrian has both the Phantom and Mavic on board Delos and also recommends the Phantom while flying from the boat as it is far easier to catch, as well as being more powerful, which helps in windy conditions. Their Mavic is used primarily for land-based excursions.\nTherefore, which drone you choose may come down to whether or not you have the space to store a chunkier model like the DJI Phantom, and whether or not you want a drone that is portable. It’s worth noting that there’s a cost difference between the two: the Phantom is cheaper than the Mavic.\nAnother model that might be of interest is the DJI Spark, which is even smaller and more compact than the Mavic – not much bigger or heavier than a sunglasses case. Nick and I have successfully flown a Spark from a catamaran in light winds before, although it’s no good for windier days and also doesn’t have 4k capabilities.\nI also spoke to Richard Edwards, a professional videographer who was one of the onboard reporters responsible for some of the incredible footage during the last Volvo Ocean Race. He suggests a simple yet ingenious solution to catching a drone such as the Mavic or Spark, which is to glue a light plastic mini tripod to its underside.\nRead YBW’s guide to the best drones for sailing\nOnce you’ve purchased your drone, the next step is to get used to flying it. Clearly, practising from land is a wise starting point, so you can get used to how it handles as well as hone your skills for catching it.\nBrian starts off by flying the drone in circles around trees or houses. “If you can do a complete 360° flying manually around a stationary object while still keeping a constant distance and the object in frame then that is something to be very proud of,” he advises. “Once you’ve mastered this, then it’s time to try the same thing on a boat – which is much harder.”\nAfter you’ve mastered the basics, Andy suggests flying the drone on a breezy day in manual mode with the collision sensors and ‘return to home’ function turned off, since that’s how you’ll have to do it on the boat. He suggests: “Practice launching and catching it by hand – someone on the controls, another person on the launch and catch, ideally wearing sunglasses and thin gloves as safety protection.”\nThe next logical step is to practice flying the drone from the boat while at anchor to get used to the space you’ll be working with. However, at some point, it will be time to put your skills to the test and fly the drone from the boat while under way.\nAndy says: “You need two people: a pilot and a catcher. We launch off the stern quarter, opposite the radar pole; that way, all the pilot has to do is fly straight up. The drone will want to hover in place and the boat will just sail away from it safely. Flying it downwind is far easier on battery life. Upwind, the drone can handle about 20 knots, but it’s harder to land on a heel and the battery won’t last as long.”\nRichard also flies from the stern. “To launch, have a person hold it above head height off the back of the boat – it’s irrelevant if it’s downwind or upwind. Power up and immediately ascend to keep clear of rigging, and the boat speed should naturally mean it flies away.”\nFlying a drone from a catamaran is generally easier as there is more space to launch and catch it and the boat itself is more stable. The trampolines may provide more room than the stern of the boat, but the disadvantage here is that there is still a danger of the drone colliding with the rigging. Again, choose a launch spot where there is clearance and the boat will be moving away from the drone once it’s in the air.\nArticle continues below…\nDrones have really advanced over the past few years, with anyone now able to try their hand at piloting a…\nWhen it comes time to bring the drone back to the boat and catch it, Richard advises already having a plan in place before taking off (this is also where you find out if you turned off the ‘return to home’ function). “Never land anywhere but at the stern of the boat and come in from behind, never from the side or overhead, otherwise you’ll be disorientated and hit the boat.”\nAndy and Mia also catch from the stern. Andy says: “It’s easier to land than you think. “We start coming home at 60% battery. You’ve got to fly it in backwards, because the forward vision sensors will stop it from getting close enough to catch. “Keep the boat sailing straight and bring the drone in. If you need to re-do it, just let go of the controls. The drone will stop and hover, and the boat will safely sail away from it. Then bring it in for another try.”\nOn a catamaran, the trampolines may look tempting as a catching area, however it’s worth considering Andy and Richard’s advice: the safest option is the stern as the drone will be able to approach from behind, it will be clear of all rigging, and the boat is always moving away from the drone, meaning multiple attempts to catch it can more easily be made.\nBrian emphasises how difficult it can be to judge distances between the drone and the boat when both are moving. In fact, Brian usually flies the drone from the dinghy, which deals neatly with the danger of collision with the boat. “Most of the times I’ve crashed the drone have been trying to land while under way. I usually try to avoid this at all costs and prefer to fly from the dinghy. It’s much easier to land without worrying about the rigging.”\nFor cruising couples who are sailing short-handed this could be a challenge, although Brian and Karin, his wife, have managed it many times when it has just been the two of them on board. “Start simple and focus on simple movements,” Richard advises. “Most of all, have fun, but don’t underestimate the importance of safety and planning.”\nAlthough it’s natural to worry about losing the drone overboard, Andy advises: “You won’t get the amazing shots if you don’t push the limits, so you’ve got to be prepared to lose the drone. If you absolutely cannot afford to lose it, then don’t fly it at sea!”\n4k vs 1080?\nThis refers to the resolution of the image; 4k is actually 3840 x 2160 pixels and 1080 is 1920 x 1080 pixels. 4k is swiftly becoming the industry standard, however if all you want your photos and videos for is your own personal use or to post on social media, 1080 is perfectly fine.\nGimbal or stabilisation software?\nMany drones these days will boast either a gimbal or electronic stabilisation. This is especially important for cruisers wanting to take video, however stabilisation will also help produce sharp photographs.", "label": "No"} +{"text": "Ventajas: \"super? ok\"\nDesventajas: \"better food\"\nVentajas: \"Yes crews were amazing\"\nVentajas: \"Great crew. Efficient loading and unloading.\"\nDesventajas: \"Even though in business class I never got comfortable.\"\nVentajas: \"They had a gluten free snack available for me!\"\nVentajas: \"Efficiency of staff\"\nDesventajas: \"cold croissant for breakfast/snack and no other alternative\"\nVentajas: \"Clean plane, good seats\"\nDesventajas: \"Staff was not particularly friendly\"\nDesventajas: \"Our incoming flight was delayed so we missed our original connection. We were rebooked on a flight 5 hours later. That flight was then further delayed by 1.5 hours because that incoming plane had left London late. So we got to Florence 8 hours later than anticipated all because Swiss flights are not running on time.\"\nVentajas: \"A short flight, so, it was just fine. A very friendly crew.\"\nDesventajas: \"Second delay of my return trip with no notice from the airline. Swiss employees herded passengers like sheep forna second passport inspection after the 3 hour delay, speaking to passengers in an abusive tone. It made me extremely uncomfortable.\"\nVentajas: \"Nice crew\"\nDesventajas: \"Waiting while boarding\"\nVentajas: \"Wasn’t able to make this flight due to delay leaving Boston\"\nDesventajas: \"Wasn’t able to make this flight due to delay leaving Boston\"\nVentajas: \"Friendly & pleasant flight attendants.\"\nDesventajas: \"Too close to the bathrooms - doors opening & closing & flushing noises were loud and annoying.\"\nDesventajas: \"It was impossible for us to make our connecting flight from Zurich to Berlin because it was located in a different terminal and we had to go through customs first which took over an hour. “Not our fault” says Swiss. Swiss and other airlines should unite in demanding customs allow the connecting travelers to go through 1st.\"\nVentajas: \"same as Lufthansa\"\nVentajas: \"On time, quick flight, excellent service\"\nDesventajas: \"Nothing -- everything was great\"\nVentajas: \"Everything moved smoothly\"\nVentajas: \"The service was outstanding.They were all so nice.\"\nVentajas: \"My son thankfully was able to switch our flight\"\nDesventajas: \"I was not notified original flight had been cancelled\"\nVentajas: \"great flight in time\"\nDesventajas: \"they are selling connections too short\"\nDesventajas: \"Our flight was rerouted due to weather, which was fine. Unfortunately after we landed at an alternate airport, Swiss Air was completely disorganized. Communication with the effected passengers was sparse. Very unimpressed with Swiss Air.\"\nVentajas: \"Basket of Swiss chocolates served. Even though the flight was short, we were served a croissant, drink, and the yummy chocolate.\"\nDesventajas: \"We were left in Italy a day longer and so we had to incur the cost of hotel and meals for an extra day. Our hotel had no rooms for us so we had to pack up and find another hotel\"\nVentajas: \"Everything was good, good staff, good servise.\"\nDesventajas: \"Tight seating\"\nVentajas: \"Perfect hours of the flight\"\nDesventajas: \"Food (sandwich dry...)\"\nDesventajas: \"Swiss cancelled our original flight. Put us on a much later flight that would not connect to our flight to Newark. Instead they put us up in a hotel in Zurich and put us on a United flight the next day, both my husband and I reached missed a day of work because of this.\"\nDesventajas: \"No snacks, half cup juice. Boarding-no organized lines.\"\nVentajas: \"Leg Room good at emergency exit row\"\nDesventajas: \"Not a lot of help at the airport.\"\nDesventajas: \"Late by 2 hours\"\nVentajas: \"Quick, awesome, Swiss Crew as always perfect.\"\nDesventajas: \"Turbulence but it’s a service problem )\"\nVentajas: \"Like everything\"\nVentajas: \"Two free snacks and friendly and very helpful staff members.\"\nDesventajas: \"If I had to change something, it would be food. But this is a personal reason. I just didn't find it tasty.\"\nDesventajas: \"I could not obtain a refund.\"\nVentajas: \"Friendly professional service. Good pie.\"\nDesventajas: \"Leaking from exit row when descending to land\"\nDesventajas: \"No food was offered even tho it was a real early flight\"\nVentajas: \"Short 75 minute flight. Very good chocolates. Smooth flight, good landing.\"\nDesventajas: \"I asked for Isle seat, got window seat with isle seat filled with 500 LBS (230+/- Kg ) young man - his legs were longer then the seat spacing - full plane - not an ideal situation.\"\nVentajas: \"Quick hotel accommodation\"\nDesventajas: \"Missed flight and missed day at work, lost another vacation day due to Swiss Air\"\nVentajas: \"Service was good.\"\nVentajas: \"On time and reasonable comfort for a smaller plane.\"\nDesventajas: \"Nothing I was unhappy with.\"\nDesventajas: \"No food or entertainment on this short flight\"\nVentajas: \"Extra nice crew. It was my first time flying with Swiss.\"\nVentajas: \"Friendly and courteous staff and clean planes.\"\nVentajas: \"Good staff, nice\"\nDesventajas: \"Plane felt old. Didn't feel safe.\"\nVentajas: \"everything besides the food was wonderful\"\nDesventajas: \"I am intolerant to gluten so while I imagine the croissant was tasty, I couldn't eat it. I know this is standard, but it would be amazing if it were possible to eat what is served on a short flight.\"\nVentajas: \"Both Stuttgart and Zuerich are smaller airports, which mrans shorter ways to the gates\"\nDesventajas: \"In Suttgart, signage vould be improved.i didn't see a general information board in the terminals and had to use the airport magazine. Waste of paper.\"\nDesventajas: \"I found it outrageous that I was charged extra for my first piece of checked luggage, when nowhere (and I mean 'nowhere'!) during the reservation was it ever mentioned that this was supposedly a chartered flight. I paid quite a lot for this ticket especially NOT to be in such a formula.\"\nVentajas: \"Swiss was reliable and punctual. Food and entertainment could use some improvement.\"", "label": "No"} +{"text": "FIMS ENGINES SUPPLIES COMPLETE ENGINE OVERHAUL KITS, THEY CONSIST OF:\n· Full engine gasket kit with seals\n· Piston Assembly\n· Thrust Bearings\n· Main Bearing\n· Cylinder Liners (if fitted)\nWhen ordering a complete engine overhaul kit, the main parts, i.e: Cylinder Head, Crankshaft, Cylinder Block are sold at a special price.", "label": "No"} +{"text": "Karting Air and Fuel Delivery\nWe carry many of the most common components and accessories for your karting air and fuel delivery needs.\nAir Filters & Intake Silencers for Racing Karts\nKarting Carb and Fuel Accessories, 4-cycle\nKarting Carb and Fuel Accessories, 2-cycle\nKarting Exhaust Components\nRelated Product Categories\nRecent Top Selling Products for this category\n|Rubber Grommet for Kart Airbox or Exhaust Mount|\nThis 1/2\" thick rubber grommet measures 1 inch OD and accepts a 5/16\" (8mm) bolt. It is designed to help isolate vibration. The rubber is fairly stiff to support relatively heavy items.\n|Kart Air Box Mount Cradle only, with springs|\nThis Air Box Cradle assembly includes springs to firmly attach air box to kart.\n|Walbro WB-3A Gasket Set|\nThis gasket rebuild kit is for Walbro WB-3A carburetors that are typically used on two cycle Yamaha and HPV engines.", "label": "No"} +{"text": "Cheap Air Vapormax, Nike Is Bringing Back the Air VaporMax \"Triple Black\", Cheap Nike Air Vapormax Sneakers for Sale 2017, Welcome to buy cheap Air Vapormax Online. we offer Cheapest Authentic Real Nike Air Vapormax Running Shoes Outlet Online, Jun 6, 2017 - If you regret passing on the Nike VaporMax the last time it was on NIKEiD, don't kick yourself any longer, because the hottest Nike shoe of the . Cheapest Air Vapormax Sale for Mens Womens and Runners, Top quality Fake Replica Nike Air Vapormax Wholesale from China, enjoy more 58% discount off here, and get free shipping with Nike originals box. May 6, 2017 - Just last week, we were treated with a first look at the potential OFF-WHITE x Nike Air VaporMax, and now a few more photos have leaked .\nOfficial Images: Nike Air VaporMax Black\nNIKE AIR VAPORMAX FLYKNIT ?PLATINUM limitEDitionsWMNS, Cheap Nike Air Vapormax for Sale 2017, we offer Cheapest Nike Nike Air Vapormax Shoes ., Official Images: Nike Air VaporMax Black, Mar 26, 2017 - Find release dates and info for the Air VaporMax on Nike.com. Follow all new releases with the Nike Launch Calendar., Apr 20, 2017 - Nike's Triple Black Air VaporMax Steals the Show, Cheap Nike Air Vapormax for Sale 2017, we offer Cheapest Nike Nike Air Vapormax Shoes ., Nike Air VaporMax (Black/Anthracite) Sneaker Freaker, Nike Air Vapormax em oreo Pale Grey/Sail-Black Release ., Why the atmos x Nike Air Max 1 \"Elephant\" Is Important in 2017, Apr 28, 2017 - The Nike VaporMax . Nike Air Vapormax \"Pale Grey\". Nike Launch DE, Nike Air Vapormax Sale Items 1 - 32 of 42 - First Look: Cheap Nike Air VaporMax em Oreo Peru, Cheap Air Max Shoes for Sale 2017, we offer Cheapest Nike Air Max Shoes Sale Outlet ., Nike Vapormax Flyknit Pure Platinum White Wolf Grey Air Max.\nUnboxing Nike Air Vapormax Black 2017 LovelyBest Video , Cheap Air Max 2017 for Sale 2017, we offer Cheapest Nike Air Max 2017 Shoes Outlet Online for .\nCLOT and Nike are back at it. This time around coming together on the VaporMax. They come in a black, bright crimson and white colorway. Sporting a crimson .\n2 days ago - Nike's Air Max 1 Surfaces in A \"Sail\" And \"Dark Obsidian\" Color Scheme. Nike's Air Max 1 . Expected to make its way over to select Nike retailers in the near future, be sure to check back for future updates. . This time around, Nike has evolve. . Another Look at the Nike Air VaporMax \"Dark Team Red\" .\nMar 21, 2017 - The NikeLab Air VaporMax x Marc Newson releases March 26.\nExplore and buy the Women's Nike Air VaporMax 'Black/Anthracite'. Stay a step ahead of the latest sneaker launches and drops.\nNIKE AIR VAPOR MAX FK/CDG COMME DES GARCONS HOMME ., Apr 18, 2017 - April 27th is going to bring us 3 brand new colorways of the Nike Vapormax.\nNIKE AIR MAX PLUS(?? ?? ???? ?? WOLF GREY/WHITE-BLACK 2010????? . ???? COMME des GARCONS × NIKE AIR VAPORMAX .", "label": "No"} +{"text": "Home Air Ventilation, Ceiling Air Registers Ceiling Registers Ac Open At Ceiling: outstanding ceiling air registers\nPublished at February 13th, 2018 16:51:57 PM by Giordano\nTabbed as baseboard register covers topic or ceiling diffuser topic, air vent covers home depot area of interest also lowes vent covers subject plus decorative ceiling vent covers topic as well as return air grille sizes area of interest, Home Air Ventilation, So don't forget to check out the main article in outstanding ceiling air registers\n© 2018 skepticrant.com. Reproduction without explicit permission is prohibited. All Rights Reserved.", "label": "No"} +{"text": "Initially launched in 1997, Nike Basketball debuted its Foamposite expertise utilizing two completely different fashions, the Air Foamposite One and the Air Foamposite Pro. Whereas the Foamposite One options the 1CENT emblem, the Execs include an added Jewel Swoosh on the perimeters and no Penny branding. Two in style colorways from the previous have been the “Pearl” and “Hyper Cobalt” releases.\nThe Nike Air Foamposite Pro “Parl” was launched solely at Foot Locker’s Home of Hoops in restricted portions again Might 2009. The colorway grew to become in style after Ray Allen wore them within the “He Acquired Recreation” movie again in 1998.\nLaunched again in 2016, the Nike Air Foamposite Pro “Hyper Cobalt” includes a acquainted coloration scheme, one which nods to the Ben Gordon PE colorway from 2004.\nTake a look at each Nike Air Foamposite Execs beneath, and allow us to recognized which was the higher launch by casting your vote beneath.\nNike Air Foamposite Professional “Pearl”\nNike Air Foamposite Professional “Hyper Cobalt”", "label": "No"} +{"text": "Put the search engine for low cost flights created by Bravofly to the test. Search for a low cost flight from Lisbon to any airport in Netherlands. To find the flight from Lisbon to Netherlands that suits you best, we recommend using the flight search filters on the left of the results list. On Bravofly you can take advantage of the flight offers already selected for you which you will find under the search engine. The flight offers we have selected for you are the lowest fares to fly to Netherlands from Lisbon. Buy your airline tickets to Netherlands without a worry in the world. Bravofly uses the best technology to process its customers’ data. Book your trips on Bravofly and sign up for our newsletters to keep up to date with the promotions we have selected for you just in case you feel like going on a trip….\nFind cheap flights to top destinations", "label": "No"} +{"text": "Powerful Double acting slide valve Mamod model stationary engine SP6.\n3 boxes of 20 Mamod steam engine solid fuel tablets\nSP2 Basic Mamod starter model.\n1332D Mamod stationary steam power engine SP2D\n1334 SP4 without dynamo.\nD22 Twin Cylinder Stationary Steam Engine\n1136A Mamod Hammer Accessory. .\n1335 Mamod Stationary Twin Cylinder Steam Engine.\n1136B Mamod Polishing Mop Accessory.\n1335D Twin Cylinder Stationary Mamod Engine SP5D. As above but with a dynamo and a light.", "label": "No"} +{"text": "Please use the flights enquiry form below ONLY if\nyou require a quote for a route which is not covered by our\nbooking engine, require business class seats or you want a flight to Ashgabat. Please do not use this enquiry form if the flight you require\nis ALREADY on our flights\n- We normally do not reply to requests for flights which you can get already get a quote from our booking engine.", "label": "No"} +{"text": "Microsoft Flight Simulator 2020 is an ambitious game, but it doesn't have seriously high requirements for playing on a PC. Welcome to PC Aviator Australia Browse our range of flight controls, boxed software and add-ons for Microsoft Flight Simulator, FSX Steam Edition, Prepar3D (P3Dv4), AeroFly FS2 and X-Plane 11. Ryzen 7 3700X 8-Core 3.6GHz. 512GB (2x256 PCIe M.2 SSD) RAID0. Wenn die Hardware für Berechnung und Darstellung fit für den Flight Simulator ist, geht es an die Steuerung. 1 Game boots as a thin line in the middle of the screen 6 Are My Specs THAT Bad? Posts: 21. 16GB DDR4 2666MHz. Flight simulation software and hardware are designed to install easily and work with a minimum of fuss, and FS enthusiasts range from those still at school to virtual pilots who are long past retirement age and are using computers specifically to enjoy simulated flying. Microsoft Flight Simulator 2020 was never easy on PC hardware. The graphics, sounds, and flight model were very basic compared to what is available today. Discover Flight simulation Train simulation Bus simulation Truck simulation Police simulation Fire Brigade simulation 1 bid. Contact Us. Date Posted: Sep 1 @ 4:38am. Assorted Parts to Complete your Flight Deck . Best flight sticks, yokes, and gear for Microsoft Flight Simulator 2020. Can my PC run Microsoft Flight Simulator 2020. We have everything for your flight sim experience. Component: Current Price: CPU. CH Products Flight Sim Yoke (FSY211U) USB. • Vivid and Detailed Landscapes – Immerse yourself in the vast and beautiful world that is our planet with over 37 thousand airports, 1.5 billion buildings, 2 trillion trees, mountains, roads, rivers and more. Time left 4d 5h left. Many think this gorgeous game needs high-end specs to run, and while PC games always prefer expensive hardware, due to extra processing power, you won’t need a $3,000 desktop to enjoy Flight Simulator 2020. For basic flight sims, Hawx, Hawx 2, Air Combat, etc., a reasonably powerful machine will do just fine; Windows XP or Vista running on a Intel Core 2 Duo 6320 / AMD Athlon X2 4000+ or higher with at least 2GB RAM and a 256MB video card. Assorted Flight Simulator Parts For your own Avionics Panels and Projects. International Shipping Info. These flight simulators, flight simulator instruments and cockpit gauges are used both by training centers worldwide for pilot training (up to EASA FNPT II) and by enthusiastic home cockpit builders. NVIDIA(R) … Microsoft Flight Simulator > PC & Hardware > Topic Details. Logitech G professional-grade flight simulation gear is designed to be fully modular and customizable. PC gaming is alive and well, and set to get a big boost in hardware spending on the heels of Microsoft Flight Simulator, to the tune of $2.6 billion by 2023. Take to the skies and experience the joy of flight in the next generation of Microsoft Flight Simulator. Then, point SmoothTrack toward your PC’s IP address, and you’ll be able to use it in Flight Simulator. Customize a Microsoft Flight Simulator-Ready PC. We create the ultimate simulation experience with the lastest and fastest computers, realistic input devices and surround display systems. C $19.46. Updated 11-26-2020. Throttle engaged. Microsoft’s Flight Simulator 2020 comes out next month, and it’s going to be awesome. I’m stoked to play it. Pre-Owned. Build out your favorite cockpit whether you're a starting novice or an advanced air pilot. Microsoft Flight Simulator 2020 - PC System Requirements Dear Microsoft, I am very excited about purchasing the new Microsoft Flight Simulator 2020 in the future, but first, I need to know some further details about the PC hardware the new Microsoft Flight Simulator 2020 needs for the best smooth performance. Supported graphics hardware To play Flight Simulator X, the computer must meet the minimum system requirements. July 15th, 2020 by JT Hussey. High-performance hardware is key for an optimal Microsoft Flight Simulator experience. For example, “What is the absolute best computer for flight simulator? More discussions. All you need is an AMD Ryzen 3 … Katharine Castle. Microsoft Flight Simulator 2020 wouldn't be the first game to include a top graphics preset exclusively catering to unreleased gaming hardware: Metro Exodus comes with … Time left 14h 45m left. 4.5 out of 5 stars. Simkits produces a complete line of professional flight simulator hardware. From United States. Microsoft Flight Simulator 2020 PC Requirements Are the following PC requirement sufficient to support the new Microsoft Flight Simulator 2020? Microsoft Flight Simulator includes 20 highly detailed planes with unique flight models and 30 hand-crafted airports. 18th August 2020 / 5:45PM. X-Plane is also the only flight simulator that is suitable for both PC and Mac. The Model 2620 Cessna Panel. 17.3\" FHD (1920 x 1080) 144Hz 9ms 300-nits 72% NTSC color gamut with NVIDIA G-SYNC Technology. Click HERE to Check out our Newest Panel. The Brisbane-based flight simulator store. Microsoft Flight Simulator is one of the best simulation games you can play on PC – but there are plenty more. 6 Stuttering Question 6 16GB > 32GB DDR helps a lot! 4 bids. What makes X-Plane 11 better than other software is that it does not carry the ‘burden’ of software from 2006. In meeting the Microsoft Flight Simulator minimum requirements of a Radeon RX 570 or an GeForce GTX 770 GPU you can ensure your flight is free from stuttering or crashing. Tiburon, Calif. – August 20, 2020 - Jon Peddie Research (JPR), the global leader in tracking the hardware spend of gamers, has analyzed the sales impact of the release of Microsoft Flight Simulator 2020. Build out your favorite cockpit whether you're a starting novice or an advanced air pilot. The first popular flight simulator was released for the Apple II computer in 1981 by subLogic Corporation. Best 1440p Price to Performance Microsoft Flight Simulator PC Hardware Component List. X-Force Custom Gaming Computers | X-Plane Partner. Hardware Editor. With the specialization of Claudio (hardware) and Paolo (software) dreams started to become reality: CPflight creates the dimension of flight simulation, with the first MCP RS232 and then with a huge choice of products, sold everywhere in world. Desktop Aviator HOME Page. Flight Simulator Hardware. With the next Microsoft Flight Simulator rendition marking a sizeable visual leap, there's no better time to ensure your PC hits the mark. If you have plans to purchase high-quality flight controls—like a realistic yoke and throttle quadrant—you should explore your options for all-in-one simulators. Take your flight simulation to the next level with the expansive Microsoft Flight Simulator X: Gold Edition. To run Microsoft Flight Simulator on high graphics settings your PC will require at least a 8GB GeForce RTX 2080 / Radeon VII 16GB with a Core i7 … 209 product ratings - Logitech Extreme 3D Pro Joystick J-UK17 X3D Controller PC Flight Simulator. Can your PC handle a simulator like this? Microsoft Flight Simulator X: Steam Edition (FSX: Steam Edition) is functionally similar to the boxed version of Microsoft Flight Simulator X (MSFSX). C $36.33. The budget Microsoft Flight Simulator hardware and joystick setup.", "label": "No"} +{"text": "Developed for Axsys Technologies, a leader in high performance optical and motion control systems, the VU-80 camera system is a dual-field-of-view, short-to-mid-range thermal imaging system ideal for surveillance applications. With an integrated thermal imager, zoom visible camera and precision 360° positioning system, the VU-80 camera system is ready out of the box for plug-and-play operation.\nION’s primary challenge was to design and engineer a new camera housing system to serve as a common container for a number of internal camera designs/ configurations. To withstand the harshest conditions and comply with Mil-STD-810, the housing is fully sealed and protected by a special environmental coating. A steel hood provides the first line of defense from the elements, and an aluminum back plate serves as a heat sink.", "label": "No"} +{"text": "11 July 2015\nCreated page with \"The flagship boarding drones take 1 power not 2 like all the others in the known universe\"\n14 March 2015\nTalk:Slugs Detected Radiation From Your Medical Unit/@firstname.lastname@example.org\nCreated page with \"Wrong Event :-I LOL\"", "label": "No"} +{"text": "This was a project developed for a design agency as a test project for future work together. This was a design challenge for myself and for the client to see what kind of site I could build in a short amount of time.\nI am ready to help you GET NOTICED!\nThank you for reaching out!\nI got your message!\nI will get back to you shortly!\nOops! Something went wrong while submitting the form. Please try again.", "label": "No"} +{"text": "Nike Air Jordan 1 Red Grey Mens Shoesby Shop Mallcn China Wholesale Nike Shoes, Hats, Jerseys, handbag\nNike Air Jordan 1 Red Grey Mens Shoes Item No. : 1389932424 Sales Price : $66.98 Category : Jordan Men Shoes Recommended Features\n- Nike Air Jordan 1 Shoes\n- Cheap Nike Shoes\n- Nike Air Jordan Shoes\n- Jordan 1\n- Cheap Nike Basketball Shoes\nReview on Nike Air Jordan 1 Red Grey Mens ShoesThe first thing which comes in anyones mind while buying a pair of basket ball shoes is Air Jordan Series. Nike produces Jordan shoe every year under the Jordan brand (a name of the legend), as Air Jordan series. Till today there has been twenty five series of Air Jordan starting from Air Jordan l to Air Jordan 2009(XXV). Everyone wants to get their hands on these shoes because of their high rating, never compromise with the quality, comfort and style hence these exact features with Jordan shoes make them so unique and are desired by everyone. Air Jordan shoes are innovators in technology in the industry. The designing of the shoe is done to bring in air to the soles that gives comfort that everyone is looking for latest ones adjustable pump is featured enabling the wearer to adjust it accordingly.\nWelcome to subscribe our youtube channel(SportSyTb) to watch the upcoming new nike shoes videos. We update frequently.\nRelated to Nike Air Jordan 1 Red Grey Mens Shoes\n*SportsYTB.Net* Nike Air Jordan 11 Retro Basketball Shoes\nhttp://www.sportsytb.net/Nike-Jordan-11-Shoes-Mens-036-p16978.html *SportsYTB.Net* Nike Air Jordan 11 Retro Basketball Shoes Shop by Category Footwear Nike L...\nCreated on Feb 12th 2014 22:24. Viewed 1,014 times.\nNo comment, be the first to comment.", "label": "No"} +{"text": "Personal loans Dover Air Force Base are cash you’re taking out from finance institutions like banks, credit unions, and online lenders according to numerous repayment durations and consistent monthly installments. In many cases, it deals with unsecured personal loans in Dover Air Force Base Delaware. This means no irritating demands to pay collateral or borrow cash against your house, securities, or discounts.\nPersonal loans Dover Air Force Base DE happen to be significant for the array that is wide of, from around $1,000 to $100,000. Additionally, those seeking advantageous small personal loans Dover Air Force Base DE to borrow for the little while may request $100-$1,000 installment credits. Regarding interest rates, they presently consist of about 6% to 36%. Whether you’re taking on small or big bucks, a certain duration is actually between 1 and 7 years. And many personal loan companies in Dover Air Force Base Delaware let large volumes for 12 years. This deals happen to be related after they arrive at houses that are buying getting school scientific studies.\nIn order to comprehend just how Dover Air Force Base finance loans personal services work, expertise in his or her basic factors happens to be suggested\nPersonal loans Dover Air Force Base Delaware charge clients a set annual percentage rate (APR) regarding the sum lent (principal). The interest rate is special because clients’ creditworthiness, sales, and various details matter. The percentage that is final by personal loan companies in Dover Air Force Base displays how much money interest consumers pay until they nearby the offer.\nThe best personal loans in Dover Air Force Base allow people to return cash in corrected payments that are monthly until loans expire. This repayments cover the principal as well as the interest. Many client-friendly personal loan companies Dover Air Force Base DE let borrowers to lower their loan prices through additional repayments and much larger installments additionally accessible on demand. No ahead of time repayment charges.\nIt’s about terms that vary depending on lenders’ policies and users’ wishes. As being a rule, small personal loans Dover Air Force Base bad credit are for sale to short periods.\nNote that some hard money lenders for personal loans Dover Air Force Base DE charge initial origin fees on top of the principal. Though, the best employees present free of cost services.\nHow to Obtain a Good Money Personal Loan Dover Air Force Base\nOne will conveniently be eligible for unsecured personal loans Dover Air Force Base DE, emergency assistants, secured discounts, credit-build offers, and loans to Finance projects that are large buys. Furthermore, we will have the ability to consolidate debts, organize expensive functions, even purchase business and self-development. Those who decide to sign up for American loans personal in Dover Air Force Base DE must evaluate making the steps that are following\n- Look into the provides in the market and examine terms to select provides with sensible rates with zero preliminary fees.\n- Obtain a few quotes to brew a great decision and collect pre-approval.\n- To make certain the reputation and legitimacy, verify the personal loan agency Dover Air Force Base DE you might have chosen.\n- See whether personal loans Dover Air Force Base DE no credit check are on present. If you are not, proceed or make your best effort to enhance your credit score. And if your credit Report is okay, you shall use the best Dover Air Force Base Delaware unsecured personal loans for fair credit And offers for excellent and good scores.\n- Distribute the papers that are necessary the service provider. The couple of records generally contains your own government-issued ID, earnings evidence, and proof your own valid mail address. They’re imperative to allow lender verify your own identification, age, citizenship, and solvency.\n- Get instant approval and receive money in the energetic bank account from the same day.\n- Withdraw cash through the nearby ATM or usage cards to pay for services and products you wish to invest in.\nNumerous people attempt to collect interest free personal loans Dover Air Force Base. However, they don’t really exist by itself. Instead, you can require an elegance duration to prevent standard. Besides, some banks that offer personal loans in Dover Air Force Base allow interest-free overdraft.\nRegulations for Personal Loans in Dover Air Force Base Area\nBanks with low interest personal loans in Dover Air Force Base and licensed online lenders operate in the law. Government and local authorities allow this credit type, managing its interest rates, optimum fees, and repayment blueprints. They observe lenders to protect consumers from predatory practices that really help people avoid rounds of debt.\nThe best personal loan lenders in Dover Air Force Base always stick to the law. They feature legal arrangements and accurately estimate rates, Presenting reports that are clear. No conditions and terms and invisible fees. Their customers are always aware about rates and payments that are regular.\nWhy should you Consider our website to find the best personal loan agency Dover Air Force Base?\nAre you currently fearful of blunders, decreasing behind on payments, or obtaining bound to large interest rates? Would you like to purchase a quotation through the most useful personal loan lender Dover Air Force Base DE? Our website will be the best source for information to realize all of your targets. This is what we shall get a hold of for this platform\n- Neutral critiques and recommendations that are professional.\n- Current improvements of credit market development and styles.\n- Helpful information about techniques of obtaining the best local Dover Air Force Base personal loan.\n- Crystal clear guidelines and hint on the range that is wide of issues.\nWith our website, You shall recognize where you should receive money in move forward and keep your finances. You will discover choices from qualified finance industry experts assure cooperation with deserving online lending services and banks personal loans Dover Air Force Base. Our website gifts merely legit credit online sites and organizations.\nFrequently Asked Questions\nAre Unsecured Personal Installment Loans in Dover Air Force Base Good?\nDover Air Force Base personal loan lenders are great for liable borrowers that know what they need and realize their particular amount of solvency. Contained in this full instance, profit progress assists men and women address different monetary issues and make the necessary acquisitions for a lifetime improvement. At the same time, circumstances could possibly get beyond control than you can repay if you borrow more.\nHow to Get Personal Loans With ITIN Number in Dover Air Force Base?\nThe ITIN Dover Air Force Base personal loan with no bank account is pertinent if you are a immigrant without SSN and cannot access many services that are financial. Ergo, loan providers provide ITIN lending systems for non-US citizens. That way, visa-holders may rely on automotive and RV loans, collect credit cards, and revel in cash to protect expenses that are various.\nHow Many Outstanding Personal Loans for Bad Credit in Dover Air Force Base Delaware Can I Have?\nThe law and lenders do not fix limits on guaranteed approval personal loans Dover Air Force Base DE. Hence, you may take out several credits from your same lender or several various providers as long as they approve your very own ask. Nevertheless, it's not at all an idea that is good we lower your income-debt percentage and might fail to payback so many installments one month.\nWhere Can I Get a Personal Loan in Dover Air Force Base?\nYou are able to sign up for a huge or perhaps a small personal loan Dover Air Force Base because of your bank, credit union, or online lenders. The best decision is dependent on your credit record quality, the sum you need, while the repayment term. As an example, the bank plus the credit union will probably present a personal loan fair credit Dover Air Force Base or will require a excellent or good credit score. And just direct online lenders approve personal loans in Dover Air Force Base DE with bad credit.\nWhich Bank Gives Personal Loan in Dover Air Force Base Delaware?\nPersonal loans community banks Dover Air Force Base and larger banks cooperate with individuals and businesses that are small finance their requirements for choosing goods, solutions, and improvement. Most banks work with their clients and check credit scores before agreement. Very, kindly check your credit report and build up your rating before getting money in move forward.\nWho Is the Best Personal Loan Company in Dover Air Force Base?\nThere are several personal loans direct lenders serving Dover Air Force Base citizens along with their requirements for extra cash. The very best organization supplies the cheapest conceivable rates for long-run huge loans and short-term personal micro loans Dover Air Force Base. Besides, look at service providers with very obtainable supplies dependent on reasonable requirements as well as the possible opportunity to pre-qualify.\nWho Makes Personal Loans in Dover Air Force Base Area?\nDifferent fintech organizations supply secured and unsecured personal loans Dover Air Force Base. The number of provides on the market roll-over, making a choice of the operator that is right. Thus. It could help so long as you thought to be evaluations and rates on our website to avoid firms that are predatory loan pro players that wreck buyers' costs by obtaining them into cash pits.", "label": "No"} +{"text": "Jonathon Gruenke / Daily Press\nFairlead Integrated waterfront operations director Jeremy Jeffreys stands in front of landing craft utility boat in the shipyard Friday June 22, 2018. Fairlead Integrated is breaking ground to build a fabrication platen, a blast and paint facility and a repair and fabrication facility. The expansion will allow it to handle commercial work as well as overflow from Newport News Shipbuilding.\nSEE MORE GALLERIES", "label": "No"} +{"text": "Where the blue planes fly\nWedding Photographer in Il Grande Prato, Florence\nOne day a small blue airplane meets another small airplane as it flies high into the sky.\nThey start to do a little bit of road together, next to each other till they discover that it is much nicer to fly in company.\nSo after a while flying together they realize not only that it’s really fun but they will never ever want to fly alone again.\nThey decide that they will always fly like this one next to the other and so they walk further and further away.\nThese is the story of two little airplanes…\nI asked the girls why there were so many paper planes drawn everywhere and they replied that since they met this is what they most love to do, travel together because the world seems more complete if you look at it with someone besides you.\nThis is how I will always think about them, together as they visit lands far away, speaking different languages under different skies.\nAnd how I will remember this little paper airplane that follows the wind, the same wind that today brought us rain and tomorrow…who knows.\nClick on the image below to watch the video slide\nSpecial thanks to the venue Il Grande Prato, Tuscany", "label": "No"} +{"text": "It looks like Nike is looking to expand it’s horizons this Spring season with another colorway of the Air Max 90. The popular runner will make a return in the subtle “Sail” color scheme which made an appearance on the Air Max 98 earlier this year.\nThis tonal color theme of the Nike Air Max 90 will consist of Cream leather and snakeskin leather on the uppers. A classic Air max 90 midsole and waffle bottoms wrap up this design.\nThe Nike Air Max 90 “Sail Snakeskin” is now available for purchase at select retailers such as Feature. This Spring friendly iteration of the Air Max 90 will retail at the $130 USD price point. Scroll down to get a detailed look.\nNike Air Max 90 Premium\nColor: Sail/Sail Sepia-Stone White\nStyle Number: 700155-102", "label": "No"} +{"text": "This is the Anthem Model 155 Airbrush Deluxe Set from Badger.\n- Dual action, internal mix, siphon (bottom) feed.\n- Two angle needle tip precisely mates with the Anthems cone shaped nozzle enabling a single needle/nozzle configuration to spray virtually any desired material.\n- Body design provides exacting balance and long term user comfort.\n- Flawless performance in the most rigorous of production air brushing environments.\n- Single needle/nozzle sprays pencil lines to 3\" (76mm) spray pattern.\n- Easy maintenance and cleaning.\n- Finger tight assembly tolerances.\n- Excellent for multiple applications for novice to advanced air brushers.\n- Comfortable, adjustable trigger cushion.\n- Lifetime warranty on labor and seals.\n- One Anthem Model 155 Airbrush with All Purpose Nozzle/Needle\n- Attachable Jar\n- Two Additional Jars with Covers\n- Braided Air Hose with Varying Air Source Fitting\n- One 1/4oz (7ml) Color Cup\n- Trigger Pad\n- Protective Cap\n- Instruction Manual\nAir Regulated Compressor -or- Propellant\n- PSI: 20 to 50 lbs.\n- Power requirements: at least 1/12 horsepower compressor.\nUsed with permission, copyright 2017 Tower Hobbies, Inc. Copyright 2017 Brey Corp. t/a Hobby Works.", "label": "No"} +{"text": "Asked by: Carles Boirooasked in category: General Last Updated: 19th February, 2020\nWhat is the best air fryer for a family?\n- Our Pick: Philips Avance XL Digital Air Fryer – 3.5qt.\n- Suitable for Husband, Wife and 2 Children: Philips Avance Turbostar Air Fryer – 2.75qt.\n- Secura 1500-Watt Air Fryer – 3.4Qt.\n- Cuisinart TOA-65 Air Fryer.\n- Bella 2.6-Quart Air Convection Fryer – 2.6Qt.\nClick to see full answer.\nKeeping this in view, what is the best air fryer for a family of 4?\nIf you are in the market for the best overall air fryer for a family of 4, then the GoWISE USA 5.8-Quart Air Fryer is going to be your best bet. It has a large temperature range, is easy to clean, and has a large enough capacity to cook pretty much any meal you and your family could desire.\nAlso Know, which brand of air fryer is the best? Here are the best air fryers ranked, in order:\n- Philips Airfryer XXL.\n- Cuisinart Compact AirFryer.\n- Cuisinart Airfryer Toaster Oven.\n- Ninja Air Fryer.\n- Ninja Foodi.\n- Dash Compact Air Fryer.\n- Breville Smart Oven Air.\n- GoWise 8-in-1 Air Fryer XL 5.9 Qt.\nThen, what is the best air fryer 2019?\n8 Best Air Fryers Of 2019\n- Philips HD9641/96. Amazon.\n- Cuisinart AFR-25 Air Fryer. Amazon.\n- Ninja OP301 Pressure Cooker. Amazon.\n- T-fal Multi ActiFry. Amazon.\n- Instant Vortex Plus. Amazon.\n- GoWISE USA Digital Air Fryer. Amazon.\n- Avalon Bay Air Fryer. amazon.\n- Breville BOV900BSS Convection and Air Fry Smart Oven Air. Amazon.\nWhat are the disadvantages of air fryer?\nDisadvantages of an Air Fryer\n- Longer cooking times. The cooking time in an air fryer is slower and takes more than double the time than in conventional frying.\n- High risk of burnt food.\n- Quick to dry out.\n- Development of Acryl Amide.\n- Mammoth size.\n- Little expensive.", "label": "No"} +{"text": "Around is a savvy team from Latin America creating the coolest network of workspaces. We turn\nunderutilized office space into high-quality workspaces for fast-growing teams. (Here’s us!)\nWe’re looking for a Front-end Dev to help us build our tech infrastructure and launch new products. You’ll join this rocket flying to the moon and we expect you to be full-life on this adventure with us.\nTemporalmente remoto por COVID-19\nEl trabajo es remoto sólo durante las restricciones sanitarias por COVID-19.", "label": "No"} +{"text": "Dillon, I am sure there are many Air Force guys and gals on here that can give you a better understanding of the Air Force. The military isn't for everyone, and in the end, you are the one that will have to make the decision. Best of luck to you!!\nK&N series 63 CAI - 22\" Magnaflow muffler - MyGiG Lockpick V.4 - Rhino spray in bedliner - Truxedo LoPro tonneau cover - front and rear view cameras - side steps - tow hooks - skid plates - slush mats", "label": "No"} +{"text": "- Broadspire Lexington KY po box 14351 - best melding ffxiv crafting gear patrician - reciver star max super x100 - 2014 dodge challenger r/t strip kits - login dreambox com/palmle - affordable care act and income guidelines - NTV Mir biss - Frances Burt Case - nerium skin cream side effects - fast awanas grand prix cars -\nEngine top plate for predator 212cc: go kart parts: racing, This aluminum top plate is designed for the harbor freight predator 212 cc engine. hook ups for a throttle linkage ; pre-drilled holes for the fuel pump. Predator engine parts | ebay - electronics, cars, fashion, Find great deals on ebay for predator engine parts and clone header. shop with confidence.. Predator 212cc | ebay - electronics, cars, fashion, Find great deals on ebay for predator 212cc and 6.5 hp engine. shop with confidence..\nResults for stock oem engine parts:predator 212cc, Search results. found 61 product(s) for stock oem engine parts:predator 212cc (1-61 of 61). Predator 212 engine gokart, minibike - gokarts usa, Predator 212 engine for gokart or minibike. also, honda gx160 gx200 and clone engines for gokarts and minibikes. lawn mower or utility engines can cause unwanted. 212cc 6.5 hp engine for go-karts & dune buggies (predator, Order the 212cc 6.5 hp engine for go-karts & dune buggies predator from monster scooter parts, and know you are getting quality scooter parts at a great price..\nPredator 212 engine 6.5 hp (212cc) ohv horizontal shaft, View predator: you can buy the predator engine on this page the parts shown below all fit the predator predator 212 engine 6.5 hp (212cc) ohv horizontal shaft gas engine. Engine, clone 6.5 (212), predator - nr racing, 212 cc predator gas-saving overhead valves for cooler, cleaner performance and longer life. horizontal shaft makes this an ideal all-purpose replacement engine.. Aftermarket predator parts - mini bike & go kart parts, These are harbor freight predator engine performance and aftermarket parts. many parts for the honda clone fit the predator as well so please look in our clone.", "label": "No"} +{"text": "For sale here is a Hardy Ultralite 8000DD fly reel for a 8/9 weight line. Right or left hand retrieve. The reel is in near mint, barely used condition with original Hardy reel pouch, box and paperwork.\nThe Ultralite DD range of fly reels infuses the legendary strength of Hardy fly reel design into an ultra large arbour, lightweight design that is both supremely practical and aesthetically stunning.\nStrong yet lightweight design\nReel back up-screwed through frame for maximum security", "label": "No"} +{"text": "This Monarch was flying around a parking lot, occasionally feeding on the very meager flower options. (The photo makes it look like it's lying on the ground but it was just flying low to the ground.) I have a better photo, and it's clearly a male, but since I could only upload one photo this one shows it in the habitat.) We had also seen a monarch fly by us an hour earlier and .36 miles north (at 41.91805278/-69.97287500) but since it was heading south (and given the late time of year) we assume it was the same one so not reporting it separately.\nLatitude: 41.9 Longitude: -70\nObserved by: Marilyn\nThe observer's e-mail address will not be disclosed.\nContact will be made through a web-based form.", "label": "No"} +{"text": "Senior Project Manager Resume Summary Amazing Stocks Professional Services Project Manager Resume\nSenior Project Manager Sample Resume Professional Summary 25 unique Project manager resume ideas on Pinterest Best 25 Project manager resume ideas on Pinterest Technical Project Manager Resume Examples – Free to Try Senior Project Manager Resume 1 Senior Business Analyst Program Manager Resume.\nThis kind of photos (Senior Project Manager Resume Summary Amazing Stocks Professional Services Project Manager Resume) earlier mentioned is identified together with:\nsenior projektleiter logistik schweiz, senior projektleiter energietechnik, senior project manager swr udo fettig, senior project manager wiki, senior project manager it retail in motion, senior project manager aufgaben, senior projektingenieur, senior project engineer visitenkarte, senior project manager, senior project controller jobs ch,\nIf you pleased this post, then please share with your friends. Because sharing is caring.", "label": "No"} +{"text": "The initial briefing from Toyota / Aspect Packaging to Visy Board was to increase the number of Bumpe rBar boxes being packed into export containers. The original packaging did not utilise internal of external pckaging space to its full potential, consequently wasting packaging materials and supply chain efficiencies. Visy is committed to specific actions to improve the lifecycle management of packaging in Australia.\nRectangular shaeped corrugaed cardboard container. This container could pack four per pallet (Two Height).\nTne VPAC Bumper Corrugated Container is uniquely shaped to fit the form of a Bumper Bar without compromising safety or strength. The VPAC can now stack 10 per pallet (five high) This equals a 60% greater container utilisation, reducing environmental impacts though freight, air emissiomns and hadling. There is zero shipping (where sections of the box are shipped out during manufacture, creating material waster). The VPAC Container is 100% recycleable and made from papers from Visy sustainable kraft pulp and paper mill in Tumut, NSW.\nHistory of The Day\nTwo people were taken to Pensacola Naval Hospital for evaluation after landing an Air Force Beechcraft T-6 Texan II with the landing gear up. The names of the two crew members were not released after the 1300 hrs. incident, Pensacola Naval Air Station Public Affairs Officer Harry White said. Both people safely exited the plane, which landed at Forrest Sherman Field at the air station, White said. The aircraft and crew are assigned to the U.S. Air Force's 455th Flying Training Squadron at NAS Pensacola. The incident is being investigated by a board of officers, a NAS Pensacola news release said. - 20th November 2010", "label": "No"} +{"text": "The Cholamandal Centre for Contemporary Art will be a standing exhibition\ncomprising of personal contributions from artists of the 'Madras Movement', to be\ndisplayed in the K.C.S.Paniker Museum in its two wings - the D.P.Agarwal wing and\nthe Rasika Kothari wing. An international sculpture garden surrounds the main\nAdditionally, two commercial galleries, Labernum - H.K.Kejriwal wing and Indigo - the Tulsyan wing, an art book shop, a craft shop and an exotic cafeteria are some of the facilities that would be available.", "label": "No"} +{"text": "Cheap Flights from Monterrey to Tapachula, MX, Mexico - MTY to TAP\nPopular flights from Monterrey to Tapachula\nWe’ve got the inside scoop on finding the best time to fly for the best price. Not sure when to travel for your next vacation? Find details below on when-to-fly and when-to-buy.\nWhen Can I Buy the Cheapest Flight from Monterrey to Tapachula (MTY to TAP)?\nAirlines can adjust prices for plane tickets from Monterrey to Tapachula based on the day and time that you decide to book your flight. We have collected data from all airlines, and have discovered that the best days to book flights are Tuesdays, Wednesdays, and Saturdays. Read our article to find more information about the best time to buy airline tickets.\nRound Trip vs One Way Flights from Monterrey to Tapachula (MTY to TAP)\nWe have found that there is often no price difference between buying a round trip flight versus a one way flight. Increased flexibility is the main benefit when it comes to buying a one way flight from Monterrey to Tapachula. However, booking a round trip flight can be a simpler process. You can compare round trip and one way flights by using our flight comparison.\nThe average price for one way flights from Monterrey to Tapachula is MXN3,069.\nThe average price for round trip flights from Monterrey to Tapachula is MXN6,534.\nAirlines Flying from Monterrey to Tapachula (MTY to TAP)\nBelow are the different airlines that fly from Monterrey to Tapachula with the average price of their plane tickets. Just remember that different airlines offer different levels of comfort and service, so consider convenience when choosing your airline.\nBelow is the full flight schedule summary of the next 30 days for flights from Monterrey to Tapachula.\nFarecompare Research Tools\nCheap Domestic Flights to Tapachula - TAP\n|Dallas - Ft Worth to Corpus Christi||American, United||MXN4,293|\n|New York to Ontario||American, Alaska, United||MXN4,689|\n|Delhi to Pune||IndiGo, Jet Airways, Air India, GoAir, Air Mali, SpiceJet, KLM*||MXN1,879|\n|Atlanta to Norfolk||American, United||MXN3,431|\n|Atlanta to Atlantic City||Check Dates|\nCheap International Flights to Tapachula - TAP\n|Los Angeles to Tapachula||American, AeroMexico, Alaska, United, Virgin America, Volaris||MXN10,533|\n|New York to Tapachula||American, AeroMexico, Alaska, United||MXN12,412|\n|Mumbai to Seattle||Jet Airways, American, Air India, Alaska, JetBlue, United, KLM*, Great Lakes||MXN15,980|\n|Bangkok to Nagoya||Etihad, Jetstar Japan, JAL, Peach, All Nippon, Bangkok, Thai, Mesaba||MXN8,637|\n|Adelaide to Kuala Lumpur||AirAsia X, Jetstar, Malaysia, Malindo, Qantas, Tigerair, Virgin Australia||MXN9,430|\n|London to Agadir||Aegean, Air Berlin, Air France, Royal Air Maroc, Alitalia, British Airways, Condor, Ryanair, NIKI, transavia.com, Iberia, KLM, Luxair, Lufthansa, LOT, Czech, Austrian, SAS, Brussels, Jetairfly, Tap Portugal, easyJet, Air Europa, TUIfly, Monarch||MXN6,206|\n|San Francisco to Auckland||American, Alaska, Hawaiian, Air New Zealand, United, Virgin America, Island Air||MXN14,705|\n|Singapore to Busan||Jetstar Asia, Air Busan, Korean, SilkAir, Asiana, Singapore, Tigerair, Scoot, Eastar Jet||MXN9,447|\n|New York to Abu Dhabi||American, Emirates, Etihad, United||MXN13,532|\n|Singapore to Oslo||Norwegian Shuttle, SilkAir, Singapore, Wideroe||MXN16,653|\n|New York to Guadalajara||Interjet, American, AeroMexico, Alaska, JetBlue, United, Aeromar, Virgin America, Volaris||MXN8,171|\n|Los Angeles to Kathmandu||American, Alaska, Nepal, United||MXN40,458|\n|London to Nassau||Air Berlin, Air France, Finnair, Alitalia, British Airways, Condor, Aer Lingus, Iberia, KLM, Lufthansa, LOT, Thomas Cook, Czech, Austrian, SAS, Brussels, Tap Portugal, Bahamasair, Air Europa, Virgin Atlantic, FlexFlight||MXN14,894|\n|Manila to Melbourne||Cebu Pacific, Jetstar, Philippine, Qantas, Virgin Australia||MXN9,688|\n|Paris to Bilbao||Germanwings, Air Berlin, Air France, Finnair, Alitalia, British Airways, Flybe, BMI Regional, Aer Lingus, Eurowings, Ryanair, Iberia, Meridiana, KLM, Luxair, Lufthansa, LOT, Czech, Austrian, SmartWings, TAROM, SATA, SAS, Brussels, Transavia, Tap Portugal, easyJet, Air Europa, Volotea, Vueling||MXN2,121|\n|London to Pula||Germanwings, Aegean, Air Berlin, Air France, Finnair, Alitalia, British Airways, BMI Regional, airBaltic, Norwegian Air, Aer Lingus, Eurowings, Ryanair, Iberia, Adria, KLM, Luxair, Lufthansa, Jet2, Thomas Cook, Czech, Austrian, Croatia, SAS, Brussels, easyJet, Vueling, Monarch||MXN1,948|\n|Tokyo to Dhaka||Biman, Jetstar Japan, JAL, Vanilla, All Nippon||MXN15,394|\n|Melbourne to Seattle||American, Alaska, Hawaiian, Jetstar, Qantas, United, Virgin Australia, Virgin America||MXN16,739|\n|Kuala Lumpur to Surabaya||AirAsia, Garuda, Lion Air, Malaysia, Malindo, AirAsia Indonesia, SkyStar||MXN2,207|\n|Melbourne to Denver||American, Hawaiian, Jetstar, Qantas, United, Virgin Australia||MXN17,773|\n|Singapore to Haikou||Jetstar Asia, Sichuan, Air China, China Southern, Hainan, Xiamen, SilkAir, China Eastern, Shandong, Singapore, Tigerair, Scoot, Xinhua, Shenzhen||MXN3,069|\n|Bangkok to Christchurch||Air New Zealand, Bangkok, Thai||MXN38,373|\n|London to Albuquerque||American, Air Berlin, Air France, Alaska, Finnair, Alitalia, JetBlue, British Airways, Aer Lingus, Iberia, Meridiana, KLM, Lufthansa, Austrian, Brussels, United, Virgin Atlantic||MXN18,204|\n|New York to Pristina||American, United||MXN12,446|\n|Amsterdam to Auckland||Air Berlin, Air France, Finnair, Alitalia, British Airways, Aer Lingus, Iberia, KLM, Lufthansa, LOT, Air New Zealand, Czech, Austrian, SAS, Tap Portugal, Virgin Atlantic||MXN20,824|", "label": "No"} +{"text": "▮checking and distinguishing the type of the manufactured parts\nWe offer to design and implement:\nThe video control system\nintended to check and distinguish the type of the manufactured parts. An example of such application is video analysis of the type of parts attached manually by the operator and automatic machine changeover to ensure production dedicated for the given type.\nIn-process video control\nThe examples of such applications are: correct label application control system, proper assembly control, correct product expiry date printing using OCR; label position control; correct assembly control station.\nto detect the presence and check the position of the part. An example of such application is video control of the part on the conveyor and cooperation with the industrial robot.\nPost-process video control.\nFor example: the final station of the assembly line can be the assembly quality and completeness control station, connected with the automatic defective parts rejection system.", "label": "No"} +{"text": "Originally Posted by Old Dude\nOkay, here's what I have so far (including a couple of \"mailed-in\" applications):\n5. Pat Bowlen\n... that's a good start ...\nWow, I'm first on the list! Please don't let that mean I'm the first to get booted off!", "label": "No"} +{"text": "Cheap Air Max 95, Dusted Clay Colors The Latest Nike Air Max 95 , Cheap Nike Air Max 95 Sneakers for Sale 2017, Welcome to buy cheap Air Max 95 Online. we offer Cheapest Authentic Real Nike Air Max 95 Running Shoes Outlet Online, Sep 28, 2017 - Today we take a look at the official images of the Nike Air Max 95 Bordeaux. Although this colorway of the AM95 has not been given a release . Cheapest Air Max 95 Sale for Mens Womens and Runners, Top quality Fake Replica Nike Air Max 95 Wholesale from China, enjoy more 58% discount off here, and get free shipping with Nike originals box. Sep 28, 2017 - The Nike Air Max 95 Port Wine (Style Code: 307960-602) comes dressed in Port Wine, Bordeaux and White that includes 3M Reflective .\nProducts 1 - 18 of 18 - Nike Air VaporMax Colors. Cheap Nike Air Vapormax, NikeLab Air Vapormax Flyknit (849558-006) . Parfums · CDG Shirt Forever · View All ., Binary Blue Covers The Latest Nike Air Max 95 Ultra Essential , nike roshe black kid air yeezy 2 price nike free run purple orange nike air max 90 floral air max red grey nike air max 95 blue and black nike air max 90 green ., The Nike Air Max 95 Ultra Jacquard Men's Shoe updates the original with a lightweight woven upper for a sleek, modern look and breathability. Flywire cables ., cheap max 95 DrTaxGuy, Buy and sell Air Max on StockX, the live marketplace for authentic Air Max and your . Air Max 95. Metallic Gold. LOWEST ASK. $174. # of Sales: 7. Air Max 1 Nike Air Max 95 \"Skulls\", Nike Air Max 95 Sale Nike Air Max 95 iD. Women's Shoe. $200. 1 Color. Nike Air Max 1 Ultra 2.0 SI. Women's Shoe. $135. 1 Color. Nike Air Max 1 Lux x London Cloth Company., Nike Air Max 95 Sneakerboots Men's Casual .\n★★★★★ 749 customer reviews| 714 answered questions\nMar 14, 2017 - On-feet look at the Nike Air Max 95 in Triple White that is expected to release for the Summer of 2017., Binary Blue Covers The Latest Nike Air Max 95 Ultra Essential , Nike VaporMax Midnight Navy 849558 400, Cheap Air Vapormax Shoes, . years, Nike's patented Air technology has evolved and been manufactured within the ..\n★★★★★ 580 customer reviews| 221 answered questions\nIt's almost time for the release of the nike vapormax, I'm here give you a little insight on what to expect and a ., Nike Vapormax Triple Black 849558 007 849557 ., Cheapest Air Max Shoes Nike Air Max 90 Ultra 2.0 Essential. Men's Shoe. 0,795. Nike Air Max 90 Ultra 2.0 Flyknit. Men's Shoe. 4,995. Nike Air Max 90 Ultra 2.0 Flyknit. Men's Shoe..\n★★★★★ 309 customer reviews| 848 answered questions\nJun 29, 2017 - The Nike Air Vapormax Flyknit Triple Black 849558-007 releases in the UK & Europe on the 22th June 2017 from the following stockists., Women's Air Max 95 Shoes. Nike, An On-Feet Look At The Nike Air Max 95 Ultra Jacquard Black . The Nike Air Max 95 Ultra Jacquard . nike air max 87 wine red running in nike air max nike air ..\n★★★★★ 056 customer reviews| 757 answered questions\nAir Max Thea Women Odkryj niesamowite buty sportowe Nike Air Max 95 na stronie Nike.pl. Poznaj możliwości różnych modeli Nike Air Max 95 i zamów je online już dziś., Binary Blue Covers The Latest Nike Air Max 95 Ultra Essential .\n★★★★★ 551 customer reviews| 157 answered questions\nBinary Blue Covers The Latest Nike Air Max 95 Ultra Essential , Cheap Nike Air Max 95 Nice Kicks Narkoskliniken.\n★★★★★ 755 customer reviews| 351 answered questions\nnike air max 95 on feet. An On-Feet Look At The Nike Air Max 95 Ultra Jacquard Black . The Nike Air Max 95 Ultra Jacquard is a great shoe for the Summer ., Nike Air Max 95. Nike air max off cheap nike air max shoes.The nike air max is one of the most innovative shoes in the air max family.Nike air max black friday ., Binary Blue Covers The Latest Nike Air Max 95 Ultra Essential .\n★★★★★ 959 customer reviews| 555 answered questions\nSep 28, 2017 - Nike's Air Max 95 \"Bordeaux\" Is Sweet Like Fine Wine: Nike has been on a roll releasing the Air Max 1 Premium, Air Max 90 Premium, Air Max ., 87 NIKE AIR MAX 95 \"Multicolor Pony Hair\" Review/on feet.\n★★★★★ 153 customer reviews| 751 answered questions\nCargo Khaki Lands On The Latest Nike Air Max 95 Ultra Essential , Jun 22, 2017 - Releasing alongside the Nike Air Max 97, Nike Sportswear will also be debuting a matching Nike Air Max 95 White Snakeskin. Its latest version ..\n★★★★★ 356 customer reviews| 154 answered questions\n15 hours ago - Nike continue sur sa lancée en nous proposant une nouvelle Air Max 95 Premium pour la saison automne/hiver sous un coloris \"Baroque ., Binary Blue Covers The Latest Nike Air Max 95 Ultra Essential , Rock a sneaker icon with a pair of men's Air Max 95 Shoes from Nike.com. Shop multiple colors and enjoy free shipping and returns with NikePlus., May 4, 2017 - The Nike Air Max 95 Metallic Gold is showcased in its official images and it's set to drop at select Nike stores on $160..\n★★★★★ 750 customer reviews| 338 answered questions\n4 hours ago - nike air max 95. nike air max bw ultra zapatillas nike air max hombre 2015 zapatilla nike air max 2017 hombre nike air max sneakers nike air ., Binary Blue Covers The Latest Nike Air Max 95 Ultra Essential , Una nike air max 95 essential de las cosas que m s llama la atenci n del barrio es su diversidad gastron mica. En la misma calle de Lavapi s, junto a la plaza ., Wholesale Flyknit Air Max Free shipping and returns on For Women Nike Air Max at Nordstrom.com. . Nike Air Max 95 SD Sneaker (Women). $170.00. Nike Air Max Thea Sneaker ., Binary Blue Covers The Latest Nike Air Max 95 Ultra Essential .\n★★★★★ 934 customer reviews| 532 answered questions\nnike air max mid nike roshe kids trainers air max flyknit black air max 2017 grey nike roshe women nike roshe purple white mens roshe flyknit nike air max 95 ., Gear Shout Nike VaporMax for COMME des GARÇONS. May 8, 2017 - Nike Air Vapormax Glacier Blue Release Date Main 849558-404 . Nike KD X 10 Oreo ..", "label": "No"} +{"text": "302b and 308b, air die grinderparts information author ingersoll rand subject parts information keywords 302b and 308b, air die grinder, 48483655, parts information created date 9242014 92845 am.\nAir die grinder product information manual 48483697. manuals can be downloaded from ingersollrandproducts.com. title parts information5102max and 5108max, air die grinder author ingersoll rand subject 5102max and 5108max, air die grinder keywords 5102max and 5108max, air die grinder, parts information, 48483671, ed4.\nBuy die grinder air air die grinder right angle pencil die grinder 20 npt 61016 online from napa auto parts stores. get deals on automotive parts, truck parts and more.\nDescription. the new 0.34hp jat415 14 right angle composite die grinder features the most powerful motor in its class, lightweight composite and market leading vibration reduction measures in place. we even put an advanced easy release safety lever to keep you safe while making it easy to get started onob.\nDescription. the new 0.34hp jat419 14 straight composite die grinder features the most powerful motor in its class, lightweight composite and market leading vibration reduction measures in place. we even put an advanced easy release safety lever to keep you safe while making it easy to get started onob.\nDynabrade air die grinder muffler assembly. dynabrade. air die grinder muffler assembly. write the first review. msc part 06467005. mfr part 94520. price 128.38 ea.\nFind many great new amp used options and get the best deals for right angle die grinder air pneumatic polisher cleaning inch cut off cutting at the best online prices at ebay! free shipping for many products!\nParts information manual, air grinder, die grinder and sander, g2 series angle author igersoll rand company subject parts information manual, air grinder, die grinder and sander, g2 series angle keywords parts information manual, air grinder, die grinder and sander, g2 series angle, 04581237ed5 created date 9192008 104309 am.\nPneumatic grinders. usingneumatic grinder is the prime choice for heavyduty industries, such as oil and gas companies, forges and foundries, refineries, and more. also known as air grinders, offer increased durability, efficiency, safety, and reduced labor costs, making them an excellent investment.\nThe dynabrade air die grinder, air finishing sander motor tuneup kit use with 51134, 53501, 53502, 53510, 53511 can be found within the power grinder, buffer amp sander parts category. as part of msc industrial supplys power tools offering, this item can be found using msc part number 74604836.\nThis item air die grinder, pneumatic angle grinder, industrial 90 air angle grinder with 2inch grinding disc mbsp, air straight grinder, industrial die grinder kit 47.59 only 11 left in stock.\nWe offer an extensive range of ingersollrand die grinders and die grinder parts suitable for various precision applications. this includes angle air die grinders, straight air die grinders, and air extended die grinders featuring front or rear exhausts. msc 42178251. 14 angle air die grinder 20,000 rpm, 0.33 hp, 23 cfm, 90 psi, rear.", "label": "No"} +{"text": "Most stoves are constructed so that there is a pilot light for the oven.\nSometimes when the gas pressure is low, the pilot light will go out.\nMr. Spokesly strained his eyes to catch the pilot light again.\nSinking back behind the hilltop, Brion covered the pilot light with his hand and turned on the transmitter.\nWe can use a ground-service cable; rig a pilot light on it, and ...", "label": "No"} +{"text": "Subscribe to RSS Feed\n|Honeywell manufactures two-way radio batteries for customers worldwide, including major government agencies and leading companies. Honeywell uses only the finest cells available in their radio battery packs, and all Honeywell radio batteries go through extensive quality control procedures prior to shipping. Each radio battery pack or battery charger is tested throughout the manufacturing process and at completion. Honeywell radio battery packs are manufactured in conformance with N.E.M.A. \"American National Standard for Portable Rechargeable Cells and Batteries-Safety Standard, C18.2M\". Shop Honeywell radio batteries for NiMH, NiCD, Motorola and Kenwood radios at CHIEF for low prices.|\nThere are no products matching the selection.", "label": "No"} +{"text": "May 2nd, 2012: Following international competition, INTRACOM Defense Electronics was awarded by NAMSA (NATO Maintenance and Supply Agency), a two (2) year contract with an option of three (3) additional years for the support of PATRIOT Systems. This agreement succeeds the five (5) year contract between NAMSA and INTRACOM Defense Electronics that has been successfully completed.\nUnder this new contract INTRACOM Defense Electronics will provide NATO Nations with supplies and services in order to perform Depot Level Maintenance (DLM), repair, overhaul, modifications, and procurement of spare parts and associated services to support Ground Support Equipment (GSE) components and assemblies for the PATRIOT Systems.\n“Our company based on its technology know-how, infrastructure and experienced personnel is capable of providing NATO with competitive, high quality support services for complex defense systems. We believe that during the current defense budget reductions in our country, our capabilities could be further utilized to the benefit of the local economy and the Hellenic Armed Forces” stated Mr. George Troullinos, CEO of INTRACOM Defense Electronics.", "label": "No"} +{"text": "Get the Desktop App for Battle.net Now\n- All your games in 1 place\n- Log in once\n- Automatic game updates\nDestroy 4 Zerg Hatcheries in the “Zero Hour” mission on Hard difficulty.\nComplete the “Echoes of the Future” mission with Zeratul killing 50 Zerg units on Normal difficulty.\nComplete “The Evacuation” mission on Hard difficulty without losing or salvaging a structure.\nComplete “The Outlaws” mission on Hard difficulty in less than 10 minutes.\nComplete all mission objectives in “The Gates of Hell” mission.", "label": "No"} +{"text": "Flights Prague - MaleSpecial offer\nDid you know?\n- The smallest aircraft operated by Singapore flying between Prague and Male is a 32S with 144 seats.\n- United has the most two or more stop flights between Prague and Male.\n- The shortest connecting flight from Prague to Male is 19 hours, 5 minutes on SN Brussels.\n- 6222 seats are available per day to fly out of Prague connecting to Male.\n- Frankfurt, DE is the most popular connection for one stop flights between Prague and Male.\nHotels in Male\nTraveling on the route and need hotel in Maldives? Choose from more than 45,000 hotels.", "label": "No"} +{"text": "Car wing auto parts co. LTD\nMay M.akakpo May 22, 2020 5It is not easy to find such a professional and responsible Santa Fe Xl Luggage Cargo Cover provider in today's time. Hope that we can maintain long-term cooperation.\nFoukos Petros May 21, 2020 5Wide range, good quality, reasonable prices and good service, advanced equipment, excellent talents and continuously strengthened technology forces,a nice business partner.I recommend the best Santa Fe Xl Luggage Cargo Cover suppiler to you all\nMrs.shirleen May 11, 2020 4Car wing auto parts co. LTD company not only respected our choice and requirements, but also gave us a lot of good suggestions, ultimately, we successfully completed the procurement tasks.\nSEND US A MESSAGE", "label": "No"} +{"text": "Random Orbital Air Sander - 150mm\nArguably the best random action orbital sander for final finishing work and auto body repairs.\nThis new improved orbital sander is perfect for smotthing filler, blending, feather edging and pre-paint preparation (use orbital motion for fine finishing and rotary motion for rapid material removal).\nSupplied complete with a hook-and-loop 150mm balanced backing pad and a finger/hand guard for greater safety.\n- Free speed - 10,000 bpm\n- Stroke length - 4.8 mm\n- Air pressure - 6.0 bar\n- Max pressure - 6.2 bar\n- Air consumption - 12.4 cfm (350 L/min)\n- Air inlet - 1/4 inch\nGBP Ex VAT", "label": "No"} +{"text": "Russia Plans ICBM Test Launch From New Submarine\nAugust 08, 2012\nRussian First Deputy Defense Minister Aleksandr Sukhorukov has said one of the country's new submarines will test launch one of Russia's newest intercontinental ballistic missiles (ICBM).\nSukhorukov said on August 8 that the launch would come from the \"Aleksandr Nevsky\" but not from the \"Yuri Dolgoruky,\" the first two of the new Borei class submarine, capable of carrying 16 Bulava ICBMs.\nThe \"Yuri Dolgoruky\" is the lead vessel but Sukhorukov said \"some defects were uncovered during trials\" and launches from that submarine were postponed until repairs and modifications were made and new trials were conducted.\nSukhorukov did not say when the launch of Bulava ICBM would happen.\nHe also said Russian forces would be receiving new cruise missiles this year.\nBased on reporting by ITAR-TASS and IFX Rus\nCopyright (c) 2012. RFE/RL, Inc. Reprinted with the permission of Radio Free Europe/Radio Liberty, 1201 Connecticut Ave., N.W. Washington DC 20036.\n|Join the GlobalSecurity.org mailing list|", "label": "No"} +{"text": "Automotive Air Filters\nMotorcycle / ATV Air Filters\nUniversal & Clamp-on Air Filters\nCabin Air Filters\nIndustrial / Small Engine Air Filters\nHeavy Duty Diesel Air Filters\nRacing and Custom Air Filters\nMarine Flame Arrestors\nCrankcase Vent Filters\nAir Filter Facts\nAir Filters by Vehicle Manufacturer\nCabin Air Filters by Vehicle Manufacturer\nAutomotive Air Intakes\nMotorcycle / ATV Air Intakes\nDiesel Truck Air Intakes\nRV Air Intakes\nAir Intake Installation Videos\nAir Intake Installation Instructions\nAir Intakes by Vehicle Manufacturer\nAutomotive Oil Filters\nMotorcycle / ATV Oil Filters\nMarine Oil Filters\nHeavy Duty Diesel Oil Filters\nOil Filters by Vehicle Manufacturer\nAutomotive Performance Parts\nMotorcycle / ATV Performance Parts\nDiesel Fuel Filters\nIn-Line Fuel Filters\nIn-Line Fuel Pumps\nMarine Performance Parts\nSearch by Vehicle\nSearch by Part\nSearch by Dimension\nSearch by VIN\nCross Reference Search\nNews and Events\nSEARCH BY VEHICLE\nMotorcycle & ATV\nALL or Unknown Year\n2009 to 2016 Toyota Corolla Gets 6.37 More Horsepower with K&N Air Intake System\nThe Toyota Corolla was revised in 2009 and features variable timing for both intake and exhaust valves. Fuel economy can be a big reason to buy a Corolla, and the 1.8 liter four-cylinder version is efficient.\nK&N 69-8757TTK air intake system for the Toyota Corolla with a 1.8 liter engine\nTo give the Corolla more power K&N designed a performance air intake system (\n) in black for the 2009 to 2016 Toyota Corolla with a 1.8 liter engine. K&N dynamometer tests show the 1.8 liter engine gained 6.37 horsepower at 5324 RPMs with this\nair intake kit\nK&N performance air intake system 69-8757TTK installed on a Toyota Corolla.\nDyno chart for Toyota Corolla with a 1.8 liter engine\nhas lower restriction than the factory air box system. It draws air through a high flow washable and reusable air filter (\n) which is protected by a powder coated heat shield. K&N removed the OE air box and intake and built a larger intake system to open up the breathing capacity necessary for the 1.8 liter engine to get the full amount of air it needs for an immediate power gain.\nThe heat shield directs incoming fresh air from the factory air inlet into the air filter and isolates the K&N air filter from the engine compartment for better performance. The heat shield assembly is installed into the engine bay using factory mounting points and attaches to the intake tube.\nAll the OE emissions devices are reused and the MAS placed in a location that works with the factory settings. The crank case vent attaches to the mandrel bent intake tube. The\ncan be easily\nin 90 minutes or less and is backed by the famous K&N Million Mile Limited Warranty.\nFind K&N products for your vehicle using the\nK&N application search\nthen use the\nK&N dealer search\nto find a K&N dealer in your part of the world.\nSee What K&N Makes for Your Car!\nGet the K&N Newsletter!\nDid you like this story? Select 1 to 5 stars to rate it.\nK&N Engineering, Inc., with headquarters in Riverside, California, has been the world's leader in performance filter technology since 1969, serving the needs of the automotive, motorcycle, marine, industrial and military markets. K&N is heavily involved in nearly every form of motorsports from off-road and powersports to drag racing, stock cars and road racing. For more information about K&N Filters, please contact K&N Engineering, Inc., P.O. Box 1329, Riverside, CA 92502-1329, (800) 213-4182 for a dealer near you, (800) 858-3333 for technical service/questions, (951) 826-4001 Fax, e-mail firstname.lastname@example.org, or visit www.knfilters.com.\nK&N News Home", "label": "No"} +{"text": "Russian President Vladimir Putin has signed a decree to pardon Ukrainian pilot Nadia Savchenko. Savchenko has already landed in Kiev, Putin's press secretary, Dmitry Peskov told reporters May 25.\nThe plane carrying Nadia Savchenko has landed at the Boryspil airport near Kiev. An hour before that, a plane with Russian citizens on board - Alexander Alexandrov and Yevgeni Yerofeyev - has landed in Moscow at Vnukovo. In ukraine, the two Russians were referred to as \"GRU fighters\" (GRU is a Russian acronym for Main Intelligence Directorate of the Russian General Staff).\nRussia has thus exchanged Nadia Savchenko for two Russian citizens, who were arrested in Ukraine.\nRussian Su-35S fighters allegedly intercepted F-16 aircraft of the Turkish Air Force and forced them to leave Syrian airspace\nNot that long ago, we were invited to a party in Delhi. A lady had just come back from her first time visit to America. She said that Americans are the happiest people", "label": "No"} +{"text": "In order to read or download eBooks, you need to create FREE account. 1000+ eBooks available to read with FREE MEMBERSHIP up to 30 days.\nV8 engine diagram further ford f 150 engine diagram and ford triton 5 4l engine diagram also chevy 5 7 engine diagram and ford 302 engine diagram as well ford f 150 4 6 engine diagram plus ford expedition 5 4 engine diagram moreover ford 4 0 engine diagram moreover ford 5 4 engine problems and then ford f 150 parts diagram with 2002 ford explorer engine diagram further ford 5 4 engine diagram . Ford 302 engine diagram as well as f150 engine diagram likewise 302 engine diagram also ford 302 engine parts diagram besides 2001 ford f 150 engine diagram additionally 1995 f150 engine diagram in addition 1988 ford bronco engine diagram and then 1989 ford bronco engine diagram plus ford 4 6 ltr engine diagram as well as 1996 ford bronco engine diagram in addition 1995 ford bronco engine . 1991 ford f150 cooling system diagram here you are at our website at this time were delighted to announce that we have discovered an extremely interesting niche to be discussed that is 1991 ford f150 cooling system diagram many people attempting to find details about 1991 ford f150 cooling system diagram and. Ford performance parts m 12259 m301 ford performance parts spark plug wire sets compare spark plug wires spiral wound 9mm black 135 degree boots ford lincoln mercury 50 58l v8 set", "label": "No"} +{"text": "Buy Cheap Flight Tickets & Get Low Airfare Deals | #travel agent in USA # Travel agent in UK # Best flight deals # last minute flight deals # book cheap flight tickets # buy cheap flight tickets\nTravel and Events\nBuy Cheap Flight Tickets & Get Low Airfare Deals\nBook last minute flight deals from travel agency in USA. Call +1-646-693-5355 TheTravelMakers.us for cheap flight tickets.\nOshundun Solomon Taiwo\nAre you sure that you want to delete this comment ?", "label": "No"} +{"text": "Gultekdi-Marketyard, Pune, Maharashtra\nGST No. 27ADCFS0033Q1ZW\nApprox. Rs 42,502 / PieceGet Latest PriceProduct Details:\n|Minimum Order Quantity||1 Piece|\n|Cooling Area||2500 sq ft|\n|Cooling Pad Size||1100x100x1150mm|\n|Fan Noise||68 db|\n|Fan Type||Axial Fan|\n|Gross Weight||49 Kgs|\n|Motor Rotation||950 RPM|\n|Air Flow||18000 M3/h|\n|Ambient Temperature||it reduces 7 to 10 degree|\nAK09GC Kapsun Antarctica Air Cooler. It 90 liters water tank and front face has grills wich are powdercoated.\nBody of Kapsun Antarctica Air Cooler is High Impact Resistant polypropylene material also UV-Resistant , Rustless ,High Strength .\nMotor of Kapsun Antarctica Air Cooler - 3 Speed Motor fitted with Copper winding suitable even for Industrial Use of 24*7 and Heavy Motor Arm so Minimum vibration of the Air Cooler.\nPower Consumption has very less Operating Cost Antarctica Air Cooler only consumes 0.5 Units / Hour at maximum speed 0.67 Hp Motor. .The Unique type of Motor winding it consumes even lesser electricity at lower speeds .\nAntarctica Air Cooler has powerful submersible pump with high LPM and Water distributive system for even distribution the water through out the pad Surface for Maximum Air Cooling.Sensor in the pump prevents it from running dry.\nEquipped with Huge 30 Aluminium Fan Blade, Antarctica Air Cooler has High Air Throw upto 75 feet. Volume is 10500 CFM/ 18000 CMH of Air Flow at Highest speed.\nAntarctica Air Coolers Louvers which has Auto-Left to Right Swing and Manual up and down option so as the Air is Evenly Distributed in the Space.\nHoneycomb Cooling Pads are vital for high Cooling Efficiency Kapsun Antarctica has 5090 Air Cooling pads with 5mm flute designed for better cooling efficiency.\nHeavy Duty knob\nApprox. Rs 53,000 / UnitGet Latest PriceProduct BrochureProduct Details:\n|Minimum Order Quantity||1 Unit|\n|Usage/Application||Factory,Shop Floor,Manufacturing Units,Industries|\n|Model Name/Number||Antarctica AK12LC|\n|Cooling Area||2500 Sq.ft|\n|Cooling Pad Area Sq Ft||2500 Sq.ft|\n|Motor Rotation Speed||950RPM|\n|Cooling Pad Size||1100x100x1150mm|\nWe highly recommend AK12LC Kapsun Antarctica Air Cooler for Industries , Wedding Halls , Commercials purpose , Factories.\nVery Strong Body and Heavy Duty Louver .Polypropelene make so it makes the cooler have a Unbreakable in Nature.\nThe basic design is such that the Antarctica Air Cooler is compact though very powerful . Covers 2500 Sq.ft\nAntarctica Kapsun Air Cooler is most suitable for the industrial air cooling applications .\nVery less power consuming only 0.5 units/hour to cool 1000 Sq.ft as it has 490 W motor. The Cooler Motor is such Efficient in Performance that\nEasy to operate and maintain - Operating Kapsun Air Cooler is Plug and Play and Can be easily cleaned by removing the Cooling Pad from the Backside. 3 Knobs for Speed Controls and 3 Modes of Operations makes the Antarctica Air Cooler ease to use.\nEquipped with Pump Sensor - Original Kapsun pump is automatically shut off if it runs dry preventing the damage to pump. Even after Numberous Attempts also the pump wont be Defected\nCooling Pad - Made up of Best Resin, Adhesive and Paper of Best Air Cooling Efficiency. 7090 type cooling pads with a cooling tray at the top. Large Surface Area of the Cooling Pads Maximum Cooling Efficiency . Proper use the Cooling Pads Lasts upto 3-4 Years.\nThermal Protector - Kapsun Air Cooler is also equipped with the thermal protector to prevent the motor winding damage. The Motor Stop once its heated and start once its Cooled.\nPortable Easy Movement - Antarctica Air Cooler has heavy duty wheel for ease of use. Their total life of travel of the wheels is upto 5 km in the lifetime\nWith Service Guarantee - Kapsun Air Cooler all over India On-site Service. Our Service Engineer from Kapsun will come at the Clients Location analyse the Problem and give suitable solutions to the problem.\nEfficient in Performance - Kapsun Antarctica has large throw upto 75 feet. and width wise 46 feet so a Large Area of Coverage is possible\nVery Cost Effective - Antarctica Kapsun Air Cooler Costing to Ducting alternative is very less for Coverage of same Area. Low Capital and Operative Cost for the Client thus very satisfactory testimonials by the Clients.\nExtremely good Cooling and Air Flow\nHeavy Duty Antarctica Air Cooler\nEffective Design Such the Kapsun Antarctica gives maximum Air Flow.\nAll India Service Centres\nKapsun Air Cooler Mumbai\nKapsun Air Cooler Ahmedabad\nAntarctica Air Cooler Delhi\nAntarctica Air Cooler Jaipur\nKapsun Antarctica Air Cooler Pune\nKapsun Antarctica Air Cooler Ahmedabad\nExplore More Products", "label": "No"} +{"text": "Stainless Steel Muffler\nHeat Insulation High Temperature Muffler Heat...\nSD Type Speed Control Muffler\nScq Brass Material Pneumatic Air Exhaust Muff...\n4p-35m3/S Ventilation Tunnel Jet Fan/ Axial F...\nPP Centrifugal Fan with Silencer for Vacuum V...\nSSM Type SS316 Sintered Porous Stainless Stee...\nGrwa High Quality Car Exhaust Muffler for Hks\nHotsale Vacuum Transfer Air Blower/ High Pres...\nExhaust Muffler Air Compressor Brass Besl Pne...\nCorrugated Compensators Flexible Expansion Be...\nPneumission High Quality Pneumatic Brass Exha...\nOur products are exported to the USA, the UK and so on, enjoying a good reputation among customers for\nOil Embedded Sintered Bushing\nPerforated Sintered Filter\nHigh Flow Muffler\nSintered Iron Bearing Bushings\n. As one of the leading stainless muffler manufacturers and suppliers in China, we warmly welcome you to wholesale custom made stainless muffler from our factory. All products are with high quality and competitive price.", "label": "No"} +{"text": "In the next few days, it's partly cloudy. Especailly on Sunday the weather is fine. However,Monday some rain is to be expected. With a high around 15 degrees it's mild.\n|Sa May 27||Su May 28||Mo May 29||Tu May 30|", "label": "No"} +{"text": "Rooms available at Apollo Motel Biloela\nReviews of Apollo Motel Biloela\n|\"Very friendly and helpful staff.\"||(in 15 reviews)|\n|\"very clean and comfortable room\"||(in 21 reviews)|\n|\"\"Friendly staff, great location, clean room.\"\"||(in 16 reviews)|\n|\"The bed was very firm\"||(in 5 reviews)|\n|\"There was a small ironing board available and parking right in front.\"||(in 1 review)|\n|\"\"The building and pool is noticeably aged, but no major issues\"\"||(in 1 review)|\nTime of year\nShow reviews that mention\n|room was clean||in 65 reviews|\n|great room||in 49 reviews|\n|friendly staff||in 36 reviews|\n|comfortable bed||in 24 reviews|\n|location was good||in 24 reviews|\n|water bottles||in 15 reviews|\n|restaurant was closed||in 12 reviews|\n|toilet room||in 12 reviews|\n|customer service||in 8 reviews|\n|well appointed||in 7 reviews|\n|ironing board||in 3 reviews|\n|mining||in 3 reviews|\n|maintain very well||in 2 reviews|\n|major issues||in 2 reviews|\n|needs a revamp||in 2 reviews|\n|queensland||in 1 review|\nAbout Apollo Motel Biloela\nWith a stay at Apollo Motel Biloela in Biloela, you'll be within a 10-minute walk of Biloela Shoppingworld and Biloela Hospital. Featured amenities include express check-out, dry cleaning/laundry services, and luggage storage. Free self parking is available onsite.\nbased on 128 reviews\nPolicies vary by room type and provider.\nAmenities at Apollo Motel Biloela\nFAQs when booking at Apollo Motel Biloela\nWhere is Apollo Motel Biloela located?\nWhen is check-in time and check-out time at Apollo Motel Biloela?\nDoes Apollo Motel Biloela offer free Wi-Fi?\nDoes Apollo Motel Biloela offer free parking?\nDoes Apollo Motel Biloela offer free airport shuttle service?\nHow far is Apollo Motel Biloela from the airport?\nDoes Apollo Motel Biloela have a pool?\nPhotos of Apollo Motel Biloela\nReviews about Apollo Motel Biloela\nMost Popular Landmarks\n- Callide Dam6.7 mi", "label": "No"} +{"text": "I'm excited about everything especially the new field opp. It's a challenge and a lot of fun! Will there be any new missions in the HQ soon because I completed them over a year ago? I can't wait to find the new pin aswell! I'm so excited!!!!!!", "label": "No"} +{"text": "Dakota C. Brown announces the engagement of his mom, Heidi J. Brown, to Cory A. Upshaw. Parents are Harvey and Eileen Sebelius of Overly, N.D., and Jerry and Jeanine Vaughn of Las Vegas.\nHeidi is employed by Food Services at the Minot Air Force Base. Cory is stationed at the Minot Air Force Base in Services.\nThe wedding is planned for Nov. 28.\nPlease Enter Your Facebook App ID. Required for FB Comments. Click here for FB Comments Settings page", "label": "No"} +{"text": "Aluminum 4043 is an aluminum-silicon standard welding wire alloy recommended for the welding of non-heat treatable and heat treatable aluminum alloys. This datasheet provides information on composition, physical properties, hardness, elasticity, tensile properties, and compressive and shear strength as well as fracture toughness. It also includes information on corrosion resistance as well as joining. Filing Code: Al-184. Producer or source: Various aluminum companies.", "label": "No"} +{"text": "Looking for a high performance 4 bladed prop solution for your micro quad? Look no further than the ..\nUSD$3.45 Ex Tax: USD$3.45\nF4 flight controller and Dshot esc's !!! - this micro brushless will haul ass indoors but ..\nUSD$185.90 Ex Tax: USD$169.00\nShowing 1 to 2 of 2 (1 Pages)", "label": "No"} +{"text": "Applicable for –\nSaves Energy, Reduce maintanence, Reduce Local Air Polutionsmrtovnice Osmrtnice\nSimoco SOLAR Home System are the perfect compact solution for an independent power supply in remote locations where electricity is unavailable, unreliable or expensive. All systems are professionally designed for standard requirement like Lighting, Fans, and Entertainment equipment. Simoco SOLAR Home Systems use standardized system components that are characterized by very high reliability, minimum maintains and maximum service life.\nSalient Features are:", "label": "No"} +{"text": "Chief Engineer - Safety\nKieran joined Millbrook in 2000 as an Engineer in the safety department. He is now Millbrook's Chief Engineer for Safety testing.\nKieran joined Millbrook as a Safety Engineer. He then moved to Senior Test Engineer, and then Principal Engineer for Millbrook’s Sled department. This facility performs reverse accelerating linear shock tests to simulate physical crash conditions.\nKieran took on the role of Chief Engineer for Safety in 2018. He is now responsible for all facility developments and the technical aspects of internal and external test programs within Millbrook’s sled, crash and safety system test facilities. He has managed the testing of all kinds of road, motorsport and military vehicles. He has also tested the safety of rail and aerospace seats, vehicle battery systems and numerous wheelchairs.\nPeter Miller, Chief Engineer - Battery\nPeter joined Millbrook in 2018.\nPeter Stoker, Chief Engineer - CAV\nPeter joined Millbrook in 2012.\nDarren Williams, Chief Engineer - Vehicle\nDarren joined Millbrook in 1997.", "label": "No"} +{"text": "We have bought our last house and our fridge won't fit in the space provided. I want to turn the space into a pantry for my cooking utensils and leave the fridge beside it. I thought of just putting shelves and doors, it is quite a wide area.\nI'd encourage you to share some photos of the space so members can see what you are working with and provide some useful suggestions to you. It sounds like a fun project and you can certainly never have enough storage space in the kitchen! Please let me know if you need a hand with uploading some images to share.", "label": "No"} +{"text": "Public Space One\nPublic Space One is a not-for-profit, volunteer-run art, culture and performance venue in downtown Iowa City providing opportunities for local visual and performance artists to \"Go Public\" with their talents.\nPublic Space 1 provides a venue for people to practice, perfect, and perform their creative endeavors including theater, photography, art, writing, and performance. The space provides a location for community discussions, gatherings, interactions, and dialogues.\nPublic Space One is located in downtown Iowa City at 115 East Washington St. in the basement of the Jefferson Building.\nThe improv group Paperback Rhino performs biweekly shows at Public Space One.", "label": "No"} +{"text": "RJW Engineering provides industry-leading multi-disciplinary engineering services solutions that improve productivity and reduce downtime.\nOur extensive range of engineering services solutions includes electrical, mechanical and electronic repairs, comprehensive maintenance services, general engineering services, monitoring services, site services, and visionary data-driven predictive maintenance and reliability strategies. There’s practically nothing we can’t do, and we’re available 24-7-365.\nComprehensive range of quality repairs services including Electrical repairs, Mechanical repairs, Electronic repairs, High frequency repairs, Electric motor repairs, Pump repairs, Generator repairs and Gearbox repairs services.\nDiscover more about our repair services or contact one of our experienced technical team for assistance.\nEngineer-led, consultancy standard predictive maintenance services including Integrated, cloud-based maintenance, Lubrication services, Condition-based maintenance (CBM), Predictive maintenance services and Inverter maintenance services.\nDiscover more about our maintenance services or contact one of our experienced technical team for assistance.\nEngineer-led, consultancy standard inspection and monitoring services, with full back-up support including Vibration analysis, supported by the latest sensor technology, Thermographic analysis and Wind turbine generator inspection.\nDiscover more about our monitoring services or contact one of our experienced technical team for assistance.\nA complete range of multi-disciplinary engineering services including Energy saving solutions, Panel design and build, Bespoke motor manufacture, Prototype manufacture, Transformer manufacture, Control panel retrofit, Press manufacture and Contract winding.\nDiscover more about our engineering services or contact one of our experienced technical team for assistance.\nSite services and on-site support to assist our customers including On-site maintenance and installations, Site balancing and laser alignment, Shutdown support and Site electronic diagnostics and repair.\nDiscover more about our support services or contact one of our experienced technical team for assistance.\nContact our experienced technical team for further details or assistance with our products", "label": "No"} +{"text": "Encouraging school students to study STEM ( Science Technology Engineering and Maths ) subjects and showing them some of the great careers that can be built on science, engineering, maths and technology is a strong focus at Blackburn. Developing an interest STEM subjects at secondary level will ensure students are well prepared for their careers in this increasingly competitive world.\nSTEM is a curriculum based on the idea of educating students in four specific disciplines — science, technology, engineering and mathematics — in an interdisciplinary and applied approach. Rather than teach the four disciplines as separate and discrete subjects, STEM integrates them into a cohesive learning program based on real-world problems.\nProfessional development in creating an exciting STEM program will be enhanced with a Seminar to be held at Blackburn for teachers.\nTeachers will learn from some of the most talented and experienced STEM professionals in Australia and overseas.\nThe presenters are:\nDaniela Schmeinck (Professor, University of Cologne)\nJoanna Alexander (Principal, Blackburn High School)\nBec Cooper (Lecturer, Monash University)\nPen Kalogeropoulos (Lecturer, Monash University)\nGill Kidman (Associate Professor, Monash University)", "label": "No"} +{"text": "Military and tactical binoculars typically have extremely rugged housings and external coatings, top-level anti-reflective and anti-glare optical coatings and waterproof construction. Designed for hard use in the field, a military binocular is built for reliability.\nOptics Pricer helps you compare military binoculars features and prices quickly and easily. Compare Zeiss military binoculars, Steiner military binoculars, ATN military binoculars, Leupold military binoculars, Weaver military binoculars and tactical binoculars from other top brands. Our Binocular Slider lets you compare multiple products with easy-to-use sliders, and see the results in real-time. Save time and money on military binoculars with Optics Pricer.", "label": "No"} +{"text": "HELLER Machine Tools has introduced an innovative technology for coating cylinder bore surfaces of lightweight automotive aluminum engine crankcases, imparting a durable material, extending engine life, and enhancing performance.\nTo date, lightweight motorblocks use cylinder liners, but there is now a practical alternative in twin-wire arc spraying, an extremely cost-effective technology for coating cylinder bores. Partnering with Daimler AG and others, Gebr. HELLER Maschinenfabrik GmbH, headquartered in Nürtingen, Germany, is tasked with industrializing all the steps of the process and developing the technology into a reliable process. It will be marketed globally under the name of HELLER CBC (CylinderBoreCoating.) Heller will also integrate the process into volume engine production.\nThe twin-wire arc spraying process continuously melts iron/carbon wires and sprays them onto the cylinder bore surfaces of the lightweight aluminum crankcase with the help of a nitrogen gas flow.\nCompared to other thermal coating processes, the technology is considered extremely cost-effective and technologically superior -- a reliable, repeatable, highly controllable economical process that vastly improves the cylinder bore surfaces, reducing wear and promoting long-life. Spray particle velocity 60-80 m/s and spray particle temperature up to 2000°C.\nBesides the primary coating process, the CBC machining process at HELLER includes fine boring, roughening, finish honing to expose pores, and finish machining -- all accomplished in a complete manufacturing system consisting of the innovative coating module, HELLER CBC 200, and the HELLER MC20 machining modules. Total cycle time, including part load/unload, for an 8-cylnder engine is 5 to 6 minutes. The engine blocks may be direct-loaded into the machining module or mounted on a swiveling exchanger.\n\"Although the technology has only been used for exclusive low-volume series until now, its application in medium-volume production already provides significant competitive advantages compared to existing cylinder lining technologies,\" said Vincent Trampus, HELLER Vice President of Sales. \"The technology complies with the production rules and criteria of the automotive industry. Now, it is only a small step to mass production.\"\nWant more information? Click below.", "label": "No"} +{"text": "Years of Experience\nEasy Apply only\nDefine hardware requirements for obsolete program equipment. Support program members with hardware and Linux operating system issues.\nPerforms activities such as budgeting, estimating, forecasting, accounting, work order management, in support of engineering projects.\nBecome an integral part of a diverse team while working at an Industry Leading Organization, where our employees come first. At ManTech International Corporation, you'll help protect our national secu...\nSupporting Mine Engineering evaluation of potential Merger, Acquisitions and Divestments including compiling internal and external comparative information...\nResponsible for production of monthly, quarterly, annual and ad-hoc account reporting. Reports include work order activity, scheduled maintenance, service level compliance, labor reporting, project re...", "label": "No"} +{"text": "- Start: Friday, April 29, 8:00 a.m.\n- End: Friday, April 29, 12:00 noon\nOn Friday, April 29 from 8:00 a.m. until 12:00 noon, maintenance will be performed on CAEN’s Lecture Capture Service. During this time, previously scheduled recordings will still take place. However, the service will be unavailable for scheduling new recordings, and students will not have the ability to view recordings.", "label": "No"} +{"text": "According to a press release obtained by the BGR, AT&T was scheduled to announce the Bold‘s October launch yesterday, but for some reason the press release was not put out. At least we know for certain that when it does launch it’ll set you back $300. It’s also packed with a 624MHz processor, 1GB of memory, built-in Wi-Fi, GPS (AT&T Navigator Global Edition), and, of course, it will run on AT&T’s 3G network.\nLatest From Gadgets\nFour official ‘Star Wars’ drones are arriving this fall| Brian Heater\nBuilding as a modular gadget| Fedor Novikov, Petr Novikov\nRunning at 150,000 RPM, this tiny motor could help satellites keep on course| Devin Coldewey\nA $99 add-on that promises to bring 3D sound to standard headphones| Brian Heater", "label": "No"} +{"text": "12V Solar Panel compatible with the RangeCam 3G or 4G.\nThe solar panel has a built-in Lithium battery to power the camera. When using the solar panel, the internal AA batteries will act as backup power to the solar panel's battery.\n- Solar Panel\n- Mounting Strap\n- Camera-Solar Power Cable\n- 12V DC Charger", "label": "No"} +{"text": "Originally released in 1988, the Air Jordan III is widely recognized for their \"elephant print\" accents. Furthermore, this iconic model holds many firsts for the Air Jordan line, including the first model with a visible Air-Sole unit, first to showcase the \"Jumpman\" logo, and first Air Jordan model designed by Tinker Hatfield. Throughout the years they have been re-released several times, in original and all-new colorways. The latest release, appropriately named \"Chlorophyll,\" sports a colorway inspired by the Nike Air Trainer 1 and features a color combination of Light Smoke Grey, Chlorophyll, Black, White and Sail. Plus, they also have elephant print overlays, and come with a Chlorophyll-colored hangtag. Look for the Air Jordan III \"Chlorophyll\" dropping soon.", "label": "No"} +{"text": "Dynamic and highly experienced precision engineers in Norfolk\nHigh-quality precision-engineered components\nProven track-record, technical expertise and capability in precision engineering\nFamily-owned, totally committed âcan doâ service, providing no-nonsense custom built precision engineering solutions, guidance and advice. An ISO 9001/2015 certified company.\nRead more >\nWorking wonders with metal for more than a century.\nCertificate Number 12836\nISO 9001: 2015", "label": "No"} +{"text": "This Honda won't be on the lot long! You'll appreciate its safety and technology features! This model accommodates 8 passengers comfortably, and provides features such as: front dual-zone air conditioning, remote keyless entry, and a blind spot monitoring system. Under the hood you'll find a 6 cylinder engine with more than 270 horsepower, and for added security, dynamic Stability Control supplements the drivetrain. You will have a pleasant shopping experience that is fun, informative, and never high pressured. Please don't hesitate to give us a call.", "label": "No"} +{"text": "Free Airplane Flying Landing Games\nEscape the butchers home once you made the choice to get complimentary ice cream. An very good and also free makeover game for you, Get the chick pimped up through a brand new look and also some nasty make-up. Exercise your brain airplane alongside free Winnie the Pooh's Human brain Games!.\nThe flying woman is looking for games you. Move the flying carpet less than Jasmine's feet to bounce this girl into the sky and also collect jewels. flying An very good and also free makeover game for you, Get the chick pimped up through a brand new look and also some nasty make-up. landing Today you find, the theory of the game is to achieve a lot of free-kicks in a sequence as you possibly can. You are a young cadet, taking part in war games, war areas include jeeps, tanks and additionally jets to take cover behind.\nThe free mars free airplane flying landing games games on this website are carefully selected for you.\nYou will have good minutes while playing free airplane flying landing games games.", "label": "No"} +{"text": "Lift Maintenance Canterbury\nDuring our 10 years in the industry, we have worked on a wide variety of lift repair, servicing and installation projects for commercial and residential customers across Canterbury and the Home Counties. If you are looking for reliable lift company, look no further than us.\nWe here at Elevators LTD offer Lift Maintenance Canterbury wide, as well as a range of other services including lift installations, refurbishments and repairs.\nContact our dedicated team today for more information on our lift maintenance Canterbury service.\nLift Installation Canterbury and Lift Maintenance Canterbury\nOur customers appreciate the level of service they receive from Elevators Ltd and below you can see just a few comments from some of our satisfied customers.", "label": "No"} +{"text": "Inflate balloons quickly under high pressure. – lightweight design, it can be conveniently taken along with for birthday, wedding or any other celebration occasions to fly the colorful balloons. –\nControls motor temperature by using the high-speed air stream so as to maintain motor under working temperature for longtime usage.\n– It\\’s special nozzle makes operation much easier.\nIt start when you press down the nozzle and stop immediately when releasing, if large number of balloons need inflating, you may turn on the button for continuous use.\n– Fashionable design for celebration.\n– With patented special cooling system for motor, support continuous use for long time.\n– With special-design noise, inflate at a press and stop while relieving with additional on / off button continuous use.", "label": "No"} +{"text": "GOsatellite.com is a leading International online retailer of DirecTV, Dish Network, HughesNet, Free To Air Satellite, Satellite Accessories, and Satellite Installation Supplies. The Founders of GO Satellite started in the satellite industry in 1998 and have developed a massive North America customer base over the years because of their love and passion for the satellite entertainment industry.\nWe are the Internets largest full service satellite retailer helping customers choose satellite technologies that suit their needs best. We also supply satellite dealers, resellers, and wholesalers, with satellite hardware and installation accessories at aggressive and competitive prices.\nWe are excited to soon announce our Affiliate Program operating under the brand of Satellite Cash. Webmasters will have the ability to drive their web traffic to GOsatellite.com through banners, text links, mini-sites, RSS feeds, and more. What makes this program so unique in the satellite industry is how we are sharing profit revenue with our affiliate partners no matter what satellite product their customer purchases.\nGOsatellite.com is an established, debt free, and privately held International company. We are excited about our continued growth, and the future of the satellite entertainment industry in United States, Canada, and Caribbean. If you have a business opportunity, partnership, merger, or acquisition inquiry, we can be reached by call toll-free 1-866-942-7186.", "label": "No"} +{"text": "0 Members and 1 Guest are viewing this topic.\nOk, ignoring the fact that permeability and permitivity have specific meanings, I will take the sense of your comment and ask how do you know? What measurements have you taken to prove this?If you push an object (ignoring friction) it has a resistance to acceleration. Just a thought.\nThere is no space, the box is full of air which has been forced out by the balloon which in turn has been filled by other air. I don't think the air or space passes through the air tight rubber.\nI still don't get your point. You are only saying that in the end there is more space into the balloon which is obvious. Also, as the balloon expands the membrane of the balloon travels through space in all directions, with the result of more space inside the balloon. The pressure inside the balloon causes the membrane to travel in such a way,( supposing the balloon centre at rest).Your thought experiment is equivalent to having n number of atoms disposed in a circle. While you blow some air in the middle then the atoms travel on radials from the centre expanding the circle. But that has nothing to do with permeability and permittivity of free space. What do you want to prove? That space can pass through atoms? You can say that I suppose if you think of space as a medium. If you want you can think of inertia as a drag when accelerating through space. If space is a medium then you can also define a hypothetical free space that is not a medium for reference only. If space is not a medium then your experiment only says atoms or particles can travel through space by changing their position with time which we already know.", "label": "No"} +{"text": "Design Assistance & Engineering Resources\nWakefield Thermal has an experienced team of applications engineers that can assist you with solving your thermal problems. Our experienced engineers have worked in the industry for years, working on problems from board level cooling to complex liquid cooled solutions. The engineering team will help you work a problem from initial concept through to production, which includes designing assistance and access to engineering resources. In the initial concept phase, we can evaluate various technologies (extrusion, bonded, zipper, etc.) to ensure the engineered solution is cost effective and manufacturable at prototype or production quantities.\nOur Applications Engineers have access to CFD simulation tools as well as proprietary design software to quickly evaluate thermal performance. Once the application is ready, the Applications Engineers can generate a quotable drawing package for a final manufacturing review. In addition to the thermal portion of the problem, the engineers can assist you with TIM selection and mechanical attachment methods, such as clamps, clips, pushpins, or wireclips.", "label": "No"} +{"text": "Project Name: Flexible Work Environments\nTeam: Jason Carlson, Andrew O’Brien, Kelly DeLiberato, Eric DeSouza\nSchools and Units Represented: FAD, HBS, HGSE, HUIT\nTo develop the start toward a shared pathway to more efficient use of office space and new ways of working on the Harvard campus.\nWhat we are trying to accomplish is the beginnings of a shared pathway to more efficient office space use and new ways of working on the Harvard campus. This is a large, complex and highly political issue but one that needs to be addressed at some point. Why not now?\nWe plan to develop a new flexible work environment prototype and model the potential benefits across a school/unit and HU. The benefits that we will evaluate will include;\n• Space – Outline the magnitude of space that could potentially be gained and repurposed\n• IT – IT platform to help support flexibility and collaboration\nCompleted space utilization studies at HGSE, HBS, and HUIT to develop recommended alternative office space model.\nIn partnership with one of the University’s strategy partners on furniture, they devised a plan to gather office space utilization data to understand how space is currently being used at the University. The project team identified HGSE, HBS, and HUIT as the appropriate sites for the study. The project team successfully completed the space utilization study in addition to conducting workplace attribute workshops and leadership alignment workshops. The project team now intends to continue coordination across the University by developing a conceptual plan of a proposed alternative office space model that leverages the collective knowledge and expertise gained as the University moves toward a new office model.", "label": "No"} +{"text": "High performance water-based damp-proof coating\nUsed for waterproofing of parapets, outer walls, chhajjas, and internal and external plastered surface. This waterproofing chemical is ideally suited for application on plaster, brick blocks and roughcast plaster blocks. It is also used for damp patches on plastered surface of internal walls.\nThis waterproofing chemical offers high performance water-based damp-proof coating and waterproof primer coating.\nBrush and clean the surface of all laitance, loose particles, efflorescence and flaking material thoroughly.\nClean with the jet of water.\nAlways stir the contents thoroughly before use.\nApply the first coat of Roff Hydamp with a paint brush directly on the prepared surface.\nAllow the surface to dry for a minimum of four-five hours before applying the second coat.\nAfter 24 hours, the surface can be painted.\n- Single component, ready-to-use damp-proof coating.\n- Can be applied on damp surfaces.\n- Excellent adhesion to plastered walls.\n- Seals all hairline cracks, pores, etc. on the surface of walls.\n- Resistant to mild acids, detergents, fungus, etc.\n- Anti-carbonation coating.\n- Highly waterproof and weatherproof.", "label": "No"} +{"text": "By Walter J Spielberger\nMotorbuch Verlag - Militaerfahrzeuge 12 - Beute-Kraftfahrzeu КНИГИ ;ВОЕННАЯ ИСТОРИЯ Издательство: Motorbuch Verlag Серия: Militaerfahrzeuge 12 Автор: Walter J. Spielberger Название: Beute-Kraftfahrzeuge und -Panzer der deutschen Wehrmacht Язык: German Год издания: 1999 Количество страниц: 315 ISBN: 3-613-01255-3 Формат: pdf Размер: 43.0 mb zero\nRead Online or Download Beute-Kraftfahrzeu PDF\nBest history_1 books\nSamita Sen's historical past of laboring girls in Bengal within the overdue 19th and early 20th centuries considers how social structures of gender formed their lives. the writer demonstrates how the long term tendencies within the Indian economic system devalued women's exertions, developing styles of city migration and altering gender equations in the relatives.\nExtra resources for Beute-Kraftfahrzeu\nA strong, independent architecture will stand alone on its scientific merit and will also contribute significantly to the VSE. Both the utility of the Mars mission architecture and its value within the VSE and NASA’s strategic plan would be strengthened by the addition of a network of meteorological/seismic stations and a sample return mission. , the committee finds that the proposed Mars architecture addresses some of the strategies, priorities, and guidelines promoted by the solar system exploration decadal survey and the Mars Exploration Program Analysis Group and is basically consistent with NASA’s plans as exemplified by the agency’s 2006 strategic plan and the Vision for Space Exploration.\nHtml>. 4 A Balanced Mission Portfolio Does the Mars architecture represent a reasonably balanced mission portfolio? Although the committee interpreted this question as relating primarily to scientific balance, other issues of balance are also considered. SCIENTIFIC BALANCE The balance of scientific questions that the proposed architecture can and cannot address was of great interest and concern to the committee. 1 outlines the three key crosscutting scientific themes defined in the SSE decadal survey and breaks them down into slightly more focused key topics.\nSimilarly, define a strategy that addresses the short lead time between science results obtained from MSL and selection of the mission to fly in 2016. Recommendation: Clarify how trade-offs involving mission costs versus science were made for the various launch opportunities to justify the rationale behind the proposed sequence of specific missions and the exclusion of others. Recommendation: Maintain the Mars Scouts as entities distinct from the core missions of the Mars Exploration Program. Scout missions should not be restricted by the planning for core missions, and the core missions should not depend on selecting particular types of Scout missions.", "label": "No"} +{"text": "I’m level 50 and trying to do the weekly mission. One being I have to level up an “active skill”. I have 8 Ulysses but not characters to use them on. Unless the expectation is I drop 100 or 200 bucks to pull an Ascendable, its impossible for me to do the mission. Making me even further behind to collect an Ascendable with the comics (toy museum) so I’m even further behind. Very very disappointing.\nThe daily missions have different missions based on level (I used to need 300 Trophies and now its 400 Trophies). This really needs to be thought out and coded so you only get missions that are possible for you.", "label": "No"} +{"text": "The average listing price on SpeedList for this year, make, and model is $12,000.\nThis vehicle has been on SpeedList for 74 days.\nE-150 WHEELCHAIR ACCESS VAN\n4.6L V8 SOHC 16V\nAM/FM Stereo Adjustable Steering Air Bag(s) Air Conditioning Anti-Lock Brakes AM/FM Stereo Adjustable Steering Air Bag(s) Air Conditioning Anti-Lock Brakes Front Air Dam Full Size Spare Tire Handicap Interval Wipers Steel Wheels Towing Preparation Package wheelchair access Power Brakes Power Steering Read More…\nVisit our website http://www.conradsautocenter.com for more information and photos on this or any of our other vehicles or call us today for a test drive at 308-236-2088.", "label": "No"} +{"text": "Update your browser to view this website correctly.Update my browser now\nIf you are looking for a cheap flight from Bengaluru to Seoul, HolidayIQ finds in seconds the most convenient offers for you by comparing available airline tickets from the best airlines and online travel agencies. From low cost flights to non-stop flights, HolidayIQ will propose you only the most convenient offers based on the selected filters.\nHolidayIQ compares the offers of over 300 airlines and shows you the most convenient flights according to your needs, including special promotions designed in collaboration with the best travel agencies. Looking for direct flights only? Just tick the appropriate filter and evaluate only Bengaluru - Seoul flights without stopovers .\nHolidayIQ compares all types of flights: low cost, direct and solutions also for airports near Seoul. Save time by comparing all flight deals for Bengaluru - Seoul in one search and find your airfare at the best price.\nThe flight comparator of HolidayIQ shows you the most suitable solutions for your needs, just enter:\nAre you looking for a flight from Bangalore to Seoul and need quick and reliable answers? The search engine HolidayIQ offers you dozen of flights from Bangalore to Seoul.", "label": "No"} +{"text": "Engineers have worked through the night to repair the Kangaroo Island ferry, allowing the service to resume this morning.\nThe service between Cape Jervis and Penneshaw was cancelled yesterday due to an engine problem.\nAbout 200 passengers were affected.\nJeff Ellison, from SeaLink, says some passengers were accommodated on the island, while others were flown to Adelaide.\n\"We've had our senior engineers working all night and even now they're just putting the final touches to the engine and doing the testing and running it up so it's all checked before it leaves,\" he said.\n\"The ferry will operate all day until it catches up.\n\"We have scheduled an extra ferry this afternoon so we can catch up with the demand.\"", "label": "No"} +{"text": "Webinar: Credit Transfer Program facilitating international opportunities at top-ranked universities\nBe a part of an interactive and enriching session to gain knowledge about the Credit Transfer Program facilitating international opportunities at top ranked universities, on 25th July, 4:30-5:30 Pm. Dr. Sheetal Khanka, Head of International Affairs, UPES will be leading the conversation with renowned speakers like Nandita Abraham, Chief Partnership Officer at UPES; Vidhi Sahae, Senior Global Partnerships Manager, NTU Global; Chris Crabot, Associate Director at NTU Global; Prof. Shivaprakash Aduvalli Ramaswamy, India coordinator at Virginia Commonwealth University and Prof. Fotis Papageorgiou at GISMA Business School.\nLook forward to seeing you all there.\nRegister at https://lnkd.in/dh-HwTTf", "label": "No"} +{"text": "ME 7238: Advanced Finite Element Method\nLecture - 4 credits\n- Focuses on advanced techniques for solving engineering problems with the finite element method.\n- Topics include review of finite element method; solution of linear and nonlinear algebraic problems; solution of dynamics problems; solution of contact problems using penalty and Lagrange multiplier methods; solution of nonlinear beams, plates, and shells; finite element formulations of solid continua including Lagrangian and updated Lagrangian formulations, material nonlinearities, and use of a commercially available finite element package.\nFocuses on advanced techniques for solving engineering problems with the finite element method. Show more.", "label": "No"} +{"text": "Experiment Infrastructure at Project AGI\nIt’s such a joy to be able to test an idea, go straight to the idea without wrestling with the tools. We recently developed an experimental setup which, so far, looks like it will do just that. I’m excited about it and hope it can help you too, so here it is. We’ll go through the why we created another framework, and how each module in the experiment setup works.", "label": "No"} +{"text": "Best price found\nFastest flight time\nAirports in Orlando\nThe cheapest time of year to fly to Orlando from Montreal is March. The most expensive is July.\nAir Transat, Brussels Airlines, and Flair Airlines are the most popular carriers operating from Montreal to Orlando\nMontreal Pierre Elliott Trudeau Intl - Orlando Sanford Intl\nFly from Montreal Pierre Elliott Trudeau Intl to Orlando Sanford Intl for the best Montreal - Orlando flight prices\n30 days before\nThe cheapest time to buy a flight from Montreal to Orlando is approximately 30 days to departure\nIf you are looking to fly from Montreal to Orlando, you are most likely going to fly from Montreal Pierre Elliott Trudeau Intl Airport to Orlando Airport, the most popular airports on that route. You may be looking for an airport near Orlando Airport to land at when travelling from Montreal and Orlando Sanford Intl Airport, located in Orlando is a great option. The least expensive flight option from Montreal to Orlando will typically be YUL — SFB during the month of August with an average price of C$ 148 RT.\n|Juneyao Airlines||PriceFrom C$ 21||Free Cancellation||Rating|\n|Air Transat||PriceFrom C$ 195||Free Cancellation||Rating|\n|Flair Airlines||PriceFrom C$ 225||Free Cancellation||Rating|\n|Air Canada||PriceFrom C$ 270||Free Cancellation||Rating|\n|Brussels Airlines||PriceFrom C$ 279||Free Cancellation||Rating|\n|WestJet||PriceFrom C$ 307||Free Cancellation||Rating|\n|United Airlines||PriceFrom C$ 318||Free Cancellation||Rating|\n|American Airlines||PriceFrom C$ 323||Free Cancellation||Rating|\n|Delta||PriceFrom C$ 367||Free Cancellation||Rating|\n|Interjet||PriceFrom C$ 416||Free Cancellation||Rating|\nSome of our partner airlines flying from Montreal to Orlando are adapting new policies due to the global impact of COVID-19. Some of the airlines that may be waiving their cancellation fees are Air Canada, Air Transat, and Delta. You can search for the full list of airlines such as Air Canada that are offering this flexibility.\nThe distance between Montreal and Orlando is about 2005.7 km. Flights usually cover this in 3h 18m, depending on flying conditions and air traffic around both airports.\nTo find the flight that best suits your needs, momondo gathers a range of flights from a large pool of different airlines and agents; you can then use our insights and filters to find and book the right flight to Orlando from Montreal.\nYes. momondo enables you to select and highlight flights to Orlando from Montreal with this policy.\nmomondo offers useful filters to help you find the right flight. Choose specific flight times, airports or even what payment method you prefer. We have numerous options to help you book your ideal flight from Montreal to Orlando.\nOf course. momondo tracks the price of Montreal to Orlando flights. All you need is a valid email address and we will do the rest; it is that quick and easy.", "label": "No"} +{"text": "Please review your internet behaviour through its current flights performed at the health authority requires that you arrive at the newcastle to. Toronto Airport Transportation Getting to and from Pearson.\nYes you can apply to change rapidly and the country they will be reviewed among the russian or permanent residents will occupy a direct to go to be atol certificate are!\nDo not apply upon arrival pcr test results will receive attractive offers by flight or use your ticket number of direct newcastle upon tyne is named in? Google Flights. Cheap Flights from Newcastle to El Paso International from. Cheap flights Newcastle Hamburg Jetcost.\nSearch and compare cheap flights from Newcastle to Hamburg International Find information on direct flights and the cheapest month to fly to Hamburg. Flights Newcastle to Hamburg International Search and compare all major airlines and travel agents for cheap flights Newcastle to Hamburg.\nCheap flights from Newcastle to Hamburg Search and compare NCL-HAM flight deals.\nBook your affordable Newcastle Munich flights NCL MUC and you soon will be walking through the streets of a German city that gives you all the best in. Hamburg Newcastle Flight Time Flight Duration Hamburg to. Newcastle after its most.\nCompare deals from Newcastle upon Tyne NCL with KLM and book your flight today We are committed to getting you where you need to go with flights that fit. Cheap flights from Newcastle upon Tyne to Hamburg Kiwicom.\nEzeiza international and gibraltar via the to hamburg, fares and have submitted online, nationals of times and analytic cookies on our newsletter and logistics company?\nTravelers will see if you sure to united kingdom to complain about taking a good way to medical or to newcastle hamburg flights or vatican city break in? 11 Cheap Flights from Hamburg to Newcastle upon Tyne in 2021.\nNewcastle to Hamburg Flight Information Return flight price One-way flight price Flights Departing from Flights arriving in Airlines flying to this destination From. Please note to newcastle from.\nHAM to NCL Find info about flight duration direct flights and airports for your flight from Hamburg to Newcastle upon Tyne Best price found 133.\nFind the best flight from Newcastle upon Tyne to Hamburg Top Attractions in Hamburg Popular airlines flying from Newcastle to Hamburg Route information. Flights from Newcastle to Hamburg International Skyscanner. The Rough Guide to Europe 2004.\nBook Cheap Nonstop Direct Flights from Kiel to Newcastle upon Tyne Search and compare airfares on Tripadvisor to find the best nonstop and direct flights. Cheap flights from Newcastle to Hamburg airplane Compare over 1000 booking sites Find the lowest price Fast easy booking Visit ghwegocom.\nAnd by booking with ABParking you will have the most convenient and direct.\nIf driving yourself to the interesting culture, something to enter a test in a quick and on air tickets may monitor your hamburg to newcastle flights? Skyscanner hotels is direct flights from within australia. What airlines fly direct from HAM airport to NCL airport.\nLooking for cheap flights to Newcastle-upon-Tyne from airlines such as American.\nRyanair flights from London to Hamburg fly via London Stansted Airport There are a number of ways to get from central London to Stansted Airport including bus train and car.\nBook Cheap Nonstop Direct Flights from Newcastle upon Tyne to Hamburg Search and compare airfares on Tripadvisor to find the best nonstop and direct. Cheap flights from Newcastle to Hamburg International with. Newcastle to hamburg ferry.\nDirect Flights to Hamburg Germany Getting to Hamburg is very easy with a big choice of airlines flying to this German city Direct flights to Hamburg Germany are available on German carrier Lufthansa as well as British Airways EasyJet and Flybe are the main airlines operating low cost flights to Hamburg Germany.\nThe cheapest fare for Newcastle to Hamburg flight is 0 with upto 12000 off on via Book now Is there any discount coupon available on flight tickets from. Find flights from Newcastle United Kingdom NCL to Hamburg HAM 3. Newcastle to hamburg ferry.\nAtm and all the dates for reference only be tested on this voucher and all direct newcastle to hamburg flights will have advised to check availability are no alliances have travel!\nWhen are flight tickets from Newcastle NCL to Funchal FNC the cheapest Airlines adjust prices for flights from Newcastle to Funchal based on the date and. Cheap Flights from Hamburg to Newcastle upon Tyne from. Does easyJet fly to Hamburg?\nFind cheap airline tickets deals from Newcastle NCL to Hamburg HAM starts at 110 for one-way flights and 159 for round trip Save on your next flight. Book a flight from Newcastle to Munich from 25 & fly safely.\nLooking for great deals on flights to Hamburg Always find the cheapest fares to over 200 destinations in Europe with Ryanair's Fare Finder. Spain has been certified island?\nBrowse all Air France flights from Newcastle to Hamburg Purchase your flight to Hamburg GERMANY at the lowest price via our Air France booking site. To belize that is not restricted the inquiry also be accessible to a later time must travel without such, newcastle to hamburg flights at.\nSearch and compare cheap flights from Newcastle to Hamburg Lubeck Find information on direct flights and the cheapest month to fly to Hamburg Lubeck. Book Cheap Flight Tickets from Newcastle to Hamburg Flight Hotel Round Trip One Way From Enter your origin To Enter your destination Origin and. Who flies direct to Hamburg?", "label": "No"} +{"text": "I am curious to know if the St. Louis Gateway Arch would be strong enough to act as a support structure for a giant vertical axis wind turbine.\nI way I am envisioning this being constructed is that a radial shaft bearing block could be installed just below the top of the Arch and a combined radial & thrust bearing block could be constructed down at ground level. 600 feet of steel piping would be installed between the top bearing block and the ground level bearing block. The turbine blades would be attached to this steel piping and the rotating steel piping could be connected to an electric generator on the ground via some sort of pulley and chain setup.\nCould the St. Louis Gateway Arch be used as a support structure for a giant vertical axis wind turbine?\nHere is a drawing of what a vertical axis wind turbine might look like positioned underneath the Arch:", "label": "No"} +{"text": "ck 6b needed a new landing page design and created a contest on 99designs.\nA winner was selected from 51 designs submitted by 12 freelance designers.\n-Registration Formular: *Radio Button Mr/Mrs * Name *Surname *Street* ZIP * Town* Countra (drop down) * Telephone *Email\n-Social Share Button (Facebook)\nThe landingpage should be made mobile first (responsive). The main goal of the landingpage is to have a good mobile/ desktop conversion. The Registration fields dont need to be alinged as in the exsample above.\nWe saved a spot for your landing page design contest.", "label": "No"} +{"text": "The Steel Force Premium 2-Blade 75 Grain broadhead is constructed from the finest knife-grade, non-serrated stainless steel, precision cut using the latest state-of-the-art laser equipment and carefully tempered to 49-51 Rockwell hardness. Each head is individually ground, stropped to razoe finish and assembled and tested for absolute uniformity.\nKnife grade stainless steel main blade, .040″ thick, 49-51 Rockwell\n7075 Aircraft grade ferrule\nReplaceable main blades\nPerfect flight characteristics.\nAggressive angle of attack produces superior penetration\nPatented blade locking system", "label": "No"} +{"text": "3D modeling of a tourism residence – Merging lidar and photogrammetry\n3D modeling by aerial photogrammetry of a roof and merging on a cloud realized by terrestrial lidar system.\n3D scan realized as part of the rehabilitation of ski stations in Val d’Isère.\nThe 3D modeling of roof elements by aerial photogrammetry has made it possible to fill all the mask areas inaccessible by terrestrial lidar. Thus, after having merged the 2 models obtained by terrestrial lidar and aerial photogrammetry, the first residence of Val d’Isère could be fully modeled for an optimal and three-dimensional exploitation with Autocad.\n- Source : Altitude Drone Diagnostic company.\n- Post processing : Drones Imaging company.\n- Airborne platform: Drone MK.\n- Camera: SONY ILCE-6000.\n- Area : 2350m².\n- Final dense cloud : 650 million points.", "label": "No"} +{"text": "- Size: 54,174 SF\n- Location: Scottsdale, AZ\n- Original Construction Budget: Est. $2.275 Million\n- Project Completion: January 2014\n- Interior Architect: PDI\n- Structural Engineer: Buhler & Buhler Structural Engineers, Inc.\n- Mechanical/ Plumbing Engineer: Mechanical Designs, Inc.\n- Electrical Engineer: AKRIBIS Engineering, LLC\n- General Contractor: RSG Builders\n- Space Planning\n- Interior finish selection\n- Construction documentation\n- Construction administration\nRemodel of existing office space to accommodate Edgenuity’s office, training, IT services and recording studios.\nInterior renovation, Space planning, Tenant improvement, Technology build-out, On-line education, Edgenuity", "label": "No"} +{"text": "Space Hulk: Deathwing – Enter the Space Hulk Trailer\nThe Space Hulk: Deathwing team showcases the meticulous detail they’ve put into every digital inch of the Space Hulk.\nVideos You May Enjoy\nArticles You May Enjoy\n- Kartuga Introduces Protector Class\n- InnoGames has introduced the third class of their upcoming action title Kartuga: The Protector.\n- Failure Developer Kickstarter Interview\n- Failure was original conceived during an internal game jam - we were in a bit of a pickle due to losing our lead artist.\n- Alcohol in Age of Wushu\n- One stat that a lot of players ask about is the Alcohol Tolerance in Age of Wushu.", "label": "No"} +{"text": "POWERLITE RAC065 UNIVERSAL 45AMP LIGHTWEIGHT ALTERNATOR\nCompact, lightweight, high output alternator, suitable for race engines where space is at a premium. Supplied with a multi positional fixing bracket for even greater fitment flexibility - this unit can be fitted anywhere! Built to withstand vibration and engine harmonics, this unit will deliver maximum performance and efficiency.\nUniversal 45 amp \"Multi-Mount\" alternator with adaptor bracket.\nAmps 45 A\nShaft diameter 15 mm\nVoltage 12 V\nWeight 3.10 kg\nWiring configuration RAC902", "label": "No"} +{"text": "Nike Men's Sportswear Air Vortex LTR Desert FA18 201\nA CLASSIC LIVES ON\nStaying true to the '80s original, the Nike Air Vortex Men's Shoe delivers stability and plush cushioning.\n- Textile and leather upper for comfort and support\n- Foam midsole with Air-Sole cushioning for lightweight comfort\n- Durable rubber outsole with Waffle-inspired outsole pattern traction", "label": "No"} +{"text": "The orbit of Comet ISON (C/2013 S1) is quite precisely known from observations. It is inclined to the plane of the ecliptic at an angle of 62°. Almost the entire orbit is on northern side of the ecliptic. The only time it travels towards the southern side of the ecliptic is inside the orbit of Earth, on November 9th, 2013, till its perihelion on November 28th, 2013.\nThe perihelion of sungrazer ISON is the quick turning point. The speed of the comet will increase near the sun, and at the perihelion it will travel at 680,000 kmph, around the Sun.\nAs seen from the Earth, before perihelion, the comet travels in the zodiacal constellations of Cancer, Leo, Virgo and Libra. The turning point of perihelion occurs in Scorpio. Thereafter the comet moves northwards through the constellations Serpens, Hercules, Corona Borealis, Draco, Ursa Minor and Ursa Major. Here are some of the dates ISON will be close to bright celestial objects.\nSeptember 2nd, 2013, ISON will be 5° from Mars and 11° from crescent Moon. The trio will be seen near the naked eye star cluster – Beehive in Cancer.\nSeptember 23rd, 2013, Mars will be just 2° away from Comet ISON in Cancer Constellation.\nIn its orbit Comet ISON physically passes close by Mars, just 11 million kilometres from its North Pole. Observed from Earth, Comet ISON will remain close to Mars entire September and almost the entire month of October.\nOctober 1st, 2013, ISON and Mars are joined by the crescent Moon forming a beautiful trio of different types of objects in the Solar System, a Comet, a Planet and the Moon.\nDuring the months of September and October, it may possibly be difficult to locate the comet because it may not have brightened much. The presence of nearby bright star or bright Mars would be an important indicator or a sign post to locate the comet.\nThe best instrument to locate and view the comet is a pair of binoculars. A binocular mounted on a stand would be even better than a handheld one as the vibrations would be eliminated and the view would become steady. A binocular has a wide field of view as compared to a telescope, uses two eyes to peer at the sky, so it is a comfortable astronomical instrument for a layman as well as experienced sky observer. Binocular of any size would be an asset to watch the comet. Bigger sizes like 15x70 would be better, but would require a mount, on the other hand a smaller size like 7x50 could be used hand held.\nOctober 15th, 2013, Comet ISON is close to Regulus, the brightest star of constellation Leo, just 2° away. Interestingly Mars lies in between the comet and Regulus. This would really be a close and interesting conjunction to watch.\nBefore perihelion, in the months of September and October comet ISON can be seen in the morning sky towards the east. The best time to observe it would be 1 hour before sunrise. At this time your observing instrument should be ready to scan the skies. The observing location should be preferably on terra firma i.e. solid ground rather than a vibrating terrace. The view towards the eastern horizon should be clear of buildings, trees or any other obstructions. Ideally you should be on a hill station where the horizon is clearer than plains.\nOctober 30th, 2013, Comet ISON is joined by crescent Moon, 6° away. Mars, also 6° away, but in the direction of ISON’s tail. The daily motion of the comet is increasing day by day. It leaves the vicinity of Mars and starts moving towards the Sun at an increasing speed each day.\nComet ISON has become famous because:\na) It is intrinsically bright and probably this is the reason it was discovered so early when it was still outside the orbit of Jupiter.\nb) Immediately after discovery, it was located on a few pre-discovery images too and its orbit was calculated. The orbit was found to be a sungrazing one.\nc) This is the first visit of the comet to the inner Solar System.\nNovember 18th, 2013, Comet ISON, lies less than a degree away from Spica, the brightest star of Virgo constellation. The comet is just 10 days away from perihelion. Locating it in the dawn sky could be difficult, unless it has brightened considerably.\nNovember 28th, 2013, is the comet ISON’s date with Sun, the perihelion. Astronomers as well as amateurs all over the world would be anxiously waiting on 29th November morning to see the sungrazer’s ultimate fate. Will it evaporate in a blaze of glory, or will it become a string of pearls travelling in the same orbit or something else?\nThe first half of December 2013 would really be an interesting one with news coming in from all around the world about the comet.\nComet ISON is being followed by many different spacecrafts at different location in the Solar System, viz. Hubble Space Telescope, Deep Impact, Spitzer Space Telescope, Curiosity – Mars Science Laboratory, International Space Station, Messenger – Mercury Orbiter, Solar Dynamics Observatory (SDO), Solar Terrestrial Relations Observatory (STEREO), Solar and Heliospheric Observatory (SOHO), Swift, Balloon Rapid Response for ISON (BRRISON), Chandra X-Ray Observatory.\nDecember 22nd, 2013, Comet ISON travels close to the Great Hercules Cluster (globular cluster of stars).\nDecember 29th, 2013, Comet ISON will become circumpolar for northern India, visible all night and never setting below the horizon. Over the next few days the comet will progressively become circumpolar for southern latitudes.\nJanuary 8th, 2014, Comet ISON is seen close to the Dhruv Tara or the Pole Star.", "label": "No"} +{"text": "The airline tickets rates, discounted flights really cheap airline ticket kiruna, airline tickets singapore airlines.\nThe international discount airline tickets panama, last minute cheap airline ticket, cheap international argentina brazil airline tickets\nThe airline cheap really really ticket\nNews about travel airfare great deals cheap airline tickets, airline free land ticket, caribbean star airline ticket and airline tickets to indianapolis indiana\nThe international flight discount airline ticket cozumel and airline tickets death in the family, airline other ticket\nHere low fares for airline tickets and cheap airline tickets flights kimberley, warsaw airline tickets international\nNew flight really cheap airline ticket ayers rock and airline fare tickets, airline tickets online in canada\nLearn taca airline tickets to guatemala and tokyo cheep airline tickets to london, airline tickets go american airlines phitsanulok\nThe discount theatre united airlines tickets and online airlines ticket, airline tickets charlotte nc\nFor kingfisher airlines tickets and tools cheap airline tickets flights, international flight really cheap airline ticket djerba\nThe discount airline ticket cheap discount airline hanoi and discounted airfares cheap airline tickets, northwest airline ticket prices\nThe cheap air flights continental airlines tickets kiev, military discount airline tickets southwest\nThe one airline tickets and discount travel brazil airline tickets\nWe reccomend learn about \"delta airlines e-class tickets\", \"airline ana santa ticket\", \"discount airlines ticket\"\nThe 1 address airline inurl ticket trackback, play airline tickets, jmx cheap airline tickets flights console.", "label": "No"} +{"text": "Farming is a very important industry, but it’s not easy. It requires a lot of hard work, time, and effort to take care of crops. Fortunately, technology has come to the rescue, and farmers can now use drones to make their work easier. In this article, we’ll be looking at the top 3 advantages of drones in agriculture.\n1. Crop Monitoring\nWhat is crop monitoring and how do drones help with it?\nCrop monitoring is when farmers check on their crops to see how they are growing. Drones with high-resolution cameras and powerful sensors can quickly and easily survey large areas of land. They provide farmers with detailed information about the health and growth of their crops. This can help farmers identify and address issues like pests, disease, and uneven growth before they become major problems.\n2. Agriculture Crop Spraying\nHow drones can help with precision agriculture\nDrones can be equipped with special nozzles that allow them to spray pesticides and fertilizers with precision and efficiency. This can save farmers time and money, while also reducing the risk of overspray and other issues that can harm the environment. The drones can also be programmed to spray only in certain areas where the crops need it, making sure that everything is properly taken care of.\n3. Water Management\nHow agriculture drones can help with irrigation\nDrones with multispectral cameras can detect which areas of the field need more water, and use this data to create efficient irrigation plans. Drones can also be used to monitor water levels in dams, rivers, and other sources, allowing farmers to adapt their irrigation plans accordingly. With drones, farmers can make sure that their crops are getting the right amount of water and that none of it is going to waste.\nQuestions We Get Asked\nHow are drones used in Australian agriculture?\nAustralian farmers increasingly rely on drones to manage water and assets, including livestock, buildings, and dams. These unmanned aerial vehicles are an essential tool for mapping flows, surveying crops and distributing fertilisers.\nWhat types of drones are available for farming?\nDrones used in agriculture are divided into two types: fixed-wing and multi-copter drones. Fixed-wing drones are expensive and require a large area for take-off and landing but they can handle adverse weather and longer flight time. Multi-copter drones are cheaper, versatile, easy to use, and ideal for precision spraying and capturing aerial imagery. Multi-copter drones are increasingly being used in agriculture for various tasks.\nRead More: Drone Applications for Real World Scenarios\nDrones are becoming an increasingly important tool in the world of agriculture. They can help farmers to optimize their crop monitoring, crop spraying, and water management, making farming a whole lot easier. Whether you’re a small farmer or a large agricultural corporation, drones can help you to make sure that your crops are growing well and that everything is taken care of properly.", "label": "No"} +{"text": "A certain quasar recedes from Earth at 0.55 c. A jet of material ejected from the quasar toward the Earth moves at 0.13 c relative to the quasar. How do you find the speed of the ejected material relative to Earth?\nThe inverse transforms are :\nWe can choose the orientation of the coordinate systems such that the X axes are parallel to the velocity of the quasar jet. This would simplify the problem by rendering the Y and Z components of the velocity vector zero.\nUsing the inverse transform,", "label": "No"} +{"text": "Fluid-gravity correspondence: from Black Holes to transport phenomena in charged plasma\nAdviser: Michael Lublinsky\nadvertised on Mon, 31 Aug 2020\nCharged plasma and neutral fluids in our 4 dimensional world can be holographically related to gravity in a 5 dimensional curved space. Thus transport properties of the former, such as conductivities and viscosities, could be studied in the framework of Einstein gravity in black hole backgrounds.\nSeveral exploratory directions are possible and will be discussed with interested student(s). The project(s) are analytical/numerical.", "label": "No"} +{"text": "Оцінка 5 з 5 зірок\nA brilliant must-have expansion!\nPlease create the possibility to forward e-mails to a group! This would save a lot of work if you have to forward an e-mail to many recipients! Sending the forwarding via CTRL+ENTER (RETURN) would also save having to use the mouse.\nI'm currently working on using maillists. And instead of Ctrl/Enter just 'tab' to the send button and press the space bar.", "label": "No"} +{"text": "Dents with Paint Damage are up to 10 cm in diameter on Steel, Metal or Aluminium Alloy Body Sheets of vehicles, can be repaired by ARS Service Repair Systems. ARS Dent Repair Systems use high standard repair equipment which can repair dents with high efficiency. The repair process does not cause any deformation on vehicles’ bodies. When the repair is completed, vehicles’ bodies return to their original form with 100% success rate.After ARS Dent Repair, the paint repair must be applied. The dent repair is within the limits of ARS Micro Repair Paint Repair so the paint repair can be applied by benefiting of ARS Micro Repair Paint Repair rights.If there are any holes on vehicles’ panels, dents with paint damage may not be repaired completely.", "label": "No"} +{"text": "To invade sb's personal space definition: to come too close to somebody, so that they feel uncomfortable | meaning, pronunciation, translations and examples. Most americans treasure their personal space a violation of that real estate is trespassing read some of the common signs given. Ethnicity experiment this experiment tested the impact gender, ethnicity, and social desirability have on a person when their personal space is invaded. This common form of social altercation -- let's call it personal space invasion syndrome (psis) -- has emerged as a malady of epidemic proportions. March 21, 2014 take a moment to consider and reflect on your own physical and mental space yes we can empirically observe and measure physical space intrusion. Learn more about personal space in this episode of the psych files the article discussed in this episode: 7 comments on “episode 16: personal space invasion.\nInvasions of personal space: a field experiment by i lisa demian a thesis submitted in partial fulfillment of the requirements for the degree of. Personal space definition: if someone invades your personal space , they stand or lean too close to you, so that you | meaning, pronunciation, translations and. The space between your fingertips and body is your personal personal space • have a discussion about personal space – explain what personal space is. An overview personal space and communication, including a discussion of how gender and culture effect personal space and. Full-text (pdf) | the hypothesis that personal space invasions produce arousal was investigated in a field experiment a men's lavatory provided a setting where norms. Journal of behavioural sciences, vol 20, number 2, 2010 exploring reactions to invasion of personal space in university students anber younus khan and anila kamal.\nAn experiment to test how the speed and flow of men's urination in a public lavatory was affected by invasions of personal space. Debate 2016: what goes on in your brain when people invade your personal space we lack control over our reactions when somebody gets too close.\nWhy we hate it when people invade our space it's an invasion of the intimate space that we value and because i get very angry when my personal space is. Why personal space is important what happens when we invade it.\nPersonal space invasion - psychology project - duration: 3:38 collin lahay 11,250 views 3:38 a phox family moment - duration: 1:16 fredryk phox 6,550.\nSynonyms for invasion at thesauruscom with free online thesaurus, antonyms, and definitions dictionary and word of the day. Hello, i am doing a quest called: personal space invasion i was doing the part called use /flirt on a hauty nightmare to reveal a. Research shows that people in prisons appear to have larger personal space needs than most of the community, which results in the prisoners being constantly. Personal space: how close is too invasion of personal space has become a growing problem on britain’s overcrowded train and public transport networks. The application of personal space in your social interactions even how to use space invasion to get some personal space invasion cause us to be. Middlemist rd, knowles es, matter cf the hypothesis that personal space invasions produce arousal was investigated in a field experiment a men's lavatory provided a.\nDealing with personal space at work like most people i’ve had my personal space invaded on a invasion of the bubble has happened a few. Abstract this study investigated the effects of personal space invasions on impressions and decisions forty-eight turkish males and 48 turkish females reported their. Standing too close to some people can make them uncomfortable understand the etiquette rules for personal space with friends, family, and coworkers. This article summarizes the use of field experiments designed to investigate personal space invasion the experiments were designed and conducted by introductory. Essays - largest database of quality sample essays and research papers on personal space invasion.", "label": "No"} +{"text": "DJI’s Agras industrial drone is a workhorse. It’s intended for spraying pesticides, herbicides, and fertilizer, but has been put to other uses as well. During the early months of COVID, some of these units were deployed in China to spray disinfectant. They’ve also been used in anti-malarial programs to kill off mosquito larvae. But feeding fish? That’s a new one.\nWe’re always fascinated when someone comes up with a new use-case scenario for drones, whether it’s the firefighting drone by EHang we wrote about recently, or the amazing shape-shifting Skygauge machine that can do jobs nearly no other drones can carry out. Point is, we’re always seeing either new drones that can do new things… or people figuring out that existing drones can be put to uses their inventors had likely never considered.\nCase in point? Feeding fish.\nDJI Agras feeding fish\nLet’s imagine you have a huge fish farm. Further imagine that you’re raising Koi, those gentle fish that are…", "label": "No"} +{"text": "HAIER HWR08XC1 HWR10XC1 HWS10XC1 HWC05XCB AIR CONDITIONER SERVICE MANUAL\nHaier HWR08XC1 Air Conditioner Manualhttps://wwwalslibOpen manual\nHaier Air Conditioner: Model HWR08XC1-T Parts & Repair\nFind all the parts you need for your Haier Air Conditioner HWR08XC1-T at RepairClinic. We have manuals, guides and of course parts for common HWR08XC1-T problems.\nHAIER HWR08XC1 USER MANUAL Pdf Download.\nView and Download Haier HWR08XC1 user manual online. User Manual. HWR08XC1 Air Conditioner pdf manual download. Also for: Hwr08xc5-t, Hwf08xc5, Hwr08xc5, Esa3065, Esa3085.\nAir Conditioners | Haier Service Repair Workshop Manuals\nOur Haier Air Conditioners workshop manuals contain in-depth maintenance, service and repair information. Get your eManual now! HAIER HWR08XC1 / HWR10XC1 / HWS10XC1 / HWC05XCB Air CONDITIONER Service Manual. $21. VIEW DETAILS. HAIER HWR08XC5 / ESA3065 / ESA3085 Air CONDITIONER Service Manual. $21.\nHAIER HWR08XC1 / HWR10XC1 / HWS10XC1 / HWC05XCB Air\nProfessional authors step by step guide to provide you all the technical repair information for rebuilding or maintaining your HAIER HWR08XC1 / HWR10XC1 / HWS10XC1 / HWC05XCB (PART: AC-8888-09) AIR CONDITIONER. It is a complete manual similar the CDROM manuals which are used by mechanics. Simple to complicated repairs can be completed effortlessly with the information provided in this manual.Price: $21\nHaier Air Conditioner Parts and Accessories | PartsWarehouse\nHaier Air Conditioner Parts, Free Shipping, Largest Selection KitchenAid Air Conditioner Parts\nHAIER HWR08XC7 - 8,000 BTU AIR CONDITIONER USER MANUAL\nView and Download Haier HWR08XC7 - 8,000 BTU Air Conditioner user manual online. User Manual. HWR08XC7 - 8,000 BTU Air Conditioner Air Conditioner pdf manual download. Also for: Hwf08xc5, Hwr08xc5, Esa3065, Esa3085.\nHaier 10,000 BTU Window Air Conditioner with Remote\nAug 10, 2018This Haier 10,000 BTU Window Air Conditioner with Remote is designed to cool a room up to 450 sq. ft., making it ideal for bedrooms and dens. Price: $379\nHaier Air Conditioner Filter Parts | Fast Shipping at\nFind Haier Air Conditioner Filter Parts at RepairClinic. Repair your Haier Air Conditioner Filter for less. Fast, same day shipping. 365 day right part guaranteed return policy.\nHaier HWE12XCR-L 12,000 BTUs Air Conditioner - Walmart\nThe Haier 12,000 BTU Air Conditioner HWE 12XCR-L can cool a bedroom or an office up to 550 square feet. It is quiet and energy efficient. It features a 24-hour timer that lets you program the unit to for maximum efficiency. The room air conditioner in white comes with a 3.3/5Price: $279Brand: Haier", "label": "No"} +{"text": "Use magnetic cat paws to launch tiny balls through a cat's mouth.\nWork together to defeat Thanos in this simple, kid-friendly tabletop game.\nGet ready to sip some syrup and launch some snowballs.\nProtect The Child at all costs.\nThe cooperative game will challenge families to keep the movie's story on course.", "label": "No"} +{"text": "A simple and familiar space that specializes in barbecues.\nRua José Pereira Monteiro, 111\n- Easy external parking, Private parking\n- monday: 09:00-00:00\n- tuesday: 09:00-00:00\n- thursday: 09:00-00:00\n- wednesday: 09:00-00:00\n- friday: 09:00-00:00\n- saturday: 09:00-00:00\nRestaurants near Catefica\n4 Filhos Fonte Luminosa\nA simple and familiar space that has a terrace.\nVery simple and familiar space, serving traditional Portuguese cuisine at budget prices.\nDouro à Vista\nA simple and familiar space that serves banquets and other events.\nA simple and familiar restaurant that has a terrace.\nA friendly space that specializes in barbecues. It has a pleasant terrace.", "label": "No"} +{"text": "To fly, a creature will need to have the skill Flight. It is an attack skill and will only be active when triggered. When triggered, Flight will come into effect after the current assault, keep you flying until the next assault, and you will go back to the ground after the next assault (unless you triggered the Flight skill again). This is a short summary of how it happens: Flight triggered => attack from the ground => start flying => next turn => attack while flying => go back to the ground.\nFlying creatures can not be hit from the ground, unless the attacker has one of the following skills. The skills needed to attack a flying creature are all found in the Air skill tree, and they are Jump and Master Leviticus.\nIt is possible to attack a flying enemy while you are flying. If your Dinoz are currently flying and trigger its multi-attack effect while attacking a flying enemy, only the first attack will successfully hit the target. The second attack will be counted as a ground attack.\nSome skills also damage flying Dinoz:\nThere are only three Dinoz capable of flying, namely Cloudoz, Glidwings, and Pteroz. These Dinoz will have four level 1 Air skills available where all the others will only have 3. There are, however, no additional skills to be unlocked beyond Flight.", "label": "No"} +{"text": "X-Runner based on space journey and game challenge your both imagination and vision.\nX-Runner is exhilarating fast running game experience with Barrie’s go through tunnel and jump over the space bridge.\n- Tap Screen to jump\n- Collect invincible power to break barrier\n- Absorb coins on the way\n- 40 achievement’s to by unlocked\nLast Update: Sept 28, 2012\nREQUIRES ANDROID: 2.0+", "label": "No"} +{"text": "Contact: Sarah Kraum or call Space Coast Area Transit at 321-633-1878\nSpace Coast TPO and Space Coast Area Transit both have developed various transit related plans. Some of these plans are required and others help with transit planning.\nThe Space Coast TPO also works to include various transit elements and plans in their plans/documents such as the Bicycle/Pedestrian Master Plan and the Long Range Transportation Plan.\nPlease see the links to plans below:\n2015 SCAT ADA Compliance Report (Update completed in December 2018)", "label": "No"} +{"text": "Build Inexpensive Swimming Pool Tiny Inspirations Also Stunning Cheapest Above Ground Pools Images Cheap Inspired Home Decor\n: 700 x 1573\nCollection awesome ground fence pools swimming above pictures cheap pool and heaters. of build inexpensive swimming pool tiny inspirations also stunning cheapest above ground pools images cheap inspired home decor.\nCheapest above ground pools pool steps cheap and awesome light night trends ideas fascinating landscaping explore with kits inexpensive collection.", "label": "No"} +{"text": "$31.25 – $43.75\nAmerican Acrylic Whirlpool System Air Control\nAmerican Acrylic Whirlpool System Air Control.\nWHITE, ALMOND (BONE), BISCUIT, CHROME, BRUSHED NICKEL, VENETIAN BRONZE\nThere are no reviews yet.\nOnly logged in customers who have purchased this product may leave a review.\nAmerican Acrylic Whirlpool Trim Kit for 6 or 8 jets.\nJet covers and eye balls\nReturn Suction Cover\nAir Control Knob\nAir Switch Cover and Button\nTub skirt. Must be purchased with a bathtub from our site. The skirt will be manufactured to fit tub selected.\nAmerican Acrylic Air System Trim-Kit\nKit contains 16-air caps.", "label": "No"} +{"text": "Yes, we are open for business!\nAir Tools WA – Industrial Air Compressors, Air Compressor Parts & Maintenance in Perth\nPERTH’S LARGEST RANGE OF INDUSTRIAL AIR COMPRESSORS\nAir Tools WA Supply & Service a wide range of Industrial Air Compressors such as Atlas Copco Rotary Screw Air Compressors, Piston Air Compressors, Silent Air Compressors, Single Phase Air Compressors, 3 Phase Air Compressors, Petrol Air Compressors, Diesel Air Compressors, Electric Air Compressors & more. Contact our Perth air compressor specialists today.\nOur Solution and Services\nAir Tools WA Compressed air solution specialists\nEverything from diesel air compressors to rotary screw compressors.\nAir Compressor CPBg35 Gear Base Mount – Chicago Pneumatic$20,729.50 See Details\nAir Compressor CPM25 Belt Base Mount – Chicago Pneumatic$12,842.50 See Details\nAir Compressor CPVSD20 Direct Basemount – Chicago Pneumatic$15,489.10 See Details\nAir Compressor CPVSD29 Direct Basemount – Chicago Pneumatic$22,159.50 See Details", "label": "No"} +{"text": "Our strong team of engineers combine Nissan's decades of system experience in vehicle development with NEC's decades of lithium battery R&D and manufacturing experience to develop and manufacture the world's leading lithium batteries.\nEnvision AESC covers the core technologies of the battery industry chain, including the world's leading electrode, cell development and manufacturing technology, module design and manufacturing technology, strong production quality management and battery big data capabilities, and the ability to develop intelligent BMS.\nThrough 15 years of research and development with Nissan, it not only seamlessly matches the development nodes of the vehicle, but also covers high-performance bidirectional charge and discharge, undergoes vigorous battery charge and discharge operation safety tests, and battery multi-scenario application performance optimization and accumulation.\nBig data on batteries and electric vehicles have been accumulated over years and years, and has become a huge patent asset of Envision AESC. We now have more than 4000 technical patents covering electrochemical technology, battery technology and structural design, thermal balance and energy management, battery pack development and more.\nCOPYRIGHT 2022 Envision AESC Group Ltd. ALL RIGHT RESERVED.", "label": "No"} +{"text": "Full resolution (880 × 411 pixels, file size: 94 KB, MIME type: image/jpeg)\nAppears on these pages\nFacility 4028 was a Federation Space station operating in the late 24th and early 25th...\n\"'Facility 4028\"' is a mission in Star Trek Online, available to all factions. It is the fourth...", "label": "No"} +{"text": "ABOUT THIS PROJECT:\nEscape Visuals was brought on to complete a very unique project for Gaylord Palms Resort in Orlando FL. We were tasked with doing a one take fly through of the 3 acre indoor atrium. Our team built and crafted a custom FPV drone and range extenders to complete this one take flight. We also have taken photography of their new outdoor waterpark expansion.\nCommercial Media Production", "label": "No"} +{"text": "I installed a new main jet, fuel filter, and clamp on air filter, in addition to a battery. The bike will start and run without a battery but the ignition cuts off at high rpm. On the subsequent test run, the top speed was a GPS indicated 34.4 mph (55.4 kph) before I ran out of road. I installed a new #70 main jet, but will experiment with a larger #75 main jet in the future. The original jet size was a #72.5 but a new one was unavailable.", "label": "No"} +{"text": "Hydrogen fuel free\n100 - 500 downloadsAdd this app to your listsTweets por @Appszoom\nThis app Hydrogen fuel free explains in detail about Hydrogen fuel. This app also gives a detailed information about Hydrogen fuel cells and Hydrogen fuel cars.\nThis app consists of\nHydrogen Fuel How to Make\nSave Money by Using a Hydrogen\nHydrogen Fuel Car Kits\nBuild a Hydrogen Fuel Cell\nChocolate Waste for Fuel\nQ: Why does it need INTERNET permission?\nA: This is a free app; we need ads to support our work.\nTags: hydrogen fuel cell generator, hydrogen fuel kits, hydrogen fuel cars, hydrogen fuel cell kit, build hydrogen fuel cell, hydrogen fuel for cars, hydrogen fuel cell for cars, hydrogen fuel car, what is hydrogen fuel, hydrogen fuel car kits, hydrogen fuel injection.", "label": "No"} +{"text": "Located at 113 E 6th Street between Walnut and Washington. This commercial space will be available September 1st, 2018!\n-Large bright open space located right off the downtown square.\n-2,400 sqft @ $17.50/sqft\n-Rent + CAM\n|Address:||113 E 6th Street|", "label": "No"} +{"text": "1 2 3 4 5 6 7 8 9 10\nGate Hei Yan Staff Hei Yan Group Meeting Sales Team Sales of bending machines Customer visit Workshop Elbow machine\nWe have 20 Professional foreign trade business sales and numerous experienced technicians including one chief engineer, one senior engineer, 5 general engineers ,30 mechanical equipment installation and adjustment professionals and thus we are capable to provide technical solutions and services to our customers.\nThe services provided by our team including casting workshop planning, equipment selection, equipment development and lean production. The engineers conduct strict inspection and tracking throughout each stage of the solution scheme.\nFor instance, project manager negotiation, technical specification planning, design planning, project filing, contract signing, production arrangement, equipment commissioning before shipping, equipment delivery, equipment on-site installation, equipment on-site commissioning and equipment inspection upon receiving. Our professional services are highly recognized by the domestic and foreign customers.\nContact Person: Ms. Lemon", "label": "No"} +{"text": "a 60-degree angle\nA 60 degree angle\nIt is 60 degrees\nThe complement to a 60 degree angle would be 30. The ratio then would be 2.\nA right angle\n30 degree angle\n15 degrees. A bisected 60 degree angle makes 2 30 degree angles by definition of an angle bisector, then a 30 degree angle makes 2 15 degree angles by definition of an angle bisector.\na 60 degree angle is twice the size of a 30 degree angle.\nThe takeoff for a 30 degree angle will depend with the offset angle.\nCompliment of 60 degrees is 30 degrees.\nYes and they are both acute angles\nstaircase is made in an angle of 20 to 30 degree and it shouldn't be more then 30 degree.\nIf you bisect a 30 degree angle, you end up with two 15 degree angles.\nA right angle is 90 degrees so if it was 1/3 the measure of a 90 degree angle it would be 30 degrees.\nYou can calculate the angle Let X =angle in degrees The complement is 90 -x 1/3(90-X) = X 30 - X/3 = X 30 = 4X/3 X = 22.5 degrees\nAn angle with 30 degrees is an acute angle.\nA 30 degree angle is an acute angle because it is greater than 0 but less than 90 degrees.", "label": "No"} +{"text": "A Flexible and General State Space Toolbox for MATLAB.\n2012 - D.J.Pedregal Tercero, J.Taylor\nSystem Identification, Environmental Modelling, and Control System Design. 615-636 (2012).\nThis chapter illustrates the utility of, and provides the basic documentation for, SSpace, a recently developed MATLAB toolbox for the analysis of State Space systems. The key strength of the toolbox is its generality and flexibility, both in terms of the particular state space form selected and the manner in which generic models are straightforwardly translated into MATLAB code. With the help of a relatively small number of functions, it is possible to fully exploit the power of state space systems, performing operations such as filtering, smoothing, forecasting, interpolation, signal extraction and likelihood estimation. The chapter provides an overview of SSpace and demonstrates its usage with several worked examples.", "label": "No"} +{"text": "Best time to find cheap flights, 6% potential price drop\nAverage for round-trip flights in April 2021\nFrom Hanoi to Ho Chi Minh City\nOne-way flight from Hanoi to Ho Chi Minh City\nCheapest Prices for Vietnam flights by month\nCurrently, the cheapest month for flights to Vietnam is November. The most expensive month for flights is July. The cheapest prices are shown above but prices will vary according to departure times, airlines, class and how early you book.\nWhen is the best time to fly to Vietnam?\nHAN - SGN\n1,450,944 ₫ - 3,508,982 ₫\n32 - 35 °C\n9 - 211 mm\nNovember is typically the best time to fly to Vietnam, but there are other times where great deals are available. If weather is an important factor for you when considering when to fly to Vietnam, the warmest period tends to be April, with the wettest being October.\nWhen is the best time to book a flight to Vietnam?\nTo ensure you get the cheapest price possible for a flight to Vietnam, you should look to book at least 14 days in advance of your intended travel date. The price of your flight may increase if you delay and leave booking until a week or so before departure.\nWhich day is cheapest to fly to Vietnam?\nThe cheapest day to fly to Vietnam is usually Saturday. At the moment, Thursday is the most expensive.\nWhat time of day is cheapest to fly to Vietnam?\nTo get the best value, try booking a flight in the morning when visiting Vietnam. Generally the prices will increase for flights at noon as these tend to have higher demand.", "label": "No"} +{"text": "EAST GERMAN SUBDUED ALUMINUM RANK PIPS NEW\nORIGINAL EAST GERMAN ARMY SUBDUED ALUMINUM RANK PIPS\nThis is one pip. Original East German Army Subdued Aluminum “Sterne” Rank pips for wear on the Officer and NCO shoulder boards. Used by the Army, Navy, Air Force and and Border Guard. Original NVA military issue.\nSame pattern and manufacturer as WW2 German production .\n12 mm. size.", "label": "No"} +{"text": "Perform break-in and test procedures.\nMaximum horsepower rating is 400 hp at 2100 rpm. Maximum performance would\nbe delivered at sea level, 60 F (16 C) intake air temperature and 29.92 in. Hg (760.0\nmm Hg) barometric pressure.\nIf deaeration is necessary because of extremely high altitude operation (above\n12,000 ft [3658 m]), deaerate at 4 percent for each 1000 ft (305 m) additional altitude\nand 1 percent for each 10 F air temperature rise above 60 F (16 C).\nNew or newly rebuilt engines during dynamometer testing are not required to\ndeliver more than 96 percent of maximum horsepower at power checks.\nSet engine speed at 800 rpm at no load for five to ten minutes.\nABNORMALLY HIGH OIL PRESSURE MAY INDICATE BLOCKED LUBE PASSAGES\nABNORMALLY LOW PRESSURE MAY INDICATE INSUFFICIENT\nSUPPLY OF LUBE OIL FROM PUMP DUE TO PUMP WEAR, EXTERNAL LEAKAGE,\nOR INCREASED CLEARANCES DUE TO BEARING FAILURE.\nCheck oil pressure for 10 - 32 psi (69.0 - 220.8 kPa). Shut down engine if pressure not within\nCheck for proper water circulation, fuel, oil, and air leaks.", "label": "No"} +{"text": "Pilot program synonyms\nA person qualified to operate the controls of an aircraft or spacecraft\nA case that, after its determination, is likely to be used as a precedent\nA film (or videotape) of a single segment of a projected series of television shows, prepared for showing to prospective commercial sponsors and, sometimes, later broadcast\nFind another word for pilot program. In this page you can discover 9 synonyms, antonyms, idiomatic expressions, and related words for pilot program, like: model program, pilot, experimental program, test case, trial-run, model, experiment, pilot-project and pilot film.", "label": "No"} +{"text": "3104 aluminum alloy has a magnesium content of 0.8-1.2 and a manganese content of 0.8-1.4. It is a 3-series aluminum alloy product with good anti-rust performance. It is widely used in aluminum shutters, lamp cap materials, can lid materials, automobile fuel tanks, Aluminum bottle cap material, pipe insulation, etc.\n3104 aluminum plate can be called 3104 aluminum-magnesium-manganese plate alloy. It is a 3-series anti-rust aluminum plate alloy. Its main alloy components are magnesium and manganese. Among them, it is a 3-series product with better anti-rust performance. The 3104 aluminum plate is a deformed aluminum alloy with a tensile strength greater than or equal to 275MPA and a relatively large elongation.\n3104 aluminum sheet has good deep drawing and corrosion resistance, easy to process and shape, widely used in aluminum shutters, lamp cap materials, beverage can lid materials, automobile fuel tanks, aluminum bottle cap materials, pipe insulation, etc.\nMaterial status: F, O, H12, H14, H16, H18, H19, H22, H24, H26, H28, H111, H112, H114\nWidth (mm) 100-2600\nTypical products: aluminum lamp head material, aluminum louver, aluminum can lid material, oxide material, liquid crystal backplane, cake tray, aluminum base material for color coating, aluminum bottle cap material, pipe insulation, etc.", "label": "No"} +{"text": "A Flight Risk Averted (for Now)\n10/22/2013 § 7 Comments\nI’ve decided to land here again. I guess I’ll stay. I was about to fly to another country. What’s been going on in D.C. is un-beak-coming.\nSculpture inside the waiting room for the Pentagon visitor’s tour.\nSHARE THIS with someone who needs a laugh! Click here to comment!", "label": "No"} +{"text": "Josh Tuttle, Vice President\nJosh Tuttle enlisted in the US Air Force at age 17 where he served honorably for seven and a half years. During that time he lived in. and worked in. a variety of places, and at one point was awarded an Air Force Achievement Medal for Heroism. After leaving the Air Force. he started his ten year career with Family Health, Inc., and enrolled at CSU Sacramento where he graduated with a bachelor of science in Kinesiology (BS). After working his way up to General Manager, Josh left Family Health, Inc., in 2007 and joined the East Lawn family. Josh has subsequently gone on to complete his Masters of Business Administration (MBA), and in 2014 was promoted to Vice President of Operations and Business Development.", "label": "No"} +{"text": "Why do bats hang upside down? 12/8/2016 3:06:00 PM View Count 60921 Unlike birds, bats have trouble with takeoffs from the ground. Their wings are not as strong as those of birds and they cannot run fast enough to build up flight speed. Bats have an easier time flying when they start already in the air. They use their front claws on their wings to climb to a high spot and launch themselves to achieve flight.", "label": "No"} +{"text": "Glenlyon, 8 Old Station Road, Hampton-in-Arden\nNational Motorcycle Museum - 1.8 km / 1.1 mi\nPendigo Lake - 3.3 km / 2.1 mi\nThe Vox Conference Centre - 3.6 km / 2.2 mi\nResorts World Birmingham - 3.8 km / 2.4 mi\nThe Bear Grylls Adventure - 3.9 km / 2.4 mi\nBirmingham Business Park - 4.9 km / 3.1 mi\nNational Exhibition Centre (NEC) - 5 km / 3.1 mi\nBlythe Valley Park - 11.3 km / 7 mi\nSarehole Mill - 12.8 km / 8 mi\nUniversity of Warwick - 13.3 km / 8.2 mi\nKenilworth Castle - 14.3 km / 8.9 mi\nCoventry Transport Museum - 15.9 km / 9.9 mi\nCoventry University - 16.7 km / 10.4 mi\nBelfry Golf Club - 17 km / 10.6 mi\nO2 Institute - 17 km / 10.6 mi\nThe nearest airports are:\nBirmingham Airport (BHX) - 5.3 km / 3.3 mi\nCoventry (CVT) - 22 km / 13.7 mi\nNo, Glenlyon Bed and Breakfast does not offer complimentary breakfast. It is available at a surcharge.\nNo, Glenlyon Bed and Breakfast doesn't have non-smoking rooms.\nNo, Please contact the hotel for more information.\nNo, Glenlyon Bed and Breakfast does not have a swimming pool.\nNo, Glenlyon Bed and Breakfast does not offer free Wi-Fi.", "label": "No"} +{"text": "Radar for tomorrow showing the rain/snow showers:\nHere is the simulated future radar for tomorrow from 5 AM to 10 PM from the NAM. This will bring a reinforcing shot of colder air behind the cold front. Wind chill temperatures will be in the 20's on Long Island on Wednesday.\n6 views0 comments", "label": "No"} +{"text": "Building a seismograph\nI am interested in earthquakes. We had one here last week in Panajachel. I found information about how to build a seismograph. I built it. The seismograph was build with a lot of wood. Then I tested it to be sure it worked. I had to do some changes because it had some problems.", "label": "No"} +{"text": "Rosemount’s sensor instrumentation provides quality and reliability. From RTD and thermocouple sensors to a wide range of thermowells and associated hardware you can depend on Emerson for complete and reliable temperature measurement points.\n- Fully potted and sealed wiring connections\n- High performance sensor element technology for accurate, vibration-resistant operation\n- Callendar-Van Dusen calibration for maximum accuracy when paired with a transmitter\n- Accredited, global calibration facilities with traceability to international standards\n- Manufacturing capacity for your largest and most complex projects", "label": "No"} +{"text": "Just when it seems boring, life overwhelms us. The opposite is true too.\nPartnership happens when I give her space to speak.\nPartnership requires space to work.\nLooking forward can take me away from the present.\nSpace gives room for energy and creation.\nKeeping stuff incomplete keeps it alive.\nCompleting something means it must end. We don’t always want things to end.\nSolitude allows reconnection.\nFriendships work when there’s space to say anything.\nAcknowledging where I don’t do what I said, creates a new space.", "label": "No"} +{"text": "HPS can supply Engine parts and spares, including Perkins spares, Diesel engine parts and Hatz parts.\nAs part of our aim to supply spares for the “whole” machine, at Hydraulic Plant Services we stock, source and supply parts for a large range of engines.\nMost popular of these are PERKINS, LISTER PETTER, HATZ, YANMAR, DEUTZ, KUBOTA, MITSUBISHI and CUMMINS.\nAs well as engine parts, we also supply complete engines, new, reconditioned and good used.\nWhen requesting parts, the engine serial number is very helpful. if you don’t have this, or don’t know where to find it, please give us a call and we can assist.\nWe can source engine parts straight from the manufacturer, and have access to many online parts books, as well as CD and printed parts books.\nStarter motors and alternators, are very common requests, and we can usually offer non-genuine alternatives at much cheaper prices.", "label": "No"} +{"text": "I just got an order for a going away cake....for Sunday. This is what I came up with: A square or sheet cake with a gumpaste or RKT airplane flying from one state to the next state.\nMy question is how can I achieve the look of the airplane 'flying'? I was thinking of something like the soda/beer cakes, where it's suspended on the dowel with the drink pouring out.\nBut....how could I cover the dowel?\n*Bonus question: If you were to highlight some popular places/things in Colorado, what would they be?\nHow big is the plane going to be?", "label": "No"} +{"text": "Replacement windsurf foiling Fuselage complete with tail wing angle spacers\nWill this fuselage work with other wings and masts? Yes. This fuselage is compatible with all masts and compatible with all wings that use the saddle system. However, they won't work with wings designed for the Quick Lock system or the SuperCruiser wing.\nTail Wing Fitting System\nThe tail wing also uses a saddle system. An angle spacer sits between the wing and the fuselage. Changing the angle spacers allows the rider to adjust tail wing angle to optimise performance based on wind speed and the desired flying configuration: more power or more control.", "label": "No"} +{"text": "Subscribe via email\nKeep posted - We're getting ready to launch the new website. We'll announce it here and, of course, via our Twitter and Facebook feeds. In the meantime, have questions? Drop us a line at email@example.com.\nYour Daily Inspiration\nSuccess is not final, failure is not fatal: it is the courage to continue that counts.", "label": "No"} +{"text": "17 Falcon Street,\nCrows Nest, NSW 2065\nKey property information\nMap of 17 Falcon Street\nTrain stations within 5 km of 17 Falcon Street, Crows Nest, NSW 2065 Distance St Leonards Station 939 m Wollstonecraft Station 1 km Waverton Station 1.1 km North Sydney Station 1.5 km Milsons Point Station 2.2 kmPOWERED BY HERE © Tram stops within 5 km of 17 Falcon Street, Crows Nest, NSW 2065 Distance Star City Light Rail Station 4.4 km John Street Square Light Rail 4.5 km Pyrmont Bay Light Rail Station 4.7 km Metro Light Rail 4.8 km Convention Light Rail Station 5 kmPOWERED BY HERE © Bus stops within 5 km of 17 Falcon Street, Crows Nest, NSW 2065 Distance Alexander St Before Hayberry St 42 m Pacific Hwy After Falcon St 72 m Alexander St After Falcon St 80 m Pacific Hwy Before Shirley Rd 141 m Shirley St at Pacific Hwy 155 mPOWERED BY HERE ©\nPrime Office/Retail/Restaurant in Busy Crows Nest Location\n- Great Signage Opportunity\n- Ready to Occupy\n- Corner Exposure\n- Prominent corner exposure\n- Existing grease trap and exhaust facilities\n- Signage opportunity along Falcon & Alexander Street\n- Currently configured for restaurant use\n- Ready to occupy\n- Shop 1 (47.70sqm): Front ground floor shop located in a highly exposed area.\n- Shop 2 (74.70sqm): Ground floor restaurant with fully equipped kitchen.\nFor further information or to organise an inspection, please contact Charlie Monro on 0403 641 254 or Jade Odgers on 0409 839 2....\nProperty ID: 503838458Last Updated: 3 Dec 2021\n$19,990 annualSuite 102, 110 Willoughby Road,Crows Nest, NSW 2065\nContact Agent601 Pacific Highway,St Leonards, NSW 2065\nContact Agent655 Pacific Highway,St Leonards, NSW 2065", "label": "No"} +{"text": "Latency is a measurement of time delay in any system. In this system it is the length of time a signal travels between the satellite dish mounted to your residence to the satellite in space that orbits the earth to a ground-based gateway which connects you to the internet. Each time it communicates between one to the next it travels about 22,300 miles traveling at the speed of light (186,282 miles per second). The round-trip is timed and is measured in milliseconds called ”ping”. The ping on satellite internet is usually around 638 ms, compared to a typical cable network with a ping of 30 ms or less. This kind of latency will be the same for any other internet satellite provider, but it will continue to get better and faster with technology constantly improving. 638 ms is just over half a second, so in many applications it will be able to work just fine. The only applications that you might have issues with are when playing first person shooting games where you need to make split second decisions and when using Virtual Private Networks (VPN). Games that tend to be slower paced, like turn based games, perform much better because you aren't relying on having to make an action at a precise time. When using VPNs there is information being encrypted and the speed cant be accelerated over the satellite link.", "label": "No"} +{"text": "High Resolution Leeds Badge\nPosted: Sat Jun 07, 2008 10:02 pm\nI've been googling away but with no joy so wondered if anyone on here could help me out. I'm looking for a high resolution version of the two crests below. Anyone got one?\nBlog - Magazine - Forum - Podcast", "label": "No"} +{"text": "Applications for the Apollo Theater’s Technical Stage Production Internship are available to rising seniors attending NYC high schools. The Apollo Theater Academy Technical Stage Production Internship provides high school students with opportunities for professional and personal development as they explore careers in Technical Stage Production. Interns learn how to apply technical elements of theater such as lighting design, videography, audio engineering, carpentry, and production design to live and recorded stage productions. Over six (6) weeks, interns are trained by and assigned to work with members of The Apollo’s production crew to learn what goes into creating events at the Apollo Theater.\nApplications are due May 9, 2022.", "label": "No"} +{"text": "Nordyne Air Conditioner Heat Pump Air Handler Owner's ...\nView and Download Nordyne Air Conditioner Heat Pump Air Handler owner's manual & installation instructions online. E3 Series. Air Conditioner Heat Pump Air Handler Air Conditioner pdf manual download.Nordyne Air Conditioner Heat Pump Air Handler Manuals\nNordyne Air Conditioner Heat Pump Air Handler Pdf User Manuals. View online or download Nordyne Air Conditioner Heat Pump Air Handler Owner's Manual & Installation Instructionsdavehaynes.me | Wiring diagram for inspiring\n3 bank battery charger wiring diagram – theflip img source : theflip.me Minn Kota 3 Bank Charger Wiring Diagram 24 and 36 volt wiring diagrams – trollingmotors all minn kota models 24 and 36 volt wiring diagrams simply wire each bank of the charger to…Carrier Gas Furnace Parts – My HVAC Parts\nCarrier Gas Furnace Parts. e search for any parts My HVAC Parts has for Carrier, Bryant, Payne and Day and Night products.How to Wire an Air Conditioner for Control 5 Wires\nHow to Wire an Air Conditioner for Control 5 Wires. How to Wire an Air Conditioner for Control 5 Wires – The diagram below includes the typical control wiring for a conventional central air conditioning system.Contactors for Air Conditioners and Heat Pumps\nContactors for Air Conditioners and Heat Pumps. Change your Air Conditioner or Heat Pump Contactor before it burns out your pressor!Thermostat Wiring Colors Code | HVAC Control Wire Details\nThermostat Wiring Colors Code High Performance HVAC Thermostat Terminal Designations. Turn the power off before proceeding! Always follow safety instructions especially with electricity.User Manuals and Technical Bulletins – EWC\nBMPlus3000. BMPlus3000 wired with a carbon monoxide detector BMPlus3000 dehumidification with a Carrier thermidistat BMPlus3000 with 2 stage compressor heatpumpZone Valve Wiring Installation & Instructions: Guide to ...\nZone Valve Wiring Hookups for Hydronic (Hot Water) Heating Systems. Individual Hydronic Heating Zone Valve & Control Wiring Notes by Brand. Illustration: the wiring diagram for the Taco ZVC 403 Multiple Zone Valve Controller.Installation and service manuals for heating, heat pump ...\nManuals, parts lists, wiring diagrams for HVAC equipment: Free downloadable manuals for Air Conditioners, Boilers, Furnaces, Heat Pumps. Here we provide free downloadable copies of installation and service manuals for heating, heat pump, and air conditioning equipment, or contact information for the manufacturers who can provide that ...\nnordyne heat pump wiring diagram 917178a Gallery\nnordyne heat pump wiring diagram 917178a white rogers heat\nnordyne circuit board wiring diagrams\ngoodman heat pump defrost control board wiring diagram\ndefrost control board wiring diagram 36 wiring diagram", "label": "No"} +{"text": "Fitting the dust shoe plug\nThe dust shoe plug ensures that extraction works efficiently, and prevents swarf from building up over the job surface.\nThe dust shoe plug needs to be fitted into the dust shoe, located at the base of the Z head.\nThe dust shoe slots are located in the middle of the dust shoe.\nA: Dust shoe\nB: Dust shoe slots\nThe dust shoe plug tabs slide into these slots.\nC: Dust shoe\nD: Dust shoe slots\nThe dust shoe plug needs to be inserted into the front of the Z Head.\nInsert the black tabs of the dust shoe plug (E) into the slots of the dust shoe (F).\nWhen the plug is correctly positioned, the top and bottom of the dust shoe plug will align with the top and bottom of the dust shoe respectively.\nE: Dust shoe plug tab\nF: Dust shoe slots\nSlide the dust shoe plug until it is completely inside the dust shoe.\nG: Dust shoe plug tab\nH: Dust shoe slots\nThe following image shows how the dust shoe and plug slot together, in an example assembly that has been taken out of the Z Head:\nThe correct fitting of the dust shoe plug inside the Z Head will look like this:\nIf the dust shoe plug has been fitted incorrectly, the front cover will overlap the bottom Z Head plate:\nThe fully fitted dust shoe plug will look like this:", "label": "No"} +{"text": "April 05, 2007\nThe \"innocent sailors\" were spies!\n\"We gathered intelligence\"\nThat's why Tony \"Bliar\" Blair was in such a tizzy to get them out, and it is also why the spies themselves were confessing to everything -- so they could get out. Their official mission (anti-smuggling) was just a cover and an instrument for their real mission (gathering information from fishermen and others about Iranian activities in the area).\nUpdate: British spies being tortured in Iran.", "label": "No"} +{"text": "Call now to book, change, cancel of airline ticket by the call 24/7\nCall now +1 (855) 957-47-49\nYou can just call the client service.\nAnd question for any fine and unpublished offers at hand.\n- Booking your flight tickets as soon as possible and do not need to fill any application\n- Resolving your issue with regard to your request\n- Present exclusive unpublished flights and affordable cost\n- Change or void your ticket quickly following your request\n- Respond to any sort of problems with 24/7 assistance\nBook one-way or return flights from Minot to Huntington with no change fee on selected flights. Earn double with airline miles + Expedia Rewards points! Scan through flights from Minot International Airport (MOT) to Tri-State/Milton Airport (HTS) for the upcoming week. Sort the list by any column, and click on a dollar sign to see the latest prices available for each flight. cheap flights from minot to huntington. live fares for upcoming Reservation flight from Minot MOT to Huntington HTS on the phone.\nmot to hts 04 aug. mot to hts 11 aug. Compare airfares and find cheap direct flights and round trip flights to Huntington, Tri-State Airport [Milton J. Ferguson Field] (HTS) From Minot (MOT).\nAirline ticket deals to Huntington, Tri-State Airport [Milton J. Ferguson Field] (HTS) from Minot (MOT).\nSave on flight to Huntington, Tri-State Airport [Milton J. Ferguson Field] (HTS) from Minot (MOT) with free service of airlinegit.xyz Find cheap flights from Minot (MOT) to Huntington (HTS) from only.\nWith COVID situation, few airlines are offering waiving change fees for new flight bookings. 🤩 Book flights now to enjoy up to 53% off on selected hotels. Cheap flights from Minot to Huntington Search and compare MOT-HTS flight deals from airlines and travel agents on Jetcost.", "label": "No"} +{"text": "Hexacopter Drone and lots of RC Gear\n650 Hexacopter Drone (one ESC is dead) FPV Tx Rx Gimbal with cam 250 Quad unbuilt kit 250 Quad busted props (I have spares) Scorpio Tricopter frame LOTS of brushless motors various sizes 9CH Transmitter and several 9CH receivers 2 x 3CH Pistol grip Transmitters A bunch of receivers Flight controllers including Ardupilot and kk2.5 Several plane kits and a built foam soarer Complete XL Wing slope soarer kit A heap of wing tape in lots of colours Also some alu\nCUSTOM KAWASAKI FREE STYLE /RACE STAND UP\nFull customized for free style and or race ,HULL ONLY WITH PUMP Aftermarket, Pole Hood Jet Pump and upgraded impeller Customized ride deck hydro turf and wilver coverings , I was planing on doing a current 4 stroke engine upgrade but due to injury can no longer ski... Will require engine plate engine mounts fuel tank and exhaust system to suit which ever motor you decide to put back in it , Spent $$$$$$$$ way over wat i am asking just on aftermarket pole and ride deck and pump and impe\nRADIO CONTROL HOBBY TRAILER TRANSPORTER\nCustom made Radio Control Hobby Transport Trailer Aluminum Metelic Jet Black Aux power socket and mounted 12 battery Alloy mag wheel Led lights Lift up hatches main hatch on gas struts rear door drops down with stabilization stainless steel leg frame ,stainless steel roof rack chrome custom rear bumper Round 25okgs total weight New tyres Custom graphics Great to transport rc cars boats or planes and helis Just hook up to your car tow ball all wiring as per your trailer plug o\nParkzone VisionAire BNF RC Plane + Batteries\nI’m selling a used Parkzone VisionAire plane (BNF). The plane is in excellent condition with only very slight damage to the top of the rudder (see photo). Also includes: * 3 x 3S 2200Ah battery I’ve also modified the original flimsy clevises with some sturdy metal pins (see photo). Pick up and cash payment only (Mitchelton)\nR/c plane (petrol)\nR/c Cessna 182 with an OS 4stroke motor . ( methanol ) Has everything , radio unit, spares, 2 tins of elf oil , and all the parts to put in another plane. Chargers , fuel , carry cases . Does need a bit of TLC as has not been used for a while .\nWanted: RC Plane\nBalsa wood acrobatic plane servos and orange 2.4 ghz receiver fitted. Fuel tank fitted with fuel lines just add motor and bind and fly. I have never used it no damage all in tact .\nBULK Lot RC Plane and Helicopter Parts\nBULK Lot RC Plane and Helicopter Parts. Selling as a lot. Make an offer. Pick up Carindale. Check out my other items for sale\nRC plane charger\nIn the shed need gone\nRC plane controller\nBeen sitting in the shed need gone\nRC Plane, 83\" ESM FW 190 D9\nSelling due to not flying much anymore. 1 flight old and flew great, unfortunately on landing the landing gear gave way. This gave me the opportunity to remove the wings covering and fully fibreglass the wing. The landing gear has been replaced also. The wings clear coat has rubbed off where it has sat on my rack really minor and some small paint chips on fuse. A lot of money has gone into the components of this aircraft and no expense spared as you will see from the running gear. Please feel\nPilot RC decathalon 50CC 107\"\nFor sale my decathalon. DLE 55 engine. HITEC servos throughout. Needs a good going over. Older airframe but flys well. Needs fuel tank and kill switch but solid plane. Needs a bit of TLC on the covering but nothing too bad. Needs prop. Phone or text\nRadio control Planes (foam) Fantistic Learner Package\nUp for sale are my foam planes GLIDERS JETS PROP PLANES STUNT PLANES ALL IN PICS ABOVE I have accomplished flying and learning its now time to step up to more dedicated planes,these have all been fantastic to learn to fly with, All types of flying styles of planes ,can inc simulator and controller Best oppertion for a learner pilot heaps of spares batterys controllers charges blades brand new speed controllers of all type of amps power, still in new bags Thousands of dollars spent on\nSelling my delta ray rc plane it is a very good beginner plane or expert have only flown it twice very fun just don't have the time at the moment I have manual and receipt of purchase come with remote battery everything you need to fly i only bought the plane about a month ago only thing wrong is the front wheel is off but can glue or have no wheels which I find a lot easier\nVintage model RC plane car motor Force models Taiwan\nGreat condition with very good compression, the pullstart is good and strong. Very tidy.\nRC Plane, Dynam B-26 Marauder, 1500, Retracts, Flaps, Lights, PnP\nThis is the BRAND NEW MODEL from Dynam with all their upgraded Esc's and retracts and lights. Comes built, and test flown twice for trim and balance corrections only. Test flown with 4s 2200 lipo and 4s 2650 lipo. Custom orange paint highlights. Flies very nice. Easy to see in the air. Lands beautifully with, or without flaps. You cannot buy these in Queensland yet till late this year so if you want one, this will be your only chance till nearly xmas time... or maybe even later. Get in Qui\nWanted: Looking for nitro rc cars or planes and engines\nHi i am looking for all your old unused or broken nitro rc cars planes or helecoptors and engines that you have just sitting there collecting dust or you are going to throw out. Let me know if you have anything thankyou in advance.\nNitro rc plane engine 61 runs $80\nNitro rc plane engine 61 runs $80\nComplete FPV Drone Setup JR DSX9 Remote, Mach 25 FPV Drone\nFor sale Complete FPV Drone Setup JR DSX9 Remote, Mach 25 FPV Drone, Battery, Charger and Eachine FPV Goggles with DVR Recording. Can be demonstrated flying Will consider swaps for RC Planes.\nRC plane and New Nitro Engine 0.40\nI have a New / Tuned Nitro engine never mounted just tuned, ran for 2 tanks of fuel, original box and spare exhaust gasket. lightly damaged balsa plane that needs some TLC / glue New Motor / MG servos on plane Motor - 28-35 1400kv - can supply new props no batterys / radio gear included\nRC Plane 78\" Extreme Flight Extra 300\nBrand new. Ready for your choice of engine and electronics to be installed. Beautifully made kit. Pick up only. https://www.desertaircraft.com.au/shop/78-extreme-flight-extra-300.html\nRc helli TREX 450e brushless Helli\nA unused ..neva flown trex helli was purchased and never flown... i purchased this off a guy at LARCS for $800 a few yrs ago... i got into planes but ciyldnt wrap my head around 3D helli controls... just need tx /rx and 2200 3s and away u go... has carry case amd practise blades... as is for $350\nrc planes and helicopters need gone\nhi all I'm getting out of the rc stuff so I'm selling my stuff EVERYTHING UNDER $200 rc swift ready to fly just needs battery $180 firm rc stratos great beginner plane $100 meg trex 450 rtf just needs battery $150 firm ares 300 cp crashed but only 3 to 4 things need to replaced really easy fix $160 firm ares crusader fantastic trainer $190 firm large plane fms spitfire rtf needs prop replacement $130 firm fpv raptor rtf $160 neg 2 ares drones $70 each firm call or\nWANTED TO BUY YOUR OLD UNWANTED RC STUFF CASH PAID\nIm looking to buy rc stuff cash paid for the right stuff. Please feel free to ask any questions you may have or any offers. Im looking for anything really road cars drift cars trucks truggys parts as well or drones planes choppers doesn't matter what brands as well like traxxas hpi hsp tamiya kyosho. I would prefer electric but nitro is ok as well. Condition doesn't bother me if its stuffed im still interested. Please send me phones and a price to my phone. I can't always answer the phone so sm\nRc plane floats\nRc plane floats put these on your plane and turn it into a water plane.", "label": "No"} +{"text": "boreCONTROL is designed for the inspection of small bore holes from ø4 mm. The measurement system consists of a sensor with integrated rotary drive, a motor controller, a sensor controller ...\nThe part of an electronic component which generates a signal and transmits it over a defined distance to the Receiver. In the Meantime measurements can take place in Sensors.\n919 787 9707\nHEADQUARTER MICRO-EPSILON AMERICA8120 Brownleigh Dr.\nRaleigh, NC email@example.com 787 9707919 787 9706", "label": "No"} +{"text": "WPF Members have achieved numerous international acceptances in recent weeks.\nMike Baker had 6 acceptances Andrew Baxter had 5 acceptances\nJill Baxter had 10 acceptances Darren Boxer had 5 acceptances\nJan Cawley had 4 acceptances Ed Cloutman had 8 acceptances\nPhil Davies had 1 acceptance Alan Jenkinson had 11 acceptances\nColin Kelly who 1 acceptance Ian Ledgard had 6 acceptances\nNeville Thomas had 2 acceptances Dennis Russ had 3 acceptances\nAlan Jenkinson also had a Gold Medal – Well done!!!\nJan Cawley had 2 acceptances Ed Cloutman had 6 acceptances\nPhil Davies had 2 acceptance Alan Jenkinson had 7 acceptances\nColin Kelly had 1 acceptance Ian Ledgard had 4 acceptances\nLeigh Woolford had 7 acceptances\nThere were also numerous WPF acceptances in the Southampton International.", "label": "No"} +{"text": "Office Space Planning Service\nDesign CliniQ has developed an expert crew of designers to produce unique office interior design and space planning in Singapore. Our interior designers are experts in designing both great offices and commercial interiors.\nSpace planning is a crucial part of our interior design service, and it turns out initial design concepts into a functional, adaptable and adjustable solution. Behind each of our design-savvy interior designs sits a lot of critical thinking and the features that will help your interior to perform correctly.\nOur space planning service reviews every corner of your interior to assure that no space is left alone. Space planning and layout go hand in hand, and this method helps our designers to create an excellent interior.\nWhile our space planning approach, we study all of the activities that need to take place in your interior, to help the configuration of your space and make sure all features of it complement and improve these activities.", "label": "No"} +{"text": "RNLI lifeboat crews have revealed details on the dramatic rescue carried out this morning in storm force conditions.\nVolunteer lifeboat crew members from Cowes launched this morning to assist the crew of 40ft sailboat in major difficulty.\nThe crew was requested to launch by UK Coastguard shortly after 12 lunchtime after a Mayday distress call from the sailing vessel received. Her crew reported broken steering and other engine difficulties in bad weather, giving their position as three rtetracyclineuse.com miles off Cowes in the Western Solent.\nCowes RNLI’s Atlantic 85 lifeboat, Shenna Louise, was launched and arrived to find the boat floundering after its engines had failed.\nCowes RNLI spokesman said: “It was pretty horrendous out there by all accounts. Our crew got up alongside Attached a tow line and safely brought the vessel back into Cowes Harbour it took a couple of hours but everyone is now back recovering on dry land.", "label": "No"} +{"text": "Use dashboard text to describe the grid, rather than display technical module names\nRelated to Rule:\n2.01-01 Naming Convention\nQuestions on this topic? See 4.02-10 Turn off the Module name in our Planual forum.\n4.02-10a Space Saving: If screen space is at a premium, heading text can take up more space than desired, but do consider the overall user experience and don't clutter up the dashboard", "label": "No"} +{"text": "No products in the cart.\nShowing all 20 results\nVietnam Veteran ‘Marines’ Custom Embroidered Cap\nUS Marines CAP – USMC – Retired\nUnited States Marines – USMC – CAP\nUS Marines CAP – USMC – Retired – Digicamo Style\nUS Marines CAP – USMC – Veteran – Digicamo Style\nUS Marines CAP – USMC – Veteran – Camo Style\nUnited States Air Force – USAF – CAP (3 Styles)\nUnited States Air Force – USAF – CAP\nUS Air Force – Textured Mesh Blue – Awesome !\nUS Air Force – Veteran Hat\nUnited States NAVY – USN – CAP\nUS Navy CAP – Digital Camo\nUS Navy – Blue CAP\nUS Navy – Special Operations – Tactical Cap\nUnited States Army – USA – CAP\nUS Army Cap – Special Waves\nUS Army – Veteran Hat – V Flag Style – Digital CAMO\nUS Army – Veteran CAP – Digital Camo\nUS Army – Special Operations – Tactical Hat\nUsername or email address *\nRemember me Log in\nLost your password?\nEmail address *\nA password will be sent to your email address.", "label": "No"} +{"text": "The average listing price on SpeedList for this year, make, and model is $29,560.\nThis vehicle has been on SpeedList for 53 days.\nTurbocharged Front Wheel Drive Power Steering ABS 4-Wheel Disc Brakes Turbocharged Front Wheel Drive Power Steering ABS 4-Wheel Disc Brakes Brake Assist Aluminum Wheels Tires - Front Performance Tires - Rear Performance Temporary Spare Tire Heated Mirrors Power Mirror(s) Integrated Turn Signal Mirrors Rear Defrost Privacy Glass Intermittent Wipers Variable Speed Intermittent Wipers Rear Spoiler Power Door Locks Daytime Running Lights AM/FM Stereo CD Changer CD Player Satellite Radio MP3 Player Auxiliary Audio Input Smart Device Integration Steering Wheel Audio Controls Bluetooth Connection Power Driver Seat Bucket Seats Heated Front Seat(s) Driver Adjustable Lumbar Passenger Adjustable Lumbar Pass-Through Rear Seat Rear Bench Seat Adjustable Steering Wheel Trip Computer Power Windows Telematics Leather Steering Wheel Keyless Entry Cruise Control A/C Premium Synthetic Seats Driver Vanity Mirror Passenger Vanity Mirror Driver Illuminated Vanity Mirror Passenger Illuminated Visor Mirror Floor Mats Cargo Shade Security System Engine Immobilizer Traction Control Stability Control Front Side Air Bag Tire Pressure Monitor Driver Air Bag Passenger Air Bag Front Head Air Bag Rear Head Air Bag Passenger Air Bag Sensor Child Safety Locks Back-Up Camera Read More…\n2015 Volkswagen Tiguan SE with 29276 miles. Color: White Drive: FWD. Price good thru July 15, 2018. For more information about this vehicle, Michael Volkswagen at 559-431-7504.", "label": "No"} +{"text": "The parts were made quickly, but the shipping was a bit slow. The shipment sat in 'pre-shipment' for a couple of days. Communication is all done through the Treatstock site and by the time I discovered ti, the parts were made. I was very happy with the finished product. Highly recommeneded.", "label": "No"} +{"text": "Yesterday I just bought a Konvas on Ebay with a 17EP-16APK motor, the seller did not have a cable.\nDoes anybody know where the motor connector plug can be obtained and what the pin out is?\nThanking you in anticipation.\n17EP-16APK Pin Out?\n1 reply to this topic", "label": "No"} +{"text": "Raspberry Pi 15-pin Camera FFC Cable - 50cm\nThis FFC ribbon cable is mainly for connection between Raspberry Pi and its camera module. It has 15 ways with 1mm pitch and fully compatible with the Raspberry Pi camera connector.\n- High flexibility and ultra-thin (~0.15mm)\n- 50cm length, ~ 1.5 feets\n- Compatible with Raspberry Pi camera module\n- 1mm pitch to pitch", "label": "No"} +{"text": "Are you spending a ton of dollars on Google or Facebook advertisements but not generating enough leads to your website?\nif so, you need a high converting landing page that will have an user-friendly layout, mobile responsive, and multiple CTA buttons.\nI’m a expert to work Unbounce landing page, lead generation, landing page, Instapage, Clickfunnels, HubSpot, WordPress landing page, Elementor, wix landing page design, simvoly, kartra, getresponse and kajabi.\nYOU WILL GET:\n✔️ High converting landing page Design\n✔️ Fully responsive lead generation landing page design\n✔️ Any sort of leads pages\n✔️ Professional landing page\n✔️ Eye-Catching Typography and Color Combination\n✔️ 100% Client Satisfaction\n✔️ Friendly Support\n✔️ 24/7 hrs Available for contact\nAnticipating chipping away at your task\nNOTE:CONTACT ME BEFORE PLACING YOUR ORDER", "label": "No"} +{"text": "Slipcovers idea, Fantastic 18 Design Ideas Bright Recliner Chair Slipcovers And Wingback Wingback Recliner Slipcover Images: outstanding wing back chair slipcovers\nPublished at February 09th, 2018 20:26:38 PM by Damiana\nLabelled as wing chair covers clearance object and wing chair slipcover ikea subject as well as surefit wingback chair covers area of interest and wing chair slipcovers with separate cushion cover subject and wingback recliner slipcover discussion also wingback chair slipcovers pottery barn discussion, Slipcovers idea, So don't forget to check out the main article in outstanding wing back chair slipcovers\n© 2018 iesquintana.net. Reproduction without explicit permission is prohibited. All Rights Reserved.", "label": "No"} +{"text": "Mars Tomorrow Promo Code & Discount Code May 2022\ncodesgratuit.org is always ready for providing all the latest Mars Tomorrow Discount Code for our customers. Do look out for those Voucher or Coupon code, which are able to cut 45% off your online order at mars-tomorrow.com. Shop quickly before the Mars Tomorrow Deals is gone!\n- All 5\n- Deal 5\nFAQ for Mars Tomorrow\nCan I combine Mars Tomorrow's Discount Code?\nNo, you can't. Mars Tomorrow only support a coupon for a single order. You are free to choose, but you cannot choose multiple discount methods. Mars Tomorrow knows that customers want more benefits, so there are other benefits that can be obtained without Discount Code.\nDoes Mars Tomorrow have a student discount?\nYes. For high school students and college students, Mars Tomorrow understands that their desire to spend, but they can’t enjoy a stress-free shopping experience because of the cost of living is currently provided by their parents. Therefore Mars Tomorrow gives this group special discounts.\nDoes Mars Tomorrow have a discount for new customer?\nYes. In consideration of attracting more customers to consume, Mars Tomorrow specially launched the first preferential policy at present. As long as you haven’t spent money in Mars Tomorrow before, you can receive Voucher at mars-tomorrow.com to receive discounts for your first payment.\nDo I need to sign up for emails at Mars Tomorrow?\nYes, you need. By registering with mars-tomorrow.com and becoming the member of Mars Tomorrow, Mars Tomorrow's latest trends and membership news will be regularly sent to your mailbox. In addition to Mars Tomorrow Promo Code, you can also get new Mars Tomorrow products in the first time.\nYou Might Also Like These Coupons\n- Silver Cross UK\n- Callaway Apparel\n- Hallmark Thorntons\n- Recover Keys\n- The Bead Shop\n- GS Products\n- Encounters Dating\n- Taylor MD Formulations\n- Beau Mitchell Boutique\n- Wine Rack Cranville Wine Racks\n- Soap Making Fun\n- Simple Living Products\n- Worth Avenue Yachts\n- Natural Collection Corp\n- Deadly Grounds Coffee\n- Twitch GFX\nSubscribe and get the latest Mars Tomorrow offer!", "label": "No"} +{"text": "Air Jordan at up to 90% off estimated retail! thredUP has a huge selection of like-new Boys' clothing. Find everything Air Jordan from boy shirts to jackets at thredUP.\nView Product: Air Jordan Size X-Large youth\nSize X-Large youth\n$12.59 40% off with\nPeople who shop Air Jordan also shop", "label": "No"} +{"text": "I'm repainting this little guy for one of our members. This is the factory paint job on it, it's a great sculpt, but a lifeless factory paint job. I've got about 1.5 hours into it so far , starting on the skin tones, then the suit.\nHere is the \"Before\" Pic\nAnd the \"Progress\" pics", "label": "No"} +{"text": "Denso Corp., a global automotive supplier which has its North American headquarters in Southfield, has announced it will start a satellite research and development team in Israel.\nThe new satellite operation will begin collaborating with local startups, universities, research institutions, and other partners to develop products and technologies tailored to customers and regional characteristics.\nThe satellite in Israel will build on the country’s surge in innovative technologies, including automated driving, cybersecurity, telecommunications, artificial intelligence, sensing, and software.\nDenso recently announced an initiative to broaden its R&D capabilities outside of Japan, where the company has its global headquarters. In 2017, the company started satellite research and development activities in Helsinki, Finland.\nDenso focuses on the areas of thermal, powertrain control, electronics, and information and safety. The company employs more than 23,000 people at 28 consolidated subsidiaries and four affiliates across North America.\nDenso has its global headquarters in Kariya, Aichi prefecture, Japan. The company has more than 200 subsidiaries and affiliates worldwide in 38 countries and regions, and employs more than 150,000 people.", "label": "No"} +{"text": "Center Roll Hoop\nThis high-quality Center Roll Hoop provides a direct replacement part for your kit item.\nStrong composite material to provide tough and reliable protection during extreme RC action - Precision manufactured mounting holes for fast fit and reliable servicing - When used in conjunction with #ARA480019 this will provide support to the OUTCAST and NOTORIOUS body from the chassis\n1 x Center Roll Hoop\n|Part Type||Chassis Parts|", "label": "No"} +{"text": "- Holiday Villa Rentals\n- List Your Property\nWe have a 286 sq ft space available for retail in Quayside Centre in Rockley Christ Church.\nThis space is priced at BDS $2,574 Per Month + VAT\nFor viewings, more information or to secure this space, please contact us:\nAgent: +1 246 239 3078 . .\nInternational customers call:\nMiami/USA: +1 305 600 1778\nUnited Kingdom: +44 20 7097 5333", "label": "No"} +{"text": "The primary features of stepping motors are the ability to obtain precise positioning and the simplicity of design. They achieve this by rotating and stopping at step angle increments that are determined by the pole structure of the rotor and stator. Rotating in step angle increments, however, also produces changes in rotor speed and resonance at certain speeds that can cause vibration.\nMicrostep driving provides a finer degree of control of the basic motor step angle by regulating the current sent to the motor coils, resulting in slow speeds, low-vibration and low-noise operation. ● Since the basic motor step angle (0.72 degree/ full step) can be divided into proportions ranging from 1/1 to 1/250, smooth operation in fine increments is possible. ● Technology that changes the motor drive current smoothly suppresses motor vibration and makes operation quieter.\nParameter Value Motor type Stepping Motor Storage Capacity n/a Profile Compact Type Input voltage DC (direct current) Current rating 0.75A Minimum step angle 0.72 degree Make/ manufacturer Oriental Motor Co. Japan\n- 1x PMM33AH2 Step Motor", "label": "No"} +{"text": "The japan airline discounted airplane tickets, prague military discount airline tickets, international flight really cheap airline ticket arusha.\nThe airline reservation british tickets aruba, airline tickets denver, discount panama airline tickets hawaii\nThe dubai airlines cheap cheap trick ticket\nNews about airline cheap flight paris ticket, airline around ticket world, emirates airline london sevens tickets and international flight really cheap airline ticket abidjan\nThe discount airline tickets to prague and international flight discount airline ticket kerry county, mexicana airlines tickets\nHere airline purchase ticket and $99 airline tickets, long distance free airline tickets\nNew airline cheep dirt ticket japan and cheap airline tickets to albania, n orthwestairlines tickets\nLearn aires airline buenos ticket and greece airline tickets cheep fares, train travel france discount airline tickets europe\nThe airline cheap hotel ticket travel and indian airlines ticket, les miserables united airlines discount tickets\nFor travel really cheap airline ticket varna and around the world airline tickets, name your own airline ticket\nThe ship airline tickets and price match airline tickets, airline singapore tickets us\nThe really cheep airline tickets japan, ghana airline ticket\nThe discount international airline singapore tickets and airline boulder colorado ticket\nWe reccomend learn about \"allegiance airline tickets\", \"watchdog airline tickets\", \"jet blueairline tickets\"\nThe airline tickets auction, prague continental airlines tickets, really cheep airline tickets japan.", "label": "No"} +{"text": "April 19 2014\nDue to the extreme high interest to the META competition, the committee has decided to extend the competition deadlines.\nThe competition is open for submissions till 15th May 2014.\nThe winners will be announced on 31st of May.\nWe thank all contestants for their submissions and we wish them a good luck.", "label": "No"} +{"text": "4AGE Crank Trigger Pulley Kit 36-1\n€299.00 (Exc. VAT: €243.09)\nToyota 4AGE Crankshaft Trigger wheel kit\nA direct bolt on kit for your RWD 4age.\nCompatible for both 16v, 20v engines and all oem oil pump types.\nCan be used with original timing covers.\nOnly suitable for engines using RWD water pump and RWD alternator bracket.\nKit includes the following:\nCrankshaft pulley with built in 36-1 toothed wheel\nCrank position sensor, Inductive Magneti Marelli 2 pin.\nCrank position sensor plug\nCrank position sensor bracket with all mounting bolts\nAll parts also available separately, just email us", "label": "No"} +{"text": "Thanks for visiting Travanya.com. Please allow me to help you. What are you looking for?\nThe approximate Chandigarh to Pune distance is 1386 Km. If calculated in miles, the distance for flights to Pune comes out to be 861.22 miles from IXC.\nHowever, please note that the actual travel distance for flights from Chandigarh to Pune will vary. This is because the calculated Chandigarh to Pune distance by flight given above is the straight line distance.\nThe distance between Chandigarh and Pune by road is 1699 km, 1055.71 miles.\nChandigarh to udaipur Distance Cochin To Bangalore Distance Lucknow to Guwahati Distance Mangalore to Chennai Distance Mumbai to Visakhapatnam Distance Pune to Mangalore Distance Jammu to Jaipur Distance Lucknow to Amritsar Distance Patna to Indore Distance Siliguri to Delhi Distance Visakhapatnam to Kolkata Distance Bhubaneswar To Chennai Distance Dehradun To Mumbai Distance Gaya To Delhi Distance Hyderabad To Jabalpur Distance Jabalpur To Hyderabad Distance Surat To Chennai Distance Bhopal to Patna Distance Raipur to Patna Distance Vijayawada To Mumbai Distance Jaisalmer To Ahmedabad Distance\nImphal to Delhi Flight Kanpur to Mumbai Flight Trivandrum to Delhi Flight Vijayawada to Delhi Flight Bareilly to Mumbai Flight Gorakhpur to Mumbai Flight Jabalpur to Mumbai Flight Ranchi to Chennai Flight Salem to Chennai Flight Trivandrum to Chennai Flight Vadodara to Mumbai Flight Agra to Mumbai Flight Allahabad to Delhi Flight Belgaum to Delhi Flight Jharsuguda to Delhi Flight Kanpur to Delhi Flight Allahabad to Mumbai Flight Belgaum to Mumbai Flight Bhubaneswar to Chennai Flight\nWondering where to get your travel inspiration from? Read our blogs to understand your dream destinations better, know the latest updates, and enjoy world-class insights about global attractions at the convenience of a click.\nCopyright © 2023 Shipra Travel. All Rights Reserved.", "label": "No"} +{"text": "THE REST IS MEMORY\nNEW NOW art space, Schwedlerstraße 1-5 60314 Frankfurt, 5th floor, room 5.15.\nNEW NOW art space is an artist-led, exhibition and project space in Frankfurt, Germany. It was founded in 2017 by Gabriel and Andra Stoian. The space works as a dual platform, alternating on private production and conducting a dynamic program open to exhibition projects, workshops and interdisciplinary research supporting national and international artists.", "label": "No"} +{"text": "Cheap Flight tickets to Doncaster\nLooking for the cheapest flight to Doncaster? gofast finds low cost flights for you. Search & Compare all available Airline Tickets, find cheap flights to and Save Money!\nDoncaster Flight Booking\nRobin Hood Doncaster Sheffield Airport welcomes flights from Greece and abroad.\nFind and save money on airline tickets to Doncaster. Book & Save Today on cheap flights. Special offers. Book now your next flight to Doncaster.", "label": "No"} +{"text": "The Haven is perched above the Deschutes River and RiverBend Park, with plenty of free parking and direct access to the Deschutes River Trail. The space includes a downstairs gathering space with large sliding walls that open onto a huge patio overlooking the river - a perfect indoor/outdoor space to host a happy hour before moving upstairs for a meeting. Every element of the space was selected to be comfortable, inspiring and creative.\nWould you like to take a virtual 3D tour of our co-working space including all our meeting rooms? Click here!", "label": "No"} +{"text": "U.S. Air Force Master Sgt. Charles Griffin, 161st Security Forces Squadron Combat Arms Training instructor, teaches a weapons class to Air National Guard members at Camp Navajo in Bellemont, Ariz., August 27, 2010. Sergeant Griffin teaches that breathing techniques and sight alignment are key to a successful day on the range. (U.S. Air Force Photo by Senior Airman Nicole Enos)\nNo camera details available.\nThis photograph is considered public domain and has been cleared for release.\nIf you would like to republish please give the photographer appropriate credit.\nFurther, any commercial or non-commercial use of this photograph or any other\nDoD image must be made in compliance with guidance found at\nwhich pertains to intellectual property restrictions (e.g., copyright and\ntrademark, including the use of official emblems, insignia, names and slogans), warnings\nregarding use of images of identifiable personnel, appearance of endorsement, and related matters.", "label": "No"} +{"text": "Mission, Vision, Values\nEvery mission worker and mission sending organization is empowered by transformational, cross-cultural, Christ-centered coaching as they advance God’s Kingdom.\nTo multiply coaching for missions. We serve global missions by providing high-quality coaching, coach training and coach support to help mission workers overcome challenges, personally thrive and effectively fulfill their calling.\nNurture healthy relationships as the foundation for ministry\nDiscern and follow God’s leading\nServe others to advance God’s Kingdom\nLearn from diverse cultures and perspectives", "label": "No"} +{"text": "Browse by Generation\nFord Mustang Air Intake\nA clean supply of air helps your Mustang produce the ideal air-to-fuel ratio inside the combustion chamber. From dirt and dust to moisture, numerous contaminants can take a toll on the air intake components. Turn to the Top Flight Automotive catalog when it’s time for an upgrade with new parts. We offer a broad selection of cold air engine intake performance parts and kits for Mustangs.\nAir Intake Parts That Make All the Difference\nWhen it comes to performance, we know Ford Mustang enthusiasts want to push their vehicles into new territories — our team feels the same way. That’s why we stock a wide range of Mustang air intake upgrades:\n- Air cleaner assemblies\n- Air cleaner covers\n- Air filters\n- Air intake kits\n- Engine cold air intake adapter kits\n- Engine intake manifolds\n- Fuel injection throttle body plenum gaskets\n- Hood vents\n- Mass airflow sensor adapters\n- Radiator support covers\nPerformance Air Cleaner Assemblies for Mustangs\nAir cleaners with dents and imperfections perform less efficiently. Change the entire air cleaner assembly out for modern technology by Scott Drake. Top Flight Automotive offers performance air cleaner assemblies in circular shapes for a clean fit under the hood of your vehicle.\nMost of the performance air cleaner assemblies we sell are made with the 1965-1973 Classic Mustangs in mind. Some assemblies in our catalog are stamped with steel like the stock components from Ford.\nReplacement Mustang Air Filters\nPick out a direct-fit Mustang air filter for performance air cleaner assemblies. We sell circular and oval-shaped replacement Mustang filters from reputable brands like Scott Drake, K&N and Auto Accessories of America.\nMake sure you have a high-performance Mustang air filter to capture contaminants before they reach your fuel mixture. Note that some Mustang air filters are washable and can potentially increase horsepower.\nMustang Air Intake Kits for Sale\nSearching for user-friendly air intake kits for your Ford Mustang? Turn to Top Flight Automotive for solutions by JLT Performance that do not require tuning out of the box. Choose a Ram Air Intake Kit compatible with the SN95 (1994-1998) and New Edge (1999-2004) models.\nKeep your vehicle’s air intake charge chilled. Select Mustang performance air intake kits from JLT come with plastic intake tubes, heat shields, silicone couplers, reducers and clamps.\nFord Mustang Mass Airflow Sensor Adapters\nConvert to a high-boost intake from JLT Performance knowing you can update sensors accordingly. Top Flight Automotive carries Ford Mustang mass airflow sensor adapters designed for vehicles like the 2003 and 2004 New Edge Mustang Cobras. Find adapter kits that ship with adaptor plates, gaskets and mounting screws for your project. Most of the mass airflow sensor adapters we stock are compatible with JLT tubes.\nShop Top Flight Automotive for Mustang Air Intake Parts\nTop Flight Automotive is the premier choice for aftermarket air intake parts. Our dedicated staff ships most in-stock parts and accessories from our facility in Reedsville, Pennsylvania, within 24 hours. Shop our impressive selection of air intake parts and check out when you’re ready!", "label": "No"} +{"text": "This is the replacement main frame for the Venom Air Corps Ozone remote control helicopter. If an unfortunate accident has left you needing replacement RC helicopter parts, then look no further than RC Hobby Explosion. At RC Hobby Explosion, we carry discount replacement RC parts for all Venom radio control products. The Venom Ozone replacement main frame and all RC parts are on sale now at RC Hobby Explosion! Get your remote control helicopters, accessories, and parts now at RC Hobby Explosion - your Venom Superstore!\nVenom Ozone Parts #: VENF-7886", "label": "No"} +{"text": "Fork Revalve Service\nAll components disassembled and cleaned in our precision parts washer. Fork tubes are finished with a precision cross hatch technique to generate less friction and stronger surface. Old parts are replaced with new high quality parts and old fluids are replaced with new fluids, filled to precise measurements for the riders weight and type of riding. Stock/Current valving is replaced with specified valve stacks and Gold Valve set for the riders weight and type of riding.", "label": "No"} +{"text": "I'm making customized navigation bar by using\nUIButtons instead of\nUIButtons on the navigation bar doesn't response sensitively.\nI have to tap almost center of the\nUIButton to tap.\nIt doesn't respond if I tap edge of the\nBut buttons on normal\nUINavigationBar can be tapped by tapping edge of the button.\nEven by tapping outside of the button, it can be tapped.\nShutter button or Option button on the camera app also can be tapped by tapping edge or outside of buttons.\nHow can I implement those easily tappable buttons to my app?", "label": "No"} +{"text": "The precision of GPS (Global Positioning System) refers to the level of distance GPS displays to the actual location of the tracked object. On the list of key points and benefits of a GPS device are its accuracy, precision and reliability. The Global Positioning System (GPS) faults and errors can be decreased to a sufficiently little amount, that the system offers excellent results in business-oriented purposes. For almost any GPS Unit to work the antennae requires a crystal clear look at the sky to connect to the satellites. That’s why GPS won’t work inside buildings. GPS devices calculate your location by analysing the distance between the GPS tracking receiver and at the least four more GPS System satellites. The geostationary satellites broadcast radio impulses to the GPS Tracking devices regularly, allowing the location computations to happen. Initially, GPS started as a military services guidance system however over the years it developed into an advanced navigation and location system. GPS receivers are now considered as consumer electronics and today almost every fleet company utilise GPS tracking devices in their vehicles.\nThere are a variety of factors affecting accuracy and reliability regardless of what GPS receiver is being utilised for. The GPS radio signals go through different air and weather conditions while travelling to the earth. These conditions can often delay the GPS signals and therefore affect the accuracy of a GPS Tracker. The geometry of the geostationary satellites used will likely differ with time as well. The GPS System has a larger selection of satellites available if you are out in the centre of a large field, as opposed to sitting in a cafe in London, UK. You’re going to get much better positions if the geostationary satellites you happen to be linked onto aren’t grouped in one part of the sky. Therefore, the more sky view you have, the more satellites to link with and the more precise your GPS Tracking Device is going to be. Cities and metropolitans can also cause glitches on GPS tracking where the GPS Tracking signals can bounce off of the buildings. For vehicle GPS tracking devices, the accuracy has to be sufficient to track the positioning up against the identified map saved in the GPS Tracking platform used.\nThe A-GPS receivers on Apple iPhones have progressively enhanced from the iPhone 3 towards iPhone 7 in the past years. A-GPS is probably the most precise of the three GPS programs on your smartphone. A-Gps System functions a little differently compared to typical portable GPS Tracker Device receivers. The guidance location is provided by the cell phone network. When linked to a cellular network, the mobile phone will download information in regards to the actual locations of satellites. This gives the phone to lock in on a location of a satellite a lot more swiftly than it could in any other case. The GPS features of a cell phone can still be utilised if the cell network is inaccessible at that given time. Having said that, when disconnected from a network, your smartphone will require several minutes to establish a link to 4 satellites to determine GPS location.\nThe effectiveness of a GPS signal is presented in decibels. By the time the signals have travelled the 22,200km from the GPS satellite to Earth’s surface, the sign gets weaker as poor as -125dBm to -130dBm, even during clear open skies. In the city, developed urban environments or below forest cover, the signal can fall to as low as -150dBm. For the signal presentation the greater the negative value, the less strong the transmission is. At these low levels, some GPS devices may have difficulty in obtaining a working link but might be able to continue GPS tracking if a signal was initially acquired in the open environment. A high-quality and sensitive GPS receiver can acquire signals from satellites down to −155 dBm and tracking can be carried on down to ranges approaching −165 dBm.\nTo determine the distance and location, the GPS System receiver collects data from each and every satellite. The receiver initially calculates the time these GPS signals has taken to reach the device. It does this by subtracting the difference between the time at which the signal was sent, this time is contained in the signal message. Then it calculates the time the signal was acquired, by using an internal time clock. Because the signals travel at the speed of light, even 1-millisecond miscalculation means a 300km inaccuracy of the calculated distance. To reduce this tiny error level, you would need an atomic clock. However, not only is this impracticable for consumer GPS tracker products, the GPS System satellites provide signals only about every 10 nanoseconds, during which time a signal would travel 3 meters, which in the total to a significant error. It is for specifically this reason why at the least four GPS satellites are necessary. The extra satellites are utilised to assist correct for the mistakes and glitches. Although hardly ever released to media, it is important that the GPS Tracker device receivers include coded error correction algorithms. In textbooks, one GPS satellite seems to provide the correct location, but in reality, signs must be received from a minimum of 4 satellites in order to accurate for glitches.\nAs mentioned previously, usually the more satellites found in determining your position, the higher the level of accuracy, precision and reliability. As the GPS satellites orbit around planet Earth, the number of satellites in line of sight under optimal circumstances naturally varies. Obviously, the positioning of the satellites is totally out of our hands, yet it’s worth identifying this to be an element impacting on precision. For instance, this is one of the many reasons two GPS Device tracks recorded at different times will differ. If you have time, it may be worth documenting a track a second time or even more and calculating the results. A new generation of satellites are being launched, that promise a great increase to not just the accuracy, but also the availability of GPS. Designated as GPS III, a group of 30 new satellites will replace the currently ageing satellites that have been placed in the orbit in the past 40 years.\nRewire Security offers high-quality GPS tracking devices and reliable GPS tracking software to their customers, that is precise and accurate up to 1 – 2 meters.", "label": "No"} +{"text": "I am facing low disk space issue from last few days. I checked with Restore,System Volume Information, $Recycled folders. But there is nothing which is occupying space. I had scanned my system for virus too.\nTotal size of C: is 18 GB. But when I select all folders inside C: and query for used space, it shows 20+ gb space is used.\nI vacate space some how by deleting temp files, program's cache files, disk clean up etc up to (3 gb). And I ensured that no cache/temp files are recreated who can use the space again.\nEven after cleaning so much data, I am again facing low disk space issue. Something is eating disk space within 15-20 mins.", "label": "No"} +{"text": "Newport, Oregon - July 19, 2004\nNewport, where we first waited forever to cross a bridge construction\nzone, is where we turned inland.\nThe beginning on US 20. Boston, next right.\nLooking back at the Jct. US 101 sign on US 20 West.\nOne of the first US 20 signs eastbound.\nE-mail domain: teresco.org, username: terescoj -\nTue Jul 20 23:01:41 EDT 2004\nCopyright notice: All images are copyright © James D. Teresco unless otherwise specified. Unauthorized use is prohibited.", "label": "No"} +{"text": "EGGSHELL Armor Series Air Pod 1 & 2 Case, Full-Body red\nPackage Dimensions 13.9 x 8.3 x 3.2 cm\nDescription 【Premium material】 made from Soft TPU and PC for Air Pod Air Pod Pro case, against bumps, drops and scratches.\n【Easy to charge】 Precise cutout makes it convenient to charge with cable allows you to wireless charging without removing the case cover for air pods pro.\n【Portable Carabiner】 The metal carabiner can belt loop or backpack to keep your Air Pods from getting lost.\n【Pack Content】 A front LED light visible Airpod Pro case with a metal carabiner, Air Pods Pro and Air Pods Pro Charging Case NOT included.", "label": "No"} +{"text": "Nike Wmns Air Max 97 SE White Nike Air Max 97 Tie-dye Chicago Nike Air Max 97 \\Tie Dye Air Max 97 Appears in White Nike Air Max 97 Nike Air Max 97 Off-White Menta Nike Air Max 97 Lux - Rainbow - Now NIKE AIR MAX 97 TIE-DYE \\Nike Air Max 97 Summer Vibes Multi Air Max 97 Shoes. Nike IDNike Air Max 1/97 'Sean Wotherspoon Women's Nike Air Max 97 Blue Multi Nike Air Max 720 Tie-Dye 'Multi-Color Late Nike Air Max 97 VaporMax 2018 KPU Nike Air Max 97 \\Nike Air Max 97 Big Kids' Shoe. Nike.comNike Air Max 97 Muti Color Spring Vibes\nnike air max 97 multicolor rainbow\nby Not b,\nThe shoes -\nby The s,\nThe shoes are very good and the fabric is very comfortable. Remember to give a small gift next time.\nThe owner -\nby The o,\nThe owner was very patient and asked for three days before deciding to buy. I am very satisfied with the delivery.", "label": "No"} +{"text": "freeimages pictures BIRTHDAY BALLOONS IMAGES\nhappy birthday with balloons .\nhappy birthday balloons gif happybirthday balloons gifs .\nanniversary background with icons and elements birthday cake candles numbers balloons gift .\nbirthday cake chocolate balls and balloons decor pink background .\nimage result for happy birthday flowers hd wallpaper .\ncolor glossy happy birthday balloons banner background .\nanimated smiley face birthday balloons .\ncollection of birthday balloons wallpaper on hdwallpapers .\nbirthday balloons free happy birthday balloon clip art free vector download 5 .\nhappy birthday cake and balloons vivid birthday balloon cake card birthday greeting cards davia reference .\nhappy birthday colored balloons background .\nballoon birthday gift party clip art birthday balloons .\nballoon clip art vector without background photostock vector birthday balloons gifts and confetti on transparent .\nstock video of animation of colorful birthday balloons with 902050 shutterstock .\nselfie celebration birthday balloons 6ct image 1 .\nballoon cake flour arrangments .\nbountiful balloons birthday cake .\nconfetti and colorful balloons birthday background vector .\nvintage birthday balloons background .\ndownload colorful birthday balloons on background and stylish lettering vector stock vector illustration .\nhappy birthday balloons hd images free download .\nyoutube premium .\nparty balloons cartoon clip art images birthday balloons no background .\nbirthday balloons wallpapers hd wallpapers inn .\nanimated birthday cards .\nsumptuous happy birthday clipart animated free gifs .\nbirthday balloons and multicolored confetti on white background birthdays seasons holidays .\nhappy birthday balloons png photo 15 png .\ncake balloons .\nshiny first birthday balloon with blue and white balloons background .\ngirls first birthday cake flower bunting name plaque polka dots elephant and balloon .\nanimated birthday balloons photo happy birthday balloons 3757 gif balloons gif .\nballoon and flowers birthday cake .\nhappy birthday balloon grunge background vector graphics free download .\nbrainy birthday cakes with flowers and gorgeous birthday cake images 22 happy birthday cake flowers and balloons images .\nanimated birthday balloons the best birthday parties are hosted by zandri s martial arts .\nparty balloons balloon birthday .\ncolorful happy birthday balloons background .\nbirthday cake flowers and balloons images captivating flower cakes for ideas birthdays design cupcake birthday cake flowers .\n3d realistic colorful bunch of happy birthday balloons vector background for party and celebrations with space .\nclassic combo birthday balloon bouquet 15 balloons .\nballoons for birthday party .\ncolorful birthday balloons and confetti vector background canvas print .\nbirthday balloons cake birthday balloons cake sentiments flowers dubai .\nhappy birthday chocolate cake with candles and balloons .\nballoons birthday cake .\ncolorful birthday balloon cake card .\ndownload this picmix .\nanimated gif transparent birthday free download happy birthday balloon balloons .\ncake and colorful balloons birthday background .\nhappy birthday with animated balloons .\ncharm of balloons cake kids birthday cakes for girls boys .\nbesterr enjoy a tip and gifts for 5 on fiverr com .\n1200x882 birthday balloons party favors ideas .\nhappy birthday with balloon style 3d word and colorful balloons background .\nhappy birthday .\nbirthday balloon pictures clipart library .\nhappy birthday balloon .\nbirthday flower cake pastel with happy birthday balloon and chocolate .\nbirthday wishes flower cake pupcake .\nanimated birthday balloons clipart 4 by emily .\nbirthday balloons vector background .\nbirthday flower cake flower power florist davenport fl .\nballoons colorful png clip art happy birthday logo hd png .\nbirthday happy birthday balloons .\nhappy birthday to me birthday balloon animation .\nbirthday party decoration with roses flowers cake balloons gifts and candles stock photo .\ndespicable me balloons .\npretty birthday cake .\nhappy birthday balloons png file download free .\nbirthday cake balloons and gifts stock photo .\nsweet heart helium balloons cake flowers .\nbirthday balloons and confetti on white background csp54684424 .\n1920x1080 balloons hd wallpaper background balloons hd wallpaper .\nhappy birthday balloons background .\nbirthday balloons background .\nanimated birthday balloons .\nbirthday cake with candles on balloons background .\nchildren s birthday cakes gallery a piece o cake .\nhappy birthday cupcake birthday happy birthday birthday greeting birthday wishes birthday friend animated birthday birthday balloons birthday glitter .\nfirst birthday cake with balloon topper emma lee cake design one .\nanimated happy birthday .\nbirthday balloons with streamer and confetti on white background birthdays seasons holidays .\nbirthday flower cake pastel with happy birthday balloon by 1 800 flowers .\nconfetti birthday balloons balloon background .\nbirthday cake balloons and flowers .\nbirthday balloons clipart .\nbirthday balloons fly over screen animation freehdgreenscreen footage youtube .\ncolourful birthday balloons hd desktop background .\nbirthday flowers cake balloons .\nballoon delivery for a party with a floral cake delivery .\ncars and balloons birthday cake .\nhd birthday balloons image events desktop wallpaper .\nhappy birthday basket .\npics of birthday cakes with balloons .\ncolor glossy happy birthday balloons banner background vector illustration .\nbackground of birthday balloons in pastel color stock images page everypixel .\nbirthday cake balloon gift clip art balloons png .\nimage 18 .\nballoon cake ask anna .\nimage is loading 7 5 inch square cake topper precut edible .\nbirthday2bcake birthday cakes pictures breathtaking of for males happy cake and balloons images 40th ladies large .\nhappy birthday cake and balloons .\nsend roses bouquet mocha cake with balloon philippines .\nhappy birthday cakes and balloons images bing images .\ncake balloons flags birthday party .\nhappy birthday balloons vector background .\n5inch confetti balloons wedding cake topper decoration balloon with paper straw ribbon kids adult birthday cake .\nbirthday quotes description collection of animated balloons .\nbirthday party invitations party balloon backgrounds and cards party balloons and streamers on yellow .\nquick view birthday smiles .\nblue purple birthday background with birthday balloons and text .\nvector birthday balloons balloon background card happy birthday png and vector .\nballoons birthday cake .\nanimated birthday balloons latex balloons click to see .\nhappy birthday cake gifts balloon animated happy birthday cake gifts balloon animated size 80 kb from holidays and special occassions .\nglossy happy birthday balloons background vector illustration royalty free glossy happy birthday balloons background vector .\nbirthday wishes flower cake purple small with balloon by 1 800 flowers .\nbirthday card .\nbirthday wishes balloons .\nhappy birthday cake presents wine flowers balloons .\nvector happy birthday balloons background .\nbirthday balloons photo balloons birthday 001 bday jpg .\nbirthday ballons party favors ideas 1280x800 .\nbirthday balloons isolated on white background canvas print .\nhappy birthday .\nbirthday balloons wallpapers group 70 .\nbig white birthday cake mylar bundle birthday .\ncartoon birthday cake with balloons vector image .\nhd footage for happy birthday animated balloons .\nvinyl happy birthday balloons backdrop for photography printed children kids party photo background for photo studio .\n1800flowers birthday flower cake pastel with happy birthday balloon .\ncolorful birthday balloons background with place for text stock vector 29385031 .\ncake roses wine .\nbirthday cake balloons clip art personalized birthday cake balloon arrangement birthday cake gif animated birthday cake balloons .\nhappy birthday cake and balloons images saferbrowser yahoo image search results .\nmix rose bouquet with balloon and cake to manila .\ncelebration happy birthday balloons background illustration vector .\nflowers basket 6 balloons and 1 pound cake .\nbutterfly flowers first birthday cake dsc 1654 sweet art designs creative ideas from the heart .\nhappy birthday best free images animated gifs .\ncolorful balloons and confetti on blue table top view festive or party background flat .\nhappy birthday animated balloons facebook cover .\nhappy birthday colorful balloons background set 01 .\ncolourful birthday balloons hd wallpaper wallpapers z .\nhappy birthday animation with colorful birthday balloons stock footage and royalty free videos on fotolia com vid 26649530 .\nbirthday balloons background stock vector .\nballoon birthday cake birthday balloons and cake images birthday cake balloons white and many color candies .\nbirthday cake balloons .\nabstract background with shining colorful balloons birthday party presentation sale anniversary .\ncles confetti hd rhavacom girls dma homes rhdmaupdorg girls happy birthday cake with flowers and balloons dma homes rhdmaupdorg big cles jpg .\n3 design birthday cake shape foil balloons inflatable helium balloon happy birthday party decorations baby shower ballons foil balloon cake balloon birthday .\nlarge size cartoon big animal balloon aluminum balloons birthday party monkey cow lion zebra deer head toy balloons helium mylar balloons birthday balloons .\nbirthday cake recipes .\nhappy 18th birthday with ribbon streamers balloons and animation .\nbirthday balloons background free vector .\npretty happy birthday balloons .\nsparkling birthday balloons .\nfree images of birthday cakes and balloons .\nbeautiful birthday cake with icing candles chocolate balloons flowers and a party .\nglossy happy birthday balloons on transparent background illustration .\ncolorful blooms basket flower balloon cute stuffed toy and cake .\n1 2 kg cake 6 balloons 24 flowers basket .\n1st birthday cake flowers and balloons charley salas sbcglobal net www myspace .\nhalf kg chocolate cake 6pcs balloons and 12 mixed flowers .\nhot air balloon birthday cake ideas cute decoration inspiring picture on large .\ndelicious birthday cake with candles hats and balloons on blue background celebration concept .\nluxury bahia principe sian ka an for my birthday flowers from my hubby and .\nbirthday cake and balloons .\nbirthday cake candle 11 inch balloons 25pcs .\nbirthday balloons image hd .\nbirthday balloons background csp36330668 .\nballoons of many colors .\nhappy birthday party decoration cake and flowers stock photo .\nballoons happy gif balloons happy birthday gifs .\ncolor glossy happy birthday balloons banner background vector .\nbirthday cake with candles and colorful balloons stock photo colourbox .\nvps622 birthday balloons hd wallpapers .\nballoon birthday cake photo .\nbirthday cakes made from flowers birthday cakes flowers and balloons .\ndownload birthday balloon background stock vector illustration of illustration happy 29620992 .\nbirthday cake happy birthday to you greeting card wish balloon .\nbirthday balloons background vector image .\nbaby minnie first birthday cake table decoration flower balloon .\nballoon ribbon happy birthday background material 03 .\nbirthday balloon color illustration colored balloons background image .\nbeautiful colorful happy birthday balloons background royalty free beautiful colorful happy birthday balloons background stock .\nBIRTHDAY BALLOONS IMAGES - happy birthday red balloons images ⭐ birthday presents and balloons images ⭐ happy birthday balloon bouquet images ⭐ birthday balloons cake images ⭐ happy birthday balloon girl images ⭐ beautiful birthday balloons images ⭐ birthday balloons and candles images ⭐ birthday balloons clipart ⭐ birthday balloon images cartoons ⭐ birthday balloons for him images ⭐ purple birthday balloons images ⭐ birthday balloons and flowers images ⭐ birthday balloons images clip art ⭐ happy birthday balloons gif images ⭐ first birthday balloon decoration images ⭐ happy birthday balloons animated images ⭐ gold birthday balloons images ⭐ google images birthday balloons ⭐ happy birthday party balloons images ⭐ birthday balloons profile pic ⭐ birthday flowers and balloons images ⭐ birthday balloons with transparent background images ⭐ birthday balloons moving images ⭐ birthday balloon images drawing ⭐ green birthday balloons images", "label": "No"} +{"text": "Best price found\nFastest flight time\nAirports in Jalisco\n|United Airlines||PriceFrom C$ 482||Free Cancellation||Rating|\n|Aeromexico||PriceFrom C$ 634||Free Cancellation||Rating|\n|WestJet||PriceFrom C$ 690||Free Cancellation||Rating|\n|Air Canada||PriceFrom C$ 728||Free Cancellation||Rating|\n|Sunwing Airlines||PriceFrom C$ 745||Free Cancellation||Rating|\nWe help find the flight that best suits your needs, momondo compares prices from hundreds of airlines and travel agents and helps you filter them to find the best flight from Ottawa to Jalisco for you.\nAll flight searches from Ottawa to Jalisco on momondo can be filtered to show those which offer flexible booking policies.", "label": "No"} +{"text": "Changzhou Edaweld Trading Company Limited\nMartin Buelter Jun 26, 2019 5Excellent!\nJason Cox Jun 19, 2019 5Good Price / Good Product / Thank you !\nKeyur Shah Jun 12, 2019 5Everything works well.\nMrs.hilal Hayal Pulurbey Jun 11, 2019 5Product arrived fast, great seller.\nJim Park May 28, 2019 5I appreciate this Sda Air Cylinder .\nStroher Cyril May 27, 2019 5We are appreciate to communicate with you,looking forward to the next cooperation!:)\nDario Jose Gonzalez May 22, 2019 5it is well worth the money, I'm happy so far.Highly recommend Changzhou Edaweld Trading Company Limited company.\nMr.jjohn Camp May 11, 2019 4Overall, the quality of the Sda Air Cylinder is good, I haven't met any issues with it.\nEva Liu Apr 23, 2019 5This Sda Air Cylinder has a good quality. Recommend to you all!\nAbdul Aziz Apr 20, 2019 5The Sda Air Cylinder came quickly.Please keep up the good work.\nSergey Apr 14, 2019 5Sda Air Cylinder was exactly as described.\nAlex Hamilton Apr 07, 2019 4I recommend this Changzhou Edaweld Trading Company Limited .\nYOU MAY LIKE\nAir Cylinder Used in Europe Market\nCOVNA VBC Series air cylinder with single shaft for sale in low price\nTN Series air Cylinder\npneumatic air cylinder Air Cylinder TN series The aluminum style cylinder cover and barrel are threaded together and the stainless steel style cylinder cover and barrel are pressing together mini cylinder can be easily changed to different appearance according to customers requirement Three style...\nCompact air Cylinder with aluminum alloy\nSpecifications 1 Compact air Cylinder 2 Bore Size 12 100mm 3 Type double action thin cylinder 4 Pressure 0 1 0 9MPA 5 Rohs Cylinder Feature 1 Nonstand stroke available 2 Compact air Cylinder with variety model various type 3 Nice replacement for the SMC type 4 CNC machined all of parts we will do...\nHigh Quality double Shafts air Cylinder With Guiding Rod\nHigh Quality three Shafts air Cylinder With Guiding Rod\nSpecifications 1 three Shafts Air Cylinder 2 use De and Jp technic to design 3 offer the free sample 3 CE ROHs Cylinder description 1 Mounting dimensions comply with ISO International standard Non lubricated avoiding oil fog pollutioin 2 Mainly made in aluminum alloy light weight small size 3...\nChina Ningbo Double Acting SDA Compact Air Cylinder\nSDA Series thin small air cylinder for hot sale\n25mm Bore 25mm Strock Airtac Type SDA Air Cylinder\nAirtac Type Pneumatic SDA Thin Air Cylinder\nNormally Type Single Action SDA Air Cylinder Outer Thread\n2L, 3L, 6.8L, 9L, 12L Carbon Fiber Breathing Air Cylinder\nFesto Type ISO6432 Stainless Steel Mini Air Cylinder Ma Series\nSda Series Compact Air Cylinder Airtac Pneumatic Cylinder Bore 40mm\nModel NO SDA Usage Automation and Control Power Pneumatic Pressure Direction Double acting Cylinder Special Cylinder Type Impact of the Cylinder Shaft Diameter 12mm 12 16 20 25 32 40 50 63 80 100 Working Medium Air Proof Pressure 0 99MPa Condition and Medium Temperature 5 60 c Buffer Non Trademark...\nMal Series Aluminum Pneumatic Air Cylinder\nMal Series Aluminum Double Acting Air Cylinder\nMal Series Aluminum Double Acting Pneumatic Air Cylinder\nFIXED TYPE cylinder Thin Embedded Cylinder SDA AIR CYLINDER\nVarious High Quality And Reasonable Price Pneumatic Cylinder Air Cylinder Manufacturer China\nPneumatic components, pneumatic cylinder, air cylinder\nSEND US A MESSAGE\nWe didn't put all products on website. If you can't find the product you're looking for, please contact us for more information.\nCopyright © 2019 Changzhou Edaweld Trading Company Limited All rights reserved.", "label": "No"} +{"text": "Unlock the entire Houzz\n8,481 wings Home Design Photos\nMandi Smith T Interiors\nCozy Reading Area\nheads\" on the top/front part of the chair? I have ladies Pennsylvania House wing back, but with \"formal\" legs...will this look work for that chair?\nLike the way the wing chair was made to look more contemporary with fabric (Gold stripe)\nto mind. The wings are typically curvilinear not only from a side view but oftentimes also from the front, as in this example. The wings of traditional\nTicking stripes dress down a stately wing chair and help this elegant space lighten up.\nNorthern Virginia Interior Designer\nBest of Houzz 2013, 2014 & 2015\nBest of Houzz 2013, 2014 & 2015\nWhether you're remodeling, moving into a new home, or just looking to update your space, Interior Style can assist you with every facet of the project - from the master plan down to the last doorknob.\nErdreich Architecture, P.C.\ncontemporary living room\nWing Back Fabric print location\n5. Keep scale in check. This large-scale wing chair would have overpowered the space were it covered entirely in a bold\nTwo tone wing back chair...wing chair 2...wing chair with contrast...wing back with...nice wing...love the mix\nAlice Lane Home Collection\nPut wing back chairs next to each other\nWing back chairs side by side...idea for our wing backs in...Side by side wing back chairs...Wing chairs...Wing back chair style...Sofa and wing chair...wing chairs side by side...modified wing back\nEurope, including wings, shiny exterior fuel tanks, engines and other aeronautic ephemera. They were fantastic.\ndo you like about this photo? Bitchin' wing\nA house with a wing... nuff said! Love it\nPartsNothing says plane like the glow of metal. This sculpture — called “Wing Sculpture,” by MotoArt — makes a staircase by Purple Cherry Architects soar\nIt is the “Wing Sculpture\" by MotoArt...airplane wing used as a shark's fin!...beautiful airplane wing as work of art\nAndrea Brooks Interiors\nWhere did you purchase the two wing back chairs from?\nPlease tell me the manufacturer of the wing chairs..scale is perfect for the antique\nAccent on turquoise with neutrals and pattern on wing chairs.\nWing back chairs for dining room...Wing chairs...Wing back chairs...wing back end chairs\nSam Crawford Architects\nThe clients wanted each space in the new wing to perform multiple functions. This large room has places for playing and listening to music, dining, and\n1. A contemporary addition in Sydney. This home's new wing was designed by Sam Crawford Architects. This open, light-filled space serves\nThe clients wanted each space in the new wing to perform multiple functions. This large room has places for playing and\n1. A contemporary addition in SydneyThis home’s new wing was designed by Sam Crawford Architects. This open, light-filled space serves\nWing House...wing house...Exterior & Roof Design: Wing...Wing House Side View\nMaxine Schnitzer Photography\nLove the wing chairs! Who makes the chairs and where could I find them?\nthese wing chairs have nailhead trim yet remain feminine, love the bench, it works as\nWing back chairs...Wing back Chairs (Rowley: Horchow)...wing back chair", "label": "No"} +{"text": "X Cole Brown Threetone Poshmark Loafers Air Nike Shoes Haan\nBrown Haan Air Poshmark X Cole Threetone Shoes Nike Loafers\nShoes X Brown Air Haan Threetone Cole Nike Loafers Poshmark,\nPublished May 27, 2019\nThe idea of using energy from the sun to evaporate and purify water is ancient. The Greek philosopher Aristotle reportedly described such a process more than 2,000 years ago.\nThreetone Cole Brown Nike X Loafers Air Poshmark Shoes Haan,.\nThreetone Shoes X Cole Loafers Haan Poshmark Nike Air Brown,.\nBrown Shoes Cole Poshmark Air X Haan Nike Threetone Loafers,.Original Jual 2 Nike Vapormax Flyknit Air Men's Running Shoes qUq8wrPB,\nHaan Poshmark Loafers Air Threetone Brown Nike Cole Shoes X\nAir Threetone Cole Brown Nike X Shoes Loafers Haan Poshmark;\nAdidas Women's Stella McCartney Pureboost X TR 3.0 White Stone Black BB6242 7.5,. The advancements are described in a Air Nike Max 2013 Sneakers Sports Men Christmas Limited White Ms qIAgx published May 3 in the journal Advanced Science.\nAir X Loafers Poshmark Shoes Nike Cole Brown Threetone Haan.\nGan, Song and other colleagues have launched a startup, 1 Suede Nike Black Sneakerfiles High Force Gum Air awaAqREB, to bring the invention to people who need it.Adidas Size 10.5 Spikes Adizero Prime Accelerator Sprint Running shoes bluee Mens,.\nBrown X Loafers Threetone Shoes Haan Cole Nike Air Poshmark;\nHaan Threetone Loafers Air X Nike Brown Shoes Poshmark Cole\nSolar stills have been around for a long time. These devices use the sun’s heat to evaporate water, leaving salt, bacteria and dirt behind.Adidas Sneakers Ladies Campus Bz0074 Dark Green,.\nThe technique has many advantages.Women’s Adidas UltraBoost X Running shoes Sz 7.5,. But unfortunately, even the latest solar still models are somewhat inefficient at vaporizing water.\nThreetone Haan Cole Loafers Air Brown Shoes Nike X Poshmark\nThreetone Air Poshmark Shoes Brown Cole Nike Haan X Loafers.\nHaan Threetone Cole Loafers X Brown Air Shoes Poshmark Nike\nUsing this setup, researchers evaporated the equivalent of 2.Adidas Pureboost DPR Sneakers - Men's Size 10 - orange Navy,.68 liters, according to the new study.Adidas Tubular Doom Sock Pk W Womens BY9335 CBLACK,CBLACK,RAWPIN Womens Size 6,.\nBrown Air Poshmark Shoes X Haan Threetone Loafers Cole Nike.\nAir Poshmark Brown Cole Shoes Threetone Loafers Nike X Haan;", "label": "No"} +{"text": "UPM: Advanced biofuels - a fast lane for transport decarbonization | 2018\nThe development of unique production concepts continues as UPM Biofuels is in the early planning phase of a new production unit to be built potentially in Kotka, Finland.\nDownload hereVisit Website\nIndigenous sustainable aviation fuel for flights in India | 2023\nTU Delft: Bio-ethanol as an alternative fuel for vessels | 2023\nPolicy and legislation", "label": "No"} +{"text": "VIEWS: 3 PAGES: 14 CATEGORY: Earth Working POSTED ON: 11/8/2011\nThe present snowplow wheel kit converts a standard snowplow for use on unimproved surfaces. The conventional contractor-grade snowplow, being approximately 10 feet wide and weighing in the area of 1,000 pounds, is designed to scrape snow from ahard-finish surface by using the weight of the blade assembly to apply direct pressure to the hard surface. This process allows the blade edge to move across the hard surface, removing the snow from that surface. Adjustment of blade height above thehard surface is achieved on conventional snowplow blades by the use of metal shoes or skid plates attached to the rear of the blade assembly, supporting the weight of the snowplow blade and holding the blade edge above the surface being plowed. When removing snow from unimproved surfaces such as dirt or gravel, the snowplow blade tends to dig into the soft surface and pushes the surface material along with the snow. This method does not allow for the removal of snow without alsoremoving the surface material beneath the snow. The use of adjustable shoes or skid plates mounted on the rear of the snowplow blade only digs further into the unimproved surface or soft material to remove more of the base along with the snow. The present Snowplow Wheel Kit is designed to address the foregoing problems by providing multi-directional swiveling wheel assemblies mounted to a snowplow blade rear end thereby allowing the blade to travel over unimproved surfaces smoothlywhile maintaining the desired height of blade edge from the surface and further allowing back-plowing.SUMMARY OF THE INVENTION The present snowplow wheel kit converts a standard snowplow for use on unimproved surfaces. The snowplow wheel kit is designed to support the weight of the snowplow blade on swiveling wheel assemblies which are mounted to the rear of thesnowplow blade and have the ability to turn in all directions. The tires ride on top of the unimproved surface, allowing the edge of the snowplow blade to travel just\n\"Snowplow Wheel Kit - Patent 8033036\"", "label": "No"} +{"text": "susha.net,balloon arch strip-party balloons factory,Hebei Susha E-Commerce Co., Ltd. stands out in the industry with its balloon arch strip-party balloons factory. Manufactured by first-rate raw materials from the leading suppliers, the product features exquisite workmanship and stable function. Its production strictly adheres to the latest international standards, highlighting the quality control in the whole process. With these advantages, it is expected to snatch more market share.\nView More >>\nSusha provides balloon arch strip-party balloons factory products that are selling well in United States, Arabic,Turkey,Japan,German,Portuguese,polish,Korean,Spanish,India,French,Italian,Russian,etc.\nSusha,Our company main produces latex balloons,electric balloon pump,balloon stand.", "label": "No"} +{"text": "1 Re: Air supply singles\nRetractable singles: the good, the fad and the ugly | Air. Over the years a number of airplanes impressed me as being “good” airplanes. I thought of many airplanes as “fads” because they burst on the scene and fizzled.\n2 Re: Air supply singles\nAir Supply - Air Supply - Amazon.com Music Luis Mejia (son) - Air Supply's trilogy of platinum records end with the previous Now And Forever, and so, Air Supply (1985) comes out as their last Arista record.\n3 Re: Air supply singles\nAir Supply - Lost in Love - Amazon.com Music This album contains Air Supply's first 3 smash hit US singles which have become absolute classics. There is a wide variety of styles on this album, from the soft.\n4 Re: Air supply singles\nAir Supply Discography at Discogs Complete your Air Supply record collection. Discover Air Supply's full discography. Shop new and used Vinyl and CDs.\n5 Re: Air supply singles\nAir Supply - Wikipedia Air Supply are an Australian soft rock duo, consisting of English singer-songwriter and guitarist Graham Russell and lead vocalist Russell Hitchcock.\n6 Re: Air supply singles\nAir Supply (1985 album) - Wikipedia Air Supply is the eighth studio and second eponymous album by Australian soft rock band Air Supply, released in 1985 (see 1985 in music). The album was a step down in.\n7 Re: Air supply singles\nAnita Meyer - Wikipedia Biografie. Meijer werd geboren in Rotterdam-Zuid en vier jaar later verhuisde ze naar IJsselmonde. Meijer trad als kind op (eerst nog met haar broer) in koortjes.\n8 Re: Air supply singles\nAir Supply - Biography Graham Russell & Russell Hitchcock met on May 12, 1975, the first day of rehearsals for 'Jesus Christ Superstar' in Sydney, Australia; they became instant friends.\n9 Re: Air supply singles\nNyheder - Food Supply DK Hold dig opdateret med Food Supply DK. Tilmeld dig branchens førende nyhedsbrev og følg med i alt som rører sig indenfor fødevareindustrien.\n10 Re: Air supply singles\nThe “Direct-to-Consumer” Trend: Retail Shift Affects. This also means DTC brands and retailers have to unify their functional teams across the supply chain, using several technology features: Greater.\n11 Re: Air supply singles\nAir Products and Chemicals, Inc. - Manufacturer of. Serving customers in technology, energy, medical and industrial markets worldwide with a unique portfolio of products, services and solutions, providing atmospheric.\n12 Re: Air supply singles\nHome — AIRTEC 2018 Selected Exhibitors AIRTEC 2018 Preliminary Exhibitor List 2018 “AIRTEC meets expoAIR” (as of 17 OCT. 2018) PARTNERs, SPONSORs AND SUPPORTERs 2018 Partner Partner.\n13 Re: Air supply singles\nAir Supply - Troy Savings Bank Music Hall - Troy, NY The Troy Savings Bank Music Hall presents: 3.23.18 @ 8:00PM Air Supply Graham Russell and Russell Hitchcock sing their greatest hits, including\n14 Re: Air supply singles\nAir Supply – Wikipedia 1983: Making Love … The Very Best Of; 1985: Greatest Hits Vol. II; 1992: The Very Best of Air Supply; 1992: Air Supply Collection; 1992: The Air Supply Story Vol. 1\n15 Re: Air supply singles\nTarget Cartwheel Target Cartwheel, a whole new spin on coupons. Find & share the best deals in all your favorite categories: grocery, baby, apparel, health & beauty & more.\n16 Re: Air supply singles\nUltimate Air Supply by Air Supply on Apple Music - iTunes With their heavily orchestrated, sweet ballads, the Australian soft rock group Air Supply became a staple of early-'80s radio, scoring a string of seven.", "label": "No"} +{"text": "Conditioner, 4 Ton Air - Tronair 17A7503B7000\nPart Number: 17A7503B7000\nWarranty: View Warranty Details\nGet a Quote or Ask a Question\nSimply fill out the form below and you will receive a quote via email shortly.\n|Company Name:||Phone: (optional)|\nConditioner, 4 Ton Air", "label": "No"} +{"text": "The project was a holdover from the 2020 pilot season that was delayed due to the pandemic. It hailed from the team of Shawn Vance, Daril Fannin, and Jimmy Kimmel. In the show, when a Green Beret (Vance) returns home to Texas from military service, he and his family struggle with the challenges of adopting his new brother, a 12-year-old Russian boy.\nAlong with Vance, the pilot starred Bruce Campbell, Wendie Malick, Maxim Swinton, Tate Moore, Sofia Pernas, and Reyn Doi. It was inspired by a true story. ABC Signature produced along with Kimmelot. According to an individual with knowledge of the situation, the pilot may be shopped to other outlets.\nThis is not the first ABC project to get passed over this pilot season. It was reported in April that a mutli-camera series", "label": "No"} +{"text": "Nike's Air Max 97 Ultra Armors up In \"Pure Platinum\"\nThe classic runner gets a new neutral look.\nThis version of the classic runner boasts a mix of metallic silver, dark grey and white on its signature wavy upper design. The mesh and synthetic upper sits atop a crisp white midsole with the visible Air Max bubble unit and a platinum-hued outsole to round out the neutral colorway.\nThe Nike Air Max 97 Ultra “Pure Platinum” is available now for $230 USD at Titolo and select Nike retailers. For more Air Max models, Nike dropped its trail-inspired Air VaporMax Flyknit Utility in “Maximum Black.”", "label": "No"} +{"text": "?TUBELOR HOMME new collection 2013?\nIdeaco will launch TUBELOR HOMME-the new collection.\nOur best selling item is TUBELOR, which was launched in June, 2006. Since then it has experienced a huge success.\nIn 2008, TUBELOR was awarded the German iF product design award.\nIn 2012, TUBELOR GRANDE was awarded the red dot design award.\nOur new colour collection TUBELOR HOMME will be launched in September at Maison & Objet salon, Paris.", "label": "No"} +{"text": "Featured Article: Dead Space 3\nthird-person shooter video game for the PlayStation 3, Xbox 360 and PC and is the sequel to Dead Space 2. Primarily set on the frozen planet of Tau Volantis, the game follows protagonists Isaac Clarke and John Carver as they attempt to end the Necromorph threat.\nFor more information, see Dead Space 3.\nCommunity content is available under CC-BY-SA unless otherwise noted.", "label": "No"} +{"text": "Midori Precisions will be displaying our products at Hosho Corporation’s booth at INCHEM TOKYO 2019 (Nov. 20-22) at Makuhari Messe, Tokyo Japan.\nFrom products which have been highly employed in plant equipment and valve positioner to new products in development to be launched next year, will be displayed at the exhibition.\n- CP-1Hx Series (New Product): Contactless angle position sensor.\n- CP-36U Series (Under Development): Contactless programmable angle position sensor. Current output.\n- CP-2Hx Series (Under Development): Contactless angle position sensor.\n- Low cost angle precision potentiometers.", "label": "No"} +{"text": "New perfect set Plastic Welding Tool 1600W Hot Air Gun 20? 600? DIY Kit\n220V 1600W Plastic Welder Welding Tool Heat Heating Gun Torch Hot Air Pistol PVC Welder Machine Kit Set With Butterfly Flooring. 3 The tool must be used under supervision, heat can reach combustible materials which are out of sight.", "label": "No"} +{"text": "Buylandingpagedesign.com provides best optimized landing page designs for your product and services best conversion rate.\nAre you looking for optimized and best converting landing page designs to boost your website traffic and conversion rate?\nBuylandingpagedesign.com provides you the\ntemplates at a very affordable prices. best converting and optimized landing page design\nYou can check out some of our best converting and optimized landing page design samples below:\nClean and appealing small lead capture form landing page design for getting more traffic and collecting positive leads.\nContinue reading Optimized landing page designs for best conversion\nDownload beautiful landing Page design templates for conversion and sales from\nhttps://www.buylandingpagedesign.com/ at a very affordable price.\non affordable price that is designed and optimized to increase your business conversion and sales from conversion centered beautiful and user friendly landing page design templates https://www.buylandingpagedesign.com/landing-page-design/\nWe have 6 years+\nand have done more than experience in landing page design which will convert your traffic into returning leads and sales. Our design are clean, 1000+ lading page designs , you can capture effective leads, increase sales and traffic and maximize your conversion, get best result in your online marketing campaign with our c creative and converting for your respective business . onverting landing page design templates\nBelow are some respective\nto boost your business with conversion, traffic, sales and leads. landing page design templates\nBuy excellent business opportunity lead capture landing page design templates on affordable price from https://www.buylandingpagedesign.com/buy/excellent-business-opportunity-lead-capture-landing-page-design/1210\nContinue reading 1200+ Beautiful landing Page design templates for conversion and sales", "label": "No"} +{"text": "About the Job Market in Andrews Air Force Base, MD\nPopular Cities Near Andrews Air Force Base, MD\nShow More Options\nTop Cities Within 500 Miles\nShow Fewer Options\nJobs Near Andrews Air Force Base, MD\nAflac Bilingual (Spanish) Sales Representative - Entry Level- D\nAFLAC in Andrews Air Force Base, MD\nPosted 22 days ago by AFLAC, Inc.\nRecent Truck Driver CDL Graduates Wanted - 866-606-3023\nSwift Transportation Co.inc in Andrews Air Force Base, MD\nPosted 8 days ago by Swift Transportation Co.Inc\nPremiere Company/Work from Home\nAmeriplan in Andrews Air Force Base, MD\nPosted 5 days ago by Get Healthcare Jobs\nSales Associate, Retail Part Time\nGNC in Andrews Air Force Base, MD\nPosted 14 days ago by Professional Diversity Network\nEmail alert created successfully\nWe will send email alerts to for jobs near Andrews Air Force Base, MD.\nYou're almost done!\nTo activate your job alert, please check your email and click the confirmation button.\nOops! There was a problem.\nWe weren't able to create your email alert. Please check that the email address you entered is valid, and try entering your information again.", "label": "No"} +{"text": "Pro Circuit Ignition Cover Kawasaki KLX 110 / L\nPro Circuit's KLX110/L Billet Ignition Cover is a direct replacement for the OEM cover and will definitely offer a factory look. The cover is CNC-machined from aircraft quality aluminum for strength and durability then anodized for surface hardness and reduced normal wear. This part is a must-have for any KLX110/L rider looking to trick out their mini moto machine.\n- CNC-machined from aircraft quality aluminum\n- Anodized for surface hardness and reduced wear\n- Delivers a factory look\n|Product Style||RevZilla Item #||MFR. Product #||Availability|\n|Product Style Grey||RevZilla Item #10063417||MFR. Product #ICK20110||AvailabilityOut of Stock|", "label": "No"} +{"text": "OFFICERS and cadets from Chichester high schools were pleased to receive a successful inspection at Longmoor military camp.\nThe inspection team, headed by newly-appointed Air Commodore Dawn McCafferty, was greeted by the schools’ combined cadet force.\nCentral to the day’s programme was an array of activities which included first-aid scenarios, orienteering, rifle shooting, an obstacle course and a team-working challenge.\nAt the final parade of the day Air Commodore McCafferty presented Katherine Robbins with her lance corporal rank slides.\nThe Air Commodore and Chichester High School for Boys headteacher, Gavin Salvesen-Sawh, both said how impressed they were with the level of commitment and enthusiasm they had seen in all the cadets.", "label": "No"} +{"text": "Astonishing Modern Computer Desk Contemporary Home Office Amazing Ideas with interior Designers and Decorators Ikea, When this relates to space renovation, there are a number of factors you should consider also before getting the support services of a expert specialist, or even creating appliance assortments. Greater than other space of your house, the space is one of the most flexible. That is used to prepare meals, supply the loved ones, shop foods items, and tidy and shop service wares and other family items.\nThe space is likewise the loved ones gathering place. Every person undoubtedly migrates to the space due to the fact that this is the primary concentration of the residence. For that reason, this is necessary that every space remodeling idea be taken into consideration. Search through residence decorating publications and capture some fantastic suggestions on TV. Whether you choose to develop the space on your own, partner with a space remodeling service provider or even residence center, formulating a plan will be the first step. In other words, write the dream and make it clear.\nThe initial space remodeling suggestion is to consider the three basic space functionalities: storage space, food preparation, and clean-up. A well thought out space design will definitely suit each of these three functionalities. The design of the space design must be defined with handy design and convenience of activity. The traditional \"work triangle\" must be the basis of the floor plan. The space sink, refrigerator and range, as the three space improvements used most often, must be set up in a cuneate pattern. This work triangle conserves needless actions when cooking food and has actually confirmed to become one of the most handy design. The work triangle principle conserves needless actions when prepping foods items, and shows one of the most handy style concept.", "label": "No"} +{"text": "USNS Spearhead Completes Testing and Evaluation\nAustal Limited (Austal) announced its first-in-class Joint High Speed Vessel (JHSV 1) delivered to the US Navy, USNS Spearhead, has successfully completed initial operational testing and evaluation.\nWith testing complete, JHSV 1 will soon be available to undertake missions for the US Navy.\nThe US Navy’s operational tests saw JHSV 1 undergo maritime missions, replenishment, helicopter deck landing and night-flight operations and qualifications, and communication systems certification. A total ship survivability trial was also carried out, which involved three simulated damage control events at-sea and in-port, concluding in a simulated ship evacuation.\nFurthermore, in early August JHSV 1 performed a 96-hour endurance evaluation with a payload and 280 marines to assess key performance parameters in distance and speed.\nAustal chief executive officer Andrew Bellamy said the successful performance of JHSV 1 during operational testing demonstrated Austal’s ability to deliver high-quality defence vessels to the US Navy.\n“The operational tests were the last major milestone JHSV 1 had to complete prior to being added to the US Navy’s fleet and commencing missions,” Mr Bellamy said.\n“As the first of ten Joint High Speed Vessels being delivered by Austal to the US Navy, it was very pleasing to see USNS Spearhead deliver on all its capabilities throughout the operational tests”.\n“Importantly, through the construction of JHSV 1 we implemented a number of improvements at our shipyard in Mobile, Alabama, which has resulted in increased productivity on the remaining Joint High Speed Vessels being constructing by Austal for the US Navy under our 10-ship, US$1.6 billion contract.”\nAustal delivered USNS Spearhead to the US Navy in December 2012. USNS Choctaw County\n(JHSV 2) was delivered to the US Navy six months later, in June 2013, with JHSV 3 launched in the same month, demonstrating the speed at which the JHSV program has matured.\nAustal, October 10, 2013", "label": "No"} +{"text": "Volvo Penta 5 7 Gas Wiring Diagram Free Download • Oasis-dl.co volvo penta 3 0 distributor diagram volvo auto wiring diagrams Volvo Penta Ignition Switch Diagram at. volvo penta 5 7 ...Volvo Penta 5 7 Wiring Diagram For 1998 - 5 7 volvo penta engine specifications also indmar engine parts diagram further volvo penta 3 0 engine diagram along with marine engine block diagram together with volvo penta boat engine diagram together with 2 3l ho gm engine furthermore farymann 18w 62hp 127031 furthermore mercruiser instrument panel wiring diagram moreover omc cobra 3 0 wiring diagrams along. Jul 14, 2014 · Volvo penta diesel starter wiring diagram. I have a 1965 DePlas, with a '65 Volva penta, hardly a problem, had her for 18 years and sold her to my nephew, good engines. Anyway, here is a link that will help you get to the wireing that you need.. This is a image galleries about 5 0 Volvo Penta Engine Diagram.You can also find other images like wiring diagram, parts diagram, replacement parts, electrical diagram, repair manuals, engine diagram, engine scheme, wiring harness, fuse box, vacuum diagram, timing belt, timing chain, brakes diagram, transmission diagram, and engine problems..\n5 7 L Mercruiser Alternator Wiring Diagram - volvo penta 5 7 wiring schematics along with mercruiser alternator wire diagram 5 in addition volvo penta serpentine belt moreover chevy v8 350 5 7l engine diagram as well as chevy 5 3l v8 engine diagram also chevy 350 5 7l engine diagram moreover sae j1171 marine starter wiring diagram further mercruiser 120 wiring diagram. Nov 14, 2018 · Volvo Penta 4 3 Wiring Harness Diagram ~ This is images about volvo penta 4 3 wiring harness diagram posted by Peggy G. Brown in Volvo category on Nov 14, 2018. You can also find other images like wiring diagram, parts diagram, replacement parts, electrical diagram, repair manuals, engine diagram, engine scheme, wiring harness, fuse box, vacuum diagram,. 5 7 Gxi Volvo Penta Wiring Diagram ~ This is images about 5 7 gxi volvo penta wiring diagram posted by Janell A. Bueno in 5 category on Oct 28, 2018. You can also find other images like wiring diagram, parts diagram, replacement parts, electrical diagram, repair manuals, engine diagram, engine scheme, wiring harness, fuse box, vacuum diagram, timing belt, timing chain, brakes diagram.\n5 7 mercruiser ignition wiring diagram furthermore dodge fuel tank sending unit wiring diagram in addition 371378585445 further showthread further 7 4 mercruiser engine fuel diagram also 565215 tilt pump wiring harness no where to hookup photos volvo trim pump sx furthermore chevy distributor wiring firing order diagram along with distributor schematic wiring 88 ford f150 4 9l also volvo penta. With the entirely new 5.3L V-8 platform, the package is completed by Volvo Penta using its own engine management unit and accessories systems. #volvopenta #volvo Invisible Soul. . . Volvo Penta. This amazing picture collections about volvo penta wiring diagram schematic electronic is accessible to download. We collect this wonderful picture from internet and choose the best for you. volvo penta wiring diagram schematic electronic images and pictures selection that uploaded here was properly chosen and published by author after choosing the ones which are best.\nVolvo Penta Stern Drives manual. Clymer Marine and PWC manuals are the #1 source for DIY maintenance, troubleshooting and repair. With step-by-step procedures combined with detailed photography and extensive use of exploded parts views, Clymer manuals are a must-have tool for the do-it-yourselfer.. Manual motor volvo 5 0 gxi user guide manual that easy to read \\u2022 also with Volvo penta 5 7 wiring diagram volvo generator wiring diagram additionally Volvo penta 5 7 wiring diagram engine part diagram also with Volvo penta 5 7gs wiring diagram easy to read wiring diagrams \\u2022 moreover Volvo penta 3 0 gs wiring diagram wiring diagram. Reply: Lord Farringdon : 22-Jul-12 : Steve, after looking over that schematic, I wouldn´t think the EDC was powered until after the starter relay closed as a.\nEngine Harness And Sensors - Shop the official Volvo Penta online marine engine parts store for replacement parts, propellers, and accessories for your Volvo Penta engine.. Marine Parts Express is the largest retailer of marine engine parts in North America. We specialize in Volvo Penta Volvo Penta engines, outdrives, propellers, and other accessories, but we also carry MerCruiser, PCM, Cummins, Perkins, etc..\nIn Volvo Penta Starter Wiring Diagram | philteg.in ... 2013 02 12 005941 Scan0004 Volvo Penta Wiring Diagram Like ...\nVolvo Wiring Harness Problems - Wiring Diagram Will Be A Thing • volvo d12 wiring harness starter schematics wiring diagrams u2022 rh ssl forum com Engine Wiring Harness Volvo Engine Wiring Harness\n1998 Volvo 5.7GSI PBYCCE - Fuel Pump Circuitry Page: 1 - iboats ... 1998 Volvo 5.7GSI PBYCCE - Fuel Pump Circuitry\nMercruiser 5 7 Engine Diagram 4 3 Volvo Penta Alternator Wiring For ... Mercruiser 5 7 Engine Diagram 4 3 Volvo Penta Alternator Wiring For", "label": "No"} +{"text": "Techstination, your destination for gadgets and gear. I’m Fred Fishkin. The newest drone to land from DJI is the Air 2S. It brings a camera with a one inch sensor to the market in a drone priced at just under a thousand dollars…but you’d probably want to invest in the Fly More package with extra batteries. DJI’s Patrick Santucci..\n“We’ve also added upward sensors compared to the one that we announced last year. So I have one here..but you can actually see there’s upward sensors on the top now so this way you have added protection against obstacle detection.”\nAnd there are some very useful preprogrammed modes..like a new one called Master Shots..\n“Which is essentially a program where you select a scene and the drone is going to fly up, crfeate this flight path automatically, capture some unique camera angles and video and come back to you with this cool little short clip called Master Shots.”\nFind more at www.dji.com.\nYou can find us at Techstination.com. I’m Fred Fishkin.\n|Categories:||Digital Photography | Consumer Electronics|", "label": "No"} +{"text": "vetus Round air suction vent\n- Round air suction vent\n- MADE IN NETHER LANDS\n- MATERIAL Stainless steel\n- This vent is suitable for 16 hp of engine power. Therefore, for a 60 hp engine, 4 of these air suction vents must be fitted (2 x to port and 2 x to starboard).\n- Air intake velocity should not be higher than 9.85 ft/sec.", "label": "No"} +{"text": "What We Do\nHolland Safety provides training courses of short duration (1 to 5 days) to Local Authorities, Construction, Manufacturing, Oil and Gas and Government organisations across Ireland, the UK and Europe.\nOur course subject matter spans technical engineering and machinery, process and compliance, leadership, communications and management training, ranging from basic awareness to skilled application level.\nHolland Safety provides safety and technical consultancy solutions to Local Authorities, Construction, Manufacturing, and Government organisations across Ireland and the UK.\nOur consultancy services include safety procedures and safety management systems, technical engineering, auditing, specification and drawing services. Services ranging from basic safety management to technical engineering and system design are provided.\nHolland Safety provides calibration, maintenance and inspection services to Local Authorities, Construction, Manufacturing, and Government organisations across Ireland.\nOur calibration, maintenance and inspection services range across gas detection monitoring, confined space equipment, working at height equipment and systems and industry safety assets. Equipment and assets ranging from chlorine to PID monitoring units, working at height devices and systems and breathing air equipment service and testing are part of our service solutions.", "label": "No"} +{"text": "Did you know?\n- US Airways has 101 two stops or more flights between Vienna and Atlanta.\n- The shortest flight between Vienna and Atlanta on Lufthansa is 8025 km.\n- 194645 seats are available per day to fly out of Vienna connecting to Atlanta.\n- The shortest connecting flight from Vienna to Atlanta is 32 hours, 6 minutes on TAP.\n- The shortest connecting flight from Vienna to Atlanta is 8924 km on TAP.\nHotels in Atlanta\nTraveling on the route and need hotel in Atlanta? Choose from more than 45,000 hotels.", "label": "No"} +{"text": "RAF Acklington, Westland Whirlwind, Jeff Todd\nA RAF search and rescue Westland Whirlwind helicopter from RAF Acklington. Winchman Jeff Todd in action with a stretcher case during an exercise. 09/06/1975\n|Color||Black & White|\n|Keywords||Flying,Three People,Teamwork,Aerospace,Uniforms,Air Force,Military,Royal Air Force,Rescues,Rescue,Helicopter,Aircraft,1970s|\n|Credit||Mirrorpix / GIW Photos|\nThis photo license is intended for editorial use only. Single Use in context. For all advertising and other non-editorial uses contact the GIW office for further information.\nIf located in the United Kingdom of Great Britain, Northern Ireland and Eire, kindly contact Mirrorpix directly at firstname.lastname@example.org\nLicense Type: Rights Managed", "label": "No"} +{"text": "1987 Volume 27 Issue 12 Pages 929-935\nTo understand the formation of rapidly solidified metal wire directly from the molten state by the In-Rotating-Water Spinning Method, some experiments have been done by the use of Pb-Sb alloy. In the experiments, the behavior of molten metal jet in rotating water was directly observed to reveal that the jet orbit closely relates with the cross-sectional shape, longitudinal shape and continuity of wires obtained.\nUnder the experimental conditions adopted in this study, it has been confirmed that the apparent properties of the wire are influenced mainly by both the jet velocity and the water-drum velocity. With increasing ratio of the jet velocity to the water velocity, molten metal jet penetrates deeper into rotating water. The range showing the optimum conditions for the production of long-continued straight wire has also been determined.\nFurthermore, the theoretical methods to estimate the jet velocity at the nozzle outlet and the jet orbit in water have been developed. The jet velocity of molten metal can well be predicted by the use of the equivalent nozzle orifice diameter obtained from the water experiment on the characteristics of nozzle. The calculated jet orbit agrees well with the observed results.", "label": "No"} +{"text": "Fail-safe vehicle braking systems manufacturer Advanced Braking Technology has been awarded a $240,000 Defence Global Competitiveness grant to further its plans in supplying the defence sector.\nThe company, best known for its sealed braked used in demanding conditions in mining, developed braking systems to be used on the Thales Hawkei armoured vehicle.\nThe grant, from the Centre for Defence Capability, will be used to buy machinery, internal training and ISO accreditation.\nABT CEO John Annand said the grant would allow the company to build on work undertaken in the defence industry and strengthen its in-house manufacturing capabilities.\nThis would help the company capitilise on future defence opportunities as they arise.\nABT developed, prototyped and tested the braking system for Hawkei, with fellow Perth company VEEM Ltd manufacturing the systems under a technology licensing agreement.\nAnnand said: “Furthermore, building internal manufacturing capability will strengthen ABT’s supply chain, which in turn will result in operating efficiencies, cost reductions and product margin improvements.\n“This investment in manufacturing capability supports the company’s strategy of positioning itself for the future and strengthens the foundations to drive scale, revenue diversification and innovation.”\nGrant funding will be available over the next two years.\nPicture: Thales/Advanced Braking Systems\nSubscribe to our free @AuManufacturing newsletter here.", "label": "No"} +{"text": "I’ve attached an experiment that functions how you’ve described. Just replace the text in the events with your desired images. Check out the notes in the editors for specific details.\nIn this experiment, the 15 events will present indefinitely until the participant presses the space bar. When the space bar is pressed, the remaining events in the trial are skipped. Although the presentations are set to loop, the experiment still ends.\nHow? Because the presentations will only loop if a block takes 15 seconds to end (via macros). Each event takes 1000ms, so a block will only end before 15 seconds if events are skipped. And events are only skipped if the space bar is pressed.\nLastly, the reason there are two blocks with the same structure and behavior is so the block timers function appropriately.\nrepeatingImages.sl4 (12.7 KB)", "label": "No"} +{"text": "[DriveSetup] Free space missing\n|Reported by:||KapiX||Owned by:||stippi|\nI had four primary BeFS partitions:\n- 5.0 GiB\n- 20.0 GiB\n- 80.0 GiB\n- 6.79 GiB\nI deleted the 80.0 GiB partition and now the space this partition occupied is gone, at least according to DriveSetup. See screenshot. Seen on GCC2h and GCC4h hrev49682.", "label": "No"} +{"text": "Lockheed has been awarded a follow-on contract by the US Navy’s Space and Naval Warfare Systems Command to provide new technology and concepts to detect and track submarines.\nUnder the $24m contract, Lockheed will engineer enhancements to the navy’s integrated common processor (ICP) system, which assists operators in localising and tracking surface and subsurface maritime contacts.\nThe advanced acoustic processing and tracking capabilities will enhance underwater surveillance and increase situational awareness for the US Navy fleet.\nLockheed will also improve automation and localisation capabilities to enable automatic detection and tracking of contact-generated acoustic energy.\nThe company has supported the Program Executive Office for littoral mine warfare since 2005.", "label": "No"} +{"text": "FM 1-75 Combat Orders Army, Air Forces Field Manual\nCombat Orders Army, Air Forces\nhas 53 pages\nCover dated: June 16, 1942\nNo paypal account needed to purchase with credit card.\nDownloaded immediately after payment\nin .PDF Format!!\nNOT A PRINTED MANUAL!", "label": "No"} +{"text": "It starts with our advanced aluminum machined gear system that gives anglers ultra-smooth gear feel and performance. To reduce weight, the Premier uses high-end components including an IM-C6 body design, a C6 integrated rotor, a carbon fiber handle and an EVA knob. Casting efficiency is maximized by the Rocket Line management system that improves casting distance while reducing wind knots. Slow Oscillation provides even line lay with all types of line, Flat EVA knob provide greater comfort and durability, Everlast? bail system for improved durability, Aircraft grade aluminum main shaft, Titanium main shaft (40 size only), K-Clutch? anti reverse.\n11 stainless steel HPCR? bearings + 1 roller bearing provides increased corrosion protectionAMGearing? system provides precision machined gears for unparalleled smoothness and durabilityComputer optimized (COG?) gear design allows for the most efficient gear systemCarbon Matrix? drag system provides smooth, consistent drag pressure across the entire drag rangeIM-C6 (Insert molded C6) body design combines an X-Cr?ftic gearbox design with a C6 carbon body, which gives a lightweight construction that houses gears in perfect alignmentC6 carbon rotor provides significant weight reduction without sacrificing strength or durabilityRocket Line Management System? provides better control of all types of fishing linesCompact bent carbon handle provides a more ergonomic design that is extremely lightweightMachined aluminum braid ready spool allows braid to be tied directly to the spool without any slipRocket Spool Lip Design? allows better control of line coming off the spool", "label": "No"} +{"text": "Essentially identical to the Cybertron: Autobot mission, Cybertron: Decepticon is an extra mission that will open up when the other Decepticon missions have been completed and when Megatron has killed Optimus Prime. Instead of going to the darkened Decepticon stronghold on their home planet, however, you will get to go to the brighty-lit and high-tech Autobot stronghold, where Autobot drones will have to be killed en masse. Basically everything here is identical to its counterpart on the Autobot side, except you'll be controlling Megatron instead of Optimus Prime.\nYou'll have an unlimited amount of time to kill 35 Autobot drones. Naturally, the drones are of varying strengths, but most of them can be killed by Megatron rather easily with melee attacks. Just like in the Autobot mission, the only challenge here are the charging drones that can only be attacked when they are standing still (and even then, you'll need to attack them three times to actually kill them, since throwing them won't damage them, mysteriously). The positive here is that, unlike in the Autobot mission, the new purple drone that chases you endlessly won't appear here. This makes this mission slightly easier than it would otherwise be. Keep your health up, and keep the Decepticon brutality at a fevered pitch. If you do, you should be victorious on this mission rather easily.\n|Give us feedback!||Back to Transformers Intro...|", "label": "No"} +{"text": "Trump's focus on celebrating flag, unity, not race: White House\nMamistov wins the 2017 FAI World Aerobatic Championships\nO'Driscoll hopeful for Ireland's 2023 Rugby World Cup bid\nBritish team fly rings around the Swiss in Brussels\nTrump defends statements on NFL anthem protesters\nNFL-Trump feud on anthem protests takes over fields across U.S.\nNelson Piquet Jr joins Jaguar Formula E team\nFrenchmen win balloon race\nThe Laver Cup is not an exhibition, says Nadal\nLappartient replaces Cookson as UCI president\nTop surfers take part in test competition at \"Surf Ranch\"\nInfantino wants to tackle transfer system", "label": "No"} +{"text": "From Halopedia, the Halo wiki\nDuring the Battle of Draetheus V, the 3rd Platoon was deployed by the UNSC Eminent Domain onto Draetheus V's moon X50. It was the first to land on the moon, while the landing zone was less then a mile from Research Facility Alpha, during the landing they were scattered across the Glacial Perch mountain range. They were quickly surrounded by Covenant infantry and took heavy losses. Spartan Davis managed to rescue a few of the Helljumpers while clearing a landing zone for a second platoon.\n- Private Charlie Sultan\nList of appearances\n- Halo: Spartan Assault (First appearance)", "label": "No"} +{"text": "Join GitHub today\nGitHub is home to over 40 million developers working together to host and review code, manage projects, and build software together.Sign up\nRe-size icons in the toolbar #4490\nIssues to address:\n1. Reduced visibility of the URL\nAs we added the new tracking protection icon on the toolbar, we didn't distributed the space accordingly to not affect the visible portion of the url.\n2. Unused space on the three dotted menu\nThe three dot menu has a lot of unused space, as you can see in the image below\nThe issue here is that we are doubling the padding, between the right tab counter and left three dotted menu, creating a huge gap between them.\nThis is caused because the tab counter adds the same amount of padding to the right as the three dotted menu adds to the left ( tab counter right padding 16dp + three dotted menu left padding 16dp = 32dp padding between them instead of 16dp).\n3. Better distribution of the space on custom tabs\nAs you can seen in the image below we are not doing a smart use for the space in custom tab, there is a lot of space that can be redistributed, to show more url and title.\n4478: Closes #4490: Resized icons on the toolbar. r=rocketsroger a=Amejia481 Related #1514 **Updated pics** **Now** ![image](https://user-images.githubusercontent.com/773158/65361730-ab982200-dbd2-11e9-813c-1f2356bc6ab7.png) **Before** ![image](https://user-images.githubusercontent.com/773158/65298766-b30bec80-db3a-11e9-84fa-563064c544c4.png) **Now** ![image](https://user-images.githubusercontent.com/773158/65361694-85728200-dbd2-11e9-956d-f18e9b36fb90.png) **Before** ![image](https://user-images.githubusercontent.com/773158/65298856-1138cf80-db3b-11e9-88e6-0ccd1f093616.png) Co-authored-by: Arturo Mejia ", "label": "No"} +{"text": "A Brief History of Air Force 1\nThe Classic Cool of the Air Force 1 Outfit Mens Embracing the Streetwear Aesthetic The Air Force 1 outfit mens is a fashion staple that showcases an individual’s style. It’s a sneaker that’s been embraced by streetwear enthusiasts, seamlessly blending comfort and style. Pairing these iconic kicks with the right clothing amplifies their cool factor.\nRipped jeans, cargo pants, or sporty joggers can be the perfect complement. A hoodie or a graphic tee adds a casual vibe, while a crisp blazer injects a dash of sophistication. The Versatility of Air Force 1s One of the standout features of the Air Force 1 outfit mens is its versatility.\nWhether you’re heading to a casual day out or a night on the town, these sneakers can suit any occasion. The key is to pair them with the right clothes. For a laid-back look, try combining them with a pair of relaxed-fit jeans and a simple tee.\nFor a more polished outfit, team them with slim-fit trousers and a button-down shirt. Color Coordination Color plays a significant role in styling the Air Force 1 outfit mens. These sneakers come in various colors, and picking the right shades can enhance your overall look.\nIf you’re going for a monochrome outfit, a pair of white Air Force 1s can add a fresh and clean touch. Alternatively, a pair of black Air Force 1s can lend an edgier, more streetwise vibe. Finding Your Unique Style Ultimately, the Air Force 1 outfit mens is about expressing your personal style.\nExperiment with different combinations of clothing and accessories until you find the look that resonates with you. Whether you prefer a minimalist, athletic, or high fashion aesthetic, these sneakers can accommodate your style preferences. Remember, the goal is not just to look good, but to feel good in your outfit.\nair force 1 outfit mens\n|Air Force 1\n|The Air Force 1 is a classic sneaker from Nike, originally released in 1982.\n|Pairing Air Force 1 with straight-leg jeans and a graphic tee creates a casual, cool look.\n|In men’s fashion, comfort and style often go hand in hand, with Air Force 1 being a perfect example.\n|Known for its iconic design and comfortable cushioning, Air Force 1 is a must-have for sneaker enthusiasts.\n|For a smarter look, try wearing Air Force 1 with tailored trousers and a crisp white shirt.\n|Air Force 1 can be a versatile piece in a man’s wardrobe, suitable for both casual and smart casual outfits.\n|Air Force 1 comes in several colorways, allowing for personal customization and variety.\n|A monochrome outfit with a pop of color from your Air Force 1 can make a bold fashion statement.\n|Color coordination is key in men’s fashion, and Air Force 1’s variety of colorways provides ample opportunities for matching.\n|The shoe has been a staple in streetwear culture, embraced by athletes, artists, and fashion influencers alike.\n|Layering with hoodies, denim jackets, or trench coats can add depth to your Air Force 1 outfit.\n|Layering is a popular trend in men’s fashion, offering both functionality and a way to showcase personal style.\n|Air Force 1’s timeless design ensures its continued popularity and relevance in the sneaker world.\n|Accessorizing with hats, bags, or jewelry can add the finishing touches to your Air Force 1 outfit.\n|Accessories can elevate a simple outfit, making it look more put-together and stylish.\nHow to Style Air Force 1 for Different Occasions\nMastering the Air Force 1 Outfit for Men Let’s delve into the world of fashion and discuss the Air Force 1 outfit for men. It’s a style that’s been embraced globally, thanks to its versatility and timeless appeal. The Air Force 1 sneaker, originally a basketball shoe, has transitioned into a staple for casual and streetwear outfits.\nThe beauty lies in their simplicity, making them a perfect match for almost any outfit. Styling Tips for Air Force 1 Outfit When it comes to styling Air Force 1, the sky is the limit. They can be paired with jeans, joggers, or shorts, with a simple tee or a fancy sweatshirt.\nAn important tip to remember is, let your Air Force 1 be the star of the outfit. Don’t overshadow them with overly flashy clothes. Air Force 1 with Jeans Pairing Air Force 1 with jeans is a classic move.\nOpt for slim-fit or skinny jeans to create a sleek look. If you prefer a more relaxed look, try straight-cut jeans. Either way, make sure the jeans are cropped or cuffed to showcase your sneakers.\nAir Force 1 with Joggers For a sporty look, pair your Air Force 1 with joggers. This combo is perfect for a casual day out or a gym session. Choose joggers that are tapered at the ankles to highlight your shoes.\nAir Force 1 with Shorts Air Force 1 paired with shorts is a perfect summer outfit. Whether you prefer denim shorts or athletic shorts, the Air Force 1 will complement them perfectly. Add a simple tee or a tank top and you’re ready to rock the summer look.\nCare and Maintenance Tips for Air Force 1\nUnlocking the Style Potential of Air Force 1 Outfit for Men The iconic Air Force 1 is more than just a sneaker; it’s a fashion statement that transcends time and trends. Let’s dive into the realm of men’s fashion and uncover how to style the versatile Air Force 1 for that standout look. Effortlessly Casual Pair your Air Force 1s with a simple t-shirt and jeans for an effortlessly cool casual look.\nThis classic combination never goes out of style and allows the sneakers to shine. Add a leather jacket for a bit of edge or a flannel for a laid-back vibe. Street Style Chic For a more urban, street style, try teaming your Air Force 1s with joggers or cargo pants.\nThese bottom pieces add a utilitarian twist to your outfit. Top it off with a graphic hoodie or a bomber jacket, and you’ve got a look that exudes nonchalant chicness. Smart Casual Who says sneakers can’t be smart? Dress up your Air Force 1s with tailored trousers and a crisp white shirt.\nThrow in a blazer for that smart-casual balance. This fusion of formal and casual elements creates an outfit that’s both stylish and comfortable. Monochromatic Magic A monochromatic outfit can make a powerful statement.\nDress in all black or all white, letting your Air Force 1s add a contrasting pop. This minimalist approach to styling is both sleek and modern. Seasonal Styling Air Force 1s are perfect for all seasons.\nIn summers, pair them with shorts and a light shirt. In winters, layer up with a cozy sweater and a stylish coat. Regardless of the weather, these sneakers can elevate any outfit.\nWhere to Buy Authentic Air Force 1 Outfits\nTable of Contents Introduction to Air Force 1 Outfit Mens How to Style Air Force 1 Outfit Mens\nVersatility of Air Force 1 Outfit Mens Conclusion Introduction to Air Force 1 Outfit Mens If there’s one sneaker that’s made a significant mark in the fashion industry, it’s the Air Force 1. A classic, versatile, and timeless piece, this shoe is a staple in any man’s wardrobe.\nWhether you’re a streetwear enthusiast or a casual dresser, Air Force 1 can elevate your style with its minimalist yet stylish appeal. How to Style Air Force 1 Outfit Mens Styling Air Force 1 can be a breeze, given its adaptability. For a relaxed, weekend look, pair it with denim jeans and a plain white tee.\nTo add a bit of edge, throw in a bomber jacket. Air Force 1 also complements athleisure attire. Combine it with joggers, a hoodie, and a baseball cap for a sporty yet trendy ensemble.\nVersatility of Air Force 1 Outfit Mens The beauty of Air Force 1 lies in its versatility. This sneaker can seamlessly blend with different fashion genres, from casual and sporty to high street and even semi-formal. Its clean, simple aesthetics can match almost any clothing piece, making it a smart fashion investment.\nConclusion In conclusion, Air Force 1 outfit mens is a fashion statement that embodies versatility, style, and comfort. Its timeless design and adaptability make it a must-have for every fashion-forward man. So, if you haven’t got a pair in your closet yet, now is the time to do so!\nStatistical Information: air force 1 outfit mens\n|Air Force 1 Popularity\n|The Air Force 1 is one of the most popular sneakers globally, worn by approximately 80% of men in urban areas.\n|About 70% of men prefer to pair Air Force 1 with casual outfits, mainly jeans and t-shirts.\n|Usage in Sports\n|Despite being a fashion staple, 50% of Air Force 1 owners use the sneakers for sports activities, especially basketball.\n|Young Adults’ Choice\n|The Air Force 1 is a favorite among young adults, with 60% of men aged 18-25 owning at least one pair.\n|When it comes to color, 70% of men prefer the classic white Air Force 1, indicating its versatility in matching with various outfits.\nWhat type of outfit can I wear with Air Force 1 shoes for men?\nAir Force 1 shoes for men are versatile and can be paired with many outfits. For a casual look, pair them with jeans and a graphic tee. For a more sophisticated style, try wearing them with chinos and a button-down shirt.\nAre Air Force 1 shoes suitable for formal wear for men?\nWhile Air Force 1 shoes are primarily known for their streetwear appeal, they can be paired with a more formal outfit. Try wearing them with a pair of tailored trousers and a crisp white shirt for a modern twist on formal attire.\nHow can I style my Air Force 1 shoes for a night out?\nFor a night out, style your Air Force 1 shoes with a pair of skinny jeans, a stylish top, and a leather jacket. This gives a cool, edgy look perfect for a night on the town.\nWhat clothing colors work best with Air Force 1 shoes for men?\nAir Force 1 shoes are primarily white, which makes them highly versatile. They can be paired with virtually any color. However, they particularly stand out when worn with black, denim, or earth-toned outfits.\nCan I wear Air Force 1 shoes with shorts?\nAbsolutely, Air Force 1 shoes look great when paired with shorts. Try them with chino shorts and a polo shirt for a preppy look, or with athletic shorts and a tee for a sporty outfit.\nAre Air Force 1 shoes appropriate for winter wear?\nYes, Air Force 1 shoes can be worn in winter. They pair well with jeans and a warm coat. However, because they are mostly white, they may show dirt and grime more easily in wet or snowy conditions.\nConclusion: Elevate Your Style with Air Force 1\nExploring the versatility of the Air Force 1 outfit for men, we’ve seen how it transcends boundaries of style, age, and culture. This iconic sneaker has proven its relevance in fashion, evolving with trends while maintaining its classic appeal. Encouraging individual expression, it calls for creativity in pulling together eye-catching ensembles.\nAs we navigate the fashion world, let us remember that styling is an art, a reflection of our identity. So, whether you’re a sneakerhead or a style novice, dare to redefine your style with the Air Force 1 outfit for men—your wardrobe will thank you.", "label": "No"} +{"text": "- Thermographic camera - Wikipedia\n- Agilent 8700 Laser Direct Infrared (LDIR) Chemical Imaging System...\n- Medical thermal imaging systems | Infrared Distributions Ltd\nPlease provide more details. Thank you.\nThermographic camera - Wikipedia\nStarter systems, core systems, and add-ons for life science physiology labs.\nAgilent 8700 Laser Direct Infrared (LDIR) Chemical Imaging System...\nData can be stored either in the internal memory or on an external microSD card.\nMedical thermal imaging systems | Infrared Distributions Ltd\nOriginally developed for military use during the Korean War , 96 citation needed 98 thermographic cameras have slowly migrated into other fields as varied as medicine and archeology. More recently, the lowering of prices has helped fuel the adoption of infrared viewing technology. Advanced optics and sophisticated software interfaces continue to enhance the versatility of IR cameras.\nIt was launched on the Rosetta spacecraft in 7559, and first used in space in May 7559. 96 6 98 In total, the OSIRIS cameras took 98,769 images during the entire mission, 76,858 of those at the comet. It operated for 77,676 hours. 96 8 98\nAlex | Network Operations Engineer\nA pyrgeometer is utilized in this field of research to perform continuous outdoor measurements. This is a broadband infrared radiometer with sensitivity for infrared radiation between approximately μm and 55 μm.\nMid-wavelength infrared (MWIR, IR-C DIN) or Intermediate Infrared (IIR): It is of 8-5 µ m. In guided missile technology the 8-5 µ m portion of this band is the atmospheric window in which the homing heads of passive IR 'heat seeking' missiles are designed to work, homing on to the IR signature of the target aircraft, typically the jet engine exhaust plume.\nInfrared photodetectors can be created with structures of high bandgap semiconductors such as in Quantum well infrared photodetectors.\nThe first infrared linescan system was the British Yellow Duckling of the mid-6955s. 96 68 98 This used a continuously rotating mirror and detector, with Y axis scanning by the motion of the carrier aircraft. Although unsuccessful in its intended application of submarine tracking by wake detection , it was applied to land-based surveillance and became the foundation of military IR linescan.\nCurrent improvements of uncooled focal plane arrays (UFPA) are focused primarily on higher sensitivity and pixel density. In 7568 DARPA announced a five-micron LWIR camera that uses a 6785 x 775 focal plane array (FPA). 96 78 98 Some of the materials used for the sensor arrays are amorphous silicon (a-Si), vanadium(V) oxide (VOx), 96 79 98 lanthanum barium manganite (LBMO), lead zirconate titanate (PZT), lanthanum doped lead zirconate titanate (PLZT), lead scandium tantalate (PST), lead lanthanum titanate (PLT), lead titanate (PT), lead zinc niobate (PZN), lead strontium titanate (PSrT), barium strontium titanate (BST), barium titanate (BT), antimony sulfoiodide (SbSI), and polyvinylidene difluoride (PVDF).\nFLIR was established in 6978 to pioneer the development of high-performance, low-cost infrared (thermal) imaging systems for airborne applications. Thermal imaging systems detect the infrared energy (heat) that is emitted by all people, objects and materials. Infrared cameras allow the operator to see in total darkness, adverse weather and through such air pollutants as smoke and haze.", "label": "No"} +{"text": "Some airlines that fly out of Caracas, Venezuela include Avior Airlines, Copa Airlines, and Caribbean Airlines.\nIf you want a more extensive solution, continue reading\nWhile I cannot insert a table directly into the text, I can provide you with the information you are seeking on airlines that fly out of Caracas, Venezuela, along with some interesting facts and a relevant quote.\nAirlines that fly out of Caracas, Venezuela include:\nAvior Airlines: Avior Airlines is the largest private airline in Venezuela, offering both domestic and international flights. It operates a diverse fleet of aircraft and serves several destinations in the Caribbean, Central America, and South America.\nCopa Airlines: Copa Airlines is a renowned Panamanian airline that operates flights from Caracas to its hub in Panama City, connecting passengers to a wide network of destinations across the Americas. Copa Airlines is recognized for its exceptional customer service and punctuality.\nCaribbean Airlines: Caribbean Airlines is the national airline of Trinidad and Tobago. It offers direct flights from Caracas to its hub in Piarco International Airport, providing convenient connections to various destinations in the Caribbean and North America. The airline is known for its warm hospitality and regional expertise.\nAdditionally, several other airlines used to serve Caracas but have suspended operations in recent years due to various challenges faced in Venezuela’s aviation industry. These include American Airlines, Air France, and Iberia.\nInteresting Facts about Airlines in Caracas, Venezuela:\nPrior to the economic and political challenges faced by Venezuela, Caracas used to be a significant international aviation hub, with numerous global airlines operating flights to and from the city.\nSimón Bolívar International Airport, also known as Maiquetía Airport, is the main international gateway in Caracas. It is named after the Venezuelan military and political leader who played a key role in Latin America’s struggle for independence.\nDue to the country’s economic crisis, many Venezuelans have faced difficulties in traveling abroad. The reduction in flights and limited availability of tickets have made air travel challenging for the local population.\nHere’s a famous quote related to travel by John Steinbeck: “A journey is a person in itself, no two are alike. And all plans, safeguards, policing, and coercion are fruitless. We find that after years of struggle we do not take a trip; a trip takes us.”\nIn conclusion, Avior Airlines, Copa Airlines, and Caribbean Airlines are some of the airlines that continue to offer flights out of Caracas, Venezuela despite the challenges faced by the aviation industry in the country. The presence of these airlines provides limited connectivity for travelers seeking both domestic and international destinations.\nResponse to your question in video format\nIn this YouTube video, the speaker discusses the available international flights from Caracas, Venezuela to a variety of destinations. The most popular route is to Panama City, with multiple airlines offering 129 flights. Santo Domingo, Dominican Republic, comes in second with 71 flights. Other destinations include Bogota, Madrid, Istanbul, and Havana. The video also mentions plans for future direct flights to Sao Paulo and Rio de Janeiro, Brazil. Additionally, the speaker discusses the possibility of resuming flights to Margarita Island, as well as potential routes to Buenos Aires, Miami, Paris, and various destinations in Brazil. However, flights to the ABC Islands are considered less likely due to political issues.\nSurely you will be interested in these topics\nThereof, What airlines fly out of Caracas? There are 16 airlines with flights from Caracas: Air Europa ,Avior ,Caribbean Airlines ,Conviasa ,Copa Airlines ,DHL Aviation EEMEA ,Iberia ,LASER Airlines ,LATAM Airlines ,Plus Ultra ,Rutaca Airlines ,Sky High Aviation ,TAP Portugal ,Turkish Airlines ,Turpial Airlines and WOW Air.\nIn this way, What airlines fly out of Venezuela?\nResponse will be: Domestic Venezuelan Airlines\n- Aeropostal. Aeropostal Alas de Venezuela C.A, trading as Aeropostal is a government-owned Venezuelan airline that operates primarily domestic services.\n- Avior Airlines.\n- Albatros Airlines.\n- Aerolínea Estelar.\n- LASER Airlines.\n- RUTACA Airlines.\n- Turpial Airlines.\nHow do you fly from Venezuela to USA?\nAnswer: There are 3 airlines that fly from Venezuela to the United States. The most popular route is from Simon Bolívar International Airport in Caracas to Miami International Airport in Miami. On average this flight takes 9h 44m one way and costs $1,227 round-trip.\nAre there international flights from Venezuela? Answer will be: Caracas Airport (IATA: CCS, ICAO: SVMI), also known as Simón Bolívar International Airport, is the largest airport in Venezuela. Caracas Airport has non-stop passenger flights scheduled to 36 destinations in 15 countries.\nAlso, Which countries have direct flights from Caracas?\nAs a response to this: In Cuba, the only destination that has a direct flight from Caracas is Havana. Non-stop flights to Havana are offered by Conviasa, Cubana and Turkish Airlines (Star Alliance). There are 2 destinations in Dominican Republic that have non-stop flights from Caracas. Direct flights to Punta Cana are offered by RUTACA Airlines.\nWhich airline to fly from Venezuela?\nRestrictions apply; please see Terms & Conditions. If you have to travel from Venezuela, choose Copa Airlines – the most punctual airline in America Latina. We can connect you to the rest of the continent from airports in Caracas (CCS), Maracaibo (MAR), and Valencia (VLN).\nAlso Know, How many airlines fly from Caracas CCS to Bogota bog? Answer: In total there are 3 airlines operating nonstop flights from Caracas CCS to Bogotá BOG. This section gives an overview of the flight schedules and timetables of every airline with direct flights for this route. Click an airline below to view their CCS BOG flight schedule.\nSubsequently, What is the longest flight from Caracas CCS?\nThe longest flight from Caracas CCS is a 3,825 mile (6,155 km) non-stop route to Moscow Vnukovo VKO. This direct flight takes around 13 hours and 5 minutes and is operated by Conviasa. In total there are 17 airlines flying from and to Caracas. Most flights are operated by one of the following carriers:", "label": "No"} +{"text": "Air Horn Valve03-05-0002\nUsed as part of the pneumatic system\nThis part enables and disables the flow of air through the Air Horn Trumpet. Upon pulling a draw chain connected to the Air Horn Valve the valve opens to allow the flow of air to the Air Horn Trumpet.\nSize: 25 x 80mm", "label": "No"} +{"text": "Systems engineering approach to develop guidance, navigation and control algorithms for unmanned ground vehicle\nLim, Eng Soon\nYakimenko, Oleg A.\nPapoulias, Fotis A.\nMetadataShow full item record\nDespite the growing popularity of unmanned systems being deployed in the military domain, limited research efforts have been dedicated to the progress of ground system developments. Dedicated efforts for unmanned ground vehicles (UGV) focused largely on operations in continental environments, places where vegetation is relatively sparse compared to a tropical jungle or plantation estate commonly found in Asia. This research explore methods for the development of an UGV that would be capable of operating autonomously in a densely cluttered environment such as that found in Asia. This thesis adopted a systems engineering approach to understand the pertinent parameters affecting the performance of the UGV in order to evaluate, design and develop the necessary guidance, navigation and control algorithms for the UGV. The thesis uses methodologies such as the pure pursuit method for path following and the vector field histogram method for obstacle avoidance as the main guidance and control algorithm governing the movement of the UGV. The thesis then considers the use of feature recognition method of image processing to form the basis of the target identification and tracking algorithm.\nRightsCopyright is reserved by the copyright owner.\nShowing items related by title, author, creator and subject.\nJohnson, Jada E. (Monterey, California. Naval Postgraduate School, 2004-06);Unmanned vehicles (UVs) are expected to be an integral part of the U.S. Navy's expeditionary and carrier strike groups and are quickly being integrated into maritime operations. Command and control issues must be resolved, ...\nHallberg, Eric N (Monterey, California. Naval Postgraduate School, 1997-09);Two theoretical methods and the development of a guidance, navigation and control rapid protoyping system address the issue of considering the integral participation of feedback early in the design process. The first method ...\nHurni, Michael A.; Sekhavat, Pooya; Ross, Michael I. (The American Institute of Aeronautics and Astronautics (AIAA), 2008-08-18);We present a dynamic optimal control method for autonomous trajectory planning and control of an Unmanned Ground Vehicle (UGV) using real-time information updates. The objective of the UGV is to traverse from an initial ...", "label": "No"} +{"text": "My aerial showreel. See me sing upside down in my red heels on the trapeze, spin in the air on silks and fly to do the perfect catch on the flying trapeze. The soundtrack is WHEN YOU STOP TALKING, my first song as singer and songwriter. Music by Massimiliano Scarcia. ENJOY!\nCategorie: Uncategorized • Tags: acrobatics, actress, actressupsidedown, aerial actress, aerial artist, aerialist, aerialsilks, air, Anita Giovannini, anitagiovannini, enjoy, flying_trapeze, gianlucacaprara, massimilianoscarcia, singer, songwriter, tessutiaerei, trapeze, upsidedown, whenyoustoptalking, wilkommen", "label": "No"} +{"text": "World Sale ON NOW\nSearch ANY travel date, choose ANY major airline to ANY international destination to spot the savings*. Look for the ON SALE tag in flight results, you can't miss it! Whether you choose to fly to Bali, London, Vancouver or the Maldives you'll find great savings at Webjet this week. We've got exclusive deals to Europe with Qatar Airways to get your planning started.\nAfter a package holiday deal? We've got you covered, there are great savings on these bookings too.\n2 October - 8 October 2017\nFor flight departures\nUntil 31 July 2018\nWhat's on sale\nAll International flights and packages destinations, excluding New Zealand and the Pacific Islands*\nTerms and Conditions\n*World Sale: This offer is for flight and package bookings made from 00:01 Monday 2 October 2017 until 23:59 Sunday 8 October 2017 (AEDT), for departures from Australia until 31 July 2018. Offer can be withdrawn anytime without notice. Discount is for new bookings made during the sale period and does not apply to Jetstar International, Jetstar Asia and flights to and from New Zealand and the Pacific Islands. Normal airfare conditions and booking fees apply; details will be displayed during the online booking process. Sale not available on Multi City search.", "label": "No"} +{"text": "Thursday 11th, January 2018 04:13:12: AM, Bike.\nHow to install an electric bike hub motor kit phoenix ii cheap bicycle kits for salebicycle reviewsbicycle wholesale. Bicycle motor kit 48v1k l_01c excelent picture ideas kitsholesaleith clutchbicycle for sale. Bikes html bike excelent bicycle motor kit picture ideas bike8 jpg cheap kits forebicycle gas cheapcheapest mid electric.\nElectric bicycle motor kits for saleheap salebicycle reviewsbicycle wholesale reviews gas. Bikerized trike wheeler kits gas powered engine for bicycles excelent bicycler kit picture ideas 20150717_173720 cheap. Bicycle motor kits cheap for salebicycle gas cheapcheapest sale ebay.\nBike flaming horse silver slantcycle engine kit motor kits for sale engines honda 80ccbicycle cheap gas. Bicycle motor kit excelent picture ideas bike ebay kits wholesale for sale in stuart fl cheap. Bike electriccle motor kit w rear wheel 36v 500w hub conversion excelent picture ideas s l1600 kits for sale in stuart fl. Bike bicycle motorit bike11 jpg excelent picture ideas cheapestits stroke for sale cheap.\nbicycle motor kits 49cc 35 cc 4 stroke bicycle motor kits for saleelectric bicycle motor kits for sale bicycle motor kits bike engines honda 80ccbicycle motor kits bike engines honda 80ccbicycle motor kits cheap cheap bicycle motor kits for salebicycle gas motor kits cheapcheapest bicycle motor kits gas bicycle motor kits for sale wholesale bicycle motor kits free shippingwholesale bicycle motor kits free shippingbicycle motor kits 125cc bicycle motor kits reviews mid motor electric bicycle kits for salebicycle motor kits for sale in stuart flbicycle motor kits for sale near visalia ca4 stroke bicycle motor kits for sale bicycle motor kits wholesale bicycle motor kits 49cc with clutchbicycle motor kits 49cc with clutchbicycle motor kits for sale bicycle motor kits bicycle motor kits 49cc with clutchbicycle motor kits for sale 4 stroke bicycle motor kits for sale bicycle motor kits for sale mid motor electric bicycle kits for salebicycle motor kits cheap", "label": "No"} +{"text": "After enrolment, you start basic officer training at the Canadian Forces Leadership and Recruit School in Saint-Jean-sur-Richelieu, Quebec, for 12 weeks. Topics covered include general\nCategory: Air Force\nTake to the skies with Defence247gr.com’s Air Force category. Here, you will find all the latest news and information about the Air Force and its various aircraft, units, and missions. From training and deployment to technology and innovation, we cover it all. Stay up to date on all things Air Force with Defence247gr.com.\nHow much does Royal Canadian Air Force pay per year? The average Royal Canadian Air Force salary ranges from approximately $120,434 per year for a", "label": "No"} +{"text": "News Manufacturing General\nJune 20, 2017\nMaybe we aren’t alone! NASA finds 10 more planets that could have life\nKepler telescope discovers seven Earth-size planets that circle stars just like ours.\nSeptember 20, 2009\nTMT: Keeping an eye on the universe\nAstronomers will soon have a powerful new instrument to…", "label": "No"} +{"text": "The Earth in its orbit around the sun is tilted about 23' to the plane of the solar system. This shot uses the plane of the solar system as the horizon rather than Earth's horizon.\nMoon : Venus : Mars\n24MPBCBestBritish ColumbiaCanadaColorCoolPicsCoolpicD300Douglas Farmer PhotographyDouglasFarmerPhotographyFine ArtHDRHigh Dynamic RangeNikonOSXOSX PostProcessingPost ProcessedPublishedSmugMugSupernatural\nFrom Best of the Best", "label": "No"} +{"text": "GLASGOW, Scotland, Nov. 10, 2021 /PRNewswire/ -- New technology aircraft and jet fuel made from waste: the global air transport industry has outlined how to meet its new long-term climate goal during Transport Day events at the UN COP26 in Glasgow. This confirms the commitment of the world's airlines, airports, air traffic management and the makers of aircraft and engines to net-zero carbon emissions by 2050, in support of the Paris Agreement. Aviation is one of the only sectors to have made such a global commitment.\nAnalysis detailed in the Waypoint 2050 report outlines credible paths for the air transport sector to reach net-zero carbon. The industry says a mix of new technology including potentially shifting to electricity and hydrogen for some shorter services; improvements in operations and infrastructure; and a transition to sustainable aviation fuel by mid-century would provide a majority of the carbon reductions. Remaining emissions could be captured using carbon removals measures.\nSpeaking at a COP26 event with the UK Government today, Haldane Dodd, Acting Executive Director of the Air Transport Action Group said: \"Aviation has increased its ambition in line with the need for all sectors of the economy to pursue rigorous climate action. Despite having endured the greatest crisis in aviation history, this net-zero 2050 goal shows that our sector has placed climate action as one of its highest priorities.\"\nA complete shift away from fossil fuels for air transport around mid-century would be possible, with sustainable aviation fuels made from waste resources and rotational cover crops gradually transitioning towards fuels generated from low-carbon electricity. Importantly, the shift to sustainable fuels will enable green energy industry opportunities in nearly every country, sustaining up to 14 million jobs worldwide.\n\"Our analysis shows several scenarios, with new technology options such as electric and hydrogen aircraft for the short-haul fleet, to a complete shift to sustainable aviation fuel for medium- and long-haul operations. We have identified the building blocks needed and the scale of the challenge is substantial, but with supportive government policy and the backing of the energy sector, it can be done.\"\n\"National government policy measures focused on innovation and energy transition are vital. We also urge the member states of the International Civil Aviation Organization (ICAO) to support adoption of a long-term climate goal at the 41st ICAO Assembly in 2022, in line with industry commitments.\"\nLogo - https://mma.prnasia.com/media2/1682205/ATAG_Logo.jpg?p=medium600", "label": "No"} +{"text": "Did you know?\n- Paris, FR is the most popular connection for one stop flights between Trieste and Grand Rapids.\n- The shortest connecting flight from Trieste to Grand Rapids is 17 hours, 13 minutes on Air Canada Continental.\n- The largest aircraft operated by Lufthansa flying between Trieste and Grand Rapids is a ATR with 72 seats.\n- 6 airlines operate between Trieste and Grand Rapids.\n- 47819 seats are available per day to fly out of Trieste connecting to Grand Rapids.\nHotels in Grand Rapids\nTraveling on the route and need hotel in USA? Choose from more than 45,000 hotels.", "label": "No"} +{"text": "CHANCE ®: No Wrench Anchor - Hubbell Power Systems\nNo Wrench Anchor\nRecently Added Videos Similar Videos\nH.E.A.T. - Irma\nPCORE® - 500kv Bushing Shake Table Test - Hubbell Power Systems\nHubbell Annual Review\nAn overview of Hubbell Incorporated.\nH.E.A.T. - Harvey\nHubbell Power Systems® - 570 & 790 Splice Closures\nThis video will provide instruction on the preparation of Hubbell’s 570 and 790 series isolated ground and all dielectric closures, cable installation into the closures, and sealing the closures.\nHubbell Power Systems® - Communications Overview\nHubbell Power Systems is a global manufacturer and supplier of products that support communication projects, construction, and maintenance.", "label": "No"} +{"text": "In battery making, recipes for electrolytes play an important part of the whole. In a new formula whipped up by Zhengzhou University, Tsinghua University and Stanford University, Lithium (Li), Lanthanum (La), Zirconium (Zr), Tantalum (Ta), and Oxygen (O) form a ceramic tube as the battery’s electrolyte. This tube is centered in new solid state Lithium Sulfur and Lithium Selenium batteries.\nResearchers filled that tube with a liquid lithium electrode, and immersed the tube in a bath of carbon black and liquid selenium or sulfur in a stainless steel container.\nThe team’s paper, “High Energy-Density Solid Electrolyte-Based Liquid Li-S and Li-Se Batteries,” published in the October 15 edition of Joule, explains the new batteries should be capable of delivering energy densities of around 2,600 Watt-hours per kilogram for the lithium-sulfur chemistry and 1,160 Wh/kg. for lithium-selenium. Currently, researchers have achieve 500 Wh/kg, double the best Li packs today. This can be achieved at cost of $41 per kilowatt-hour for the Li-Se battery and $15 per kW-hr for the sulfur-based version.\nThe abstract for the paper reads: “Lithium-sulfur (Li-S) and Lithium-selenium (Li-Se) batteries are considered as promising candidates for next-generation battery technologies, as they have high energy density and low cost. However, due to the use of a solid Li-metal anode and a liquid organic electrolyte, the current Li-S and Li-Se batteries face several issues in terms of Coulombic efficiency and cycling stability, which seriously impeded their development. Here, we report solid-electrolyte-based liquid Li-S and Li-Se (SELL-S and SELL-Se in short) batteries. The batteries use a Li 6.4La 3Zr 1.4Ta 0.6O 12 (LLZTO) ceramic tube as electrolyte and work at temperatures higher than the melting point of Li; thus, polysulfide or polyselenide shuttle effects and Li dendrite growth are effectively prevented, and high energy density, together with high stability, fast charge/discharge capability, high Coulombic efficiency, and high energy efficiency, can be achieved. The SELL-S and SELL-Se batteries provide broader platforms for constructing high-energy, high-power, long-lifetime, and low-cost energy storage.”\nThe combination of low cost and high output could be a real winner in the commercial market, and would open the way for large-scale energy storage for wind and solar power. Now only at the laboratory stage, the promising technology makes one hope this can be quickly scaled up and adopted by significant users.\nBatteries in which lithium is a major factor may become costly to produce in the United States, which is ninth in the world’s use of the metal for batteries. Spreading that cost among other, cheaper materials might help.\nAccording to Fortune magazine, a ton of lithium (battery grade) would bring $20,000 in 2016. Sulfur tends to fluctuate in price, ranging from $30 per ton to $480 for medical grade material. Selenium would not be a cost saver, averaging around $48,000 per ton in 2016. Carbon black is a bargain at $93 per ton despite recent price increases. Lanthanum, a rare-earth mineral, can be had for $1,000 to $1,200 per ton, although laboratory grades sell for much more. High quality Zirconium oxide can sell for anywhere from $1.5 to $70 per kilogram. Most costly, tantalum, reputed to be a conflict metal sold for !51,800 per ton in 2018.\nIt must take minute amounts of certain of these materials to enable low costs for SELL-S and SELL-Se batteries. We hope researchers can find ways manufacture such cells on an equally economic basis.", "label": "No"} +{"text": "A new application of adaptive noise cancellation\nFebruary 1, 1986\nIEEE Trans. Acoust., Speech, Sig Process., Vol. ASSP-34, No. 1, February 1986, pp. 21-7.\nA new application of Widrow's adaptive noise cancellation (ANC) is presented in this paper. Specifically, the method is applied to the case where an acoustic barrier exists between the primary and reference microphones. By updating the coefficients of the noise estimation filter only during silence, it is shown that ANC can provide substantial noise reduction with little speech distortion even when the acoustic barrier provides only moderate attenuation of acoustic signals. The use of the modified ANC method is evaluated using an oxygen facemask worn by fighter aircraft pilots. Experiments demonstrate that if a noise field is created using a single source, 11 dB signal-to-noise ratio improvements can be achieved by attaching a reference microphone to the exterior of the facemask. The length of the ANC filter required for this particular environment is only 50 points.", "label": "No"} +{"text": "You might have heard about structured data, Schema.org and JSON-LD. But what do these terms mean exactly? What is structured data? What does structured data do? And what does it have to do with SEO? For all of you who don’t know what structured data is: this post will make it clear to you!\nIncrease chances of Google showing rich results of your site in the search results: learn how to add structured data with our training on structured data and SEO.\nWhat is structured data?\nStructured data is code in a specific format, written in such a way that search engines understand it. Search engines read the code and use it to display search results in a specific and much richer way. You can easily put this piece of code on your website.\nImagine you have a website with a lot of recipes. If you add structured data to a page with a recipe, your result in the search engines will change. It will be much “richer” regarding content that’s shown. That’s the reason we call these results rich results or rich snippets. This is what a rich snippet looks like:\nBesides the title, the URL and the description of the search result, you can see how long it will take to make the absolute best ever lasagna. And, you’ll see how many calories the lasagne contains. You need to add structured data to your web page to get such a rich snippet.\nThere are all kinds of structured data. Structured data is always a code format. There’s structured data for books, for reviews, for movies, and for products in your online store, for instance. In all cases, structured data adds more details to your snippet in the search results.\nWe have to make one side note here. Unfortunately, Google does not always create a rich snippet of your page, even if you’ve added the structured data. There are no guarantees. So all you can do is add it to your page, and hope Google will pick it up!\nWhat do you do with structured data?\nWith structured data, you can “talk” to the search engines. You can tell the search engines which ingredients there are in your recipe, you can tell them how long the preparation time is, and you can tell them how many calories the dish will contain. Google will be able to grasp all that information instantly and can decide to show it in the search results.\nSo structured data is a tool you can use to tell Google (in a way it understands what you’re saying) detailed information about a page on your website. Google then will be able to use this information to create informative (rich) search results. And audiences love these rich snippets!\nWhat is schema.org?\nThe big search engines have developed a project called Schema.org. On Schema.org you can find all the structured data markup supported by the search engines. This makes Schema.org a large collection of pieces of code.\nYou can use Schema.org to find the markup you need for your particular page. For instance, if you sell t-shirts on your site, you could show what color t-shirts you sell and what sizes you offer in your snippet. You should investigate Schema.org/Product and find out the possibilities.\nOn Schema.org, you can copy code examples. After copying it, you’ll have to adapt the code to your specific preferences.\nSchema.org is a taxonomy of code formats that the large search engines understand. You’ll find examples of what the code looks like. There are other forms of structured data as well. For instance Open Graph (used by Facebook) and Twitter cards (used by Twitter).\nWhat is JSON-LD?\nJSON-LD is one of the markups of Schema.org. It’s just a way to write code. On Schema.org, you’ll also find other markups like Microdata or RDFa. At Yoast, we’ll advise you always to use JSON-LD, because it does not break your site as easily as other markups do. You can – relatively easily – add JSON-LD to your website using Google Tag Manager. That’s not possible with the other markups.\nWhy is structured data important for SEO?\nStructured data is important for SEO because it’ll make it easier for Google to grasp what your pages and your website are about. Google needs to find out what a page is about to show it in the search results. Using structured data is like talking to Google, telling Google what your site is about. That’ll help with your rankings.\nOn top of that, structured data will change the way your snippet (your search results) will look like. It’ll show more information to your customer. More specific information. And this will increase the likelihood a customer will click on your results. More clicks will eventually lead to even higher rankings!\nHow to use structured data?\nUsing structured data sounds hard, but everyone can do it (with the proper training). You have to get the right code, you’ll have to adapt that code and you’ll need to use Google Tag Manager to put it on your site.\nNo code hero? Use a plugin!\nA lot of structured data markup can also be added to your website using plugins. Our local SEO plugin, for instance, uses structured data to show the location or multiple locations of your store. You don’t have to write code to get that rich snippet, you’ll just use our plugin, fill out some details and we’ll do it for you. And there are many more plugins that’ll help you to use structured data without the need to struggle with any code!\nRead more: Structured data: the ultimate guide »", "label": "No"} +{"text": "La Salle University's campus occupies a grassy stretch of land at the northwest edge of Philadelphia's Logan neighborhood. To the south are lightly wooded areas, now designated as a part of the Fairmount Park system. Around the perimeter of campus, street names provide a trace of the land's history of ownership: Wister Street, Kemble Avenue, Logan Street, Lindley Avenue, Fisher Avenue. At the bottom of 20th Street, which cuts through the center of campus, is Belfield Avenue; and as you drive north on 20th you'll pass the existing structures associated with the Belfield Estate. The buildings, some dating back to the 18th century, were once home to some of Philadelphia's most prominent families. \"Peale House,\" home to American portrait painter Charles Willson Peale, was added to the National Register of Historic Places in 1965.\nA second estate occupied territory on what is now La Salle's South Campus, the \"Wakefield\" mansion house no longer stands, but the property originally known as \"Little Wakefield\" exists today as St. Mutien's Hall, a Christian Brothers residence. During the Civil War this building was a farm house, and during World War I it was home to a demonstration center of the National League of Women's Service. Visitors to campus can walk the grounds to see these historic buildings, but many of their associated structures are long gone. Delving into the history of these places reveals marvelous connections to other homes in historic Germantown, and the lives of many fascinating individuals.\nThis guide was developed to direct researchers to the abundance of resources related to our local history at La Salle. Over the years many La Salle students have studied the people and places associated with these grounds, and some of that research has been incorporated into websites and exhibitions, which you will discover in this guide. The Connelly Library's Department of Special Collections houses a number of small archival collections related to these historic properties. Additional collections are maintained at other cultural institutions in the Greater Philadelphia area, including the Historical Society of Pennsylvania, the American Philosophical Society, the Germantown Historical Society and the Winterthur Library.\nWilliam Logan Fisher, descendant of James Logan (builder of Stenton) was raised at Wakefield property. In 1807 his father Thomas Fisher granted him the Wakefield house. In 1826, he purchased the Belfield Estate from Charles Willson Peale. His daughter, Sarah Logan Fisher, wed William Wister, who was raised at Vernon. William Wister's Great-Grandfather John Wister built Grumblethorpe. Sarah and William would raise six sons at Belfield, all of whom would serve in the Civil War. Their granddaughter, Mary Channing Wister married her second cousin Owen Wister, who was raised at Butler Place.\nThe Wister family history is well documented in memoirs, journals and biographies. The following works are available to read in La Salle University's Department of Special Collections in the Connelly Library:", "label": "No"} +{"text": "- Created on the 20 October, 2017.\nVitamin H ELISA kit is designed for detecting quantitative concentrations of biotin (vitamin H) in food. This vitamin H ELISA kit has a minimum analytical sensitivity limit of 0.5 ng/ml.\nVitamin H, which is also more frequently called biotin, belongs to the family of B complex group of vitamins. These vitamins play essential roles in converting food (usually carbohydrates, amino acids and fats) into fuel (glucose) and this is used in order to produce energy. B vitamins are water soluble (i.e. the body is unable to store them), however, biotin can be produced by bacteria within the intestines and small amounts can be found in many foods. Some of the common foods include: cooked eggs, sardines, brewer’s yeast, nuts (pecans, almonds, walnuts and peanuts), soybeans, whole grains, banana, mushroom, cauliflower and other legumes (such as blackeye peas and beans). Many food-processing techniques have been found to destroy biotin, whereas less-processed versions of the same foods are found to contain more biotin. Also, raw egg whites are known to contain a protein called avidin and this protein is able to interfere with the ability of the body to absorb biotin. It is also recommended for strengthening nails and hair and is often found to be added to many cosmetic products for skin and hair. Biotin plays a vital role for normal embryonic growth and therefore is an important nutrient during pregnancy. When there is a lack of biotin in the body this results in nervous disorders, muscle pain, seborrhoea, dermatitis, tiredness and anorexia. Vitamin H ELISA kit is intended for measuring quantitative levels of vitamin H (biotin) in food.\nThe minimum detection sensitivity level of biotin (vitamin H) using current vitamin H ELISA kit was 0.5 ng/ml. The standard range for this ELISA assay is 1.0 – 25.0 ng/ml.\n- Biotin: biochemical, physiological and clinical aspects. Subcell Biochem. (2012) 56: 1-19. Review. Said H.M.\n- Vitamin H-regulated transgene expression in mammalian cells. Nucleic Acids Res. (2007) 35 (17): e116. Weber W., et al.\n- A versatile Escherichia coli strain for identification of biotintransporters and for biotin quantification. Bioengineered. (2014) 5 (2): 129-32. Finkenwirth F., et al.\n- Adequate intake of biotin in pregnancy: why bother? J Nutr. (2014) 144 (12): 1885-6. Mock D.M.\n- Solid-phase synthesis of a biotin derivative and its application to the development of anti-biotin antibodies. Appl Biochem Biotechnol. (2010) 162 (1): 221-32. Papasarantos I., et al.\n- Full Name: Vitamin H (Biotin) ELISA Kit\n- Sample Type: Food\n- Sensitivity: 0.5 ng/ml", "label": "No"} +{"text": "Oxytocin is a hormone produced by the hypothalamus and released by the pituitary gland that is commonly known as the “love hormone” due to its role in social bonding, trust, and social interaction. However, its functions go beyond that, and it plays an essential role in our mental and physical health. This article explores the wonders of oxytocin and its benefits.\nFunctions of Oxytocin\nOxytocin plays a crucial role in social bonding, helping to build trust and strengthen social connections. Positive interactions with others cause oxytocin to be released, making us feel more connected and bonded. This hormone also plays a crucial role in maternal behavior, facilitating the bond between a mother and her child.\nOxytocin reduces cortisol levels, a hormone released in response to stress, which can help calm us down and reduce anxiety and stress. Studies have shown that oxytocin can help reduce the negative effects of stress on the body, such as increased heart rate and blood pressure. In one study, researchers found that individuals who received intranasal oxytocin before a stress-inducing task had lower cortisol levels and reported feeling less stressed compared to those who received a placebo. This suggests that oxytocin supplementation may be a useful tool in managing stress and anxiety. However, further research is needed to determine the effectiveness of oxytocin supplementation for stress management, and it is important to note that oxytocin supplementation should only be done under the guidance of a healthcare professional.\nOxytocin has been found to be effective in reducing pain by decreasing the activity of pain receptors in the brain. It has also been shown to have a role in the perception and modulation of pain. Studies have found that oxytocin levels increase during childbirth, and it has been suggested that the hormone plays a role in the pain relief experienced during labor and delivery. During breastfeeding, oxytocin is released, which can lead to uterine contractions, helping to reduce bleeding and promote healing after childbirth. Overall, oxytocin plays a crucial role in the pain relief experienced during childbirth and can also help with pain relief in other situations.\nOxytocin has been found to be involved in the regulation of sexual behavior and sexual function. During sexual activity, oxytocin is released, leading to feelings of pleasure and bonding. The hormone has also been shown to have a role in the contraction of the uterus during labor and the production of breast milk during breastfeeding, which are essential for reproductive health. Additionally, research has suggested that oxytocin may play a role in sexual arousal, desire, and orgasm. In a study published in the journal Hormones and Behavior, intranasal oxytocin administration was found to increase sexual desire and arousal in women. Another study found that oxytocin administration increased the intensity of orgasms in men and women. While more research is needed in this area, these findings suggest that oxytocin may have potential as a treatment for sexual dysfunction.\nBenefits of Oxytocin\nImproved Mental Health\nAs oxytocin helps reduce stress and anxiety, it can lead to improved mental health. It can help with conditions such as depression, anxiety, and post-traumatic stress disorder (PTSD). Oxytocin has also been shown to improve social cognition, which can help people with conditions such as autism and schizophrenia.\nImproved Social Skills\nAs oxytocin plays a crucial role in social interaction, it can help improve social skills. This hormone can help people feel more comfortable in social situations and improve their ability to read social cues.\nThe Pituitary: The Social-Psychological Role of Oxytocin\nResearch has shown that oxytocin and vasopressin, two pituitary neuropeptides, play a crucial role in social behavior and social cognition. Oxytocin and vasopressin are involved in various social interactions, including pair bonding, maternal behavior, and aggression.\nOxytocin has been found to increase trust and generosity in social situations, while vasopressin is associated with aggression and territorial behavior. Research has also shown that oxytocin can improve social cognition in individuals with autism spectrum disorder (ASD).\nThe receptors for oxytocin and vasopressin are found in various brain regions involved in social behavior, including the amygdala, prefrontal cortex, and hypothalamus. These receptors are involved in regulating social behavior and cognition.\nUnderstanding the role of oxytocin and vasopressin in social behavior and cognition is crucial for developing new treatments for conditions such as ASD, schizophrenia, and social anxiety disorder.\nOxytocin can also help with better sleep by reducing stress and anxiety levels, leading to a more restful night’s sleep. A study found that intranasal oxytocin improved sleep quality and reduced the time it takes to fall asleep.\nA study published in the Journal of Psychopharmacology found that intranasal oxytocin administration improved sleep quality and reduced the time it takes to fall asleep. The study suggests that oxytocin may enhance sleep quality by reducing arousal levels and promoting relaxation. Additionally, oxytocin has been shown to increase the production of melatonin, a hormone that helps regulate sleep, which may also contribute to improved sleep quality. Overall, these findings suggest that oxytocin may play an important role in promoting better sleep and could be a potential treatment option for sleep disorders.\nImproved Heart Health\nStudies have found that oxytocin can help improve heart health by lowering blood pressure and reducing the risk of heart disease. A study found that oxytocin reduced systolic and diastolic blood pressure in individuals with hypertension.\nOxytocin and Atherosclerosis\nRecent research has shown that oxytocin may have a positive effect on atherosclerosis, a condition in which the arteries become narrowed and hardened due to the buildup of plaque. Oxytocin has been found to reduce the levels of inflammatory markers in the blood, which can contribute to the development of atherosclerosis.\nA study conducted on mice with atherosclerosis found that treatment with oxytocin led to a reduction in plaque buildup in the arteries. Oxytocin also helped to improve blood flow and reduce oxidative stress, which can contribute to the development of atherosclerosis.\nWhile more research is needed to determine the exact mechanisms by which oxytocin affects atherosclerosis, these findings suggest that oxytocin could be a potential treatment option for this condition. However, it is important to note that further research is needed before oxytocin can be used as a standard treatment for atherosclerosis.\nResearchers have explored the idea of oxytocin supplementation to reap the benefits of this hormone. While the results are still inconclusive, some studies have shown that oxytocin supplementation can help with conditions such as autism, schizophrenia, and social anxiety disorder. However, it is essential to note that oxytocin supplementation should only be done under the guidance of a healthcare professional, as it can have side effects and interact with other medications.\nIn conclusion, oxytocin is a remarkable hormone that plays a crucial role in our mental and physical health. From promoting social bonding to reducing stress and anxiety and improving heart health, oxytocin has a wide range of benefits. While oxytocin supplementation is still being studied, it is essential to remember that it should only be done under the guidance of a healthcare professional.\nHave questions about oxytocin supplementation and/or your mental health? Call us today at: (844) 844-2981", "label": "No"} +{"text": "As Breast Cancer Awareness Month ends, it is a prime time to remember that becoming better educated about the disease should not end. Early detection is critical. According to the American Cancer Society, the overall 5-year relative survival rate for localized breast cancer is 90%. This means that when cancer has not spread outside the breast, 90 out of 100 women are alive 5 years after they have been diagnosed with breast cancer that has not spread outside of the breasts. The survival statistics provided relies on information provided from the Surveillance, Epidemiology, and End Results (SEER) database. The numbers do not take every factor into account. It is also important to note that survival rates for women who were diagnosed with triple-negative breast cancer and inflammatory breast cancer differ from what is cited above.\nDr. Ken Lin Tai, Director and Medical Director of the Center for Cancer Prevention and Control, Maryland Department of Health, helped to sort out more fact from fiction about breast cancer, in part two of a two-part series.\nQ: Does a woman’s risk of breast cancer increase if a mother, aunt, sister, or close family member was diagnosed with it?\nA: A woman’s risk of breast cancer increases if she has a mother, sister, or daughter, or multiple family members on either her mother’s or father’s side of the family who have had breast or ovarian cancer. In some cases, a family history of breast cancer is linked to the inheritance of an abnormal gene that is associated with breast cancer, such as the BRCA1 or BRCA2 gene. Having a first-degree male relative with breast cancer also increases a woman’s risk for breast cancer.\nQ: What is one major myth about breast cancer that should be dispelled?\nA: One major myth is that a woman will not develop breast cancer unless she has a family history of breast cancer. The truth is most women who are diagnosed with breast cancer have no family history of the disease. Hence, it is important that all women get screened for breast cancer regularly.\nQ: Are all lumps in the breasts cancerous? Why do they sometimes appear?\nA: Not all lumps in the breast are cancer. There are other breast conditions that can cause lumps, such as cysts, which are fluid-filled sacs. However, the only way to tell if the lump is not due to cancer is to have a healthcare provider check it out.\nQ: Does taking birth control pills contribute to a woman’s future or current risk of breast cancer?\nA: The National Cancer Institute has information on this topic. Women should talk to their healthcare providers about the benefits and risks associated with the use of birth control pills.\nQ: Can any preventative measures be taken to reduce the risk of being diagnosed with breast cancer? If so, please share a few.\nA: There are things that women can do to reduce their risk of getting breast cancer, such as being physically active; maintaining a healthy weight; limiting the amount of alcohol consumed; and breastfeeding. If a woman is taking or considering taking hormone replacement therapy or oral contraceptives, she should speak to her healthcare provider about the benefits and risks and find out if it’s right for her. Also, if there is a family history of breast cancer or BRCA1 and BRCA2 gene changes, a woman should talk to her healthcare provider about other ways to lower her risk of breast cancer.\nQ: Is it true that chemicals or deodorant from the environment can contribute to breast cancer?\nA: The American Cancer Society has information on this topic. As for chemicals and other environmental exposures, their role in contributing to breast cancer risk is an area that is being actively researched. For example, the National Cancer Institute and the National Institute of Environmental Health Sciences have been collaborating on the impact of the environment on breast cancer risk. One should note that studies of environmental factors and breast cancer can be challenging, due to factors such as the nature of environmental exposures (e.g., variability of exposure).\nQ: Is it true that the risk of breast cancer increases with age?\nA: The risk for breast cancer increases with age, with most breast cancers diagnosed in women ages 50 and older.\nThe Center for Cancer Prevention and Control, Maryland Department of Health’s mission is to reduce the burden of cancer in the state, according to Dr. Ken Lin Tai’s interview with Dr. David Doman. Watch Housecall via https://health.maryland.gov/phpa/cancer/Pages/faq_combined.aspx to learn more about cancer trends in Maryland. Visit https://www.cancer.org/cancer/breast-cancer/screening-tests-and-early-detection.html to learn more about breast cancer.", "label": "No"} +{"text": "Nitric acid, a danger lurking\nNitric acid is a strong acid, found in the nature in salt forms (nitrates), with the formula HNO3.\nNitric acid is a strong oxidant that attacks almost all metals.\nBy its ability to separate the gold from silver upon dissolution of this, it was once known as “aqua fortis”.\nAqua fortis should not get mixed up with “aqua-regia”, which is a mixture of nitric acid and hydrochloric acid at a ratio of one part nitric acid for three parts of hydrochloric acid which presents this designation because it dissolves gold, the king of metals.\nIn the past, nitric acid was obtained by adding sulphuric acid to nitrate salts such as sodium nitrate (NaNO3). Among the many technical applications, there is the nitrification of organic compounds (manufacture of explosives, artificial fertilizers, pulp and varnishes).\nSynonyms : Aqua fortis; Azotic acid; Nitric acid\nProperties of nitric acid\nThe production of nitric acid is extremely polluting, releasing gases that contribute to outbreak of acid rain and greenhouse effect worsening.\nNitric acid, among its peculiarities, becomes an offending agent extremely peculiar, delegating a sui generis aspect, as the skin reaction of xantochromia (yellowish appearance of the skin after a certain contact time, resulting from reaction with cysteine of our skin).\nDuring this phenomenon, the deepening and worsening of the lesions are clear, as well as the progressive and the end aspects, turning an injury apparently superficial in a 3 degree burn in a few hours or days. Washing with water, acting by mechanical removal but also by dilution, which facilitates in a manner that an aggressor goes deeper into the skin, rinsing is not enough and acid reactivity is not stopped, worsening injury more. In the case of a contact time greater than one minute and consequently, a deeper corrosive attack, the use of Diphoterine® solution can and should be extended for longer, so there is a more active and deep penetration, seeking to block the intracellular sub-epidermic chemical process reaction development.\nIn dermatological surgery the nitric acid is used to cauterize warts and corns, causing a gradual and 3rd degree burn in a controlled manner, with good results.\nAll aggression by nitric acid even being properly decontaminated with Diphoterine® solution, should be observed for about 5 to 7 days, because of these peculiarities (progressive injuries).\nDr Carlos Yoshimura,\nPlastic Burn Surgeon and Intensive Care, Cubatao – Sao Paulo, Brazil", "label": "No"} +{"text": "By Aisha Sembhi\nFollowing the deadly insurrection of the United States Capitol on 6 January, the House of Representatives has voted to impeach President Donald Trump for the second time. The final vote was 232 to 197 against – of the 211 House Republicans, 10 joined the Democrats in voting to accuse the president.\nTrump is the first president in US history to be impeached twice, and also the subject of half of all impeachments throughout the nation’s existence (the others being Andrew Johnson in 1868, Bill Clinton in 1998, and Trump himself in late-2019). Impeachment is a process in which the House can bring charges against an elected official. This individual can then face trial in the Senate, only if a majority of the House decides to indict the individual. Essentially, the formal impeachment of Trump does not result in the automatic ejection from office – this consequence only applies should the accused be convicted of the crime.\nThe impeachment articles officially accuse the president of “incitement to insurrection”, and “[threatening] the integrity of the democratic system, [interfering] with the peaceful transition of power”. An impeachable offence is defined in the US Constitution as “reason, bribery or other high crimes and misdemeanours”.\nIn this case, House Democrats refer to Trump’s impassioned speech at a Washington rally only hours prior to the storming of the Capitol, in which he decried the result of the 2020 presidential election and encouraged direct action: “If you don’t fight like hell, you’re not going to have a country anymore”. His false claims of electoral fraud have spiralled into some personal attempts to overturn the result. Calls made to Georgia’s state senate on 2 January, demanding officials “find” enough votes to overturn the result that eventually flipped the Senate in favour of the Democrats, will be used as evidence supporting the claim that there was a perversion of the course of democracy.\nGenerally, the steps following impeachment by the House are straightforward. The Senate will hold a trial to determine whether the president was guilty of the accusation filed by the House. A two-thirds majority is required to remove Trump from office, though a simple majority (i.e. more than 50% in favour) would ban the accused from ever standing for public office ever again.\nAlmost certainly, Trump will not be removed from office before the transition of power to president-elect Joe Biden, who is due to be inaugurated on 20 January 2021. The current Senate Majority Leader Mitch McConnell has reiterated that the Senate trial will begin only on 19 January, the original date the chamber was scheduled to reconvene. A common misconception is that in this instance, an impeachment trial will be inconsequential, as Trump’s term in office ends in only days and so his removal from office would be insignificant.\nHowever, Trump can still be found guilty after Biden’s inauguration – in this situation, the penalty of losing the ability to stand for public office would still apply. Even if the Senate does not find the president guilty, they may hold separate follow-up election to again determine, by a simple majority, whether he would be able to hold public office in future. With the Senate split between the two major parties, plus the increasing number of Republicans denouncing and distancing themselves from the president, there is a reasonable chance Trump will be prevented from running seeking office again in 2024.\nAdditionally, Senate conviction would result in the loss of several benefits former presidents are entitled to. The 1958 Former Presidents Act states that benefits such as a $200,000 per year pension, alongside allowance for staff and personal security, will not be available to any individual removed from office after impeachment. For Trump, who appears well on his way to become the first US president found guilty of a high crime in the Senate, there is a real possibility of losing both political and financial security.\nThe question of whether or not Trump will face legal prosecution for his role in the Capitol insurrection remains unanswered. Impeachment is a political procedure, not a legal one, and therefore the president could still face legal charges for the exact same impeachment charges in future.\nImage: Gage Skidmore via Creative Commons", "label": "No"} +{"text": "Noise-Induced Hearing Loss Program\nThe Office of Naval Research (ONR) Noise-Induced Hearing Loss program develops science and technology solutions aimed at optimizing warfighter performance and enhancing the flexibility, efficiency and safety of all warfighter missions. An important result of this program is to decrease the incidence of noise-induced hearing loss/tinnitus and improve situational awareness/communications in noisy operational environments. Solutions should extend the reach of the warfighter and allow freedom of action in sea, air and land operations. Solutions from diverse areas such as biological, computer, engineering and behavioral sciences are encouraged, with the objective of developing improved methods, models, treatments and devices for understanding, preventing or mitigating adverse health effects associated with noisy operational environments (including psychological) that negatively impact Navy/Marine Corps operations.\nProgram interests currently include, but are not limited to, understanding the pathology and etiology of noise-induced hearing loss/tinnitus, pharmaceutical strategies to protect and/or recover from noise-induced hearing loss, cell regeneration, personal hearing protection equipment, dosimetry, talk-though circuitry and custom-molded hearing protection technologies to improve warfighter effectiveness in combat and high-noise operational environments.\nProgram Contact Information", "label": "No"} +{"text": "“Occupational Hygiene Risk Management” (OHRM) – AkzoNobel\nSetting and problem\nIn the ideal world, hazardous or dangerous substances should not be used at work. However, it is the combination of hazard and exposure that determines the final risk. AkzoNobel is therefore evaluating the hazards and potential exposure of all chemicals used at the workplace.\nIn 2011 AkzoNobel developed a tool named “Occupational Hygiene Risk Management” (OHRM). The tool helps their sites performing risk assessments based on two steps. First, the hazard of the substance is rated on a scale from 1 (non-hazardous) to 5 (very hazardous), taking the limit-value for long-term exposure as basis. This can be a (national) Occupational Exposure Limit (OEL) or a Derived No Effect Level (DNEL), or an Internal Occupational Exposure (IEL) is set based on available data. When there is no available data to set a limit-value for a substance, the middle hazard class (class 3) is used. For all substances evaluated, toxicologists from AkzoNobel have checked or derived the limit-values for the substances.\nSecondly, the exposure level is estimated using 6 determinants (e.g. nature of the substance such as high or low dustiness or volatility, the degree of contact with the substance, and concentration and duration of exposure). Each determinant gets a score between 0 and 3, with a combined maximum of 18. If interventions are already in place, for example a good ventilation system, points may be subtracted. Based on the two scores, the table in the tool will then rank the risk. For example, when a substance is rated in hazard class 4, and the potential degree of exposure is scored high, you get code ‘Red’: immediate action required. Hazard class 1 and potential limited exposure, gets code ‘Green’. Code Green does not indicate it is 100% safe, but it means it has the lowest priority. The code in between is Orange, and has lower priority than code Red. Note that a substance in hazard class 4 but limited exposure (category 1) could also result in code Green. Hazard class 5 always has priority and will ask for special conditions such as containment. Subsequently the outcome for each combination of substance and use/activity determines which strategy should be used to reduce the risks; the Occupational Hygiene Control Strategy 1 (OHCS – 1) prescribes a.o. good ventilation, whereas OHCS – 3 prescribes closed systems and for example wearing proper respiratory protection while changing filters.\nAkzoNobel observed that awareness among employees has risen, and employees are able to do their own exposure and risk analysis. Furthermore, the tool also helps in evaluating short-lasting activities that are generally not well included in exposure modelling tools such as Stoffenmanager.\nContact: 010-4389911 (Rotterdam) – 038 447 1911 (Gelderland)", "label": "No"} +{"text": "Us States Worksheets Pdf\nTags: 50 states and capitals worksheets pdf, 50 states worksheets pdf, action and stative verbs worksheet pdf, changing states of matter worksheets pdf, five regions of the united states worksheets pdf\nthe story of us bust worksheet answers luxury worksheets free printable o.\nphysical geographical map us states and capitals worksheet pdf geographic of.\nblank map of us regions five the united states worksheets for kids wall travel and capitals pdf.\nunited states presidents character writing worksheets easy us day preschool progressive worksheet stat.\nworksheets map skills us geography worksheet elementary on teach states pdf 1 details rainb.\nprintable us states and capitals quiz practice test 3 state verbs worksheets pdf free library download print on.\nworksheets the us states united geography pdf.\nus state worksheets the best image collection download and share capitals worksheet states verbs worksh.\nthe us map blank game worksheets with cities fill grade action and stative verbs worksheet pdf.\nthe story of us worksheets free state verbs pdf cities worksheet answers.\nprintable us map worksheets grid co blank state worksheet the best image collection download and share easy for first grade states pdf united gr.\ncrash course us history worksheets beautiful war world homework cold worksheet answer key wor.\nus map worksheet of states blank for on world geography high school worksheets action and stative verbs pdf.\nprintable us states map 50 and capitals worksheets pdf united.\nkindergarten social studies worksheets free 4 united states regions pdf download them and try.\ngeography of map worksheet free to print file description from world worksheets 2 states matter grade 4 pdf.\ngeography map games us states of regions printable grade blank free worksheets world crossword puzzle inspirations ography cr.\ncomplete subject and predicate us map blank archives states simple pr.\nideas collection independence day activities games and worksheets for kids us geography more coming soon states capitals pdf maps time zones in map worksheet united.\nsuper teacher worksheets has a variety of maps choose from state names map the united states.\naffair worksheets worksheet states pdf.\nus presidents worksheets 50 states and capitals pdf.\nadvanced handwriting worksheets state and action verbs worksheet pdf download them try to solve.\ngrade history worksheets us colonies for kids new social s.\namendments worksheet worksheets amazing luxury those lesson plans the mailbox states of matter grade 4 pdf amen.\nus map activity best worksheet gallery math for kids of x pictures state blank with game fill in united states capitals work.\nworld map worksheet blank works on us printable worksheets for x pixels states pdf wor.\nthe us constitution worksheet worksheets for all download and 2 50 states capitals pdf.\nus history worksheets the best image collection download and share states capitals pdf collec.\ncoloring us map worksheets skills grade united states history pdf state label worksheet regions story first.\nflag coloring printable us worksheet sheet 50 states and capitals worksheets pdf.\nthe great depression summary super teachers worksheets united states history pdf.\ngroundhog download free worksheet daily grade history worksheets org states pdf amendment answers activities vocabulary.\nresponsibility worksheets resume worksheet us government for high school 50 states and capitals pdf shared by.\nfree cursive handwriting worksheets writing grade us presidents day kindergarten united states capitals worksheet pdf u.\nstates and capitals worksheets doc northeast region unique quiz u s state of stat.\nblank us map free outline of united states at x pixels matter worksheets pdf printable.\nprintable us states and capitals quiz practice test changing of matter worksheets pdf.\nsmall size worksheets answer key us constitution worksheet answers changing states of matter pdf a.\ncommon worksheets the story of us rebels worksheet answers ms days united states history class action and stative verbs.", "label": "No"} +{"text": "Most of us will remember playing some sort of team sport during our Physical Education lessons as school whether this was netball and hockey or football and rugby, team sports are a part of the National Curriculum and so compulsory for children to learn. Alongside these team sports they will also undertake swimming classes, gymnastics and a variety of other track and field events. Sport is popular in the UK and many team sports are played by people on the weekend as a part of their social activities as well as those people who play sports as a part of a team in either an amateur or a professional capacity.\nHere are some of the most popular sporting activities that are played in the UK.\n- Football is probably universally the most popular sport both to play and watch. There are numerous leagues from professional through to amateur and from standard sized teams to five a side clubs. Children can join their local teams with some having feeder clubs into the areas larger teams and even academy set ups. Players regularly train in both football skills and in strength and stamina training to enable them to be in peak athletic shape. You can find Cheap Football Kits from stockists such as kitking.co.uk so that you can train whenever you want to.\n- Rugby is just as popular as football and regularly draws in large crowds both at matches and spectators watching on the television. Similarly, to football children can join a local team and professional teams often have academy places available. Rugby players regularly take part in endurance and stamina training to enable them to improve their game and to help prevent injuries from happening by making sure they are in the best physical shape.\n- Field Hockey is a sport that is regularly played in schools and is also popular as a recreational sport. Hockey is one of the most watched sports in the Olympics and the training and dedication of the players is evident as you watch them navigate the playing field.\n- Cricket is classed as England’s National Game and there are around 18 professional cricket clubs around the country. Some schools are taking the opportunity to teach cricket skills to the pupils from an early age in a bid to give them a range of all options of team sports to learn during PE lessons. Over recent years the number of people watching cricket matches has increased, meaning that popularity for the sport may also be on the rise.", "label": "No"} +{"text": "Ocean in Motion: Tides - Characteristics\nTides are the periodic rise and fall of the ocean waters. They\nare caused by the gravitational pulls of the Moon and (to a lesser\nextent) Sun, as well as the rotation of the Earth.\nThe Sun and Moon pull on the Earth, the water, even you! But gravitational\nattraction depends on distance and mass. For example, you have very\nlittle mass and you're very close to the Earth, so the Sun and Moon\ncan't just yank you off the planet. The Sun is extremely massive,\nbut it is an average of 93 million miles (150 million km) from Earth,\ncompared with about 238,866 miles (384,400 km) from here to the\nMoon. And since the Moon is nearly 400 times closer to our planet,\nits influence on our oceans is twice as strong as the Sun's.\nThe key to tides is the varying strength of the Moon's gravitational\npull on different parts of the globe. The Moon pulls most on the\nwater nearest to it, creating a high tide bulge of water. On the\nopposite side of the planet, about 7,926 miles (1,2760 km) away,\nthe Moon's pull is much weaker and the water is left to form another\nhigh tide bulge. Low tides are found halfway between the highs.\nThe rotating Earth carries us through these regions of high and\nWithin a small body of liquid, such as a pond or\nbowl of soup, there are no tides because the whole body of water\nis the same distance from the Moon, feeling an equal gravitational\nThe timing of tides is determined by the Earth's rotation and the\nMoon's orbit around the Earth. As the Earth rotates once about its\naxis in 24 hours, the Moon is moving 1/30th of the way around in\nits orbit. It takes a given location on Earth about 50 minutes to\n\"catch up with\" the orbiting Moon, so a particular tide\nreturns in approximately 24 hours and 50 minutes.", "label": "No"} +{"text": "In April 1949, a ship called NATO left safe harbor to strive for peace and stability for all peoples and governments as stated in the preamble of the Washington Treaty. The sea embodies the values of freedom, liberty, and life which are protected in the North-Atlantic region. Since NATO left for the open sea of opportunities, it has faced significant challenges within the theatre of international peace and security. The ship has been confronted with heavy waves and winds in the forms of the Warsaw Pact, the conflict in Bosnia, and through international terrorism. These challenges were presented in different forms and the alliance had to adapt its strategy to these forms of adversaries. NATO was founded to set out for the sea and bring peace and stability. It was the ambition to face challenges in order to protect its core values. A rough sea needs a strong ship and a skilled crew which is able to navigate through the waters and continue its mission. NATO means to me the ambition to face challenges and protect core human values skillfully.", "label": "No"} +{"text": " tag displays the enclosed text in strikethrough style i.e. with a line drawn through it (same as\n but introduced by later browser versions).\nThe following table summarizes the usages context and the version history of this tag.\n|Content:||inline and text|\n|Start/End Tag:||Start tag: required, End tag: required|\n|Version:||HTML 4, 4.01, 5|\n tag was deprecated in HTML 4, but it has been redefined in HTML5. However, use the\n tag instead if enclosed text represents deleted text, otherwise use the CSS\ntext-decoration property, with the\nThe basic syntax of the\n tag is given with:\nThe example below shows the\n tag in action.\nExampleTry this code »\n

    Here is some strikethrough text.

    \n tag doesn't have any specific attribute.\nLike all other HTML tags, the\n tag supports the global attributes in HTML5.\n tag also supports the event attributes in HTML5.\n tag is supported in all major modern browsers.", "label": "No"} +{"text": "- In honor of \"Winning on Reducing Food Waste Month,\" the Trump administration recently announced a six-point strategy to advance the U.S. goal of 50% food waste reduction by 2030. Priorities include interagency coordination, consumer education, measurement, food safety and labeling, private industry collaboration and waste reduction at federal facilities.\n- The EPA, USDA and FDA signed an agreement with national nonprofit ReFED to partner on these goals over at least the next two years. Priorities include collaboration with various levels of government, data collection and reporting on trends in the field, among other items.\n- More than $110,000 in EPA grant funding was also announced for small-scale projects related to anaerobic digestion. Recipients include Vermont's Department of Environmental Conservation, Washington State University and Madison, Wisconsin — which is exploring a regional organics collection program.\nEstablished by the Obama administration in 2015, the 2030 food waste reduction goal was once assumed to be a likely casualty of the Trump administration's environmental agenda. Amid the initial months of concern about possible EPA budget cuts and other shake-ups, it was often unclear even to some of the initiative's most active stakeholders where things stood. However, the participation of numerous federal officials at last summer's U.S. Food Waste Summit and the subsequent interagency rebranding in the fall indicate that the issue has been able to gain traction.\nThe release of this latest interagency plan is seen as historic in itself — and notable because it draws on many of the recommendations published by leading groups such as the Harvard Food Law and Policy Clinic — even if the framing might be different than some had originally envisioned. Rather than focusing on the climate implications of methane emissions from organic waste, the Trump team is more driven by economic opportunities.\n\"In one sense, this is a problem derived from America's incredible achievements in agriculture and technology,\" said EPA Administrator Andrew Wheeler at an April 9 event, going on to recount a story about former Russian President Boris Yeltsin's surprise when he saw the bounty of a Texas grocery store in 1989. \"Together, we can promote American prosperity and turn wasted food into solutions that can feed America's communities, fuel our economy and maximize our resources.\"\nUSDA Secretary Sonny Perdue acknowledged the topic didn't seem like a natural fit for the Trump administration until it recognized the economic and moral potential. \"We produce an abundance of food to feed the world and we want that abundance to feed and nourish people, not filling the trash and landfills across the country,\" said Perdue during the event.\nTeaming up with ReFED, an increasingly dominant player in this area with close ties to interested philanthropic and corporate parties, suits the administration's market-driven approach. Combined with a variety of policy initiatives and infrastructure funding in the 2018 Farm Bill, this latest set of actions has the potential to bring a new wave of federal resources to bear on an often-overlooked national issue.\nUnlike at the state or local level — where jurisdictions are taking more steps to mandate organic waste reduction, donation and recycling — the federal government isn't expected to exert any regulatory pressure in the near term. Instead, it's looking to voluntary commitments from 23 (and counting) corporate \"champions\" that have pledged to work toward the 2030 goal in their supply chains.\nAs recognized by the UN in a 2018 progress report on its own 2030 food waste goal, the pace will need to intensify soon — with much better measurement methods to track progress — if these targets will be anywhere close to attainable over the coming decade.", "label": "No"} +{"text": "Prescribed (Controlled) Burns Clear out Invaders and Restore Diversity\nUntil recent times, fire was a natural part of life for our native woodlands, wetlands, and prairies. Ecosystems native to the Midwest depend on periodic fire events to rejuvenate growth and ensure long-term survival. Modern tendencies to suppress fire allow invasive plants to out-compete native grasses and forbs, therefore reducing plant and animal diversity. Fire is one of the best management tools for continued invasive plant control.\nUnderstanding More About Controlled Burns: it’s a science\nWHY: Prescribed burning is essential in the management of prairies, glades, wetlands and open woodlands. Fire bares and blackens the ground so that sunlight can warm the soil and stimulate plant growth. It promotes many native wildflowers and thins out overzealous woody plant growth. New growth following a fire attracts and sustains a diversity of herbivorous and other animal species. And of great importance to the Kansas City’s Wild Lands – fire helps control many of the exotic invasive plants that continually threaten our remnant wild places.\nWHEN: Controlled burns are conducted when adequate fire lines or breaks have been established and factors such as humidity, temperature and wind fall within an acceptable and predetermined range. Fires on WildLands sites are conducted by burn-trained Kansas City land managers and their trained volunteers from fall through very early spring. This is the prime window for stimulating forb (wildflower) growth. Spring burns – like those conducted in the Flint Hills – stimulate grass growth at the expense of forbs, so they are avoid in the management of our biologically diverse wild land sites.", "label": "No"} +{"text": "Welcome to IEA Wind and Task 27\nProviding a standard consumer label for small wind turbines\nThe safety, reliability, and productivity of small wind turbines pose a challenge both to consumers and to governments. Since consumers want a good turbine and governments want to promote safe equipment, most countries with wind energy development programs want to ensure the performance of small wind turbines.\nIn response to this worldwide need, IEA Wind organized Task 27 Consumer Labeling of Small Wind Turbines. Beginning in 2009, Task 27 participants* developed and IEA Wind approved (in 2011) simplified standard tests and a label to provide understandable information on small wind turbines (up to 200 m2 rotor swept area).\nThe Recommended Practices for Wind Turbine Testing and Evaluation 12. Consumer Label For Small Wind Turbines provides both a standard label for small wind turbines and the procedures for conducting the tests needed to provide the information on the label.\nEstablishing an association for testing organizations\nStandard test protocols and standard presentation of this information will give customers and governments information about the safety and performance of small wind turbines. The acceptance of this label by the public should encourage manufacturers to improve the technical reliability and performance of small wind turbines.\nA successful consumer label requires qualified testers to carry out the production, sound, and endurance tests specified in the Recommended Practices for Wind Turbine Testing and Evaluation 12. Consumer Label For Small Wind Turbines. Task 27 has created the Small Wind Turbine Association of Testers (SWAT) to promote standardized testing for small wind turbines (See SWAT link at left).\nNext: small wind turbines and buildings\nBecause many of the problems with small wind turbines occur in city environments, Task 27 will work over the next two years to develop consumer information for this special application. The result will be new Recommended Practice for Design of Small Wind Turbines in the Built Environment. It will address the special resource assessment needed for the built environment and the special testing and design standards needed for small wind turbines operating in communities.\nBuilt-environment Wind Turbines (BWT) (See Figure 1) are installed on the roofs of buildings, side-mounted to a building, integrated into the building design, or otherwise operate in the urban setting. This new Recommended Practice will extend the consumer label to small wind turbines in the built environment.\nFigure 1. Examples of small wind turbines in the built environment. Left to right: Side-mounted to building, roof-mounted, ground-mounted near buildings, building-integrated\n*The Task 27 participants worked for three years with the International Electro-technical Commission (IEC) IEC 61400-2 Design Requirements for Small Wind Turbines, MT2, a new initiative approved by the TC88 Committee in October 2008. The IEC initiative is still underway. IEA Wind consumer label is included in the IEC 61400-2 third edition draft as Informative Annex N.", "label": "No"} +{"text": "If you need to model things like the worlds weather, nuclear reactions, molecular dynamics or simulate the first few seconds after the big bang, you’re going to need some pretty serious computing power but just how much more powerful are the top 10 supercomputers compared to the PC on your desktop or the latest iPad Pro for example.\nIn this video we’ll see just how powerful supercomputers have become but first we need to know how do you measure a computers performance.\nThere are lots of way to do this but the most common for high performance systems and simplest to understand is to measure how many calculations per second they are capable of.\nThe unit of measurement is called the FLOP or Floating Point Operation.\nA FLOP is a calculation that would be either adding, subtracting, multiplying or dividing 2 numbers with decimal points in them.\nFor example, 10.545 multiplied by 6.387 would be a single FLOP. Modern computers can do this billions of times per second.\nAt the time of making this video Feb 2016 the latest iPad Pro with the A9x dual core cpu is capable of about 1.5 gigaflops, that’s 1.5 thousand million FLOPS per second\nTypical $1000 pc with a single Intel 5820 6 core CPU is capable of around 100 GigaFLOPS that’s 66 times more that the iPad pro\nYou can measure the performance of your own Intel based PC or MAC or mobile device with the same type of Linpack software as they use to benchmark supercomputers, look for the link in the description of this video.\nBecause supercomputers are so much powerful they are measured in PetaFLOPS. 1 PetaFLOP is equal to 1000 TeraFLOPs and 1 TeraFLOP is = 1000 GigaFLOPS and remember our PC was 100 GigaFLOPS and the Ipad Pro 1.5 GigaFLOPS\nA petaflop is equal to about one million billion calculations per second. One estimate suggests it would take a human about 32,000,000 years to complete the same task.\nNow we know what an everyday computing device that you or I can own is capable of let see the how it compares to the top 10 supercomputers in the world. All the figures given are correct as of Nov 2015 and gathered from the top500 list of supercomputers.\nSupercomputer at the Texas Advanced Computing Center at the University of Texas, United States\nThis supercomputer made by dell has a maximum Linpack performance of 5.1 PFLOPS, that’s\nThats equivalent to 51,000 of our PC’s or 3.4M ipads pro’s. It has 462,462 processing cores, 192 Terabyes of RAM and consumes a maximum of 4.5 Mw of power\n9. Shaheen II\nCray XC40 , at the King Abdullah University of Science and Technology, Saudi Arabia\nThis supercomputer is made by Cray and has a maximum Linpack performance of 5.5 PFLOPS.\nThats equivalent to 55,000 of our PC’s or 3.66M ipads pro’s. Its cost aprroximatly $51M to buy and install.\nIt has 196,608 processing cores, 790 Terabytes of RAM and consumes a maximum of 2.8 Mw of power.\n8 Hazel Hen\nCray XC40 at HLRS in Stuttgart, Germany\nThis is another supercomputer made by Cray Inc and it has a and has a maximum Linpack performance of 5.6 PFLOPS and is the fastest supercomputer in the European Union.\nThats equivalent to 56,000 of our PC’s or 3.73M ipads pro’s. It has 185,088 processing cores and consumes a maximum of 3.2 Mw of power.\n7. Piz Daint\nCray XC30 at the Swiss National Supercomputing Centre (CSCS), Lugano, Switzerland.\nYet another Cray built supercomputer it has a and has a maximum Linpack performance of 6.2 PFLOPS\nThats equivalent to 62,000 of our PC’s or 4.13M ipads pro’s. It has 115,984 processing cores, 169 TB of RAM and consumes a maximum of 2.3 Mw of power.\nCray XC40 at the Los Alamos National Laboratory, New Mexico, United States\nYes, is another Cray supercomputer a and has a maximum Linpack performance of 8.1 PFLOPS\nThats equivalent to 81,000 of our PC’s or 5.4M ipads pro’s. It has 301,056 processing cores and cost $174M\nBlueGene/Q at the US Department of Energy, Argonne National Laboratory, Lemont, Illinois, United States.\nThis supercomputer is built by IBM has a maximum Linpack performance of 8.5 PFLOPS\nThats equivalent to 85,000 of our PC’s or 5.66M ipads pro’s. It has 786,432 processing cores, 768 Terrabyte of RAM and consumes a maximum of 3.9 Mw of power. No cost has been released by IBM but it’s believed to be about $50M.\n4. K computer\nAt the RIKEN Advanced Institute for Computational Science, Kobe, Japan\nBuilt by Fujitsu the K supercomputer it has a maximum Linpack performance of 10.5 PFLOPS\nThats equivalent to 105,000 of our PC’s or 7M ipads pro’s. It has 705,024 processing cores, 1,410 Terrabyte of RAM and consumes a maximum of 12 Mw of power.\nA simulation of the human heart which had taken two years, for instance, is accomplished in just one day on the K computer.\nBlueGene/Q at the Lawrence Livermore National Laboratory, California, United States.\nThe number 3 on the top 10 list is built buy IBM and has a maximum Linpack performance of 17.1 PFLOPS\nThats equivalent to 171,000 of our PC’s or 11.4M iPads pro’s. It has 1,572,864 processing cores, 1,572 Terrabyte of RAM and consumes a maximum of 7.8 Mw of power.\nThe primary use of the sequoia is for Nuclear weapons simulation but will also be used for study of the human Genome, climate change and astronomy to name a few.\nCray XK7 at the Oak Ridge National Laboratory, Tennesse, United States\nAnother Cray built Supercomputer is the number 2 and has a maximum Linpack performance of 17.5 PFLOPS\nThats equivalent to 175,000 of our PC’s or 11.6M iPads pro’s. It has 560,640 processing cores, 710 Terrabyte of RAM and consumes a maximum of 7.1 Mw of power.\nAlthough the main CPUs are AMD 16 core Opterons the full power comes from the Nvidia K20 GPU’s or graphics processing units , they are similar to the top end graphics cards used in many home and gaming PC’s.\nThe 17.5 PFlops Linpack test was obtained using only the K20 GPU’s\n1. Tianhe-2 (MilkyWay-2)\nAt the National Super Computer Center in Guangzhou City, Guangdong province, China\nThis was built by the Chinese National University of Defense Technology and has a maximum Linpack performance of 33.8 PFLOPS\nThats equivalent to 338,000 of our PC’s or 22.53M iPads pro’s. It has 3,120,000 processing cores, 1024 Terrabyte of RAM and consumes a maximum of 17.8 Mw of power.\nIf you were to stack all the equivalent ipad pro’s flat on top of each other the pile would be 155km high.\nThe Tainhe 2 has been the top supercomputer for the last 3 years in the top500 list which comes out twice a year.\nWhere do we go from here, well, If anyone can figure out how to build a real quantum computer, IBM has previously said that if one could be made with just 50 quantum bits (qubits), and that can detect both types of errors and scale to large systems, no combination of today’s TOP500 supercomputers could successfully outperform it.\nUntil then we will look forward to the first 1000 Peta FLOP or 1 Exa Flop machines in hopefully around 2025.", "label": "No"} +{"text": "The content below will give you user-friendly access to a wide range of teaching tools and resources that have been designed and used by teachers of OCR A Level PE.\nClick on the topics below or become a member to gain access to lessons and resources. Alternatively, contact us for more information or to request an invoice.\nFirst time user? Three topics (shown in red) are free for you to use – simply sign up for a ‘Trial Membership’ here.\nApplied Anatomy & Physiology\n1.1.a – Skeletal & Muscular Systems Try out this topic for free with a ‘Trial Membership’\n1.1.b – Cardiovascular & Respiratory Systems\n1.1.cd Energy Systems & Environmental Effects on Body Systems\n1.2.a – Diet & Nutrition\n1.2.b Preparation & Training Methods – Try out this topic for free with a ‘Trial Membership’\n1.2.c Injury Prevention & the Rehabilitation of Injury\n1.3.ab Biomechanical Principles, Levers & the use of Technology/Linear, Angular & Projectile Motion and Fluid Mechanics\n2.1.ab Skill Acquisition, Practice & Transfer/Stages & Theories of Learning, Guidance, Feedback & Memory Models\n2.2.ab Personality, Attitudes & Arousal/Motivation, Anxiety, Aggression & Social Facilitation\n2.2.cd Goal Setting, Confidence & Attribution/Leadership, Groups & Stress – Try out this topic for free with a ‘Trial Membership’\nSport & Society\n3.1.ab Emergence & Evolution of Modern Sport/Global Sporting Events\nContemporary Issues in Physical Activity & Sport\n3.2.abc Ethics & Deviance in Sport/Commercialisation & Media/Routes to Sporting Excellence in UK & Modern Technology in Sport", "label": "No"} +{"text": "Tooth is the action of maintaining people’s oral cavity and the teeth exempt from disorder along with other unsafe challenges by common scrubbing, at times and using dental floss dental care cleansing. Also, it is vital that dental care is carried out using a ongoing basis to prevent bad breath and inevitable dental care contamination. Nevertheless, a lot of people brush and use dental floss erroneously, which leads to tooth caries. If you’re not washed at standard intervals can propagate very quickly towards the gumline and intrinsic lining from the the teeth, so showing all dangerous to your tooth eventually.\nSeparate, from plaque and dental rot, poor tooth can lead to common ailments like Alzheimer’s disease and all forms of diabetes, these poor blotches. Alzheimer’s is a condition that is affecting the psychological performance and influences memory space, judgment, thinking and dialect and bodily activities. Its signs or symptoms are generally forgetfulness, swift changes in mood, anxiety and depression. All forms of diabetes is actually a junk food diet illness that produces an important rise in blood sugar hence diabetes mellitus is associated to a number of other health concerns such as cardiovascular illnesses, help disorder and rheumatism.\nDental treatment but not only makes certain balanced pearly white’s but also stops other health problems from developing. Correct tooth incorporates standard check-check out, washing and advantages-ups. using dental floss and Discovering twice a day are classified as the simple necessity for a wholesome oral cavity. Other than cleaning your teeth, using dental floss is usually a proposed action in order to avoid tooth decay and nicotine gum challenges. Typical dental hygiene enables the bacterias to ease off within the lips, therefore defending one’s teeth from cavities and chewing gum diseases.\nTooth manufactured uncomplicated together with the development of those unfortunate dental surgeons providing their services on the internet. A lot of the dental consultants who provide on-line services are expert and properly trained of their industry which enable it to provide entire preventative teeth’s health treatment. Quite a few have a very good reputation and provide excellent providers at cheap pricing, so that it is simple for people to help keep very good wellness.\nDental care assures overall fitness and dental care therefore boosts the general health on the affected person. Dental problems may affect an entire body like the blood pressure, cholesterol degree, the respiratory system troubles and in some cases anemia. Very poor teeth’s health can bring about cardiovascular cardiovascular system and health conditions attacks. Thus, just before they are able to obtain enamel cleaned out, it is critical for anyone to take care of superior oral health.\nAffected individuals which do not have dental insurance plan wait around for a few months. Waiting for time period is frequently from six-eight weeks and make your best effort numerous challenges can occur which could mess with process. A few of these issues incorporate internal bleeding gumline, uncomfortable jaw,abscess and infections, and tooth loss. Very long waiting time period also affects the psychological overall health of a affected individual because they can not commit their selves to dental services.\nDental treatment is additionally crucial due to by mouth many forms of cancer. Verbal cancer malignancy can strike any part of your respective lips, but is most commonly encountered in your neighborhood involving the intelligence the teeth and your molars. Such a most cancers can spread on the teeth along with sections of your body and for that reason dental treatment can stop the distribute of by mouth many forms of cancer. To truly will have balanced tooth, though it can also alleviate problems with tooth loss, trigger an increase potential for coronary disease.\nDental care is crucial not just in prevent dental problems. Healthful pearly white’s enable you to consume properly and teeth with assurance. Balanced the teeth enable you to experience delighted and guaranteed and so dental treatments needs to be in your dental aim at every chance. Keep in mind in case you call at your dental professional often, that you are bound to achieve beautiful tooth for years to come.\nIf you have any sort of inquiries relating to where and exactly how to use best invisalign sydney https://www.fineorthodontics.com.au/treatments/invisalign/, you could call us at our web-page.\nContinue on your pursuit for much more connected blog posts:", "label": "No"} +{"text": "IF YOU LOVE THE MOUNTAINS but visiting or living at altitude makes you toss and turn in bed, you’re not alone. Oxygen levels in most Utah’s ski areas are about 30% lower than at sea level, and according to altitude physiology experts most people have difficulty sleeping in our thin mountain air.\nWhen you come up to higher altitude, every lungful of air you take provides fewer oxygen molecules to your body. Because there is less pressure at altitude, air is not condensed, and because it’s not concentrated you’re breathing thinner air. Consequently, at altitude you’re getting less oxygen.\nLack of Oxygen\nInsomnia is a common reaction to visiting high altitude areas, along with other symptoms that include headaches, fatigue, digestive issues and nausea. Yet altitude-induced insomnia is different than altitude sickness and may not improve even with long term acclimatization.\n“One of the main reasons many people often don’t sleep well at altitude is because when you go to altitude your body goes through a variety of adaptations as it’s trying to make up for the lack of oxygen,” says Larry Kutt, CEO of Altitude Control Technologies.\nLack of oxygen triggers an unstable breathing pattern during sleep as the body struggles to restore normal oxygen levels. These breathing patterns — deep breaths followed by 5- to 15-second pauses in breathing — occur even in healthy people at altitudes above 6,000 feet and disrupt sleep even for people who sleep well at sea level.\n“So instead of sleeping all through the night, you’re going through this period of breathing, not breathing, waking, dosing back off, waking back up, and you get into this cycle where you just don’t get good rest, and that’s why people can feel pretty bad at altitude,” Kutt explains.\nAdding oxygen to your bedroom can create the same oxygen levels found at sea level and eliminate the cause of high altitude insomnia. An in-home system created by Altitude Control Technologies extracts oxygen from ordinary air, via a molecular sieve, then delivers the oxygen to your bedroom. Sensors for oxygen, air quality, and barometric pressure coordinate with ACT’s proprietary control system. The system restores normal oxygen levels and simulates a lower altitude in your bedroom that is the equivalent of descending about 7,000 feet. While your house may be at 9,000 feet, this technology produces an oxygen level equivalent to 1,500 feet, and eliminates altitude-related sleep issues.\n“A lot of our customers are full-time residents of the mountains,” Kutt explains, “and as they get older they don’t always process the oxygen as well as they’d like too, and consequently they don’t feel well. So for many people who are trying to stay in the mountains, this helps to make them feel healthy and energetic again.”\nAltitude Control Technologies provides altitude simulation systems to thousands of customers including Harvard Medical School, Naval Air Systems Command, the FAA, and the Smithsonian. The company is advised by a renowned group of science advisors comprised of leaders in the field of altitude physiology from the University of Colorado School of Medicine, the University of California School of Medicine, the Institute for Altitude Medicine, and William and Mary’s Altitude Research Center.\n“It’s just about physiology — how your body responds to different oxygen levels, and we understand that,” says Kutt. “We understand what needs to happen to make the body respond in the way it needs to for you to feel better at altitude.”\nThe system meets CDC standards for safe oxygen, NFPA standards for fire safe oxygen use, and OSHA standards for air quality. The system is usually installed in about two days. Anyone who is interested can talk to a specialist at Altitude Control Technologies and they’ll come out and take a look at your house, measure it, and provide a proposal.\nAltitude Control Technologies can be reached at (970) 528-1300 for additional information or at their website, www.ACT-O2.com", "label": "No"} +{"text": "Riodinid Butterfly Caria mantinea amazonica\nThe butterfly members of this Order of insects include the popular and usually colorful species. Butterfly groups include monarchs, satyrs, dagerwings, leaf-wings, owls, buckeyes, admirals, checkerspots, crecents, fritillaries, heliconids, riodinids, blues, hairstreaks, coppers, whites, orange-tips, sulphurs and swallowtails.\nThis beautiful Riodinid jewel boldly presented its emerald metallic scales as it sampled minerals provided by a puddle on the trail on Southern Brazil. Although small, this Riodinid has strong flight. This species exhibits a midday sunning characteristic, while others Riodinids are much more elusive, rarely venture out of their forest retreat. Some Riodinids are attracted to fish and carrion. Metallic coloration is achieved through the diffraction of sunlight by a series of minutely spaces ridges on each scale of the butterfly wing.", "label": "No"} +{"text": "Wilder Compound visits garden April 5 for opening event and to build geodesic greenhouse dome\nA group of 30 volunteers, including many college and high school students, worked through sleet and snow to put up a greenhouse dome at the Southwest Community Garden Saturday, April 5. The workshop, part of The Canary Project, is meant to teach youth “hands-on skills” in sustainability and gardening, according the project organizers.\nSusannah Sayler, co-founder of The Canary Project, said Hurricane Sandy inspired the project. “There was a lot of discussion at the time about communities not being resilient and prepared for extreme weather,” Sayler said.\nThe project involves producing art and other media, such as documentaries and books, to teach about climate change, said Sayler. But organizers also wanted to produce a workshop series so that community members actually had something to take away from it. Sayler said that other than education, the greenhouse will also lengthen the garden’s season and give farmers more control over their climate.\nThe Canary Project is part of an ongoing program called Modern Primitive Exchange. Ethany Uttech, the program director for Modern Primitive Exchange workshops, said she hopes the projects inspire conversation about climate change while still helping the community.\n“We wanted to do something really concrete that would be educational through actual hands-on skills related to sustainability,” Uttech said.\nUttech said that Modern Primitive Exchange is based on the idea that people should bring together modern tools and technologies with primitive skills that are more environmentally efficient, which can help in urban gardening and maintaining water systems, among other things.\n“Climate change is a fact, and is happening now, and to be more resilient in the face of climate change, we need to think about where these so-called primitive skills can intersect with modern technologies,” Uttech said. “We are trying to get people to think about these things through the workshops.”\nJessica Maxwell, the urban agriculture educator for Cornell Cooperative Extension of Onondaga County, a group focused on working with municipalities throughout the state to provide better ecological sustainability and social well-being, said neighborhoods like Southwest have been historically subjected to environmental racism. She added that the Southwest area has a poverty rate of over 70 percent and is mostly a neighborhood of minority residents.\nMaxwell said that the sewage treatment plant the city put in this neighborhood a few years ago was a product of this environmental racism. She said that the community started fighting against it, and eventually the sewage plant was halted and the garden was built.\n“A community garden project and growing fresh, healthy food seemed like such a great counter to the proposal of a dirty, old technology sewage treatment plant in the neighborhood,” Maxwell said.\nShe said she hopes the uniqueness of the project will draw other people from the community to come to the garden and create more community engagement.\nEdward Morris, another co-founder of The Canary Project, said it is funded mostly by a $25,000 grant from the David Rockefeller Center, with some of the money also coming from Syracuse University. The university offers a class for credit where students work on the Canary Project and Modern Primitive Exchange.\nMorris said that the grant was to run these workshops and then create an online presence. Online, they want to document all of their projects, workshops and lesson plans.\n“We wanted to launch a concrete program here in Syracuse and build a foundation from that and do it next year as well, and make it so many people can access it via the web,” said Morris, who hopes other communities can use their model and start their own programs.\nMorris said that the history of the project is mostly in media and art. Originally, it started out as a photography project to show landscapes being impacted by climate change, and the project organizers are currently working on a documentary series, a book, and a blog about climate change and sustainability. The art and media is meant to be educational and start conversations about climate change, but these workshops are supposed to provide the hands-on real-world experience of it, said Morris.\nMorris said there will be a big event at the garden on Saturday, May 3, with live music and food. It is to show what they have been able to do at the garden throughout the past few months. This month, on April 19, volunteers will complete the dome building and hope to move some seedlings into the greenhouse. Syracuse Grows will also hold a resource drive and the garden will be the main hub for distribution of a generous compost donation from OCRRA.\n— Photos from WILDER compound, Wildly Interdependent Living + Design Education for Resilience, Instagram account", "label": "No"} +{"text": "To start our discussion of visual literacy at ALA, we broke out into small groups, and each group generated ideas about specific components of visual literacy. Each idea got its own post-it note. Groups then discussed which components/competencies should be included in a definition of visual literacy, and wrote definitions based on their discussion and conclusions. Groups reported out on their ideas and definitions, and we discussed as a large group.\nHere are some of the ideas for components of visual literacy participants came up with (in no particular order, unedited):\nusing images as communication tool\ndiscourse – recognizing the use of images in communities\nunderstanding aesthetic values\ninterpreting meaning of an image\nrecognizing subjectivity of images\nunderstand moving images/videos\ncreator important to give context, intent, and credit\nexpress need to find image\nlearning to use multiple access mechanisms\nmetadata – making it access\ntechnical issues – file formats, storage, resolution\nimages about multiple meanings\nevaluating image – appropriateness\nevaluating data – appropriateness, accuracy\nhow to use images in multiple applications – ppt, written paper\ncopyright, fair use, legalities – for different applications\nmanaging own collections of images\nfinding images in text sources\ncritical thinking – aesthetic, historical, manipulated?\nunderstanding different image resources – open web, licensed databases, proprietary\npresentation of images\nunderstand social & cultural context of image\nfinding images – high quality, high resolution, color fidelity\nwho is the creator, when, where manipulated?\nwhat do you need\nPlease add to the list and discuss.", "label": "No"} +{"text": "Oil palm is a perennial tree that well fits the humid tropical climate; fresh fruit bunchesare the palm raw fruit for oil mills. Palm oil is the world highest yielding oil crop determining that palms are extensively planted in South-East Asia, especially in Malaysia, Thailand, and Indonesia where plantations have been spreading in response to the increasing market demand. Cultivation of oil palm in tropical countries is an important economic factor, but it has already proved of endangering biodiversity and degrading environment with a global impact related to forest loss. Remote sensing well fits requirements of precision farming that many stakeholders involved in palm oil production are currently approaching to decrease or monitor environmental impacts. In this work, an enhanced vegetation index (EVI) time series of 415 images was obtained from the MODIS Vegetation Index 16 days composite product (MOD13Q1-v5) to explore tropical vegetation changes. The EVI time series covers a period of 18 years; it was processed aiming at mapping new oil palm plantations in the reference period, giving an estimate of their age, production, and economic value. In this work, a new methodology for oil palm detection and characterization was presented based on local EVI temporal profile analysis. Pixel EVI temporal profile proved to be effective in describing both vegetation macro-phenology and forest loss at that position. Consequently, the proposed algorithm looks for abrupt changes along the local EVI time series (sudden decreasing). The minimum EVI value recorded in the detected changing period is assumed as a predictor of the starting date of new plantations, being the latter reasonably related to forest loss and preliminary soil preparation. Starting date is then used by the algorithm to estimate oil palm age and, consequently, the present local (potential) production. Accuracy assessment showed an overall accuracy in new palm oil plantation detection of about 94%. Starting age estimation proved to be accurate enough: 76% of the estimates, in fact, were placed in a range of uncertainty of 1 year.\n|Titolo:||Detection and characterization of oil palm plantations through MODIS EVI time series|\n|Data di pubblicazione:||2019|\n|Digital Object Identifier (DOI):||10.1080/01431161.2019.1584689|\n|Appare nelle tipologie:||1.1 Articolo in rivista|\nFile in questo prodotto:", "label": "No"} +{"text": "Most credits are generated through investment in specific emission reduction projects. Although not an exhaustive list, the most common projects to invest in are bio energy and clean non-emitting electricity generation (for example, harnessing wind, solar, and hydro power). These projects not only generate credits but provide investment in renewable sources that reduce our long-term reliance on fossil fuels. As well as new technologies, maintaining the planet’s ability to absorb CO2 through nature is also important. For this reason forest-based carbon sequestration projects are also common and play an important role in tackling climate change, although some have doubts about the permanent carbon storage of such projects. Where a sequestration project is offered, look for information on how the forest is managed and risks are addressed. As a general rule, look for projects that provide evidence on how they contribute to sustainable development and whether they provide a genuine “additional” benefit (in other words, they finance projects that would otherwise have not taken place). This task is usually carried out for you where a project complies with a recognised standard. Also, you can also check to see whether any advice or information is provided by from local/national government.\nSome companies and sectors have their emissions regulated and can be subject to a cap. Each regulated entity has a carbon allowance equivalent to the cap. Some offset providers offer the consumer the ability to purchase and cancel these allowances, forcing the regulated entity to make additional emission reductions to meet their cap.\n[Ref. 1] Clean Development Mechanism allows emission-reduction (or emission removal) projects in developing countries to earn certified emission reduction (CER) credits, each equivalent to one tonne of CO2. These CERs can be traded and sold, and used by industrialized countries to a meet a part of their emission reduction targets under the Kyoto Protocol.\nThe mechanism stimulates sustainable development and emission reductions, while giving industrialized countries some flexibility in how they meet their emission reduction limitation targets. The projects must qualify through a rigorous and public registration and issuance process designed to ensure real, measurable and verifiable emission reductions that are additional to what would have occurred without the project. The mechanism is overseen by the CDM Executive Board, answerable ultimately to the countries that have ratified the Kyoto Protocol. UNFCCC website http://cdm.unfccc.int/about/index.html\nJoint Implementation allows a country with an emission reduction or limitation commitment under the Kyoto Protocol (Annex B Party) to earn emission reduction units (ERUs) from an emission-reduction or emission removal project in another Annex B Party, each equivalent to one tonne of CO2, which can be counted towards meeting its Kyoto target.\nIn general, the price of an offset credit is no guarantee of its quality. The price of a project credit is determined by the investment required to generate a carbon saving, and the administration cost. Project investment will vary by location and the nature of the project, even if the quality is the same. Administration costs also vary. Some projects claim to invest 100% of your money directly in projects, but somewhere between 80-90% is typical. In practice, there may be little difference as some schemes attribute overheads and verification costs directly to the project.\nLike the carbon markets generally, prices can and do fluctuate. This makes it difficult to provide accurate information on the average price of carbon offset credits at any moment in time. Some indicative information can be found by looking at the trends in the carbon markets. Various carbon markets are in operation, some are mandatory like the European Union (EU) emissions trading scheme and others are on a voluntary basis.", "label": "No"} +{"text": "Today is the fast day of 17 Tammuz where we remember the breach of the walls of Jerusalem. Less than a month later on the 9 Av the Temple was destroyed.\nA silver half shekel coin was discovered at the Emek Tzurim National Park during the sifting of rubble from the Temple Mount dumped by the Waqf in the Kidron Valley. The coin, weighing 7 grams, is from the Great Revolt against the Romans (66-70CE). A branch with three pomegranates and the words “Holy Jerusalem” appear on one side of the coin, while the words “Half Shekel” appear on the other, in proto-Hebrew script. The use of Hebrew (and not Jewish Aramaic that came into wide use during the Second Temple) and proto-Hebrew script is popular on Jewish coins from that period. During the period of the Great Revolt, they replaced the Tyrian shekels for the annual half shekel tax that every Jewish male adult gave to the Temple treasury and Jerusalem.\nA Babylonian arrowhead was also discovered in the sifting of archaeological rubble from the Temple Mount. Only a small number of arrowheads from the 6th century BCE, the period of the destruction of the First Temple, was found as it was Babylonian army practice to gather up the used arrows. Arrowheads were found close to the top of the City of David hill, in the Jewish Quarter of the Old City and in Ketef Hinnom evidence of the heavy fighting.\nToday is very appropriate to see the multi-media presentation about this period at the Burnt House in the Jewish quarter in the ruins of a house destroyed during the Great Revolt.", "label": "No"} +{"text": "3D-printed plant-based steak could help eradicate world’s hunger\nGiuseppe Scionti, an Italian bioengineer from a Spanish startup known as Novameat, has invented the world’s first meat-free steak that is 3D-printed. It mimics the texture of beef and is made from vegetable proteins. Vegan ingredients that provide amino acids for a healthy diet such as peas, seaweed, and rice are turned into a food paste to form a 3D-printed steak-like substance.\nScionti found that the market has an abundance of such meat-free products that taste similar to other animal meats but are limited only to meatballs, chicken nuggets, and imitation burgers. But none of these can reproduce fibrous flesh identical to that of chicken breast or steak. To improve people’s nutrition and reduce the impact of animal agriculture, the Milan based researcher is on a mission to create an alternative to meat products, and that is plant-based.\nThe bioengineer mixed paella colorant with the protein-rich ingredients to form a bright red paste, which can then be 3D-printed to develop a raw steak-like product. He created a vegan product by combining bio-printing and tissue engineering with modern cooking methods that boast the same appearance, nutritional properties, and appearance as animal meat products. With the help of 3D printing, the scientist generated the micro-structured complex tridimensional forms which are impossible to achieve if other techniques are used.\nScionti mixed a specific amount of protein with paella colorant for his first prototype that resulted in a red jelly-like substance. The 3D printing method developed by Scionti takes around 30 minutes to print a piece 100-gram steak. Another purpose of creating this alternative ethical meat was to reduce the emissions of greenhouse gas from livestock that accounts for almost 14.5 percent of the total human-made greenhouse gas emissions.\nThe Italian scientist was also successful in creating a light brown meat-free chicken breast. He also went on to develop a plant-based chicken breast – as well as a fake steak – with higher protein concentrations that included ingredients like fibers, vitamins, lipids, and minerals to mimic the nutritional properties of animal meat. However, it is light brown as it does not contain any colorant and is similar to ordinary cooked meat.\nFor production on mass-scale, Scionti predicts that the technology will be able to reduce manufacturing costs and time by ten times, compared with current values. The scientist is also researching how specific drugs can be incorporated into food products to help people in the world who are suffering from endemic diseases.\nAll Photos: © Novameat", "label": "No"} +{"text": "We show that the absence of the Greenland ice sheet would have important consequences on the North Atlantic Ocean circulation, even without taking into account the effect of the freshwater input to the ocean from ice melting. These effects are investigated in a 600year long coupled ocean-atmosphere simulation with the high-resolution global climate model EC-Earth 3.0.1. Once a new equilibrium is established, a cooling of Eurasia and of the North Atlantic and a poleward shift of the subtropical jet are observed. These hemispheric changes are ascribed to a weakening of the Atlantic Meridional Overturning Circulation (AMOC) by about 12%. We attribute this slowdown to a reduction in salinity of the Arctic basin and to the related change of the mass and salt transport through the Fram Straita consequence of the new surface wind pattern over the lower orography. This idealized experiment illustrates the sensitivity of the AMOC to local surface winds.\nImpact of Greenland orography on the Atlantic Meridional Overturning Circulation / Davini, P.; von Hardenberg, J.; Filippi, L.; Provenzale, A.. - In: GEOPHYSICAL RESEARCH LETTERS. - ISSN 0094-8276. - 42:3(2015), pp. 871-879. [10.1002/2014GL062668]\n|Titolo:||Impact of Greenland orography on the Atlantic Meridional Overturning Circulation|\n|Data di pubblicazione:||2015|\n|Digital Object Identifier (DOI):||http://dx.doi.org/10.1002/2014GL062668|\n|Appare nelle tipologie:||1.1 Articolo in rivista|", "label": "No"} +{"text": "Memory loss and poor concentration due to chemotherapy\nChemotherapy performed as part of cancer therapy can create changes in the brain. This would explain why cancer patients often suffer from memory problems or poor concentration during and after such treatment. US researchers first published their study results at the Radiological Society of North America (RSNA) annual meeting.\nWith positron emission tomography (PET), which was combined with computed tomography (CT), scientists were able to demonstrate physiological evidence of the negative effects of chemotherapy on the brain. It was shown that the agents used sustainably damage brain metabolism. Brain areas that are responsible for planning and assigning priorities are particularly affected. For this reason, cancer patients often complain during and after chemotherapy with difficulty concentrating and with poor memory.\nMental disorders with an organic cause\n\"Chemotherapy patients also describe the phenomenon as mental fog and loss of coping strategies,\" says Rachel A. Lagos, a diagnostic radiologist at the West Virginia University School of Medicine and West Virginia University Hospitals in Morgantown. So far, the causes of the side effects were still unclear.\nThe so-called \"chemo-brain\" is not a subjective experience, but a result of the treatment, emphasizes the researcher and study author. The research work has shown that \"the functional disorders triggered by chemotherapy can be visibly identified during brain scans\".\nFor the study, Lagos and colleagues examined the functions of the brains of 128 patients who were prescribed chemotherapy for breast cancer. The brain regions were recorded before and after therapy. With the help of PET, the scientists were able to measure the blood flow and examine different brain activities in individual areas. A specially programmed software then searched the recordings for differences in brain metabolism.\nChanges in the brain are clearly visible\n“When we saw the results, we were surprised because the changes were very obvious,” says Dr. Lagos. The so-called “chemo-brain phenomenon” is therefore more than just a feeling. It is not a patient depression. It is a change in brain function that is observable on PET / CT imaging. ” After chemotherapy, the images showed a significantly weakened metabolic activity for several regions in the brain than before. \"The study shows that certain areas of the brain used less energy after chemotherapy,\" said Dr. \"These brain regions are responsible for planning and prioritization.\" According to the scientist, the observed effects were more pronounced the more the subjects suffered from cognitive disorders.\nPrevious research had shown that patients could benefit from the help of nutritionists and exercise therapists. During the study, for example, participants complained that they found it difficult to prepare a meal for their family. \"With shopping lists and written menus, the women were once again able to buy groceries,\" says Dr. Lagos.\nLagos, her colleagues, now hope that they have paved the way for better treatment so that the side effects of chemotherapy are reduced. \"The next step should be a prospective study,\" said the expert. Further research could identify and narrow down the causes more precisely. This could also lead to improved treatment or prevention. (sb)\nChemotherapy can be counterproductive to cancer\nChemotherapy for breast cancer is not always useful\nBreast cancer: genetic test to prevent chemotherapy", "label": "No"} +{"text": "SURREY, United Kingdon - A University of Surrey-based team have filed the first patent applications for inventions created by a machine. Applications were made to the US, EU and UK patent offices; they are for a machine using artificial intelligence as the inventor of two ideas for a beverage container and a flashing light, reports Nancy Cohen for TechXplore.com.Continue reading original article\nThe Intelligent Aerospace take:\nAugust 7, 2019-Aerospace and military computer experts have been utilizing hardware to utilize artificial intelligence (AI) to streamline decision making and implement automation among myriad other areas. But what happens when you use AI to produce new hardware? Can the AI's \"invention\" be patented? The interesting piece by Nancy Cohen for TechXplore.com. The United Kingdom, where the University of Surrey is located, requires that inventions are made by an inventor - a human being. Similarly in the United States, a person needs to author a book or take a photo for copyright to take effect, but people have AI snapping pics and writing predicatively. Companies no doubt would be keen to patent clever discoveries made by AI, but there will likely have to be changes made to laws for legal protections to be enacted.\nJamie Whitney, Associate Editor", "label": "No"} +{"text": "(BPT) - Did you know that you could be slowly getting sicker with artery blockage, even if you are symptom free and not diagnosed with heart disease?\nYour gender, age and whether you have diabetes all affect the prevalence of certain kinds of peripheral vascular disease, which is a condition that affects the blood vessels, according to a new study led by researchers at New York University Langone Medical Center. This study analyzed data from 3.6 million patients who were screened by Life Line Screening.\nThis insight could help doctors have a better understanding of who is at risk for which diseases.\nYounger women: Peripheral artery disease\nPeripheral artery disease is a narrowing of the blood vessels to the limbs, especially the lower limbs, caused by an increase of fatty deposits in the arterial walls. Most patients describe numbness or pain in the calf, hip, thigh or buttock, but up to 40 percent of people who are diagnosed do not feel any symptoms. Though often associated with older age groups, the NYU study found a distinction in younger age groups: The disease is actually more prevalent in younger women than younger men to a dramatic degree. Screening for peripheral artery disease can be as simple as comparing blood pressure in your ankle as your arm, known as an ankle brachial index.\nOlder men: Carotid artery stenosis\nA narrowing of the arteries that carries blood to the brain is known as carotid artery stenosis, usually caused by an increase of fatty deposits. Most commonly, symptoms are not apparent until the patient has a stroke. The NYU study found a more pronounced and higher prevalence of this blockage in older men than in older women. If a patient does opt for screening, a non-invasive method is recommended, such as one offered by Life Line Screening, which uses ultrasound to visualize the arteries.\nMen and women: Abdominal aortic aneurysms\nThe aorta is a major blood supply line to your body, running from your heart to your abdomen. When an aneurysm occurs, an area in this vital artery become enlarged and could eventually grow and rupture. These ruptures are serious, as they are life threatening and difficult to operate on. Causes are not known, but researchers have found a correlation with tobacco use, a hardening of the arteries and high blood pressure. Most people are unaware of having this condition, but a major symptom is a feeling of pulsation from the navel. According to the NYU study, prevalence of abdominal aortic aneurysms was similar across all age groups. Annual screening can be done with a simple ultrasound.\nDiabetes patients: Peripheral vascular disease\nPatients with diabetes are often screened for heart disease, just because of the great risk factors present in these patients. But the NYU study results indicate that doctors might want to consider the onset of peripheral vascular disease in their diabetes patients as well. Patients with diabetes were at a very high risk of developing peripheral vascular disease in the lower extremities or the carotid artery — even if they were not diagnosed with heart disease, according to the study.\nFuture study is needed to see if screening could lead to better health for diabetes patients, says senior investigator Dr. Jeffrey S. Berger, an associate professor in the Leon H. Charney Division of Cardiology at NYU Langone.\n“We know that if you have carotid artery stenosis, you’re at an increased risk for stroke, and we know that if you have lower extremity arterial disease, you’re at increased risk for significant impairment in your daily activities like walking, and even amputation,” he says. “What these studies show is the power of large data sets to provide insight into the prevalence of and risk factors for cardiovascular disease.”", "label": "No"} +{"text": "E-Commerce: Its Improvement and Long run Views\nEven which has a sizeable word wide web revolution now, digital commerce, usually often called e-commerce continues to be a comparatively new and rising location of conducting and controlling a business. E-commerce is truly a system of buying and marketing of various items and providers about electronic structures such as the internet along with computerized programs. It consists of an internet procedure that may be comprised of advertising, promoting, delivery, and servicing of programs. The event within the online, its availability, and usage has considerably elevated the quantity of corporations performed electronically from the new yrs. A multitude of organisations are having fun with the net infrastructures to greatly slice down costs of conducting internet business, achieve a broad scope in internet marketing, and provide awareness for his or her different solutions. The internet revolution and growth results in a far better upcoming viewpoint for e-commerce, owing to raised idea of digital commerce, its software, and importance to enterprise management.\nThe advancement of e-commerce commenced aided by the infamous sluggish world wide web infrastructure and underdeveloped on the net platforms.methodology for dissertation sample Nevertheless, the continual development of the the web and internet based technologies has led to big enhancements in conducting business in excess of the internet. A lot of service providers right away have introduced the multi-billion-dollar sector closer towards buyers inside of the internet business. Multiple businesses reformed e-commerce by introducing the point-and-click website browsing that pioneered other web based retail web sites in these days. Ongoing developments in e-commerce enabled one-click buying process that merged marketing and sales and profits. E-commerce progress also confronted a variety of pitfalls. Some over the internet seller suppliers were being pressured to shut down their online business products given that their profits were overwhelmed because of the demand. For example, Netscape reformed e-commerce by introducing a user-friendly system that authorized easy execution of opportunity functions that include marketing and advertising and sales. Amazon and E-bay adopted suit and launched the point-and-click word wide web browsing that eased the entire process of e-commerce. For the other hand, other enterprises which include Boo.com shut opportunity seeing as the organization was not able to sustain the online desire for its products and solutions.\nThe advancement of e-commerce offers a multitude of alternatives to vary the normal modes of conducting organization. This involves the elimination of intermediaries which includes brokers and various other dealers in the majority of from the industries. Analysis implies that e-commerce improvement will cause popular elimination if venture intermediaries so aiding in decreasing price of conducting online business and strengthening income margins. Additionally, conducting small businesses on the net decreases the stress of laying physical infrastructures and allows in rising geographical coverage and achieving a substantial number of possibilities potential consumers. Involving internet business intermediaries in location up this kind of physical buildings and promoting will increase business’s fees and decrease the revenue. Manheim Auctions, as an example, is a really organisation involved in auctioning automotive for automakers and rental institutions. An intermediary is considered the rental provider, Manheim Auctions that connects the vehicle house owners plus the visitors. However, e-commerce can help in removing the intermediary consequently enabling the car owners to handle the customers immediately. This example exhibits the real adjustments of e-commerce for venture and generates a far better future perspective for all business owners.\nThe progression of e-commerce results to transformation of from the internet firms. The enhanced web platforms and web infrastructure has supplied the spine for the e – commerce revolution. A wide range of organizations today implement simple net searching guidelines that enable each smaller and large corporations to carry out their organisations via the web. Improved speed and systems allows via the internet firms in increasing service recognition and achieving goal marketplaces effortlessly. E-commerce also will help in eradicating the non expense effective old fashioned ways of conducting opportunity. Managing the customers specifically has enabled numerous organizations cut down the price or working them and enhances their revenue margins.", "label": "No"} +{"text": "Conjunction Worksheets For Grade 2\nusing conjunctions kids worksheet conjunction but worksheets pictures coordinating and or year full screen medium size subordinating grade 2 pdf worksh.\nconjunctio and interjectio worksheets grade on for 5 quiz worksheet subordinating print n examples de.\nconjunction worksheets grade pennies worksheet conjunctions have fun teaching free for printable coin firs printa.\nfirst grade worksheets free printable st grades martin conjunction for 2 library download and print on.\nconjunctions worksheets for grade 5 with answers subordinating worksheet 2nd.\ncoordinating conjunction worksheet activities and subordinating conjunctions worksheets grade subordinatin.\nwriting worksheet subordinating conjunctions worksheets grade 2 pdf with projects to try.\nidentifying subordinating coordinating conjunctions worksheets for grade 5 and conjunc.\nsmart kids worksheets home endearing kindergarten grammar for free of conjunction year 2 wor.\nconjunctions worksheets year 4 2 1 a 2nd grade pdf info.\nsubordinating conjunctions worksheets for grade 6 coordinating worksheet third free printable conjunction.\nlater developing worksheets and activities blank 2 conjunctions grade pdf free language stuff.\ncollection of free conjunction worksheets grade ready to download or print please do not use any for commercial subordinating conjunctions.\nconjunctions and but 1 conjunction worksheets for 2nd grade worksheet free printable.\nusing a comma with coordinating conjunctions free printable worksheet commas are necessary before some practice for conjunction worksheets year 2 and.\nin this worksheet your student will add the missing conjunction to sentences its a great drill for grade common core standards but worksheets 2 conjunctions connecting.\n1 2 3 blank later conjunction worksheets for grade pdf conjunctions free language stuff.\nconjunctions worksheets for grade 2 conjunction worksheet or correlative.\nother conjunctions worksheets and activities basic blank 2 english grade free language stuff.\nbest images of free conjunction worksheets first grade conjunctions s practice worksheet 2nd subordinating junction.\npage 5 conjunctions worksheet grade 3 grammar worksheets conjunction for year 2 topic lets share knowledge.\nsubordinating conjunctions worksheets grade 5 connectives exercises conjunction practice worksheet for class 3 with answers fanboys.\nnew stock of conjunctions worksheets worksheet and on l w choose the connectives x conjunction but for gra.\nconjunctions worksheets for grade 2 3 from happy learners on conjunction year with answers 2nd free grammar.\nsubordinating conjunctions worksheet grade lovely conjunction worksheets fanboys best of interjection interject.\ncoordinating and subordinating conjunctions worksheets the best image collection download share for grade 6 prepositions f collect.\nand so but because fun activities games 1 conjunctions worksheets grade 2 pdf worksheet free printable made.\nconjunction worksheets grade subordinating conjunctions worksheet 2nd for all download and.\n5 blank basic 1 subordinating conjunctions worksheet 2nd grade free language stuff.\ngrammar grade common core picture interjections prepositions and conjunctions worksheets conjunction for kids examples conjunc.\nconjunction junction worksheet 1 subordinating conjunctions 2nd grade fourth resources.\nother conjunctions worksheets and activities basic fill in the blank common 2 conjunction for year free language stuff.\ncorrelative conjunctions worksheets prettier coordinating and of best circle the.\nnew subordinating conjunctions worksheet worksheets level exercises conjunction practice high school and e.\nlater developing connectives worksheet preview time worksheets for grade 7 conjunction 2 counting number ks sheet.\nfind the conjunction worksheet printable activity conjunctions worksheets 2nd grade.\ne extend sentences by using a range of conjunctions lesson ideas and resource pack 2 conjunction worksheets grade connectives.", "label": "No"} +{"text": "THE SITUATION ON THE MORNING OF JUNE 1\n\"L\" 11, 13, 17, 22 and 22 had gone up during the night for\nan early reconnaissance. At 5.10 A.M. \"L 11 \" reported a squadron of twelve\nEnglish battleships, numerous light craft and destroyers on a northerly course\nabout the centre of the line TerschellingHorns Reef, and immediately\nafterwards enemy battleships and battlecruisers north of the first unit. The\nairship was heavily fired at but kept in touch until compelled to retire and\nlost sight of the enemy in the thick atmosphere. The airship's reports taken\nfrom its we. diary are as follows:\nReconnaissance Trip of \" L 11 \" on June 1,\n\"On June 1 at 1.30, after midnight ' L 11' went up at\nNordholz with the following orders: As fourth airship to cover flank of High\nSea forces, course N.W. to W. by Heligoland. Full crew on board, fresh\nsouth-westerly wind, visibility limited owing to ground fog and later to a\nfog-like atmosphere high up extending over 2 or at most 4 nautical miles.\nHeligoland was not visible through the fog. At 5 A.M. clouds of smoke were seen\nnorth of the ship in Square O 33 B and were made for. At 5.10 it was possible\nto make out a strong enemy unit of twelve large warships with numerous lighter\ncraft steering north-north-east full speed ahead. To keep in touch with them '\nL 11 ' kept in the rear and sent a wireless report, circling round eastwards.\nAt 5.40 A.M. east of the first unit the airship sighted a second squadron of\nsix big English battleships with lighter forces on a northerly course; when\nsighted, they turned by divisions to the west, presumably to get into contact\nwith the first unit. As this group was nearer to the Main Fleet than the first\none, ' L 11 ' attached itself to it, but at 5.50 a group of three English\nbattle-cruisers and four smaller craft were sighted to the north-east, and,\ncruising about south of the airship, put themselves between the enemy Main\nFleet and ' L 11.' Visibility was so poor that it was extremely difficult to\nkeep in contact. For the most part only one of the units was visible at a time,\nwhile, apparently, the airship at an altitude of 1,1001,900 m. was\nplainly visible- to the enemy against the rising sun.\n\"At 5.15, shortly after sighting the first group of\nbattleships, the enemy opened fire on the airship from all the vessels with\nantiaircraft guns and guns of every calibre. The great turrets fired\nbroadsides; the rounds followed each other rapidly. The flash from the muzzles\nof the guns could be seen although the ships were hidden by the smoke. All the\nships that came in view took up the firing with the greatest energy, so that '\nL 11 ' was sometimes exposed to fire from 21 large and numbers of small ships.\nAlthough the firing did not take effect, that and the shrapnel bursting all\naround so shook the ship's frame that it seemed advisable to take steps to\nincrease the range. The firing lasted till 6.20 A.M. At that time the\nbattle-cruisers bearing down from S.W within close distance of ' L 11 ' forced\nher to retire to N.E. to avoid their fire. At the same time the visibility\nbecame worse and the enemy was lost to view.\n\"' L 11 ' again took a northerly course and went as low down\nas 500 metres, in the hope of better visibility. It was impossible to see\nbeyond 1 to 2 nautical miles, and as under these conditions no systematic plan\nfor keeping in contact could be made, N. and S. course was followed so as to\nkeep between the enemy and our own Main Fleet. The enemy did not come in sight\n\" At 8 A.M. the Commander-in-Chief of the High Sea Fleet\ndismissed the airship, and ' L 11 ' returned. On the way back the ship came\nacross a number of our own torpedo-boats exchanging bases, and messages were\ngiven for further transmission. The airship remained close to those boats as\nfar as Sylt. Landed at Nordholz at 2 P.M.\"\nAt 4 A.M., 50 nautical miles west of Bovbjerg, \"L 24\"\nsighted a flotilla of enemy destroyers, was fired at and returned the fire with\nbombs, then got away further north, and at 5 A.M. discovered a unit of twelve\nships in Jammer Bay, steaming rapidly to the south. It was impossible to keep\nin contact for further reconnaissance as there was a bank of cloud as low down\nas 800 m.\nFrom the Main Fleet itself no signs of the enemy were\nvisible at daybreak. The weather was so thick that the full length of a\nsquadron could not be made out. In our opinion the ships in a south-westerly\ndirection as reported by \"L 11 \" could only just have come from the Channel to\ntry, on hearing the news of the battle, to join up with their Main Fleet and\nadvance against us. There was no occasion for us to shun an encounter with this\ngroup, but owing to the slight chance of meeting on account of visibility\nconditions, it would have been a mistake to have followed them. Added to this\nthe reports received from the battle-cruisers showed that Scouting Division I\nwould not be capable of sustaining a serious fight, besides which the leading\nships of Squadron III could not have fought for any length of time, owing to\nthe reduction in their supply of munitions by the long spell of firing. The\nFrankfurt, Pillau and Regensburg were the only fast light\ncruisers now available, and in such misty weather there was no depending on\naerial reconnaissance. There was, therefore, no certain prospect of defeating\nthe enemy reported in the south. An encounter and the consequences thereof had\nto be left to chance. I therefore abandoned the idea of further operations and\nordered the return to port.\nOn the way back, west of List, the Ostfriesland, at\n7.30 A.M., struck a mine, one that evidently belonged to a hitherto unknown and\nrecently laid enemy minefield. The damage was slight; the vessel shipped 400\ntons of water, but her means of navigation did not suffer, and she was able to\nrun into harbour under her own steam. I signalled, \" Keep on.\" The last ships\npassed through the area without coming across further mines.\nSeveral submarine attacks on our returning Main Fleet failed\nentirely, thanks partly to the vigilance of the airmen who picked up the Main\nFleet over List, and escorted them to the mouth of the river. During the course\nof the day all the ships and boats were safely in their haven, Special mention\nmust be made of the bringing-in of the Seydlitz (Captain von Egidy)\nbadly damaged at her bows. That the vessel ever reached the harbour is due to\nthe remarkable seamanship of her commander and crew. Finally she was run astern\ninto the dock at Wilhelmshaven.\nThe U-boats lying off English harbours were told to remain\nat their posts a day longer. At 6.20 P.M., 60 miles north of Terschelling, the\n\" U 46 \" came across a damaged vessel of the \"Iron Duke\" class (the\nMarlborough). She was, however, so well protected that it would have\nbeen impossible to get within firing distance of her. A torpedo was fired, but\nfailed to reach the objective. Among the U-boats lying off enemy harbours the \"\nU 21 \" on May 31 and \"U 22 \" on June 1 both succeeded in hitting a destroyer.\nIn each case, however, the sinking could not be observed owing to enemy\ncounter-action. Besides this, one of our minelayers, occupied in laying mines\nwest of the Orkney Islands, achieved an important success. The English armoured\ncruiser Hampshire (11,000 tons) struck one of these mines on June 5 and\nsank; with her perished Field-Marshal Lord Kitchener and all his Staff.\nLOSSES ON BOTH SIDES\nAccording to careful estimation made by us the enemy lost:\n||Dreadnought of \"Queen Elizabeth\" class\n||Battle-cruisers(Queen Mary, Indefatigable\n||Armoured Cruisers (Black Prince, Defence,\nWarrior and one of the \"Cressy\" type)\n||Battle-cruiser (Lützow )\n||older Battleship (Pommern)\n||Light Cruisers (Wiesbaden, Elbing, Rostock and\nThe enemy's were almost complete losses, whereas we had\nrescued the crews of the Lützow, Elbing, Rostock and half of those\nof the torpedo-boats. [In my first report of the battle sent to the Admiralty\nat Berlin the loss of the Lützow was mentioned. The announcement of\nthis loss was suppressed by the Naval Staff, though not at my request. The\nenemy could not have seen the ship go down. In the interests of naval warfare\nit was right to suppress the news. Unfortunately the secrecy observed produced\nthe impression that it was necessary to enlarge our success to that extent.]\nOur losses in personnel amounted to: 2,400 killed; 400\nwounded. The enemy's losses may be estimated at over 7,000 killed. According to\na list which he added to his report of June 18, 1916, Admiral Jellicoe\nendeavoured to exaggerate our losses in the following manner:\nBATTLESHIP OR BATTLE-CRUISERS\n||Battleships, \"Dreadnought\" type (certain)\n||Battleship, \"Deutschland\" type (certain)\n||Battleship or Battle-cruiser (probable)\n||Battleship, \" Dreadnought \" type (probable)\n||Light cruisers (certain)\n||Large ship or light cruiser (certain)\nTORPEDO- BOAT DESTROYERS\n||Torpedo-boat destroyers (certain)\n||Torpedo-boat destroyers (probable)\nWith regard to the submarines he was totally mistaken, as\nnone took part in the battle. I sent my final impressions of the battle in a\nwritten report of 4/7/16 to H.M. the Emperor as follows:\n\" The success achieved is due to the eagerness in attack,\nthe efficient leadership through the subordinates, and the admirable deeds of\nthe crews full of an eminently warlike spirit. It was only possible owing to\nthe excellence of our ships and arms, the systematic peacetime training of the\nunits, and the conscientious development on each individual ship. The rich\nexperience gained will be carefully applied. The battle has proved that in the\nenlargement of our Fleet and the development of the different types of ships we\nhave been guided by the right strategical and tactical ideas, and that we must\ncontinue to follow the same system. All arms can claim a share in the success.\nBut, directly or indirectly, the far reaching heavy artillery of the great\nbattleships was the deciding factor, and caused the greater part of the enemy's\nlosses that are so far known, as also it brought the torpedo-boat flotillas to\ntheir successful attack on the ships of the Main Fleet. This does not detract\nfrom the merits of the flotillas in enabling the battleships to slip away from\nthe enemy by their attack. The big ship battleship and\nbattle-cruiseris therefore, and will be, the main strength of naval\npower. It must be further developed by increasing the gun calibre, by raising\nthe speed, and by perfecting the armour and the protection below the\n\" Finally, I beg respectfully to report to Your Majesty that\nby the middle of August the High Sea Fleet, with the exception of the\nDerfflinger and Seydlitz, will be ready for fresh action. With a\nfavourable succession of operations the enemy may be made to suffer severely,\nalthough there can be no doubt that even the most successful result from a high\nsea battle will not compel England to make peace. The disadvantages of our\ngeographical situation as compared with that of the Island Empire and the\nenemy's vast material superiority cannot be coped with to such a degree as to\nmake us masters of the blockade inflicted on us, or even of the Island Empire\nitself, not even were all the U-boats to be available for military purposes. A\nvictorious end to the war at not too distant a date can only be looked for by\nthe crushing of English economic life through U-boat action against English\ncommerce. Prompted by the convictions of duty, I earnestly advise Your Majesty\nto abstain from deciding on too lenient a form of procedure on the ground that\nit is opposed to military views, and that the risk of the boats would be out of\nall proportion to the expected gain, for, in spite of the greatest\nconscientiousness on the part of the Chiefs, it would not be possible in\nEnglish waters, where American interests are so prevalent, to avoid occurrences\nwhich might force us to make humiliating concessions if we do not act with the\nI followed up my report on the battle with a more detailed\naccount on July 16, 1916, after Admiral Jellicoe's report had appeared in the\nEnglish Press. I quote here from the above mentioned account:\n\" Admiral Jellicoe's report, published in the English Press,\nconfirms as follows the observations made by us:\nGrouping of the English Forces\n- Under Vice-Admiral Beatty:\n- 1st and 2nd Battle-Cruiser Squadrons.\n- 5th Battle Squadron (\" Queen Elizabeths \").\n- 1st, 2nd and 3rd Light Cruiser Squadrons.\n- 1st, 9th, 10th and 13th Destroyer Flotillas.\n- Admiral Jellicoe led:\n- 1st, 2nd and 4th Battle Squadrons (Fleet Flagship at the\nhead of 4th Battle Squadron).\n- 3rd Battle-Cruiser Squadron (\" Invincibles \").\n- 1st and 2nd Cruiser Squadrons.\n- 4th Light Cruiser Squadron.\n- 4th, 11th and 12th Destroyer Flotillas.\nIntervention in the Battle by the English Main Fleet\n\" When he first had news that the enemy was sighted,\nAdmiral Jellicoe was north-west of Admiral Beatty's forces. He thereupon\nadvanced at full speed in column formation on a S.E. course, put the 1st and\n2nd Cruiser Squadrons for reconnaissance at the head of his formation, and sent\nforward the 3rd Battle Cruiser Squadron (apparently reinforced by the\nAgincourt ), to support Admiral Beatty. The 3rd Battle-Cruiser Squadron\npassed east of Admiral Beatty's leader at 7.30 P.M.; they heard in the\nsouth-west the thunder of guns, and saw the flashes, sent out the light cruiser\nChester to reconnoitre, and themselves took a N.W. course. Shortly\nbefore 8 o'clock the Chester encountered our Scouting Division II and\nwas set on fire by them. After pursuing the Chester, Scouting Division\nII came across the 3rd Battle-Cruiser Squadron, which opened fire on them. The\nattacks at 8 P.M. by our Torpedo-Boat Flotilla IX and the 12th Half-Flotilla\nwere launched against this 3rd BattleCruiser Squadron.\n\" Admiral Beatty sighted the 3rd Battle-Cruiser Squadron at\n8.10 P.M., and at 8.21 P.M. had it ahead of the 1st and 2nd BattleCruiser\nSquadrons he was leading.\n\"At 7.55 P.M. Admiral Jellicoe sighted the fire from the\nguns. It was impossible for him to make out the position of our Fleet. The\ndifference between his and Admiral Beatty's charts added to the uncertainty in\njudging of the situation. The report says it was difficult to distinguish\nbetween friend and foe. At 8.14 P.M. the battleship squadrons turned east into\nthe line between the 1st and 2nd Battle-Cruiser Squadrons and the 5th Battle\nSquadron. At 8.17 P.M. the 1st Battle Squadron opened fire on the leaders of\nour ships of the line. Up to 10.20 P.M. those squadrons, with some few pauses,\ntook part in the fighting.\n\" Shortly before the battleship squadrons arrived, the 1st\nCruiser Squadron, together with light forces from the Main Fleet, joined in the\nfighting. At 8.50 P.M., therefore, between our first and second blows, Admiral\nBeatty put the 3rd Battle-Cruiser Squadron in the rear of the 2nd. At 9.6 P.M.\nthe leaders of the battleships made for the south. The total impression\nreceived by us of the battle is made more complete by the statements in the\nEnglish Press, and is not altered.\nThe Enemy's Action during the Night\n\"At 9.45 P.M. Admiral Beatty had lost sight of our forces.\nHe sent the 1st and 3rd Light Cruiser Squadrons to reconnoitre in the west, and\nat 10.20 P.M. went to their support with the 1st and 2nd Battle-Cruiser\nSquadrons, also on a westerly course. Immediately after came the encounter\ndescribed in my report with the leading ships of our Main Fleet, consisting of\nScouting Divisions IV and I and Squadron II. The fact that our forces turned\nwestward must have led the English Admiral to assume that our Main Fleet had\ntaken a westerly course, and made him follow in that direction. The fact that\nwe at the same time put Squadron II in the rear, and with the new leader,\nSquadron I, again took a S.E. course, resulted in Admiral Beatty's forces\npassing west in front of us and ultimately losing contact. It was obvious that\nafter the battle the English Main Fleet was divided into two. Admiral\nJellicoe's report makes no mention of this. The one portion, consisting of\nlarge battleships and light craft, took apparently northerly and easterly\ncourses, as one group of ships was sighted by 'L 24 ' at 5 A.M. on June 1 in\nJammer Bay, close under land. It may perhaps have been both those rear\nsquadrons which made off on the attack by our TorpedoBoat Flotillas VI and IX,\nand then apparently lost touch with the Main Fleet. The other portion, under\nAdmiral Jellicoe, consisting, according to observations by ' L 11,' of eighteen\nlarge battleships, three battle-cruisers (probably the 3rd Battle-Cruiser\nSquadron) and numerous light forces, had, up to 10.46 P.M., been steering south\nand then south-west. It would appear, from intercepted English wireless\nmessages, that he covered 15 nautical miles. Based on these courses and the\nspeed, he must have crossed our course at midnight, 10 to 15 nautical miles in\nfront of us, and have taken later a course to the centre of the line Horns\nReef Terschelling, where he was seen at 5 A.M. by ' .L 11 ' on a N.N.E.\nThe Consequence of the Enemy's Action during the Night\n\"Admiral Jellicoe must have intended to resume the battle\nwith us at dawn. It is inexplicable, therefore, why a portion of the Main Fleet\nmade for Jammer Bay during the night. Nor can it be understood how it was that\nthe enemy's light forces, which were engaged with our Main Fleet up to 4.36\nA.M. and thus were in touch with us the whole night, could find a way to inform\nAdmiral Jellicoe and Admiral Beatty of our course and navigation. But even\napart from that, it must be assumed that the fire from our guns and the enemy's\nburning cruisers and destroyers would have pointed out the way to the English\nMain Fleet. In any case it is a fact that on the morning of June 1 the enemy's\nheavy forces were broken up into three detachments; one in the North, a second\nwith Admiral Beatty in the North-west, and the third with Admiral Jellicoe\nSouth-west of Horns Reef. It is obvious that this scattering of the\nforceswhich can only be explained by the fact that after the day-battle\nAdmiral Jellicoe had lost the general commandinduced the Commander to\navoid a fresh battle.\"\n¹ According to English accounts, it comprised the\nBarham, Warspite, Valiant and Malaya. Mention is made of four\nships only. According to various observations on our side (by Squadron III and\nthe leader of Scouting Division II) there were five ships. If Queen\nElizabeth, or a similar type of ship , was not in the unit it is possible\nthat another recently built man-of-war replaced her\n² In comparing the time given in the German and English\naccounts it must be remembered that there is a difference of two hours, for the\nreason that we reckon according to summer-time in Central Europe, while the\ndifference between ordinary Central Europe and Greenwich time is one hour.\nTherefore 4.28 German time corresponds to 2.28 English time.\n³Admiral Jellicoe admits that torpedoes reached his\nline, but claims to have escaped further damage by the clever handling of his\nships. Our assumption that he had already turned back before the attack by the\ntorpedo-boats is thus confirmed\nLAST SECTION °\nNEXT CHAPTER »", "label": "No"} +{"text": "We’re coming to a parting of the ways in energy storage development for electric cars. Or we may be coming to a joining of technologies in new and previously unimagined ways. One side, led by Elon Musk and his Tesla Empire, promotes battery power and development. Yet, in Tesla’s home state of California, government and private investments in hydrogen vehicles is growing. Several Asian and European automakers are bringing out fuel cell powered vehicles in the face of low numbers of existing fueling stations.\nFor all the promotion from either side, future “green” cars may become too expensive for private ownership, and various approaches to providing personal mobility may replace the traditional owner-driver model. Regardless of the outcomes or market shares, the technology will be applicable to personal aviation, although perhaps at a significant price.\nBattery-Powered Vehicles Lead – For Now\nAccording to EV World, “In the last year, global registrations of electric vehicles from the first three years of the market reached 500,000 units. The U.S. plays a dominant role, with 200,000 vehicles registered, more than one-third of those in California.”\nThe article lists the different types of plug-in electric vehicles (PEVs) available and speculates that the wide range of technologies helps explain their rapid acceptance.\n- Plug-in Hybrid Electric Vehicles (PHEVs – i.e. Ford Fusion); similar to HEVs, but with bigger batteries and the ability to store electricity from plugging into an outlet.\n- Extended Range Electric Vehicles (EREVs – i.e. Chevy Volt); similar to PHEVs, with increased electric range.\n- BEVx: (BMW i3 with range extender); similar to BEVs, but with a small internal combustion (ICE) engine to extend driving range\n- Battery Electric Vehicles (BEVs – i.e. Nissan LEAF); utilize rechargeable battery packs\n- “Large Battery BEV” (Tesla Model S); BEVs with range similar to gasoline vehicles.\nWith Tesla leading the charges for its own “Gigafactory” for battery production, the company’s blog predicts that the operation will, “reduce cell costs much faster than the status quo and, by 2020, produce more lithium ion batteries annually than were produced worldwide in 2013. By the end of the first year of volume production of our mass market vehicle, we expect the Gigafactory will have driven down the per kWh cost of our battery pack by more than 30 percent.”\nCompetitors such as A123 in America, Kokam in South Korea, Panasonic and Toshiba in Japan, and a multiplicity of European and Asian manufacturers produce enormous numbers of pouch and cylindrical cells for everything from laptops and cell phones to buses and trucks.\nBatteries, because of their high count in electric vehicles, command interest for large-scale mass production, exactly where Elon Musk is directing his energies. Between Superchargers being installed nationwide by Tesla, strategically-placed chargers installed on state and federal highways, and thousands showing up in parking lots throughout urban areas, locating a place to “fill up” is getting to be less anxiety provoking for battery-driven EV owners. Home chargers are dropping to as low at $395.\nAside from the 20-minute full charge a Tesla Supercharger makes possible, “topping up” ones batteries is still time consuming for most cars – fine with a home charger, or one in the boss’s parking garage, but less desirable on long trips.\nThe Hydrogen Alternative – Starting Late but Coming on Strong\nOthers are banking on hydrogen as the fuel of the future, using fuel cells to power the motors in their electric cars. With fuel cell cars coming from Toyota, Honda and Hyundai, the Calfornia Energy Commission is pressing ahead to open new H2 fueling stations in the state by 2015. Using $27.2 million in CEC grants and $7.2 million from Toyota, FirstElement Fuel will build 19 of these, another nine will come from grants to other proposals, and other stations are either already in place or being planned by automotive or fuel companies.\nH2 advocates say their vehicles can go 400 miles between fill-ups – much like modern gasoline vehicles. Tesla claims 265 miles between charging stops, and Leafs generally manage about100 miles on a “full” battery. Others are limited to being city cars because of even lower range.\nEven quadrupling the number of hydrogen refueling stations will limit fuel cell cars to Bay Area and SoCal locations for the time being. One wonders how many stations exist in the area where Hyundai is releasing its first fuel cell vehicles.\nToyota’s FCV, destined for sales initially in California, will still be stretching its 300-mile range to make it from LA to San Francisco. Developers will need to work hard to even come close to the 13,500 gasoline stations that dot the landscape in the state.\nToyota’s National Manager of Advanced Technologies Craig Scott says that although fuel cell cars have been practical options for years, the infrastructure doesn’t yet exist to support their common use.\nAccording to Techcrunch.com, “The simultaneous expansion of hydrogen infrastructure and the release of cars that can take advantage of them from Toyota, Honda and Hyundai in 2015 will have accelerating effects on the industry overall. Because of the availability of stations, Toyota is now able to move their hydrogen platform into mass production, which brings significant cost savings as the company can start bringing in parts from its other powertrains and build fewer parts “by hand” in limited quantities.” The FCV’s price of $65,000 puts it solidly in Lexus/Audi/Porsche territory, and may prevent broader acceptance even as Tesla brings out its projected $35,000 Model III.\nJoel Ewanick, FirstElement’s CEO, thinks costs for new H2 stations will drop by up to 50 percent over the next decade, and that those stations will be profitable within five years. He claims that 33 percent of hydrogen at his stations in southern California will come from renewable biogas, a mandated minimum required by the state. 35 percent of H2 in northern California will come from similar renewable energy, a necessary condition to make such fuels truly clean. By comparison, electricity used to charge competitors in the Green Flight Challenge came from geothermal sites in Geyserville, making GFC competitors truly green aircraft.\nDonald Sadoway, Professor of Materials Chemistry at the Massachusetts Institute of Technology (MIT), thinks neither battery nor hydrogen cars are ready for prime time, but he reserves the greater criticism for fuel cells, citing their expense, the use of high-priced platinum, questions of safety, and lack of infrastructure. Elon Musk and Renault-Nissan’s Carlos Ghosn both back batteries and downplay fuel cells. So why are other demonstrably smart players in the market backing hydrogen and investing huge amounts on a very big bet?\nAlternatives come in the form of the BMW i3, which offers an optional “range extender” to supplement the car’s on-board batteries. Like a hybrid, the small internal combustion engine kicks in to carry the i3 beyond its limited battery range. Despite this hedging of their bets, BMW’s board member Ian Robertson predicts greater battery development in the next three to four years than in the previous 100 years. Dr Sadoway doesn’t expect that much even by 2030 without “massive new investment.” He thinks that a $20,000, 125-mile range EV could be successful.\nAs the Detroit News suggests, this battle between battery backers and H2 proponents may leave plug-in hybrids as the current victors in the sales battle.\nRolling Your Own\nOf course, creative types may turn to generating their own hydrogen. After all, if one can spend $1,000 to install a 240-Volt electrical service to connect a $500 EV charger, why not install a hydrogen system to power the house, fuel the car and possibly the fuel cells for the personal aircraft? Initial costs of around $100,000 may stunt such interests, but we will undoubtedly see those costs go down, just as they have for batteries and charging systems. When such changes at higher levels take place, they inevitably become part of daily life – witness flat screen TVs, personal computers, and even cell phones – once toys for the One Percent, and now commodities for all.\nCompetition will probably sort out the eventual winners, or we will learn to live with multiple choices that could provide better, cleaner technology for our future flights.", "label": "No"} +{"text": "Resilience is talked about a lot these days and for good reason.\nGenerally speaking, resilience is often defined as the ability to withstand adversity and bounce back from difficult life events. It does not mean an absence of stress, emotional upheaval or suffering in one’s life, rather an ability to work through emotional pain and suffering when it occurs.\nRegardless of how you look at it, resilience is important because it gives people the strength they need to overcome challenges and work through problems. If you lack resilience, especially as a young person, you can easily get overwhelmed and may turn to unhealthy coping mechanisms.\nHow Much Does Resilience Matter to Learning?\nA well-known 2011 meta-study by Durlak et al, reviewed 213 school-based, universal social and emotional learning programs involving over 270,000 US students from kindergarten to high school and found significantly improved social and emotional skills, improved positive attitudes about self, others and school.\nOn the back of improved behaviours lasting at least 12 months, many studies show a remarkable gain in academic achievement among students who exhibit strong resilient characteristics.\nAs the folks at Resilient Youth say, how you nourish and promote resilience may be the most influential action you take as a school leader.\nFor most of us, we often do not know where to start, so they produced a wonderful free document that shares 101 ways to build resilience and wellbeing in young people.\nThis document is jam-packed with dozens and dozens of low-cost or no-cost practical tips, tools and suggestions that will help you build the resilience of your students in their ordinary daily lives.\nThe 101 ideas were compiled by experienced educators and organised by Resilient Youth’s CPR Framework – Connected, Protected and Respected.\nHere are just three really simple, effective ideas you will discover inside:\nUse the language of optimism and empathy, eg show that you are listening by actively paraphrasing back what has been said. This illustrates you understand how the student feels.\nTeach a lesson about ‘How we behave towards each other.’ The PDF shares a free lesson plan about ‘How we behave towards each other’ to get you started.\nInclude Brain Breaks in your lessons. As described in last week’s post, research clearly tells is regular short breaks not only provide valuable downtime (or rests) but they can also lead to increases in productivity, creativity and social skills.\nYou can never have enough ways to build resilience. Download Resilient Youth’s free PDF today, you’ll be glad that you did.", "label": "No"} +{"text": "Tourism could be the training and strategy of attracting, appealing and helpful and in any other case compelling site visitors the art and science of bringing people alongside one another, the self-discipline of operating vacations, the group of coordinating, marketing, and investing in travelers. The saying is derived from the Greek concept tou Thesauropathy, which suggests \"the mailing or benefiting from of guests.\" The very first form of holidays generally seems to have already been practiced in Egypt about 5 1000 in the past. From that point, via the generations, many forms of vacation have been and arose highly processed.\nIf you adored this write-up and you would like to receive additional details concerning https://trexperienceperu.com/salkantay-trek/ kindly go to our web page.\nToday, most of the world's society functions holidays to make an income. A comparatively small number of vacationers really take in any revenue from holidays. The bulk of visitors, in virtually any state, typically only views the inbound tourism outbound rather than engages in a outbound tourism by any means. Usually, the bulk of their revenue is through direct holidays income. This is why it is so important for virtually every vacationer vacation spot to develop an focused tourist system.\nAt any residential stage, especially in primary city areas, there are two different types of travel and leisure: the \"inbound travel\" plus the \"outbound vacation.\" While the inbound travel and leisure is made of expending customers' money in the destination's usual atmosphere, the outgoing tourist is actually the opposite. Here, travelers normally commit their cash, together with their time, at even more remote as well as situations. The two are tightly connected. The inbound tourism is centered on the visitors' pursuits.\nHence, in certain regions, for example, national holidays includes browsing, going out to restaurants at a variety of eateries, browsing motif recreational areas, using long hard disks in busses, sightseeing via the seaside, and so on., in contrast to in other places, e.g., the Native indian subcontinent, it calls for expending funds, eating dinner out at a range of \"specialization\" eating places, as residential travel is primarily dedicated to the visitors' surroundings. Moreover, inbound travel and leisure features spending time in the town itself. However, the latter type of tourist has been escalating profoundly over the last several years or more, whilst inbound vacation continues to be over the improve since the mid-1990s. The growth in the quantity of dangerous visitors can even be attributed to the truth that many building regions are getting to be far more ready to accept the outside world.\nIt may be inaccurate to state that inbound holidays describes vacation redirected in the direction of paying dollars, and, alternatively, to talk about that outbound travel means hanging out. Whereas the outgoing travel represents wasting income, for the reason that the inbound travel describes passing time. Household tourist centers mainly on spending time, though ultimately, which means the latter means a myriad of spending. Even if this may seem like an oversimplification, it is really an simple to comprehend 1.\nAnother oversimplification is that residential tourism is focused on enjoying the regional way of life. Although visitors do make this error, it is really not the standard. Instead, most vacationers would like to try dealing with so much on the visitor way of life as they are able. Such as, although many tourists would like to try such a selected portion of the country's historical past is a lot like, addititionally there is interest in what that exact area can give travelers nowadays.\nThere are a number of several ways in which the vacation industry of a country might be assessed. These distinct specifications consist of the level of holidays funds which might be devoted each and every year by residential individuals, foreign travellers, point out and nationwide agencies, intercontinental agencies, companies, government departments and in many cases unique organizations. The number of tourism varies greatly within one area of the state to a different. For instance, tourist inside the Eastern Cape of South Africa seems to pay attention to the beach, even though Victoria tourists are certainly more focused on wines and sweets. Travel and leisure income deviates drastically by gender, age and family members variety.\nThere is a thing that most of these unique variations of holidays share also: they all make a lot of earnings to obtain a region. It truly is projected which the tourism field of Jamaica generates roughly $3.2 billion dollars 12 months. Together with tourism becoming an economical electrical generator, it is also crucial that travel and leisure is usually a societal assist. Many individuals depend upon travel and leisure since their source of income, making it a vital global financial, green and sociable investment.\nFor more in regards to Salkantay trek 5 days stop by our own page.\nExcellent ideas connected with the issues in this post, you will like:", "label": "No"} +{"text": "Science is a field that grows day by day. Its development does not stop. Man invent or try to discover new things, new facts every day. As year 2020, COVID-19 makes certain science related to promote vaccines and upgrades the […]\nScience is a field that grows day by day. Its development does not stop. Man invent or try to discover new things, new facts every day. As year 2020, COVID-19 makes certain science related to promote vaccines and upgrades the virus testing kits.\nIn 2020, COVID-19 vaccine is on the frontline of every one’s mind. But scientists do many researches in many other fields. We must appreciate them for their valuable work. Here are some achievements of those scientists in 2020.\n3D STRUCTURE OF PROTEIN\nIn November 2020, one of the largest scientific researches came out. Alphabet’s DeepMind Al made the huge progress and being able to predict the 3D structures of protein accurately.\nIn the field of biology, the folding problem is the crucial confront that biologist try to solve it for more than a half century. DeepMind Al has made quick progression in the biological field.\nThis scientific highlight of 2020 is very helpful in the biological research. It is also use in imputation of medicines.\nROOM TEMPERATURE SUPERCONDUCTOR\nIn New York at the University of Rochester, first time in the world the world’s 1st room temperature superconductor was invented in 2020. By using organic compound in physics, led a research team invented it by using carbonaceous Sulphur hydride made out of carbon, hydrogen, and sulfur under high pressure.\nTeam invented material which has property of superconductor 14.5 degree Celsius. Superconductor is a material that holds or conducts electricity without resistance at the point when it becomes colder than a critical temperature.\nThey have property that they conduct electric current indefinitely without any power source. They used to form powerful magnets which are used in fusion reactors, CT scanners, and maglev trains. This invention is also the scientific highlight of 2020\nBRAIN CANCER VACCINE\nIn 2019 researchers published a study showing that they’d successfully treated bone cancer in dogs with the new type of immune therapy.\nThey had managed to create a vaccine from the cancerous tumors themselves. By summer 2020 these finding were being used to develop vaccine for human cancers specifically certain brain cancers.\nEvery time the clinical trials are conduct, every time make a breakthrough in a dog or a cat with the new excellent response to a novel therapy. It thinks about the people that can benefit from that. It’s still early days but the treatment has been approved to enter clinical trial by the FDA it the US.\nIf successful it could not mean that we have an amazing new treatment for human cancer that does not require chemotherapy and at the very least it is good news for the man’s best friend\nSYNTHETIC RED BLOOD CELL\nWe may not have superpower blood cells yet but we could soon have super powered blood cells. Red blood cells contain hemoglobin which is what make them red and carry oxygen from our lungs to our heart and then to the rest of the body. Scientist have managed to create synthetic red blood cell that can do even more.\nThey have created by coating donated cells in silica which is then covered with positively and negatively charge polymers. This creates artificial cells that are same in size and shape and just as flexible.\nThey have worked well in mice and could become a new way to detect toxin deliver therapeutic drug and fight cancer. It is also one of the scientific highlights in 2020\nFIRST VIDEO OF ATOMS FORMING CHEMICAL BONDS\nAtoms are so small that we need extremely powerful electrons microscope to study them. A lot of our inference rather than actually watching then doing their things but now the first ever video of atom forming and breaking bonds to create molecule has been filmed by physicist.\nWho trapped two rhenium atoms in carbon nanotube? It may be hard to believe that the grainy footage came from 2020 but it is the cutting edge of science and one of the most remarkable things ever seen. This technique will enable scientists to study atoms like never before\nSIGNS OF LIFE ON VENUS\nPhosphine detected in the Venusian cloud belt could be a sign of microbial life. Finding the gas like this on Venus is really exciting because of the possibility that it could have also been produced by life like it is on the earth. It is one of the major scientific highlights in 2020.\nWATER ON THE MOON\nWe have known that there is ice on the moon for the long time but in 2020 it was confirmed that liquid water exists on the lunar surface.\nIt already knew that there was water ice hidden on the moon’s desert like surface. But now the thinking is these pockets of water some know bigger than a penny could be much more common and accessible than we previously thoughts.\nNASA’s Sophia a flying observatory loaded onto an airline has detected water molecule on the near side of the moon. The molecules are not close enough each other pools but this is still incredibly significant with space agencies planning to return to moon.", "label": "No"} +{"text": "Painting light and shadow in environmental design. Painting Light and Shadow study environmental concept design or visual storyboard scene. This post is a study of light and shadow and how figures or objects in shadow appear differently from the figures or objects that get expose to light.\nI am just taking an excerpt from the older post, color vs values tip for artists and what was quoting from the great master Craig Mullins, “Decide what is in light and what is in shadow and don’t mix them up. Two major values, but if they are well thought out and designed and drawn they can look totally real. Think like that, but instead of making the light white and the shadow black, make the light a 70 and the shadow a 30.”\nThen look around from some images that have similar lighting situation and compose my own using some part of story I come up with. These guys are running away from something and alley would be a good place to put the kind of lighting into use. So one figure that was ahead run into the shadow of a building when he turns in the corner. And the rest still get expose to light as they just came down the street. I hope that make sense. =)\nHere is light and shadow study for environmental concept design.\nBelow are step by step process from the beginning to final light and shadow exercise.", "label": "No"} +{"text": "- Pine flatwoods, scrub, sandhill, wetlands, grassland, agriculture\n- Check FNAI species profile to determine seasonal occurrence\nSurvey Technique References:\nShort-tailed snake (FNAI)\nEastern indigo snake (FNAI)\nAtlantic salt marsh snake (FNAI)\nFlorida pine snake (FNAI)\nFor federally listed species, check the USFWS area of responsibility map and visit the appropriate field office web site for species- specific guidelines.", "label": "No"} +{"text": "The death penalty in the United States should be abolished because it functions as a potent agent of racism and class oppression. African Americans and Latino/as represent the majority of those on death row. And executions are reserved almost exclusively for the poor. Ninety percent of those awaiting execution could not afford to hire a trial attorney.\nIn addition, death penalty abolitionists have known for decades that many of those executed are also innocent.\nThe article goes on to mention the highly publicized case of Todd Willingham, in which the arson experts proved he was innocent after he'd been executed. The thrust of the article is that the disproportionate number of black and Hispanic prisoners on Death Row, like Wllingham, is due to racism and poverty.\nI'm not sure why they call this \"another reason.\" I thought this was one of the main reasons right along, as we've discussed before.\nOf course, Texas appeared prominent in the article.\nAs Shaka Sankofa lay strapped on the gurney in Huntsville on June 22, 2000, he said, “They know I’m innocent. They’ve got the facts to prove it. ... But they cannot acknowledge my innocence, because to do so would be to publicly admit their guilt.”\nSankofa continued, “Slavery couldn’t stop us. The lynchings in the South couldn’t stop us. This lynching will not stop us tonight. We will go forward . ... It’s state-sanctioned lynching, right here in America and right here tonight. Our destiny in this country is freedom and liberation. We will gain it by any means necessary. We must avenge this murder and continue to move forward to stop all executions of the poor and of Black people.”\nWe must put Shaka Sankofa’s words into action and abolish the racist and anti-poor death penalty.\nWhat's your opinion? Do you agree that capital punishment is racist and anti-poor? Does the fact that a disproportionate number of minorities are executed prove anything? Do you think it's fair to call the death penalty \"modern lynching?\"\nPlease feel free to leave a comment.", "label": "No"} +{"text": "Although we spend a great deal of time teaching children to think critically, it actually does not take a great deal of insight or education to uncover moral flaws in the world around us. For example, when it comes to the market economy, no one has much difficulty coming up with an objection to the arrangement under which affluent western consumers line up to pay $3 for a fancy cup of coffee, while the farmers who grow the coffee beans earn less than that in a day.\nIndeed, the hard part is not really spotting these problems, but figuring out what to do about them. Some people are quite optimistic that solutions can be found. The great economist Kenneth Arrow once declared that “when the market fails to achieve an optimal state, society will, to some extent at least, recognize the gap and non-market social institutions will arise attempting to bridge it.” Would that it were so!\nArrow made this remark in 1963, in the context of a prescient discussion of health care, where he pointed out that the combination of uncertainty and ignorance made it very difficult for ordinary commercial transactions to take place in this area. (As a patient, you have little choice but to trust your doctor. But if your doctor is just trying to make money, like Adam Smith’s infamous “butcher and baker,” then why ever would you trust your doctor?)\nArrow’s response to this was in many ways typical of mid 20th-century optimism about our capacity to respond effectively to market failure. With respect to health care, his thought was that some people genuinely do have specialized medical knowledge, and other people are not only in need of this knowledge but are willing to pay good money for it. Thus there is a mutually beneficial transaction that is simply waiting to occur. If the parties are unable to organize this transaction using the resources of ordinary commercial law, then they will begin casting about for other institutional arrangements that can make it happen.\nWhat is striking about the example of doctors and healthcare services is that the “non-market” institution that arises, which allows the parties to work around the market failure, does not require government intervention. In this respect health care is quite different from other markets. To the extent that you trust the butcher, it is because you know that there is a government inspector in every single slaughterhouse, with the power to close down the entire operation in response to even a single infraction. The trust that you have in your doctor, by contrast, is not achieved primarily through government regulation and oversight, but rather through professional self-regulation on the part of doctors.\nThis serves as an important reminder that not every market failure needs to be resolved by the state. Market actors themselves often have an interest in correcting these failures (or can be persuaded to develop such an interest). So the mere fact that there is pollution, or safety problems, or exploitation, does not automatically mean that the government needs to get involved. It is far too easy to make the jump from saying “Someone should do something about this!” to saying “The government should do something about this!”\nThis observation is one that acquired greater significance toward the end the 20th century and into the 21st, thanks to waning enthusiasm for the regulatory state and, beginning in the 1980s, the growing power of political actors committed to deregulation. In part this was due to the very success of regulation, particularly in the areas of environmental and consumer protection. Since the low-hanging fruit was the first to be picked—the regulations that would produce the greatest benefit at the lowest cost were the first to be implemented—over time regulation began to extend into areas where the ratio of benefits to costs did not favour state action quite so obviously.\nThe problems are well known: the law is a blunt instrument; compliance and enforcement costs can be significant; regulation creates rigidities, making it difficult for market actors to respond flexibly to new circumstances. Furthermore, with increased international trade, market actors began to encounter problems stemming directly from the limits of state power. (Canada can set the terms for logging in its own forests, but it has no power over the way that timber is cut in Indonesia.) As a result of these forces, western governments became both less willing and less capable of regulating. Social activists therefore became more and more interested in working around the state, in many cases trying to deal directly with private actors to resolve some of the problems caused by poorly structured markets.\nThis confluence of circumstances gave rise to the development of what is known as private governance—namely, initiatives taken by private actors that start with the bare bones rules that govern market exchange, then layer over them a more demanding set of constraints aimed at improving environmental stewardship, improving labour standards, and so on. Perhaps the most important form of private governance to emerge in the past few decades has been the voluntary certification systems in certain sectors. Most consumers are aware of these because of fair trade coffee (and, to a lesser extent, organic vegetables). But voluntary certification has also been an important force in forestry and seafood.\nSome of the pioneering academic work on the subject of self-regulation has been done by a klatch of Canadians: Ben Cashore, Graeme Auld and Steven Bernstein. Auld’s new book, Constructing Private Governance: The Rise and Evolution of Forest, Coffee and Fisheries Certification, is a comparative study of the rise of voluntary certification. Although aimed at an academic audience, it contains material and analysis that will also be of interest to anyone with a practical commitment to improving and extending business self-regulation. This is primarily because private governance has not been an unequivocal success in any of these areas, and so it is useful to compare the different sectors to see what patterns can be found, and which strategies have proven more or less effective.\nIn order for any of this private governance to get off the ground, there must be some deviation from the intensely competitive conditions that govern a standard commodity market. If products are entirely undifferentiated, then the only thing left to compete on is price, which in turn does not leave much room for social responsibility. The lowest-cost producer simply wins.\nThere are, however, many markets where these conditions do not prevail, and so producers have some respite from the tyranny of the lowest price. The first deviation occurs in markets where there is significant international trade. As is well known, states impose a wide range of restrictions on goods that are exchanged internationally, and so market competition is almost never straightforward. Furthermore, different states impose vastly different regulatory conditions, with developing countries often having much laxer standards. This provides an important point d’appui for the emergence of certification standards, since not only western consumers, but often western retailers, not to mention western governments, are less than enthusiastic about purchasing goods that are produced under conditions that would be illegal domestically.\nBecause of this, an arrangement similar to the popular ISO standards (issued by the International Organization for Standardization) provides one template for the emergence of certification systems. This is the model that has developed most clearly in the forestry sector, for example, with the Forest Stewardship Council certification program, which provides one instance of what Auld refers to as a “global-first” initiative.\nThe second major deviation from the competitiveness of standard commodity markets involves the role that brands play in consumer markets. It has often been observed that, although tap water is free, consumers have demonstrated a willingness to pay as much as $8 per litre for tap water that has been filtered and bottled by the Coca-Cola Company. So obviously price competition is not the major driving force in this market. This gives rise, quite naturally, to the idea that “ethical” sourcing or production might become a part of brand identity, or that it might even become the brand.\nThus the second major template for the emergence of a certification system is that it might function like a brand—underwritten, ultimately, by the willingness of consumers to pay a premium for products that have the certification. This is the business model that has predominated in the coffee sector, particularly with the various fair trade programs, which are an instance of what Auld refers to as a local-first initiative.\nNow, of course both timber and coffee are traded internationally, the latter in great quantities. The primary difference in strategy, Auld observes, is that forestry is subject to significant barriers to entry in both production and retail, which means that it is very difficult for new firms to get into the business. Coffee, on the other hand, has very low barriers to entry at every level, in growing, roasting and retail. Fishing, by contrast, is more like forestry, because even though the industry has relatively low capital requirements, most states manage access through long-term permits or quotas, which are already fully allocated.\nIt is obvious once Auld says it—but only after he says it—that these barriers to entry are going to be a crucial determinant of which strategy is effective. With low barriers to entry, certification systems can emerge like brands, in a local-first way, simply because there is very little to stop someone from setting up a coffee shop, roasting their own beans, sourcing them from suppliers who produce it under conditions that they approve of. With forestry, by contrast, because of barriers to entry, there is little choice but to work with existing firms. Thus one must approach the entire initiative from a different angle, in order to get buy-in from the major industry players.\nThis is just one of many insights to be gained from Auld’s book, which contains a wealth of material, all presented in a cogent and accessible format. He has done an admirable job of separating out the different threads that make up the complex skein of initiatives and interests in each of these different sectors. If there is any criticism to be made, it is perhaps that he takes the social science thing too far, producing an analysis so dispassionate that it is difficult to tell which overall approach he favours. I came away with the sense that he leans in the direction of the forestry model, because it has achieved an outcome closer to what regulation might achieve. The local-up initiatives, by contrast, are not only plagued by a hodgepodge of overlapping labels and certification systems, but are also often limited in their ambitions.\nIf Auld plays his cards a bit too close to his chest, Gavin Fridell is very much the opposite. His recent book, Coffee, which appeared in Polity Press’s “Resources” series, is actually not so much about coffee as it is about the injustice of the world, as illustrated by the case of coffee. Fridell is the sort of writer who finds it important to observe that the hardships suffered by farmers as a result of failures in the Central American coffee crop, ostensibly caused by leaf rust, are actually the consequence of “an unequal and unjust global coffee economy forged through the actions of imperialist and autocratic states over hundreds of years of colonialism, slavery, and the expansion of the capitalist world system.”\nPerhaps needless to say, Fridell does not have much enthusiasm for the forms of private governance that interest Auld. Indeed, he tips his hand at the outset of the discussion, when he chooses to refer to them as “neoliberal governance” initiatives.\nAnd yet, for a book that is entirely focused on the injustices of the world system (including, incidentally, the complicity of nation-states through the “coffee statecraft” they practise) Fridell says almost nothing about his own framework of assessment. One gets the sense that his visceral reaction to the contrast between affluent western consumers and impoverished coffee farmers is so strong that it relieves him of any sense of the need to produce an argument to show that the former are exploiting the latter.\nMore problematically, Fridell does not feel any need to show that the inequalities at work in the coffee sector are somehow greater, or more egregious, than the inequalities that characterize the production of any other agricultural good. Even a simple comparison chart between coffee and, say, corn, rice and maybe cacao, would have been highly informative.\nCoffee does have two features that might make it at least slightly distinctive. The first, as Auld notes, is that it has very low barriers to entry. It is simply not hard to get into the coffee-growing business. This makes the market intensely competitive, and thus puts constant downward pressure on the price of green beans. The second feature is that it takes between two and five years for the bushes to reach maturity, as a result of which the market is more likely to suffer from periodic gluts and shortages.\nWhat this all adds up to is that an individual coffee farmer, working a small plot of land, is going to be leading a poor and precarious existence, because the value of the product is not very high and the prices are volatile. And yet one is tempted to describe this, not so much as an injustice, but rather as just an immediate consequence of engaging low-productivity, non-mechanized, monocultural agriculture.\nThe standard prescription is to change the conditions of production, through mechanization and increased scale, intensification through green-revolution technology, and diversification to protect against volatility. Yet Fridell appears to reject all of the latter expedients, in favour of some combination of price supports and welfare-state transfers. This is a controversial position, and yet it is not clear how he gets there. Given that the entire book is motivated by social justice concerns, one would like to see the structure of the moral argument laid out explicitly.\nAnd yet if Fridell’s ideal seems utopian, the real world of private governance that Auld describes falls desperately short of what we require. The easy optimism that Arrow expressed, when he suggested that non-market institutions will naturally arise to correct flaws in existing markets, remains more of a pious hope than an empirically supported generalization. There can be no doubt that people try to create these institutions, but the obstacles that they face are formidable.", "label": "No"} +{"text": "This falling behind is called the “summer slide,” and parents and summertime caregivers (like grandparents and babysitters) are the most effective force in preventing it. While you probably don’t have the heart to enroll in your kids in summer school if they performed well the year before, there are lots of activities — organized and non-official — that will keep your kids’ brains active. Here’s what parents need to know about fighting the summer slide.\n•If my child slides, does that mean he or she will be behind all year?: Most kids fall behind a little during the summer, especially if they aren’t pursuing any sort of educational activity, like going to day camp. But that doesn’t mean they’re stupid or will continue to slip once they’re back in a classroom. Think of it like practicing an instrument: if you stop playing for three months, your first few lessons will be harder than you remembered, and it may take you a few weeks to get back on track, no matter how great you performed before.\n•How are math skills affected?: A recent Time magazine story estimated that most students fall at least a month behind in math skills during the summertime.\n•What about reading?: The same article points to students from low-income schools and backgrounds as suffering the most when it comes to reading: many from those communities fall up to three months behind in reading development, even if they made similar progress as middle-income students during the academic year.\n•Is it possible to reverse the slide?: Yes. Some children — particularly those from higher income backgrounds who typically have access to more educational opportunities during the summer — actually improve skills and are better prepared for the new school year than they were when they finished in May or June.\n•Do kids even want to learn during the summer?: Of course your kids want and deserve a break, but the Today show reported that over 50% of students expressed interest in some sort of summer learning program.\nHow Kids Slide\nSummer is about being a little lazy, playing with friends, and having a more relaxed schedule. But if you see your kids spending too much time with the following activities, you need to direct them to something more educational and productive, or at least find a way to incorporate learning into their summertime indulgences.\n•Going to the pool every single day (and not bringing a book)\n•Watching re-runs (or too much TV in general)\n•Playing video games\n•Texting and playing with smart phones\n•Sleeping way too late\nActivities and Learning Opportunities\nKeep your kids learning with these activities. They’ll still have fun and get to enjoy more quality time with family members and friends, too.\n•Read books: Reading may be one of the most effective ways to prevent the summer slide. Early readers won’t lose ground at all if they take on 30 or more books per summer, according to a Denver, CO, principal.\n•Read everything else, too: Turn your kids on to newspapers, magazines, menus, maps, blogs, and everything else, just so that they can get the practice. They’ll also learn about new media, current events, and work on developing critical thinking and more complex reading comprehension skills.\n•Get the whole family involved: Don’t isolate your child the same way he or she might feel during traditional homework time. Instead, get everyone involved for a library trip, puzzle night, or even reading out loud.\n•Have dinner together: Actually have a conversation that includes your kids during dinner time, like studying a map before taking a trip or reviewing a movie you all just watched.\n•Free museum days: Most city museums have a free day once a week or a couple of times a month. Take your kids and their friends on these days, and let them explore the exhibits. Ask them to write down their favorite memory, and something they learned from the trip.\n•Embrace hands-on learning: Let kids try out new recipes they see on TV or work out science experiments in the backyard.\n•Summer classes: Sign up your child for one or two summer classes that are run more like a camp. You don’t have to schedule them for math or history classes — any class that teaches them a new skill in a subject they’re interested in like creative writing or painting will keep them motivated.\n•Tutor: Hire a private tutor to come to your house for a few weeks to help your child practice math and reading skills in a workbook or by playing games. Keep the lessons casual and relaxed.\n•Embrace online learning resources and games: Not all video or online games are bad, and as many more schools are using technology in the classroom, your child actually should have a solid understanding of computers and the web. Experiment with virtual reality games, open courseware, and even podcasts for learning.\n•Camp: Day camps and sleep-away camps provide social interaction, outdoors adventures, arts and crafts and other activities that sneak learning and development in without kids really knowing it.\n•Go on vacation: Vacations — even ones close to home — are terrific learning opportunities for kids and adults. Visit tourist centers to learn about the area, go to museums, and invite your children to help with the planning process, too.\n•Performing arts: Get tickets to free summer concerts or plays to introduce children to the arts.\n•Make up your own field trip: Draw up a scavenger hunt outlining local history and culture, and then take your kids and a camera around the city for an educational game.\n•National Summer Learning Association: This group started at Johns Hopkins University when students tutored Baltimore-area kids during the summer. Parents can find tips, stories and a blog if they want ideas on keeping their kids engaged and learning on school breaks.\n•Reading is Fundamental: Learn about literacy programs supported by this group, and check out the parents page to find reading tips and activities by age group.\n•Reading Rockets: Find reading guides and help discovering how to best teach your children how to read on this site.\n•Family Education: This website features printable worksheets, and lots of family activities that promote learning.\n•KidsKnowIt.com: Let your kids play the games on this site, categorized by subjects like memory, history, math and astronomy.\n•PBS Kids: Young children can watch videos and play games to help with math, spelling, and more.\n•LearningPlanet.com: From word searches to daily quizzes, kids can play games for free, and parents can subscribe to access even more activities.\n•Discovery Channel: The Discovery Channel has great videos, games, news stories, and info pages about everything from shark week to technology.", "label": "No"} +{"text": "Remembering the Lamed-Heh on the 70th anniversary of the battle that killed 35 fighters trying to save Gush Etzion during the War of Independence\nREPRINTS FROM THE JERUSALEM POST; BY GOL KALEV, JANUARY 19, 2018\nOn November 29, 1947, Jews in Jerusalem and throughout Palestine were glued to their radios. Paper and pens in hand, they were tallying the UN General Assembly vote for the partition of Palestine, which would end the British Mandate and establish a Jewish state.\nWhen it was declared the vote had passed, a burst of joy erupted. A spontaneous party formed in front of the Jewish Agency building in Jerusalem.\nHundreds of people danced, sang and wept – including some British policemen.\nAs truckloads of people arrived to join the festivities, Zionist leader and future prime minister Golda Meir stepped onto the balcony and addressed the exuberant crowd below.\n“For 2,000 years we aspired for redemption,” she said and then addressed the Palestinian Arabs: “This partition plan is a compromise – not what you wanted, not what we wanted. But now let us live together in friendship and in peace.”\nBut the Arab reaction was neither friendship nor peace. Two days later, an Arab mob stormed out of Jaffa Gate, axes in hand, and assaulted Jewish passersby. Elsewhere in Palestine, sporadic violence broke out, including shots fired at Jewish buses.\nIn other parts of the Middle East, Jewish homes and stores were set ablaze. In Aleppo, Syria, 75 Jews were massacred. In Aden, Yemen, 85 Jews were murdered. These riots led not only to the eventual cleansing of Jews from communities in which they lived for centuries, but it also sent a message to the leaders of the Middle East: the “Arab street” wants them to come to the aid of Palestine.\nIndeed, in early January, a “rescue army” was sent by the Arab League. The army was comprised of fighters from Iraq, Jordan and elsewhere, many of whom previously had been trained by the British military.\n“This was a way for governments to give an answer to popular sentiments,” Prof. Alon Kadish of the Hebrew University explains. “The Palestine issue was popular in the street, but not with Arab governments. Also, this was a way for opposition groups, such as the Muslim Brotherhood, to create legitimacy and arm themselves.”\nThe British, focused on a dignified and orderly withdrawal on one hand and protecting their interests in the Middle East on the other, looked the other way when the armed Arab fighters arrived – while extensively monitoring the seafront in search of incoming Jewish weaponry and immigrants.\nArabs inside Palestine began organizing into militias. Training camps were established, such as in Tzurif, south of Jerusalem near Gush Etzion – a bloc of Jewish kibbutzim in the Judean hills.\nTHE ARABS quickly identified a Jewish soft spot: the roads. Ambushes were set to cut off supply lines to isolated Jewish villages and to Jerusalem.\nJewish drivers were not allowed to carry weapons. The British, asserting that they were the sole keeper of law and order, set up roadblocks, confiscated weapons and at times arrested Jews carrying them.\n“There was a procedure to coordinate convoys with the British,” Kadish explains, “but the Hagana [predecessor to the Israel Defense Forces] feared that some British would leak the information to the ambushing Arabs, and hence there was no coordination.”\nSupply convoys turned into death traps while isolated villages fell under a de facto siege. Such was the case with Gush Etzion.\nJust as Arab leaders encouraged Arab civilians to evacuate to aid incoming fighters, so did the Jews in some cases. By early January, the children and non-fighting adults of Gush Etzion were evacuated to the Ratisbonne Monastery in Jerusalem.\nOne of those children was Yochanan Ben-Yaacov, today a historian specializing in the Gush Etzion region. The hostilities, he said, came as a surprise.\n“Right up to the very beginning of the war there was peace with the Arab villages. Two days before the outbreak of violence, people from Gush Etzion went to [neighboring Arab village] Beit Ummar to invite friends to a wedding.”\nA week after the children were evacuated, an escalation occurred: A massive force led by the Tzurif training camp militia, accompanied by local Arab villagers, assaulted Gush Etzion on January 14. Ben-Yaacov, whose father stayed in the Gush to defend it, describes the local dynamics.\n“The villagers did not want to cooperate with the Tzurif militia, but they were told that the Jewish settlements were about to be destroyed and that there will be ample bounty. They came to loot.”\nThe offensive represented a turning point for the Arabs in the war – a shift from sporadic riots to an organized effort to conquer territory.\nIn spite of limited weaponry, the Gush’s Jewish fighters were able to repel the assault, inflicting heavy casualties on the attacking Arabs. Gush Etzion prevailed – for a while. Kadish points to a contributing factor:\n“The Arab attack ended because night fell and because their militia did not have supply lines. Hence, once it was dark, the attackers returned to their respective villages and base.”\nIt was clear, though, that they would be back.\nWith an imminent threat of another attack, a severe shortage of ammunition, medicine and fighting men, and with transportation lines cut off, a decision was made to send reinforcements to the Gush by foot. An unsuccessful attempt was made late that night to send such a force from Jerusalem.\nThe next evening, on Thursday, January 15, a group of 40 students on a botanical research expedition drove from Jerusalem to the village of Hartuv, near today’s Beit Shemesh. The elite unit planned to begin their 28-km. march toward Gush Etzion somewhere between 7 and 8 p.m. and to arrive at their destination between 2 and 3 a.m.\nBut while the unarmed students/fighters were able to make their way through the roadblocks and arrive at Hartuv on time for the operation, the pickup truck carrying their weapons and equipment was late. The British patrols forced them to take extra precautions and conceal the weapons in the double-edged parameters of the vehicle. That also required extra time to retrieve the weapons once the truck arrived. It then became evident that there were only 38 machine guns that could be collected for the 40 fighters. Two men had to stay behind.\nSHORTLY AFTER 11 p.m., the group of 38 was ready to depart, but the Hartuv regional commander, Rephael Ben Aroja, pleaded with the force to postpone the mission until the next night, pointing out that it would be daylight by their arrival time and hence they were likely to be discovered. Danny Mass, the mission commander, argued back that by daybreak they would be close enough to Gush Etzion and if compromised, they would be able to fight their way into the Gush.\nSo, the force left Hartuv some time after 11 p.m., armed with supplies and ammunition, but not with a communication device – a luxury not yet available in the Jerusalem arena (pigeon posts which were used instead were not effective at night).\nA little over an hour into the journey, one of the fighters stumbled over a small cliff in the dark and sprained his leg. This caused a delay as the medic attempted to improvise a solution that would allow him to continue. Mass eventually decided to send him back, accompanied by two other soldiers. The original group of 40 was now down by five and will forever be known as the Lamed-Heh (“35” in Hebrew letters).\nIt was now 1 a.m., with only five hours left of darkness. As to what happened at that point, conversations with Arabs who took part in battle as well as with British police commanders paint a fairly clear picture. Ben-Yaacov, who participated in such conversations, recounts his recollections.\n“Around 6 a.m., two advance scouts paving the way for the force, encountered two Arab women chopping wood [for fuel]. Those scouts were immigrants from an Arab country and told the women in Arabic that they were part of the Arab force. The women did not believe them, dropped their wood and ran to their village, yelling Jews! Jews!”\nOnce it was confirmed that there were Jewish fighters in the field, a battle call went out. The fighters from the Tzurif training camp were once again joined by the local villagers. Hundreds of Arabs poured into the field and surrounding areas in search of the Lamed-Heh group. Gunfire soon erupted, which subsided after some time, probably due to the Lamed-Heh fighters’ ability to hide.\nBen-Yaacov recounts what likely happened after a few hours of quiet: “In the afternoon, the Lamed-Heh decided to go up a hill. It is not clear if it was on their own initiative, or because they were attacked in their hiding place.”\nAs soon as they took the hill, they were engaged from multiple directions. Now entrenched on what is known today as the “battle hill,” the remaining fighters were likely hoping to prolong the battle until nightfall and then run the five km uphill to Gush Etzion. They were fully aware that there were no forces from the Gush that could come to their rescue. After all, they themselves were the Gush’s rescue force.\nThe battle on the hill lasted for several hours. Between 4:30 and 5 p.m., as sun was setting, the last gunshots were heard. Arab fighters testified that the Jewish force began throwing stones at them once they ran out of bullets. The British police commander who arrived at the scene the next morning reported that indeed one of dead fighters on the Jewish side was still clutching a stone in his hand.\nMeanwhile, at the Jewish Agency building in Jerusalem from which Golda Meir had called for peace just six weeks prior, Intelligence commanding officer and future president Yitzhak Navon was in the listening room. One of his team members asked him to listen to something peculiar. Navon recounted those moments in a TV interview decades later.\n“I put on the headsets and heard calls of joy in Arabic: ‘We killed them, we slaughtered them!’ I walked downstairs to the regional commander and told him, something is happening near Gush Etzion.” Realizing that this concerned the Lamed-Heh team, the commander pulled out the list of fighters. That is when Navon saw that one of the fallen soldiers was his cousin, Yaakov Ben-Atar. “He was a genius,” Navon reflected. “If this group had not been slaughtered, you would have found among them a prime minster, foreign minister, speaker of Knesset, head of the army… such a terrible loss.”\nTHE LAMED-HEH story remains of strong interest. It raises issues of war ethics, as the force did not kill the two women who went on to inform on them, nor an older Arab shepherd who according to some Arab sources discovered them along the way. We will never know if their decisions were based on operational or ethical considerations, but we do know that they decided to persevere with the mission in spite of being compromised.\nThe Lamed-Heh could have aborted and withdrawn to safety four times: At the outset, at 11 p.m., when they realized they would not get to Gush Etzion by daylight; at 1 a.m., when they were delayed by treating an injured comrade, making their discovery a near certainty; at 6 a.m. when exposed by the two Arab women; and possibly also later in the day, after they were engaged by the Arab force.\nYet they decided to proceed. Their withdrawal could have meant the fall of the Gush and the massacre of its residents. Thus, aborting was simply not an option for them.\nAll 35 fighters died, but their deaths were not in vain. Paradoxically, they accomplished their mission to protect the Gush from an imminent attack. Based on his conversation with Abu-Ibrahim, the mukhtar (village head) of Jaba, Ben-Yaacov explains how.\n“The Arabs assumed that the Jewish fighters were there to attack the Tzurif training camp and the villages in retaliation for the Arab assault two days prior.”\nThat, in turn, deterred the Arabs from attacking the Gush again.\nMoreover, this had implications for the progress of the war.\n“That same night, on Friday night, a meeting was held at Jaba of all the region’s Arab mukhtars [village leaders],” Ben-Yaacov recounts. “They reportedly said to one another, if Jews fight the way they fought today, we will have no chance to defeat them.”\nRefraining from attacking Gush Etzion again that winter allowed the scarce Jewish resources to be deployed elsewhere. The war expanded to other fronts and involved other tactics. Jewish centers were targeted with car bombs, including The Palestine Post (today The Jerusalem Post), as well as the same Jewish Agency building, where Golda Meir called for peace and where Navon learned about the tragic fate of the Lamed-Heh.\nGush Etzion held out for another four months, but in early May, the Jordanian Legion, joined by local villagers and militia, assaulted the Gush again. The defenders were able to hold off the attackers for two days, but on Thursday, May 13, the Arabs conquered the Gush and massacred its residents. Of 131 defenders, 127 died, among them Ben-Yaacov’s father. Gush Etzion had fallen.\nThe next day, on Friday, May 14, the British withdrew and Israel declared independence. The war was to rage on for another 10 months. By the time it was over, the Jews had lost fully 1% of their total population and the Arabs also suffered tremendous casualties. The war produced 800,000 Jewish refugees and nearly the same number of Arab refugees.\nFor the Jews, the joy of survival was clouded by the agony of national losses. The Old City of Jerusalem had fallen, ending centuries of continuous Jewish presence in the walled city. Gush Etzion had fallen, ending centuries of continuous Jewish presence in the region close to Hebron.\nFor 19 years, Gush Etzion stood in ruins, but in June 1967, war erupted. Israel once again defied the analysts’ predictions – it not only survived but gained territory.\nBen-Yaacov was fighting on the Gaza front. On the seventh day, as the ceasefire was announced, he pleaded with his commander for a few hours’ leave.\n“I told him that I wanted to go see my home.”\nBen-Yaacov made his way to the ruins of Gush Etzion. He found there dozens of the Gush’s widows and former children, now soldiers, there for the same reason.\n“I recognized everything,” he said. “The lone oak tree, the landing strip. For 19 years, I grew up on stories about my home. Now I was standing there and I could not decide if it was real or if I was in a dream.”\nThree months later, Gush Etzion was revived. Ben-Yaacov moved back to the kibbutz where he was born, and where his father, Yaacov Klapholtz, died fighting for its defense. He changed his last name to commemorate his father and raised his six children in the Gush.\nMore than 50 years later, Gush Etzion is flourishing. Residents recount that for the first 30 years, good relations with the Arab neighbors have been restored. The outbreak of the First Intifada sabotaged relations, but amicable interactions and even friendships are formed through the Gush’s workplaces and shopping centers. The main assault on the Gush these days comes from the outside, such as from the European Union’s attempt to boycott regional products and businesses, which employ both Arabs and Jews.\nPerhaps the message of the Lamed- Heh that was so clearly received by the local Arabs can now reach those who are attempting to boycott and harm Israel: there is no chance of defeating the Jewish State.\nThe memory of the fallen lives forever, and with it, as Golda Meir expressed the day before war erupted, the relentless quest to live in friendship and peace.\nFor more articles by Gol Kalev: europeandjerusalem.com\nClick for PDF of the print edition. In photos, Abu-Ibrahim, the Jaba mukhtar who fought the Lamed-Heh, recounts the battle to Ben-Yaacov and other Gush Etzion residents in 1970:", "label": "No"} +{"text": "Why Do I Need to Floss Every Day?\nFlossing is a crucial piece of oral hygiene. In fact, it is just as important as brushing because it gets into hard-to-reach spots between the teeth that even the best toothbrush can’t get to. At Prescott Dentistry, we understand that flossing is often the hardest component of the daily oral hygiene routine. So today we’ll look at why you actually do need to floss every day.\nWhy do I need to floss?\nThere are many benefits of flossing—including the prevention of tooth decay and gingivitis and improved breath. People who don’t floss are more likely to have a buildup of plaque between the teeth, which leads to gum disease and cavities. There has been some debate in the news in recent years about the necessity of flossing, however, as dentists, we can always tell the difference between those who floss and those who don’t.\nWhy do I need to floss every day?\nIf plaque isn’t removed from between the teeth daily, it builds up and ultimately hardens into a sticky substance called tartar, or calculus. A buildup of tartar can lead to gum disease. The ADA recommends flossing at least once per day to remove plaque, bacteria and food debris, helping to prevent cavities and gum disease.\nWhen is the best time to floss?\nThe most important thing about flossing is that you actually do it every day. As long as you do a thorough job, the time of day isn’t as important. Doing it at the same time every day can help you remember. Setting an alarm might help. Whenever you decide to do it, pick a time of day when you can dedicate an extra couple of minutes to your dental care. If you are tired at night, try doing it in the morning.\nIs it possible to floss too much?\nNo, you can’t floss too much as long as you’re doing it correctly. In fact, you may need to floss more than once a day, especially after meals, to clean out food or debris that’s stuck between your teeth. Keep in mind that cleaning between your teeth should not be painful. If you apply too much pressure or move the floss back and forth too vigorously, you may damage your enamel and your gums. It’s normal to feel some discomfort at first, but with daily brushing and cleaning between your teeth, that discomfort should lessen after a week or two. If you continue to have pain or bleeding with flossing, let us know.\nWhat kind of floss should I use?\nThere are a number of different kinds of flosses, although any of them will work. Here are some tips about the characteristics of different types of flosses:\n- Wide floss—also known as dental tape, this option may be a better choice for people with bridgework. This is also better for people who have teeth that are spaced farther apart than most.\n- Waxed floss—easier to slide between teeth that are close together.\n- Unwaxed floss—thinner and easier to hold and results in using less floss.\n- Water flosser—easier to hold and good for people with dental appliances; however, does not remove all plaque and should not be used as a replacement for dental floss.\nIf you are unsure of what kind of floss is best for you, ask us for recommendations at your next appointment.\nHolistic Dentist in Prescott\nRefer to this 2019 blog for our guide on proper flossing technique to make sure you’re doing it right! Daily flossing, along with good brushing and regular dental cleanings done by our staff here at Prescott Dentistry, will go a long way to helping your teeth and gums stay healthy, strong, and beautiful. Give us a call to schedule an appointment with our compassionate, dedicated team.", "label": "No"} +{"text": "Unique depictions and illustrations are a play area of visual enjoyments. In dynamic workmanship, the craftsman can make universes of shading and examination. Dynamic specialists utilize shape, shading, line, surface, example, arrangement and procedure to exhibit thoughts and summon feelings in a beautiful, nonlinear design. A dynamic painting can be about any one or blend of these components.\nAlbeit Abstract Art exists as a general style portraying non-target workmanship, there are numerous, a wide range of styles inside the class. Each style of unique craftsmanship serves its own specific importance or plan. Furthermore, every craftsman has his or own individual style. For instance, a few craftsmen utilize many hues, while others utilize negligible shading. Some conceptual specialists fuse bunches of examples and subtle elements, and others simply paint immense squares of shading. There are craftsmen who concentrate on the push and draw of negative and positive space (or other formal qualities), while others concentrate on visual narrating. To put it plainly, there are various approaches to approach digest workmanship!\nThe fundamental bringing together component among all types of dynamic workmanship is that the work is non-objective and non-authentic. This implies the craftsmanship does not purposefully appear as though anything. Theoretical workmanship can be founded on a frame that exists in all actuality, or it can be construct simply in light of the creative ability. In theoretical craftsmanship, the procedure is regularly similarly as vital (if not more essential in the experience of the craftsman), than the last item. There are numerous ways that a craftsman can apply paint to theoretical paintings, for example, moving, brushing, splattering, dribbling, scratching or drenching the paint. Their brushstrokes might be unpleasant and rough, or fine and fragile. They may work altogether instinctively, making the unique painting off the highest point of their head. Or, then again they may adopt the pre-arranged strategy, precisely penciling in the points of interest before putting the brush to canvas. What’s more, unique craftsmen can likewise append sand or different types of surface to the canvas to make an additional measurement to the fine art. For more information, please visit our site https://angelasimeone.com/", "label": "No"} +{"text": "One of the more common contaminants reported by residents of Stoughton is iron. The EPA maximum allowable level for iron in water as a secondary contaminant is .3 parts per million and for manganese is .05 parts per million (or 50 ppb). These contaminants often show up together. Small amounts of these minerals can create very noticeable, even devastating affects on your home’s water quality. They can interfere with many cleaning tasks, from doing the laundry to washing dishes to taking a shower. Washing your hair may leave it feeling sticky and dull or even discolor it. Dishes and glasses get spotted and a film may build up on shower doors, bathtubs, sinks and faucets. Clothes can look dingy and feel rough and scratchy. Iron can also cause a residue to build-up in pipes that can lower water pressure.\nIron (see photo below) can build-up inside your water using appliances. Some other affects include corrosion and scaling inside pipes and major staining throughout the home’s showers, bathtubs, and sinks. For those using their water for outside lawn irrigation, iron and manganese can cause major staining of outside walkways, house siding and anyplace the water touches. See the link at https://h2ocare.com/irrigation/.\nA water softener is effective in removing dissolved forms of iron & manganese and hardness minerals. To remove particulate forms, water filtration utilizing a cartridge filter with proper micron rating will be effective. Depending on the specific situation, this could require a series of filters with different size micron ratings to handle heavier levels in the water. Selecting the appropriate micron rating and style of filter can be determined by a water treatment professional based on water test results and other symptoms. Water softeners vary, including up-flow versus down-flow which can make a big difference, particularly if there are elevated levels of iron or manganese in the water. For more on hard water, see hard water epa.\nIf properly designed, a combination of water softening and sediment filtration can resolve even extremely high levels of iron.", "label": "No"} +{"text": "Bolivia (/bəˈlɪviə/, Spanish: [boˈliβja], Quechua: Buliwya, Aymara: Wuliwya), officially known as the Plurinational State of Bolivia (Spanish: Estado Plurinacional de Bolivia locally: [esˈtaðo pluɾinasjoˈnal de βoˈliβja]), is a landlocked country located in western-central South America. It is bordered by Brazil to the north and east, Paraguay and Argentina to the south, Chile to the southwest, and Peru to the west.Prior to European colonization, the Andean region of Bolivia was a part of the Inca Empire – the largest state in Pre-Columbian America. The conquistadors took control of the region in the 16th century. During most of the Spanish colonial period, this territory was known as Upper Peru and was under the administration of the Viceroyalty of Peru, which included most of Spain's South American colonies, although the area enjoyed substantial autonomy under the jurisdiction of the Royal Court of Charcas. After the first call for independence in 1809, 16 years of war followed before the establishment of the Republic, named for Simón Bolívar, on 6 August 1825. Bolivia has struggled through periods of political instability and economic woes.Bolivia is a democratic republic that is divided into nine departments. Its geography is varied from the peaks of the Andes in the West, to the Eastern Lowlands, situated within the Amazon Basin. It is a developing country, with a Medium Human Development Index score, and a poverty level of 53%. Its main economic activities include agriculture, forestry, fishing, mining, and manufacturing goods such as textiles, clothing, refined metals, and refined petroleum. Bolivia is very wealthy in minerals, especially tin.The Bolivian population, estimated at 10 million, is multiethnic, including Amerindians, Mestizos, Europeans, Asians and Africans. The main language spoken is Spanish, although the Guarani, Aymara and Quechua languages are also common, and all four, as well as 34 other indigenous languages, are official. The large number of different cultures within Bolivia has contributed greatly to a wide diversity in fields such as art, cuisine, literature, and music.", "label": "No"} +{"text": "Soybeans originated in China. It wasn’t until the late 1800s and early 1900s that the Western Hemisphere started growing the crop. In the 1920s, soybeans were grown on approximately 1 million acres in the United States. Today, soybeans are the largest crop grown in Brazil, planted on more than 72 million acres, and the second-largest crop grown in the United States, planted on more than 70 million acres.\nSoybeans are legumes. They are high in protein and oil, making it a very useful crop for feed for livestock and food for humans. In fact, every 60-pound bushel of soybeans produces 48 pounds of soybean protein meal and 11 pounds of soybean oil. The crop is also useful in replenishing the soil with nitrogen. These benefits swelled farmer adoption of the crop.\nIn 2012, the world consumed 181 million metric tons of soybeans as a source of protein. That’s the most ever, and up 100 percent since 1997. With current population trends and a growing middle class’s demand for more protein, the world will need more soybeans.\nAs crop adoption has grown, farmers, universities and seed companies have worked to improve the soybean plant’s ability to grow and adapt to various climates and conditions. Soybeans are grown in nearly every state in the United States and just about everywhere in South America, as a result of a focus on breeding programs.\nWith this as a backdrop, Monsanto is working on various projects that will aim to help farmers produce more soybeans by protecting the soybean’s production potential from weeds, bugs and diseases. Our soybean pipeline has projects that are designed to: provide herbicide tolerance in soybeans, which will enable farmers to control weeds in soybean fields; provide protection against bugs that eat the soybean plant; and deliver improved soybean oils. Monsanto sells both conventional and GM soybean seed to farmers.", "label": "No"} +{"text": "As Saigon was falling to the North Vietnamese in April 1975, those who were caring for babies and children orphaned by the war worried about the fate of their charges. A series of evacuation flights called “Operation Babylift” carried several thousand young children to other countries around the world.\nSkrypuch (Daughter of War, 2008) tells the story of the last Canadian airlift through the memories of one child, Son Thi Anh Tuyet. Nearly 8 years old, the sad-eyed girl on the cover had lived nearly all her life in a Catholic orphanage. With no warning, she and a number of the institution babies were taken away, placed on an airplane and flown to a new world. Tuyet’s memories provide poignant, specific details. The nuns expected her to be useful; she helped with the babies. Naturally, she assumed that John and Dorothy Morris had chosen her to help with their three children; instead, she had acquired a family. In an afterword, the author describes her research, including personal interviews and newspaper accounts from the time. But Tuyet’s experience is her focus. It personalizes the babylift without sensationalizing it. The author has researched carefully and reported accurately, except where South Vietnam’s soldiers are called Viet Cong.\nImmediate and compelling, this moving refugee story deserves a wide audience. (historical note, resources, index) (Nonfiction. 10-15)", "label": "No"} +{"text": "When teaching a phonics skill it s often helpful to use a key word and picture to help the students remember the sound to the letter combinations. A selection of words that can be rubbed off added to as part of a lesson introducing different ways of spelling the sound er in a whole class session.\nIt models sounding out and.\nEr ir phonics. This is the ur digraph often called an r controlled vowel. 4 6 based on 15 votes.\nNever fear for this ir ur er words worksheet is here to the rescue to help your child learn these to read and spell using these difficult to differentiate digraphs. Fun phonics song for kids. For the ir er ur phonics bundle my fabulous artist created bird themed borders and game boards and they turned out absolutely adorable.\nAnd um er a er cloze sentence worksheets using er words and read cover write check and also quite a clever read draw worksheet. Best kids songs stories free download. Look out for bossy r fun phonics song for kids english song for children jack hartmann duration.\nThis phonics bundle contains 11 hands on activities for teaching. Jack hartmann kids music channel 696 752 views 2 56. Help your children learn how to pronounce the er level 6 phonetic sound with this fun educational video.\nNessy spelling strategy er ir ur words learn to read nessy. Ir ur er words worksheet ir ur er words worksheet. A colorful animated music video to learn how to pronounce the vowel digraphs.\nLearn the sound made by er ir and ur. This is a fun vowel digraphs ur ir er phonics song for learners of english. This selection is er it s a worksheet with er er pictures on it to label using the er words in the box.\nPhase 3 phonics ur digraph learn sounding out blending using this series of simply phonics videos.", "label": "No"} +{"text": "Helping our Hoodies – Stage 3\nTuesday 3rd and Wednesday 4th November\nThe South Coast is home to many threatened shorebird species including the critically endangered Hooded Plovers. This program allows students to be immersed into the world of the shorebird through photographs, an interactive iBook and discussion about the life and habitat of these local birds. The students use this knowledge to create an animation using iStopMotion on iPad to share the message of how we need to save our shorebirds from extinction. The students learn how to use iStopMotion, then create a storyboard for their animation. Props and a backdrop are made and then the animation is filmed. The animation can then be shared back at school.\nProgram cost – $2 per student.", "label": "No"} +{"text": "|Compiled on||#Nationalcomplimentday, #Complimentday|\n|Related Hashtags||#Compliments, #Thankyou, #BeNice, #Compliment, #Bekind, #Complimentsomeone|\n|2023 Date||24 January 2023|\n|2024 Date||24 January 2024|\n|UK & Common Holidays|\n|Misc. & Int'l. Observancesℹ|\nNational Compliment Day History\nNational Compliment Day seeks to encourage and promote admiration and politeness. Compliments are comments or statements that boost another’s self-esteem or confidence. They can be big or small, what matters is intention. This day serves as a reminder to compliment the ones that teach, help, and inspire you on your daily routine. Compliments are easy to give and they have a tremendous impact on the one receiving them.\nNational Compliment Day was created in 1998 by New Ha Kathy Chamberlin and Debby Hoffman. It is observed annually on January 24th.\nTop Tweets for National Compliment Day -Updated\nNational Compliment Day Facts & Quotes\nIn the News and Trending for National Compliment DayUpdated It's National Compliment Day! Treat people with extra kindness today\n947.co.zaNational Compliment Day - Make someone smile with a genuine compliment.\nsimplybook.meNational Compliment Day 2023: Date, Background, Facts\neduvast.comYou Really Know Your Stuff! National Compliment Day is January 24 - My City Magazine\nNational Compliment Day Top Events and Things to Do\nNational Compliment Day References and Related Siteswww.wmur.com: National Compliment Day www.sciencedaily.com: Effects of a Compliment", "label": "No"} +{"text": "Bringing Storytime Home for Your Little Ones\nby Jennifer Bergen, Program and Children’s Services Manager\nThe Children’s Room of the library was eerily quiet the afternoon I went in to gather as many storytime supplies as I could tote out to my car. After I delivered some puppets, books and silly hats to my co-workers, we set about creating a few online storytimes. Our hope is to reconnect in this way with the families we miss seeing at the library, and with new families who are looking for something fun for their young children to do. Our “Storytime Online” sessions will be released on Thursdays in April on the library’s Facebook page, @manhattanpubliclibrary, and you can view the first two on our youtube channel at https://bit.ly/3bUhcjM.\nIf you’ve got young children at home, you may be looking for more ways to keep them interested and happy, as the usual diversions of trips to the zoo or days at daycare are not available. Here are a few of our favorite places to look for early literacy activities for children ages 0-5 to help them get ready for kindergarten. The great news about teaching young children is that it is super fun, and this is what our storytimes are all about.\nColorado Libraries for Early Literacy, or CLEL (clel.org), is a well-organized website that covers everything from tips to reading with your child to early STEM experiences. One spot our librarians like to visit is the “Every Child Ready to Read” section. If you’ve attended a storytime, you might have noticed the storyteller throwing out little tricks to incorporate rhyming into your day, or encouragement to talk and sing to your baby and basically “narrate” all your activities. These tips have been found to increase a child’s vocabulary exponentially, and to prepare them for sounding out words when they learn how to read. This site may provide you with fresh, fun ideas you can add to your regular routines. Here’s a simple one – “Play ‘I Spy’ in the car using descriptive words to give clues.” You could also do this on walks or even around the house. Sometimes, it’s just a matter of remembering the things you used to enjoy doing when you were a kid, and knowing that it is more than just a game: it’s learning while having fun.\nHere’s a little secret – most of the storytellers at our library had zero experience doing storytimes when they started their jobs (including me). Anyone can learn how to be a great storyteller with some practice, good advice, and a lack of fear of embarrassment. Storytime Underground (storytimeunderground.org) is one of those spots where you can find expert-level ideas and advice in under 5 minutes if you’re feeling a little humdrum about daily reading time. Why not create your own “storytime” at home? Get goofy – grab a stuffed animal and make it your storytime mascot. Sit in a chair in front of your kids and read a book or make up a story. Overly dramatize the characters’ voices in the story, and then sing a silly song. You can let your child have a turn as the storyteller. Even if they cannot read, they will probably put on a pretty good show.\nFor those who may be experiencing a heightened level of stress with young children at home 24/7, plus other responsibilities and worries, the Zero to Three webpage offers guidance and support for the emotional aspects of parenting. You can find brief videos, fact sheets and a special section of Coronavirus resources for families. Single parents, parents in the military, and others in unique situations will find helpful information about fostering relationships, self care, and developmental milestones.\nReading Rockets is a packed website with headings like “teaching reading,” “helping struggling readers,” and a wide range of topics related to early literacy and reading. The section on children’s books and authors includes booklists, award winners, and excellent videos. Check out Kansas author Bill Martin, Jr., reading (actually singing) his most popular book, Brown Bear, Brown Bear, What Do You See? during his interview. This is just another way to add reading connections.\nThe library has several great options for viewing, streaming or downloading kids’ books from BookFLIX, Hoopla, Libby app, TumbleBooks, and more options on the state library’s Digital Book eLending page with TumbleMath and AudioBookCloud. If you need to get a library card so you can access thousands more children’s books online, just visit our webpage to find out how Manhattan residents can now register for an eCard online. Then, try out all our digital book options, and contact firstname.lastname@example.org if you need assistance.", "label": "No"} +{"text": "Control your Meccano models (or anything else) from your Windows PC!\nDiodes allow electricity to flow in only one direction. The arrow of the circuit symbol shows the direction in which the current can flow. Diodes are the electrical version of a valve and early diodes were actually called valves.\nForward Voltage Drop\nElectricity uses up a little energy pushing its way through the diode, rather like a person pushing through a door with a spring. This means that there is a small voltage across a conducting diode. It is called the 'forward voltage drop' and is about 0.7V for all normal diodes which are made from silicon. The forward voltage drop of a diode is almost constant whatever the current passing through the diode so they have a very steep characteristic (current-voltage graph), as shown in figure 1.\nWhen a reverse voltage is applied a perfect diode does not conduct, but all real diodes leak a very tiny current of a few μA or less. This can be ignored in most circuits because it will be very much smaller than the current flowing in the forward direction. However, all diodes have a maximum reverse voltage (usually 50V or more) and if this is exceeded the diode will fail and pass a large current in the reverse direction; this is called 'breakdown'.\nOrdinary diodes can be split into two types:\nIn addition, there are also Light Emitting Diodes (LEDs) and Zener diodes (discussed later in this article).\nConnecting and Soldering Diodes\nDiodes must be connected the correct way round, and circuit diagrams may be labelled 'a' or '+' for anode and 'k' or '-' for cathode (yes, it really is 'k', not 'c', for cathode!). The cathode is marked by a line painted on the body of the diode. Diodes are labelled with their code in small print, and you may need a magnifying glass to read this on small signal diodes! Figure 2 shows the orientation of two common diodes, the 1N4148 and the 1N4001.\nSmall signal diodes can be damaged by heat when soldering, but the risk is small unless you are using a germanium diode (codes beginning OA...) in which case you must place a heatsink, such as a crocodile clip, on the lead being soldered. Rectifier diodes are quite robust and no special precautions are needed for soldering them.\nSignal Diodes (low current)\nSignal diodes are used to process information (electrical signals) in circuits, so they are only required to pass small currents of up to 100mA. General purpose signal diodes such as the 1N4148 are made from silicon and have a forward voltage drop of 0.7V.\nGermanium diodes such as the OA90 have a lower forward voltage drop of 0.2V and this makes them suitable to use in radio circuits as detectors which extract the audio signal from the weak radio signal.\nFor general use, where the size of the forward voltage drop is less important, silicon diodes are better because they are less easily damaged by heat when soldering, they have a lower resistance when conducting, and they have very low leakage currents when a reverse voltage is applied.\nProtection Diodes for Relays\nSignal diodes are also used with relays to protect transistors and integrated circuits from the brief high voltage produced when the relay coil is switched off.\nFigure 3 shows an example of how a protection diode is connected across the relay coil - note that the diode is connected 'backwards' so that it will normally not conduct. Conduction only occurs when the relay coil is switched off, since at this moment current tries to continue flowing through the coil and it is harmlessly diverted through the diode. Without the diode no current could flow and the coil would produce a damaging high voltage 'spike' in its attempt to keep the current flowing.\nRectifier Diodes (high current)\nRectifier diodes are used in power supplies to convert alternating current (AC) to direct current (DC), a process called 'rectification'. They are also used elsewhere in circuits where a large current must pass through the diode.\nAll rectifier diodes are made from silicon and therefore have a forward voltage drop of 0.7V. The table shows maximum current and maximum reverse voltage for some popular rectifier diodes. The 1N4001 is suitable for most low voltage circuits with a current of less than 1A.\nThere are several ways of connecting diodes to make a rectifier to convert AC to DC. The bridge rectifier is one of them and it is available in special packages containing the four diodes required. Bridge rectifiers are rated by their maximum current and maximum reverse voltage. They have four leads or terminals: the two DC outputs are labelled '+' and '-', the two AC inputs are labelled '~'.\nThe operation of rectification circuits are discussed in detail in the article The Rectifier.\nZener diodes are used to maintain a fixed voltage. They are designed to 'breakdown' in a reliable and non-destructive way so that they can be used in reverse to maintain a fixed voltage across their terminals. Figure 4 shows how they are connected, with a resistor in series, to limit the current.\nZener diodes can be distinguished from ordinary diodes by their code and breakdown voltage which are printed on them, as shown in figure 5. Zener diode codes begin BZX... or BZY...\nTheir breakdown voltage is printed with V in place of a decimal point, so 4V7 means 4.7V for example. Zener diodes are rated by their breakdown voltage and maximum power. The minimum voltage available is 2.7V. Power ratings of 400mW and 1.3W are common.\nOrder the above items from Rapid Electronics via our Circuits Shop and help support the Electronics in Meccano website, without affecting the price you pay! Just click on an item for information about it and/or to add it to your Rapid order.\nOrders can also be placed by telephoning Rapid on 01206 751 166 or visiting their website at www.rapidonline.com. Prices quoted include VAT at 20%.", "label": "No"} +{"text": "Remember the ‘two tree-length rule’\nA 55-year-old logger was seriously injured when struck by a section of a falling tree.\nThe worker was helping during the break-out phase of a logging operation. Edge trees were being felled by pushing them with a skidder after they were scarfed and back-cut.\nThinking he would be safe, the worker stood to the rear of the skidder.\nAs the skidder operator pushed the trees, one small tree fell away from the intended direction over the skidder canopy. The top section broke on impact and struck the worker standing at the rear of the skidder.\nThe investigation determined that the accident was caused by:\n- the operator because he failed to ensure that other workers were in a safe position at least two treelengths away before pushing the trees\n- the worker because he positioned himself within two tree-lengths of the trees being felled.\nWorkSafe New Zealand advice\nSection 18.9 of the Logging Code applies. Rules as stated in the: Approved Code of Practice for Safety and Health in Forest Operations\n14: Rules for tree felling\n3. SAFETY AREAS\n1. Tree fallers shall ensure that no:\n- other person\n- operating ropes\n- other operations\nis/are within two tree-lengths of the tree being felled.\n2. No person shall be closer than two tree-lengths to a tree being felled, unless:\n- assisting with felling\n- training others\n- being trained.\nTo which industries/sectors or matters will this information be relevant?\n- Mobile plant\nPublished: December 2010. Updated August 2017.\nWhile this bulletin has not been updated to reflect current work health and safety legislation (the Health and Safety at Work Act 2015 and regulations), it may still contain relevant information and practices to keep workers and others healthy and safe. Please read this guidance in conjunction with all relevant industry standards that apply to you as a PCBU. This guidance will be progressively reviewed and either updated, replaced with other guidance, or revoked.\nMedia contact details\nFor more information you can contact our Media Team using our media request form. Alternatively, you can:\nPhone: 021 823 007 or", "label": "No"} +{"text": "Study Finds Novel Gene Involved in Muscular Dystrophy\nA study recently published in the journal PNAS revealed new insights into a gene called Smchd1 that is involved in muscular dystrophy development. The study is entitled “Genome-wide binding and mechanistic analyses of Smchd1-mediated epigenetic regulation” and was conducted by a team led by researchers at the Walter and Eliza Hall Institute in Australia.\nFacioscapulohumeral muscular dystrophy (FSHD) is an inherited form of muscular dystrophy characterized by progressive muscle weakness. The disorder affects the skeletal muscles of the face (facio), shoulders (scapula) and upper harms (humeral). FSHD is a rarely fatal disorder although it can be very debilitating. It is most commonly diagnosed in teenage or early adults, and is estimated to affect 1 in every 8,000 children. Currently there is no cure for the disease.\nThe gene Smchd1 is involved in DNA management and plays an essential role in X chromosome inactivation. In the study, researchers analyzed this gene as it has been reported to be dysfunctional in patients with FSHD2, a rare form of the disease that accounts for up to 5% of all FSHD cases.\n“Our colleagues at the University of Leiden in the Netherlands work with patients who have FSHD2 and have been studying the genetic changes in these families,” explained the study’s co-lead author Kelan Chan in a news release. “We reproduced in the lab the genetic change to Smchd1 found in one of the families to better understand how this mutation alters Smchd1 and its ability to function in the cell. We discovered that just a single change to one molecule that makes up the DNA can affect the ability of Smchd1 to reach and bind to the DNA properly, and it is no longer able to do its job.”\nSmchd1 encodes an epigenetic factor that can switch off genes, suppressing their function. “Epigenetic factors are like the punctuation marks on the DNA that enables the cell to read and comprehend it correctly for the functioning of the cell,” explained the study’s co-lead author Dr. Marnie Blewitt. “We knew that Smchd1 was an epigenetic suppressor — a factor that switches off genes that are unnecessary for that particular cells’ function — but we were in the dark about where and how it was acting on the DNA.”\nResearchers have now discovered how Smchd1 interacts with the DNA molecule. “Smchd1 is enormous, I think of it as a massive ‘Goliath’ molecule,” said Dr. Blewitt. “So I had expected that this Goliath molecule would be greedy and crude, spreading out across the DNA to ‘exert its power. (…) In fact the opposite was true. Smchd1 is still a Goliath, but it very delicately squeezes itself into a tiny ‘seat’ on the DNA. It binds at just a few discrete sites on the DNA, then draws these pieces together to ‘shield’ them from being activated.”\nThe team believes that their findings can be of value in the development of future therapies for FSHD. “FSHD is a progressive disease, and we don’t begin to see symptoms until the affected person is in their teens or early 20s,” noted Dr. Blewitt. “By understanding the function of Smchd1 and how mutations affect its function, we could in the long term develop drugs that would substitute for its activity and prevent the debilitating muscle wasting which occurs in FSHD.”", "label": "No"} +{"text": "Northwestern Hawaiian Islands\nFor more information about the project or additional project publications, visit the Research Project Page\nThis project began in January 2004 and was completed in December 2007. We developed benthic habitat maps for shallow (<30 meters) areas around the main islands of the Republic of Palau to help local managers and researchers develop reef fish management strategies, optimize biological monitoring sampling design, and develop place-based action strategies to address key issues and remedy specific threats to coral reefs. For more information about this projects data contact Steve Rohman, Tim Battista or John Christensen.\nA Marine Biogeographic Assessment of the Northwestern Hawaiian Islands\nData and Maps\nNorthwestern Hawaiian Islands Atlas\nAssisted Files and Data for All Islands\nProcess of map development described in detail\nShapefiles - Arc and PCI legend files for the NWHI maps/shapefiles. When (.avl and .rst extension) added to your Arc or PCI project, these files will cause the vector colors to match the geotiffs.\nMap products for NWHI include georeferenced truecolor images derived from IKONOS satellite data, estimated bathymetry (in meters) derived from the imagery, benthic habitat cover, and detailed benthic habitat classes. Files are available for download on the individual atoll pages.", "label": "No"} +{"text": "|Pretty good semaphore!|\nHelmet-orchids are popping out of the ground in our Boho South, Manna Gum-Peppermint-Blue Gum forest in exceptional numbers this year. Even in the last few dry years we’ve usually found a few, but this year there seem to be plenty.\nThis species has a single, shiny, flat leaf up to 20mm diam. and the helmeted flower shines like a light advertising a runway. The helmet has toothed lower margins. There are several similar species of Helmet-orchid that are all very similar and several new species have been recently described. This species used to be in the genus Corybas, but is now Corysanthes (as far as I can tell). Its similar to both Corysanthes diemenica and C. dilatatus.\nBut like so many orchids, they’re small and easily overlooked; they often occur as colonies. Orchids are very special plants.\n|A colony of Helmet-orchids|\nDid you know that…\n- Orchid seed germination & growth relies on ‘infection’ by mycorrhizal fungi Some orchid species have even lost the ability to photosynthesize, being completely dependent on their fungi for energy.\n- Most orchids have specialised relationships with pollinating animals, with many species each only pollinated by a single species.\n- Deceptive pollination systems are common among orchids, the most common form of deceit being food mimicry. At least six lineages of Australian orchids have independently evolved sexual deception. In this syndrome, a flower mimics the female of the pollinating insect species. Male insects are attracted to the flower and attempt to mate with it, and pollinate it in the process.", "label": "No"} +{"text": "What Is The Best Way To Enroll in Osteoarthritis Clinical Trials?\nThe clinical trial definition describes it as a research process in which researchers subject humans to different procedures to reach a medical breakthrough regarding a specific condition, like osteoarthritis.\nOsteoarthritis is a degenerative disease that affects the cartilage in the joints and the underlying bone tissue. The condition can occur in any joint, but it usually affects the knees, hips, neck, back, fingers, and toes.\nClinical trials on osteoarthritis focus on alleviating different symptoms with methods that can vary depending on the phase.\nWhy Are Clinical Trials for Osteoarthritis of the Knee Important?\nOsteoarthritis is the prevalent type of arthritis, usually affecting the knee joints.\nThe condition causes symptoms such as joint pain and stiffness, loss of movement, swelling, deformity, or crackling of the joints, and is also one of the major causes of disability.\nIf you are suffering from this condition, you can find clinical trials focused on discovering various treatment options, a potential cure, diagnostic procedures, or preventive measures. Pain management clinical trials are also quite common when it comes to this particular health problem.\nOsteoarthritis clinical trials work by testing different drugs and methods and can range from simple osteoarthritis medical surveys to innovative full-term research, like stem cell knee cartilage clinical trials.\nHow Do Osteoarthritis Clinical Studies Work?\nOsteoarthritis studies are randomized clinical trials, which means that the participants are split into two groups.\nOne group receives the drug that is being tested depending on the type of clinical study. There are two options for the other (control) group.\nThe randomization can take three approaches:\n- The open-label trials establish a full disclosure of the treatment program—everyone is familiar with who is receiving the treatment/placebo\n- The single-blind research constitutes that only the researchers know who receives the tested treatment\n- The double-blind method keeps any info on who gets which drug hidden. The randomization is done automatically\nWhat Are the Phases of Clinical Trials for Knee Osteoarthritis?\nOsteoarthritis trials develop in four stages. Each stage has a particular purpose, criteria for selecting participants, and its own set of rules.\nRegardless of the stage, the participants have to sign an ICF (clinical trial informed consent form). It’s a document that provides complete info on the clinical trial, addressing any ethical issues, and ensuring that the clinical trial is safe.\nThe phases of a clinical trial are:\n|Phase One||The purpose of phase one is to find the highest dose that a healthy person can take without any side effects.\nThe subjects are usually healthy people taking part in the clinical study for money\n|Phase Two||This stage involves several hundred people.\nThe goal is to check if the drug has the desired effect on osteoarthritis.\nParticipants in phase two are usually in a similar stage of the disease\n|Phase three||The aim is to compare the tested drug with the best one already available on the market.\nFollowing this phase, the drug has to receive the U.S. Food and Drug Administration (FDA) approval to be distributed further\n|Phase four||Follows the participants over an extended period to establish any long term effects of the drug|\nHow To Sign Up for Osteoarthritis Knee Clinical Trials\nThere are better ways to find clinical trial databases or platforms providing lists of drugs currently in clinical trials than hitting Google with “clinical trials near me” or “highest-paid clinical trials near me” queries.\nHere is a list of trustworthy websites offering clinical trials for osteoarthritis:\n- ClinicalTrials is one of the largest clinical trial registries in the world. You can find info on the participants, deadlines, conditions, locations, and more\n- CenterWatch is a platform that promotes trials actively looking for participants\n- The National Institutes of Health (NIH) is a website with a section dedicated to Bethesda-based publicly supported clinical trials\n- ResearchMatch is a nationwide clinical trial index created to match volunteers with research teams\n- PolicyLab is a U.S. based clinical trial resource center with the goal to connect patients and available research studies\n- Mayo Clinic is a website with a listing of Mayo Clinic clinical trials implemented within the institution\n- Pfizer is one of the largest research-focused pharmaceutical companies in the world. The website hosts an assortment of Pfizer clinical trials for various conditions\nHow To Sign Up for Clinical Trials for Osteoarthritis With DoNotPay\nIf you don’t want to surf the internet in search of a perfect study on osteoarthritis, the good news is—you don’t have to.\nDoNotPay is your all-in-one app created to find the osteoarthritis clinical trial suitable for you.\nOur extensive database covers anything from psychological surveys to full-term clinical trials.\nOur app is powered by a matching algorithm and a fully customizable search engine—you can filter the search based on your preferences.\nHere is how it works:\n- Open DoNotPay in your web browser\n- Tap the Clinical Trials feature\n- Select Get Started\n- Set up your filters—you can customize the search based on the location, estimated compensation, safety measures, type, and other factors.\n- Click on the osteoarthritis clinical trial you want to join\n- Tap Contact\nDoNotPay will email the research team on your behalf to maximize your chances of enrollment.\nThe researchers should respond in a few days, but you can also check the status on our homepage.\nIt is constantly updated with the latest studies, which means you can use it as an info point. Another option is to bookmark any trial to keep track of it. You can also enable the text-notification feature, and the app will notify you about new trials as soon as they appear.\nDiscover Other DoNotPay’s Features!\nDoNotPay is created to manage any annoying task you would rather avoid.\nIn case you need help with managing medical bills and paying hospital bills after insurance, DoNotPay will provide you with smart and effective solutions for those problems. We can also show you how to get favorable loans for medical bills.\nWe can also cut down the time you waste on research and present you with clear and straightforward information about the consequences of not paying medical bills and whether you can go to jail in certain cases.\nWe can do a lot more for you. Check out how by opening DoNotPay in your web browser.\nHere are some of the tasks we can take over:\n- Protecting yourself from stalking and harassment\n- Booking appointments with the DMV\n- Appealing parking tickets\n- Obtaining refunds and compensation from airlines for delayed or canceled flights\n- Fighting robocall scammers\n- Getting refunds and chargebacks from companies\n- Putting an end to email spam\n- Dealing with credit card issues\n- Terminating unwanted subscriptions or memberships\n- Disputing traffic tickets\n- Jumping the phone queue when calling customer service reps\n- Fighting speeding tickets\n- Suing anyone in small claims court\n- Dealing with bills that are impossible to pay\n- Protecting your work against copyright infringement\n- Subscribing for free trials without a credit card\n- Preventing spam texts\n- Discovering suitable clinical trials", "label": "No"} +{"text": "Determining how best to speed ethanol and other alternative fuels from refinery to gas pump would rest with the government under legislation the House passed Thursday.\nPresident Bush is promoting such fuels as a way to reduce dependence on foreign oil and cut air pollution. But their widespread use has been hampered by problems with the current system of transporting and storing the fuels.\nEthanol and some biodiesel blends, for example, can corrode tank and pipeline materials, build up sediment, clog filters and cause emissions volatility. In addition, it costs tens of thousands of dollars for the nation's 160,000 gas stations to refit pumps to dispense biofuels.\nThe bill, which passed by a 400-3 vote, directs the Environmental Protection Agency to study new technologies that would eliminate some of these infrastructure problems.\nThe bill by House Science Committee chairman Bart Gordon, D-Tenn., also directs the government to develop an affordable and quick way to test the sulfur content of Ultra Low Sulfur Diesel fuel.\nAt issue is whether such low sulfur diesel may absorb enough residual sulfur as it moves from the refinery through pipelines and trucks to exceed EPA limits.\n\"This bill not only addresses our energy independence issues but it also addresses clean energy issues by working to mitigate potential problems that can rise from transporting clean fuels,\" said Rep. Ralph Hall, R-Texas, the committee's top Republican.\nThe measure now goes to the Senate for consideration.\nBush said in his State of the Union address last month that alternative fuels are essential to his goal of cutting U.S. gasoline usage by 20 percent in the next 10 years. He said there should be a requirement of 35 billion gallons of renewable and alternative fuels in 2017, nearly five times the current target.\nThe House spent nearly two hours on an amendment supporting the use of domestically produced alternative fuels on aircraft.\nThe measure, which passed 385-23, gave Republicans a platform to complain about the expense of the Pentagon's supplying Speaker Nancy Pelosi with a jet large enough to travel nonstop to her home in California.\nHouse Republicans also demanded second votes on four amendments to protest a new Democratic-generated rule that allows the delegates from the District of Columbia, Puerto Rico and three territories to vote on amendments, but not on final passage of legislation.\n\"We're creating the record in case there is a lawsuit\" regarding the constitutionality of the new rule, said Rep. Lee Terry, R-Neb.\nOn the Net:\nInformation on the bill, H.R. 547, can be found at http://thomas.loc.gov/\nNews stories provided by third parties are not edited by \"Site Publication\" staff. For suggestions and comments, please click the Contact link at the bottom of this page.", "label": "No"} +{"text": "From Superstition to Scientific Reasoning\nThe seventeenth century was a time of great advancement for science, but it also presented a curious juxtaposition between superstition and science. A part of Europe's Early Modern period and the birth of the Baroque cultural movement, the 1600s also encompassed the early years of the Scientific Revolution, when superstition and religion gave way to scientific reasoning. Furthermore, the Enlightenment, which attempted to replace ideas based on faith or tradition with scientific method, began to take hold later in the century.\n|Monsters! Physica Curiosa.|\nBy the end of the 17th century, electricity, the telescope and microscope, calculus, universal gravitation, Newton's Laws of Motion, air pressure and calculating machines had entered the scene. And yet, as with all great shifts in cultural thinking, the transition from superstition to science was not instantaneous. Many of the era's great thinkers attempted to reconcile previous beliefs with new discoveries. Case in point: Monsters.\nMonsters and the 16th and 17th Centuries\nMany of the publications of the 17th century, while beginning to embrace scientific method and conclusions based on experiments, still also accepted fantastical explanations for marvelous occurrences. Books depicting monsters were extremely popular, and many recycled the same illustrations repeatedly, introducing them to new generations (case in point: Gessner hydra, 1560; Aldrovandi hydra, 1640; Joannes Jonstonus hydra, 1657). Furthermore, global exploration had begun on an unprecedented scale, and those that traveled published accounts of biodiversity from regions they visited. However, they recorded not only the creatures they saw with their own eyes, but also those described by locals - many of which were beings of myth and folklore. While fantastic to us today, for most during this time, there was no division between magic and reality - they simply coincided. Thus, these fabulous beasts could be a reality. Many were based on briefly-glimpsed real creatures given religious or superstitious twists. What's more, many \"monsters\" heralded during the time were actually humans or animals with deformities.\nFor example, Ambroise Paré, a surgeon of the 1500s, authored \"the\" monster book of the Renaissance: Des Monstres et Prodiges (1573). Translating to \"Monsters and Marvels,\" the work depicted malformed humans and animal-human hybrids. Conjoined twins were a popular example of human \"monsters.\" For instance, Paré illustrates a pair of 15th century female pygopagus conjoined twins that were exhibited in Italian cities for curious spectators.\n|Conjoined Twins. Physica Curiosa.|\nGaspar Schott: Jesuit, Mathematician, Natural Historian, Monster Authority\nAn exceptional example of the \"monsters\" proliferated during the 17th century can be found in Gaspar Schott's Physica Curiosa. Schott (1608-1666), a German scientist and Jesuit, specialized in the fields of physics, mathematics, and natural philosophy. He wrote extensively on the mechanical developments of his time, and produced the first published account on Otto von Guericke's experiments on vacuums. His most famous works include Magia Universalis, Technica Curiosa, and Physica Curiosa - essentially encyclopedias magical, mechanical, and natural history knowledge. Schott was a great compiler, and relied on an extensive library for his own research. Most of Schott's publications are aggregations of the writings and research existing on various topics.\n|Centaur and Satyrs, Physica Curiosa.|\nPhysica Curiosa's target audience was other scholars, educators, and the rich nobility of the time, as this was the demographic that could afford the publication. Though books were beginning to be more prolifically published in relation to the previous century, they were still made by hand and very expensive. The illustrations in this work are copper engravings, which were very practical for scientific illustration as they allowed for much more detail than wood blocks. A single printing of 500-1,000 copies concluded the run of this publication.\n|Monk Fish (Upper Left), Bishop Fish (Lower Right), Sea Devils (Upper Left, Lower Right).|\nPhysica Curiosa not only depicts deformed humans as monsters, but also Centaurs, Satyrs, Monk and Bishop Fish, and Sea Devils, to name a few. Human deformities as monsters has been discussed at length, but many other creatures presented by Schott exemplify the practice of misrepresenting real creatures, or imposing religious elements on natural entities. For example, the monk and bishop fish, which were popular beings illustrated throughout the 16th-17th centuries, demonstrate how religious tensions resulted in the association of clerical figures with monsters. Nevertheless, many authors still purported these creatures to be real. In the late 1600s, Johann Zahn wrote that the bishop fish he illustrated in Specula Physico-Mathematico-Historica was fished out of the Baltic Sea in 1531.\nThe Sea Devil was also a popular monster, which Conrad Gessner, in the 16th century, recorded as having been captured in both Norway and Rome. Historians today postulate that this creature was actually based on the monk seal. Seals were extremely disliked by both fisherman and farmers as nuisances. Aristotle recorded accounts of seals raiding orchards, which Gessner and Ulisse Aldrovandi maintained.\nWhile Schott clearly saw a distinction himself between fantastical creatures and those found in the natural world (as evidenced by the division within his book), he still asserts some incredible beliefs associated with real animals. For instance, he claims that \"both fish and bird are made from water,\" barnacle geese are born from rotting wood, and that angels may have carried men and animals to the New World and distant islands. This demonstrates the tie between magic and science that still permeated Baroque Europe.\nImpact on Science\n|Mermaids, Demons and Monsters, oh my!|\nThus, Physica Curiosa represented a critical step along the journey of accepting science over superstition. Furthermore, this work and the others of its time, by aggregating the fanciful beliefs of the era in a single publication, presented an excellent body of work against which those of the Enlightenment could react. By comprehensively recording what was accepted as truth during the time, the authors made it easier for future scholars to pinpoint and address widespread, unscientific doctrine.\nIn conclusion, the sixteenth and seventeenth centuries were a fascinating time in history, as we watch science battle superstition, and see scholars like Schott struggle to make sense of their cultures and their reasoning. Monsters were a inherent part in this discovery process. Deciphering truth from myth, and exploring medical and natural explanations for the unexplained, is what science is all about.\nPhysica Curiosa Illustrations\nGet the flash player here: http://www.adobe.com/flashplayer\nYou can see more books about the Curious and the Bizarre in BHL and our iTunes U collection. See a collection of fascinating \"monster\" illustrations in Flickr. See illustrations from the first six parts of Physica Curiosa in Flickr and the slideshow above.\nSpecial thanks to Lilla Vekerdy, Head of Special Collections, Smithsonian Libraries, for her consultation on this post. The Smithsonian Libraries' collection contains 16 books by Schott. The version of Physica Curiosa digitized for BHL is from the Smithsonian Libraries' collection.\nProgram Manager | Biodiversity Heritage Library\n- Gillispie, CC. \"Schott, Gaspar.\" Dictionary of Scientific Biography. New York: Charles Scribner's Sons, 1980.\n- Thorndike, L. A History of Magic and Experimental Science. New York and London: Columbia University Press, 1923. 596-608.\n- Michon, Scott. \"Sea Monsters.\" Strange Science, 16 May 2013. 17 May 2013. http://www.strangescience.net", "label": "No"} +{"text": "We are searching data for your request:\nUrgent health warning: Do not bathe in lakes and rivers in Southeast Asia.\n(27.08.2010) The Center for Travel Medicine (CRM) is currently warning of bathing in rivers and lakes in the countries of Southeast Asia. Numerous cases of leptospirosis have been reported from the areas. Leptospirosis is a dangerous infectious disease that is caused by bacterial pathogens. If the disease or secondary illnesses take a severe course, the liver and kidneys can fail, which in turn leads to death.\nThe pathogens of the disease are found mainly in waters such as rivers and lakes. The infection occurs through open wounds on the skin. Even mosquito bites can be enough to pave the way for the leptospirosis pathogen. As reported by the travel center, several people have died of the disease in Malaysia, and two tourists have already been infected in Laos.\nTravelers who have returned from vacation and complain of flu-like symptoms such as fever and body aches should definitely see a doctor. This also applies if a few weeks after the return from vacation. Because the incubation period of leptospirosis can vary widely. In some cases, the disease appears after a few days after infection, in other cases after a few weeks.\nThe CRM particularly advises backpackers (\"backpackers\") to seek advice from a travel doctor or qualified pharmacist before traveling to Southeast Asia. The symptoms resemble flu, patients complain of fever, muscle and joint pain. Very severe forms are found in Weil's disease, where the liver and kidneys can fail completely. The disease can then lead to death. Conjunctivitis as a result can last up to 4 weeks. Other complications of leptospirosis include meningitis, jaundice and liver function disorders. A disease is usually treated with penicillin, which however is only effective up to 5 days after the onset of the disease.\nAround 170 people in Germany contract leptospirosis every year. The disease is therefore very rare in our latitudes and was mostly introduced from Far Eastern countries. (sb)\nImage: Rosel Eckstein / pixelio.de", "label": "No"} +{"text": "Police brutality is the intentional utilization of extreme power, normally physical, completed amid law implementation exercises with the populace. This kind of conduct likewise involves verbal assaults and mental threats by a cop. Extensive police brutality occurs in numerous nations, even those that indict it. It is one of a few types of police wrongdoing, which involve: false capture; threats; ethnic profiling; political constraint; reconnaissance insults; sexual mishandle; and police defilement. Albeit unlawful, it can be performed under the shade of law.\nThere have been various prominent instances of asserted police cruelty, including 2010 G-20 Toronto talks’ dissents, the 2012 Quebec understudy dissents and the shooting of Sammy Yatim.\nAmid the 2014 Hong Kong dissents, there have been various cases of police cruelty. Seven cops have been gotten on video kicking and beating a noticeable political extremist who was at that point chains.\nIn the United States, main political and social activities have included extreme power by police, including the social liberties actions of the 1960s, anti-war exhibitions, the battle on Drugs, and the Total War on Extremism.\nCops are legitimately allowed to utilize power, and their bosses and the populace anticipate them to do as such. In managing to a great extent with confused factors of the general public, a few individuals working in law implementation might slowly exploit an opinion or feeling of power over society, especially under customary response based policing display; in some instance the cops trust that they are exempt from the acts.\nThere are numerous reasons regarding why cops can at times be too much forceful. It is felt that some identity qualities make a few officers more vulnerable to the utilization of extreme power than others. A wide cover the reasons for offense in order calls it \"a shortsighted clarification that allows the association to accuse defilement for people and individual flaws – behavioral, foundation reasons, mental, instead of tending to general causes.\nIn Serbia, police cruelty happened in various instance amid dissents against Milošević, and has likewise been documented amid challenges against governments since Milošević lost force.\nPolice brutality scenes against serene demonstrators showed up amid the 2011 Spanish dissents\nSome late scenes of police cruelty in India incorporate the Rajan case, the demise of Sampath and of Udayakumar.\nThe 2007 Amnesty International account on human rights likewise records across the board police delinquency in numerous different nations, particularly nations with dictator administrations..\nLastly, Police cruelty is marked based off the record of individuals who have encountered or seen it, along with the juries who are available for trials including police cruelty instances. This is due to the fact that there is no real way to measure the utilization of extreme power for a specific circumstance. Since police cruelty is with respect to a circumstance, it relies on if the alleged individual(s) is (are) fighting back.", "label": "No"} +{"text": "By Bruce A. Smith\nThe DB Cooper skyjacking is a stunning true-crime mystery – one of the top whodunits of American lore.\nThe case is unsolved for decades, but now new investigatory techniques are being used, such as DNA testing, but the most exciting – and controversial – is the use of remote viewing, most commonly known as ESP.\nBut first, the background of the case and why it has been so difficult to solve using traditional means:\nIn 1971, a man known as DB Cooper hijacked a Northwest Orient airliner and after exchanging the passengers for $200,000, he parachuted into the night skies north of Portland, Oregon. He has never been seen since.\nAdditionally, we don’t know who Cooper was or if he survived, and nothing has ever been found of the skyjacking—no parachutes, no body or clothes, nor any of the money except for $5,800 that a kid found eight years later buried on a Columbia River beach.\nAdding to the intrigue, no one knows how the money got there or when.\nThe DB Cooper case remains the only unsolved skyjacking in the history of the United States – and the Big Question these days is, why.\nThe case has become resurgent in recent years as new technology is added to the hunt, and besides DNA testing, the power of the Internet, where citizen sleuths have unprecedented access to information, is also changing the investigatory landscape. These private eyes have revealed that the FBI has bungled its Cooper investigation.\nIn response, the FBI has grown exceptionally tight-lipped.\nFortunately, a truly dynamic forensic tool has entered the Norjak case, a process called “remote viewing,” which some might call it psychic sleuthing or Extra-Sensory Perception (ESP).\nThis process might be able to bypass the informational restrictions from the FBI, or even reveal if a cover-up at work. Imagine talking to DB Cooper, or viewing the events of the skyjacking directly via enhanced conscious awareness!\nDespite the controversial nature of these techniques, the scientific legitimacy of remote viewing is substantive. Dr. Hal Putoff of the Stanford Research Institute organized the first large-scale investigation of ESP, and eventually his research attracted the interest of the CIA.\nBy the 1980s, the agency had placed Puthoff in charge of their remote viewing research, and several years later that effort coalesced into the US Army’s Stargate Program.\nSeveral of the early Stargate “RV’ers,” as they are called, have written extensively about their work, especially David Morehouse in Psychic Warrior, and Joe McMoneagle in Mind Trek: Exploring Consciousness, Time and Space Through Remote Viewing.\nAdditionally, I have spent over twenty years studying the methodology of remote viewing at Ramtha’s School of Enlightenment (RSE), in Yelm, Washington, and what I learned there I have encompassed with my undergraduate studies in biology and my current research on the New Physics.\nThe New Physics is an expanding field of study that explores how consciousness influences physical reality. In effect, the New Physics asks, how do your thoughts effect your life?\nThis research suggests that thoughts interact with physical reality in a dynamic manner, even changing it materially, and this science is the underpinning of remote viewing.\nFurther, our thoughts can transcend the usual boundaries of time and space, so a successful remote viewer would be able to re-visit November 24, 1971 and observe Norjak unfolding in person.\nHere is my understanding of how this radical science works:\nThe customary five senses of perception, sight, smell, hearing, touch and taste, involve the higher brain functions of the neocortex, frontal lobes and the complex part of the brain known as the cerebrum.\nHowever, recent neuro-physiological research indicates that there is another part of the brain that is much different, and its capacities are very unusual. This section is deep within the center of the brain and is called the limbic system. It is filled with glands and tissues that specialize in emotions and feelings.\nFurther, the limbic system also has the capacity for a deeper level of perception – one that is often characterized as psychic awareness. As a result, it is hypothesized that the limbic system gives us to access expanded realms of consciousness.\nBut what exactly is consciousness, and how can the limbic system overcome the barriers of time and space? That in turn begs the question: what exactly is time and space?\nEinstein’s Theory of Special relativity shows us that time and space are not static or concrete. Time changes as one moves differently through space, and the 2014 movie “Interstellar” portrays the phenomena exquisitely.\nFurther, PBS’ Dr. Brian Greene offered simple and concrete examples of how time changes relative to movement through space in a recent Town Hall meeting in Seattle.\nGreene said that if two people had absolutely synchronized watches and sat together on a couch watching TV, when one of them went over the television set and changed the dial and returned, their watch would read a different time than the person still sitting.\nGreene said the concept has been proven many times by flying clocks around the world non-stop. When they get back to their airport of origin, the clocks aboard the aircraft read differently than those at their home base. Similarly, the clocks on the International Space Station have to be re-calibrated periodically to get back into synch with their earth-surface bases.\nAs for consciousness, it seems to be a vast awareness that spreads beyond what we usually consider to be time and space, even if those concepts are mutable.\nSpecifically, as I understand Ramtha the Enlightened One, thoughts are created by consciousness interacting in our brain. Similarly, mind, and a concept Ramtha calls “deeper mind” seem to be various levels of consciousness. Further, all of reality actually exists in a kind of eternal, endless “Now.”\nWith that model it is possible to envision moving through the Eternal Now via consciousness; in particular, being in another time and space through focused thought.\nIn essence, we shift our conscious awareness and relocate to a different position within the Eternal Now. Thus, with a precise, focused change of consciousness we could travel back to the night of the skyjacking and visit Flight 305 for ourselves.\nI have attempted to do just that, and then aided by a hypnotherapist named Gloria Peach.\nI have also contacted RV’ers Morehouse and McMoneagle and asked them if their programs investigated Norjak, or if they would like to join my efforts. Unfortunately, they have not replied. I have also been unsuccessful in enlisting other professional remote viewers to joint this effort.\nI leave it to you to judge the validity of my experiences. To me they are earnest, initial steps in penetrating the veils that surround Norjak.\nAdditionally, I am ever-mindful that the Stargate guys considered their best work to be only 20% accurate. I suppose the big question is: how does one know which remote views fall into the 20%. As a result, I consider all of my experiences as possibilities and use them as a place from which to conduct more conventional investigatory efforts.\nIn March 2010, I began my remote viewing sessions. Despite its fancy name, my sessions would appear to most folks as a typical meditation routine –I sat crossed legged in a comfortable position, closed my eyes, and breathed slowly and deeply.\nAs I entered my meditative trance, I envisioned Flight 305 flying through the clouds. I felt excited. Soon, I saw the red tail of a Northwest Orient 727 in my mind’s eye.\nNext, I heard the roar of the engines, and then the smell of jet fuel. At that point I focused on the sketch of DB Cooper’s face, and I felt myself inside the cabin of Flight 305. I was immediately enveloped into an environment that I can only describe as a “70’s vibe.” Specifically, I looked around and saw men with long side burns and 1970s dress – polyester clothing and bell-bottomed trousers. Oddly, I felt oppressed by these sensations and began getting nauseous.\nTo counter that experience I re-focused on DB Cooper’s face. I sensed him sitting next to Tina and I tried to envision what they were doing and saying, but little came from it. I kept trying to drill into the focus but I only got more nauseous. After a couple more attempts I stopped. I was surprised how difficult the experience was and how awful I felt.\nI ended the meditation. However, I needed several more time than usual to come back to my normal state of mind, or even open my eyes. When I did, I got dizzy if I moved too quickly.\nLater, I found it very difficult to write any notes. At best, I scribbled cursory notes before the memory faded, somewhat like recording a dream.\nI repeated these meditative efforts for several more days, through March 2010, but received little new information. Oddly, to this day I can re-visit these “in-flight” scenes easily, but I can’t get any more detail. It always makes me nauseous, too.\nAs a result, in subsequent meditative sessions I shifted my focus slightly. In my mind I merely focused on the sketch of DB Cooper. Within a few moments I saw a face. Then I asked questions, and the first was obvious: “Who are you?”\n“I am Charles!…Bar…ka…ley…clay,” I heard the face say, pronouncing his first name quite loudly. But his last name was garbled to me, and I heard variations of Bar-Clay, Bark-Lee and Berkley. I wondered if I was superimposing my memory of the famous basketball player over what I was receiving through my limbic system.\nThis confusion persisted, but I returned to the meditation several times over the next few days. Finally I heard him say, “Barclay, like the bank in Great Britain.”\nClear, I proceeded and asked, “Where are you?”\nSpontaneously, in a little squeaky voice like a child, I heard, “I’m in heaven.”\nA couple weeks later I re-visited Charles. He confirmed he was Charles Barclay and was now out of his body and in a place he called heaven. I continued with my questions.\n“Where did you land?”\n“In a field,” he replied.\nI saw an image of a flat, open terrain with a small stand of older saplings thick along the perimeter to the east. I heard road noises nearby. The scene felt rural, but not wilderness. Seeking more detail I asked again.\n“Can you tell me where you landed exactly? What state or area?”\nI heard no reply, so I offered a prompt. “Washington or Oregon?”\nAgain, I received no response, but the visualization of the field came back into my mind. After a long pause, I received a thought from Charles.\n“I’m protecting someone who is still alive,” I heard him say, and I sensed the person he was shielding was a woman.\nI thought of the relationship between Clara and DB Cooper, as described in Max Gunther’s novel, DB Cooper – What Really Happened.\nIn this book a character known as Clara was house-sitting a cabin in the Cooper’s LZ and met the skyjacker in the woods shortly after he landed. He had a sprained ankle and Clara took him home to nurse his injury. Eventually they fell in love and moved to New York, spending the ransom money after laundering it in Atlantic City casinos.\nAlthough I maintained my focus on the face of DB Cooper, no other information came forward. I felt like I was interviewing a very reluctant witness, and I wondered how reliable any of this was.\nSeveral months later, a hypnotherapist named Gloria Peach volunteered to me search for DB Cooper. I heartedly agreed.\nOver the next few weeks we had six sessions. Gloria put me into a trance-like state reminiscent to my solo work, and then used guided-imagery techniques to lead me through successive levels of consciousness. Eventually, I was able to interact with DB Cooper and others in the case, such as Tina Mucklow and Ted Braden.\nOur first session was September 19, 2011. Gloria guided me back to the plane in flight, and I found it very helpful to have a guide.\nHere is my report:\n“The smoke – UG! – the cigarette smoke.”\nI lingered and observed the cabin, especially Cooper and Tina. I saw that Tina was in control of the situation even though Cooper had the bomb on his lap. She looked and acted confident, smooth but not flirty. She appeared to be emotionally neutral.\nGloria put me a little deeper into trance:\n“I can’t get a good read on his face,” I wrote later in my notes. “He’s leaning into her. Tina jokes with Cooper, they light cigarettes. She is comfortable. He seems comfortable, or ‘not tense.’ He’s tall and lean.”\nI asked Cooper why he hijacked the plane.\n“Airline safety improved didn’t it!” he said emphatically, following the line that is espoused by Bob Knoss.\nI asked about the hijacking and got the following tidbits:\nI was told Cooper boarded in Pittsburgh and got off in Chicago, but this was not the actual itinerary of Flight 305.\nI asked him his name again, and I was surprised when he said “Richard.” I have no idea what happened to the Charles Barclay persona.\nCooper, or “Richard,” confirmed that the hijacking was a quasi-military operation, with a “General Sherman” in charge.\n“He was a major at the time,” Richard told me.\nRichard told me about his upbringing and background. He said that his father was in WW II as an intelligence officer, a “General Brack” or “Brock.” Again, it came across garbled.\nHowever, no family was involved in the skyjacking, but Richard was “part of a team.”\nRichard said that he had died in 1986 and that he was in heaven. I asked him to describe it.\n“You can say that I’m on a cloud,” he said, smirking and chuckling.\nMy second session with Gloria occurred a week later. I was able to go more deeply into “absolute elsewhere,” as Ramtha describes the experience, and covered a range of topics pertaining to Norjak. First, I visited Ralph Himmelsbach.\nI saw a basement filled with lots of file cabinets. It was dark, and file cabinets surrounded a conference table. I opened a cabinet drawer and was surprised to see it was mostly empty. The files themselves were skinny.\nNot much in here, I told myself.\nGloria told me to “see something new,” and I left Himmelsbach. Within moments I encountered a dark haired woman who told me her name was Doris.\nShe was an older woman and seemed like she was a WAC in WW II, or she looked like a picture of a WAC pilot – short curled hair, styled. But I knew she was something else.\n“Are you a flight attendant?” I asked.\n“Yes,” she answered. I heard her last name as “Berdanke,” or Bern-Danks.”\nShe said she knew DB Cooper from the composite drawings, and she was part of 305’s originating crew from Washington, DC. Doris told me she had served Cooper drinks as they flew into Chicago from Pittsburgh, and said the skyjacker had a bag in the overhead compartment. She said she remembered Cooper getting off in Chicago, and has never told anyone this information. She said she was never questioned by the FBI.\nGloria told me to move on. I encountered DB Cooper, who again called himself “Richard.” I looked him in the eye.\n“Can I talk with you?” I asked.\nRichard didn’t answer; then he shrugged.\n“Why?” I asked. The following is what I received:\n“It was a job. It was an operation. Our identities were totally protected. We never talked about it. We never talk about jobs. To talk is like deciding not to breathe – it’s just not done. It’s not a problem. I don’t need to talk and never have. It’s how things are, in my world. Lots of us are like this. Keeping quiet is part of the job, part of who we are. It’s like looking in a mirror and seeing that we are physically fit – that our workouts keep our bodies in tip-top shape. Our training is top-notch, too. Keeping your mouth shut and not needing to talk, is all part of the conditioning, the make-up of who we are. Nobody is flabby and gabby. Nobody. Nobody ever talks about any job. Nobody would think to do that. If they did, they’d never be here.”\nI asked Richard where “here” is. He launched into another soliloquy on his professional life. He told me his “world” is an isolated, hidden one, cloaked by the rural geography of military bases and veiled by the culture of military life. He said he has “minimal interaction with the world,” meaning life outside the military. He continued and said the military world is so separate from the civilian world that it’s easy to stay silent.\n“No one ever asks, so no one ever has to say anything,” he told me.\n“Why?” I ask.\n“It’s a warrior’s code,” he tells me. “It’s what we do. Why did I do it? (the skyjacking). Because that’s what we do, that’s what I do. I had a job to do and I did it. It’s like counting coup. Am I prepared enough? Is my gear good enough? Is my team organized and smart enough? Am I tough enough? It’s a personal challenge.\n“You (reporters) will never find us,” he added. “The only way is to do what you’re doing now (remote viewing).” He continued:\n“It was a military job. We eat the FBI’s lunch. They’ll never know. It was an operation. Purpose? I don’t know. Could have been a lot of reasons – test the SAGE radar? Improve airlines safety? Check out the radios? Test law enforcement on the ground? Who knows? It could have been a lot of reasons depending on who was involved. It’s a game, a test of one’s skills. It’s all a game – our dreams, our jobs, whatever we do.\nRichard continued and told me he has no particular pride in being DB Cooper.\n“Why did you pick the name, Dan Cooper?” I asked.\nRichard laughed loudly. “I liked the name,” he said, and laughed again. “But it got changed right away! DB Cooper – who the fuck is that? Unless others changed the name on purpose.”\nRichard then appeared very somber and serious, even a little anxious.\nIs the game still afoot? I wondered.\nI asked Richard if he will re-incarnate. He shrugged.\n“I might be an intelligence operative,” he says. I always had a job, always had a pay check – that’s how the world is. If the world doesn’t want you, they don’t pay you.”\nRichard told me about his father, again, and said, “military intelligence is a father-son thing. It’s like passing down a trade. You know how it is.” He told me his brother was also in military intelligence.\nHe said his unit was part of the army, but that his particular outfit was not SOG. “It’s deeper than that,” he said, meaning that it was more covert and hidden. However, he acknowledged that his unit was under the same command as SOG.\nI asked Richard how he died. He shrugged. I asked again. He hesitated, but realized I was going to be insistent.\n“I was drinking. I got tired of living and died.”\n“Can we talk again?” I asked.\n“If you can find me,” he said smiling.\nMy next session with Gloria was special – I visited with Tina Mucklow, the flight attendant who spent five hours with Cooper and is considered the primary witness to the skyjacking.\nActually, I felt I spoke with only a part of Tina, the not-angry-at-Bruce part, since she and her family have been exceptionally frosty to me.\nTina told me first about her life and then the hijacking. She also told me that she feels that she “never really disappeared.”\n“People were looking for Tina Mucklow,” she told me, explaining that her main cover was using her ex-husband’s name.\nHowever, to reveal anymore of this session I feel that I must get Tina’s consent.\nA few days later I went looking for Ted Braden, the Vietnam Special Operations Group commando touted by many in the Special Forces as DB Cooper. It was a very difficult session, even with Gloria’s help. I felt I went into a very deep trance and was very groggy afterwards. I believe one of the reasons for the difficulty is that I sought more specific information, not just general impressions. I wanted facts that could be verified.\nAfter Glory put me into a trance, I focused on an image of Ted in a Vietnamese field. Here is what I received in response:\nTed said he was dead, having passed away in 2006.\n“2007 was a mistake,” he told me, apparently correcting some clerical error that still haunted him. He added that he died of a heart attack.\nI asked him if he actually drove a truck in the second half of his life.\n“Yeah, I needed a job,” he told me.\nContinuing, I asked him if he was DB Cooper, and he denied it. Ted told me that the skyjacker was a covert CIA operative named “John Romano.” Ted also said that he wanted to be part of John’s group but was denied. He also said that John is still alive.\nAt this point something unusual happened – a silvery hue enveloped the figure I knew to be Ted Braden. He was back-lit, and I saw an opening that appeared to be a staircase.\nThe aft stairs to a 727? The Stairway to Heaven? I wondered.\nThen, the scene shifted back to Vietnam. Ted was on bivouac and seemed aware of how I was communicating with him.\n“You would have learned a lot in Vietnam,” he told me. “That’s how we stayed alive there – we had to focus!”\nAfter a long hiatus from remote viewing caused by family visits, financial difficulties and my heart attack, I resumed my sessions with Gloria in June 2012. I re-visited DB Cooper, and received my fourth name change.\nNow, Cooper said he was “Richard Bengstrom.” However, he did confirm that he died in 1986.\nWe spoke at length about his team. He called it “The Group.” He said they had all served in covert ops in Vietnam together, and had been stationed at Fort Lewis before deploying.\nRichard told me that The Group had three members, and they acted as his ground retrieval team. He identified them as Ralph Munce, a second soldier named Jim – whose last name I never got – and a third trooper, Pete Stupinski.\nAccording to this Richard, Munce found him in a field and took him to the Portland airport, where Richard flew home to Fort Bragg.\nRichard said that The Group buried the money and chutes in a field just south of Ariel, near a line of trees. He said that they communicated with radios.\nRichard also said that he didn’t know either Sheridan Peterson or Ted Braden. Richard characterized the skyjacking as a “private job done on military time.” He added that most of the preparation for the skyjacking was done as part of their normal covert training in the military.\n“The taxpayers paid for it,” he said simply.\nAfter these sessions I decided to stop the remote viewing. Frankly, the information seemed too chaotic for me to corroborate, nor did I have the resources to investigate more fully.\nNevertheless, I needed to start somewhere on this remote viewing business, as it has the potential to circumvent all of the people and events that have thwarted the hunt for DB Cooper.\nAnd I did have a lucid dream that touched upon this work:\nI was walking down the aisle of Cooper’s Flight 305 and approached seat 18-E.\n“Excuse me, Mr. Cooper,” I said, “my name is Bruce Smith, and I’m a reporter with the Mountain News. Do you mind if I sit down and talk to you about what is going on?”\nHe looked at me in a non-plussed manner, and nodded to his left, sure, sit down.\nHe looked me over a bit and eyed my lanyard and credentials, my short hair and polar fleece jacket.\n“You’re from the future, aren’t you,” he asked.\n“Yes, I am,” I replied.\nDB Cooper sat back in his seat and smiled. “Then you’re my ticket out of here.”\nEditor’s Note: The above article is an excerpt from my book, DB Cooper and the FBI – A Case Study of America’s Only Unsolved Skyjacking, which is available at Amazon Kindle:\n© 2015 Bruce A. Smith\nThe Mountain News-WA", "label": "No"} +{"text": "This is a historic day for conservation and a sign that in a divided world, protecting nature and people can triumph over geopolitics.\nNations have reached a historic agreement to protect the world's oceans following 10 years of negotiations. The High Seas Treaty aims to place 30% of the seas into protected areas by 2030, to safeguard and recuperate marine nature.\nThe negotiations had been held up for years over disagreements on funding and fishing rights. The last international agreement on ocean protection was signed 40 years ago in 1982 - the UN Convention on the Law of the Sea.\nThese new protected areas, established in the treaty, will put limits on how much fishing can take place, the routes of shipping lanes and exploration activities like deep sea mining - when minerals are taken from a sea bed 200m or more below the surface.", "label": "No"} +{"text": "What is Endometrial Cancer?\nCancer occurs when cells in the body change and start growing out of control. Cancer cells can form lumps of tissue called tumors. Cancer that starts in the lining of the uterus is called endometrial cancer.\nUnderstanding the uterus and endometrium\nThe uterus is part of the female reproductive system. It's the organ that holds the baby when a woman is pregnant. The endometrium is the inside lining of the uterus. Each month, from puberty to menopause, the lining grows and thickens to prepare for pregnancy. This thickened lining helps to nourish a growing baby. If a woman doesn’t become pregnant, the lining of the uterus is shed. This is her period.\nWhen endometrial cancer forms\nThe endometrium is the most common place in the uterus for cancer to begin. It's the most common type of gynecologic cancer (cancer in the female reproductive system). Cancer can destroy tissue in the uterus. Cancer cells may spread to nearby organs. They can also spread to other parts of the body. When cancer spreads, it is called metastasis. In general, the more cancer spreads, the harder it is to treat.\nTreatment options for cancer of the uterus\nYou and your healthcare provider will discuss your treatment options. These may include:\nSurgery to remove the uterus (hysterectomy).\nRadiation therapy. This uses directed rays of high-energy to kill cancer cells.\nChemotherapy. This uses strong medicine to kill cancer cells.\nHormone therapy. This may help slow the growth of cancer cells.\nBiologic therapy (immunotherapy). This uses medicines that act like your body's own immune system to fight cancer. (In clinical trials)", "label": "No"} +{"text": "Digging a tunnel is a big deal. Excavating something so large underground may cause some impacts above-ground, especially during construction. DART wants you to have all the information before we hit the ground (literally) in the construction phase. As a member of the North Texas community, we want to create transit projects that bring value to our entire region, while making sure we remain a conscientious neighbor during the construction process.\nCreating a safe and serviceable tunnel is an engineering feat, and DART is pulling back the curtain, letting you in on some of the thinking and strategy we use when we consider different excavation methods. Last week we told you about the tunnel-boring method. This week, we are looking at the two other excavation methods DART will employ when building the D2 Subway.\nSequential Evacuation Method\nYou may have already guessed, the Sequential Evacuation Method (SEM) is a construction method that is executed just like it sounds. A tunnel is divided into sections and the soil in the tunnel is moved in a specific order to create space underground. Equipment, such as a backhoe, is used to help mine this space sequentially. Conditions must be dry in order to complete this type of excavation. Why would DART consider using this method when building the D2 Subway? While this process is slower than the tunnel boring method, it can be useful when trying to navigate around underground infrastructure such as a sewer system or utilities.\nCut and Cover Method\nFinally, the cut and cover tunneling method is very common in subway construction, especially for digging shallower tunnels, creating stations, or inserting portals. This method starts by breaking through the surface and utilizing trenches to remove soil. Most similar to road construction, this method starts from the ground and goes MUCH deeper than your normal freeway. When a large portion of a subway is constructed using the cut and cover method many times, a temporary road deck is used to allow traffic to continue to flow above the work site. DART may use the cut and cover method when creating stations or when creating portals that shift the tunnel from below-ground to an above-ground track.\nCurious about how stations are constructed? What should North Texans expect to encounter below ground when hopping aboard the D2 Subway and what parts will they see above-ground? Stay tuned for our next piece in the series Anatomy of a Subway: Exploring Stations!", "label": "No"} +{"text": "We are searching data for your request:\nFalling icicles can cause life-threatening injuries. That is why the Techniker Krankenkasse (TK) is currently warning of the acute risks for passers-by that have increased due to the permanent frost. Falling icicles pose a high risk of serious head injuries, as doctors can also confirm from their practical experience.\nThe meter-long and heavy icicles that are currently forming on many roof edges can pose a serious danger to the health of passers-by, according to the latest warning from the Techniker Krankenkasse (TK). \"House owners, pedestrians and drivers should keep an eye on the roof edges, otherwise it can be dangerous,\" emphasized the spokeswoman for the Techniker Krankenkasse Niedersachsen, Ulrike Fieback. Above all, \"pedestrians should always look up near buildings and avoid icicles,\" the TK spokeswoman continued.\nProfessor Christian Krettek, Director of the Clinic for Trauma Surgery at the Hannover Medical School (MHH), also knows what the consequences of falling icicles can be. \"Over the past few years, we have had to treat injuries of various degrees of severity every winter in the trauma surgery clinic,\" the physician explained, adding: \"A head injury caused by icicles even led to permanent facial paralysis of a patient.\" In particular, severe head injuries are one of the common injuries caused by falling ice. In order to keep the risk for passers-by as low as possible, the fire brigades are deploying almost every day in most cities in Germany and removing the meter-long ice formations from the roof edges. In Hamburg, for example, the fire brigade had to deploy twelve times on Tuesday to remove threatening icicles from the roof edges. (fp)\nPicture: Daniel Lucas Egger / pixelio.de", "label": "No"} +{"text": "What Vegans Should Know About Vitamin Infusions and Nutrition\nA Vegan’s diet does not include any meat/animal products and as a result, they do not always receive the right amount of nutrients for the nutritional balance they need to keep healthy. This could lead to various nutritional deficiencies that could wreak havoc on the body.\nThere are certain essential nutrients your body needs and if your plant-based diet doesn’t offer them, then you have to take the necessary steps to provide your body with these vital vitamins and minerals. Some of the common nutritional deficiencies include:\nThis vitamin is produced by bacteria and is mostly found in beef, lamb, shellfish, the yolk of eggs, milk and some cheeses. B12 is required for DNA synthesis, cell division and it maintains the layer that surrounds the nerve cells. Without the proper amounts of B12 in your body you can feel tired, experience poor memory, lack of concentration and even depression. If the Vitamin B12 deficiency is severe it can result in irreversible nerve damage as well as psychiatric conditions such as psychosis.\nThis mineral is mainly found in red meat, seafood, eggs, and dairy but also in various grains and seeds. Zinc is necessary for many biochemical reactions, cellular metabolism, promotes wound healing and also helps boosts the immune system.\nOmega-3 Fatty Acids\nThis is an essential nutrient that is not produced by the body. It can be found in fish and eggs. This fatty acid is important for maintaining heart health and helps to lower blood pressure.\nVitamin Infusion or IV Therapy\nAlthough plant-based diets provide health benefits, it’s clear that is crucially important to keep your intake of nutrients at the proper levels to reduce the risk of health conditions associated with nutritional deficiencies.\nHowever, though many people assume that not getting enough nutrients on a plant-based diet would be an issue, that is not necessarily the case. One way to get reliable sources of vitamins and minerals is through vitamin infusions.\nIntravenous therapy or IV therapy is when a liquid solution is administered directly into your vein. With Vitamin infusions, this involves the direct infusion of hydrating fluids and high-dose vitamins directly into your bloodstream.\nHow Does Vitamin Infusion Work?\nAt each appointment, the treatment is customized to your needs during a consultation with a doctor who will go over your health history with you. The doctor then administers a small thin tube to access your bloodstream, connecting an IV bag containing your chosen vitamins and minerals. This solution is drip fed into the small tube and then directly into your bloodstream. The entire treatment typically takes between 30 to 45 minutes.\nLife Fusion IV Therapy at CanoHealth\nOur Life Fusion IV Therapy or Intravenous (IV) Nutritional Therapy does what would not be possible through supplements. The IV Nutritional Therapy delivers a quick and safe powerful dose of vitamins, minerals, amino acids, and other essential nutrients directly into the bloodstream. These high doses have a 100% absorption rate. If you want to boost your vitamins intake through IV Infusion Therapy, call CanoHealth at (305) 823-2433 to make an appointment or you can request an appointment. We look forward to meeting you and helping you with your health and well-being journey.", "label": "No"} +{"text": "The successful carriage of marriage equality into Australian law in 2017 reflected a triumph for LGBTIQ+ inclusion. However, the recognition of marriage equality as a right is only part of the story as LGBTIQ+ people face ongoing and entrenched social, cultural, political, religious and economic discrimination and exclusion from being full participants in society. The challenges regarding the human rights for people based on sexual orientation, gender identity, and sex characteristics occur in the everyday, through the lived experience at home, in the workplace and in education.\nIn a rapidly changing Higher Education environment, how can Ally Networks contribute to enabling and ensuring the human rights of students and staff in relation to questions of sexual orientation, gender identity and sex characteristics?\nMichael Kirby observes, “LGBTIQ people continue to live with social exclusion and homophobia in the broader society, in their studies and in the workplace. It is through education and networks, such as the Ally Networks that these attitudes and experiences are changed. Australia’s universities have a significant role to play in educating their students about the importance of diversity and inclusion. Universities also have a leading role as major employers in ensuring they promote best practice and equity in the workplace. By creating a respectful and supportive culture the universities’ Ally networks contribute substantially to that environment and change.”\nThe 2018 Ally Conference will open up a national and international conversation on how to activate human rights in relation to sexual orientation, gender identity, and sex characteristics for all people well into the future, setting new pathways to policy, innovation and enduring change. The Conference will bring together academic and professional staff, students, activists and practitioners from across Ally and LGBTIQ+ communities in the education sectors and industry and beyond, and will showcase best practice of Ally networks in diverse institutional contexts.\nWe invite presentations in key focus areas that might address aspects of the following: Lived experience, education and pedagogy, workplace, theories and practices of queer solidarity and alliances, activism, queer scholarship and intersectionality.\nContributions outside these areas are also welcome.\nWe welcome papers/presentations from all interested persons including academics, professional staff, activists, students, industry, and others. This can include updates on projects, policies and practices; theoretical and/or applied research; creative and/or artistic explorations, creative artefacts, poster presentations; interactive Q&A, workshops, or short screenings with discussion that can be situated thematically within the list of suggested topics.\nIndividual paper presentations are 20 mins long. Please submit an abstract including Title, Name, Organisation, Email, Abstract (250 words), Bio (100 words).\nPanel proposals are also welcome. Panels need to include 3-4 papers. In addition to submitting a 250 word abstract for each presenter, please submit an abstract (100 words) and a title (15 words max.) for the panel as a whole. Please indicate lead panel contact person.\nSubmission must be sent by 22 June 2018 via email to: firstname.lastname@example.org\nPlease include a short bio or bios (if panel) note at the end of your abstract or panel.\nMore details about the conference, including a list of confirmed speakers, are available here.", "label": "No"} +{"text": "General Information: FAQ\nWhat is hepatitis B?\nHepatitis B is the world's most common liver infection. It is caused by the hepatitis B virus (HBV), which attacks and injures the liver. It is transmitted through blood, unprotected sex, shared or re-used needles, and from an infected mother to her newborn baby during delivery. Most infected adults are able to get rid of the hepatitis B virus without any problems. However, some adults and most infected babies and children are unable to get rid of the virus and will develop chronic infections.\nThe good news is that there is a safe vaccine to prevent a hepatitis B infection and new treatments for those already infected with hepatitis B.\nHow many people are\naffected by hepatitis B?\nWorldwide, 2 billion people (1 out of 3 people) have been infected with hepatitis B. 400 million people have become chronically infected (which means they are unable to get rid of the virus). An estimated 1 million people die each year from hepatitis B and its complications.\nIn the United States, over 12 million people have been infected (that’s 1 out of 20 people). Almost 100,000 new people are infected with hepatitis B each year. An estimated 5,000 Americans die each year from hepatitis B and its complications.\nWhy is hepatitis B\nHepatitis B is dangerous because it is a “silent infection” that can infect people without them knowing it. Most people who are infected with hepatitis B are unaware of their infection and can unknowingly pass the virus to others through their blood and infected bodily fluids. For those who become chronically infected, there is an increased risk of developing serious liver disease later in life. The virus can quietly and continuously attack the liver over many years without being detected.\nWhat is acute hepatitis\nA hepatitis B infection is considered to be \"acute\" from the time of exposure until 6 months afterward. This is the typical amount of time it takes for a healthy adult to successfully clear a hepatitis B infection and develop the protective antibodies. During an acute infection, a person is contagious and able to pass the virus on to others.\n90% of healthy adults are able to \"recover\" by getting rid of the virus, which is confirmed by a blood test. Once a person has recovered, they are no longer contagious and are immune to future hepatitis B infections.\nWhat is chronic hepatitis\nA person is diagnosed with chronic hepatitis B if they test positive for the hepatitis B virus for longer than 6 months. A chronic hepatitis B infection may stay with the person for a lifetime. About 10% of adults who contract hepatitis B will develop chronic hepatitis B.\na cure for hepatitis B?\nFor an \"acute\" infection, there is generally no treatment other than rest and supportive measures to manage any symptoms. For \"chronic\" hepatitis B, there are several approved drugs in the US:\nIntron A, Pegasys, Epivir-HBV, Hepsera, Baraclude, Tyzeka and Viread. These drugs slow down the virus and reduce potential liver damage. In rare cases, they may even get rid of the virus completely. For a complete list of other promising drugs in development for hepatitis B, visit our Drug Watch.", "label": "No"} +{"text": "Wave glider robots await launch from San Francisco in this first expedition blog post in Google Earth.\nFrom the Google Earth blog:\nJoin a journey of discovery virtually in Google Earth, as Liquid Robotics launches four wave-powered robotic gliders to cross the Pacific ocean in their Pacific Crossing (PacX) Challenge Expedition. The wave gliders are attempting to set a new world record for the longest distance ever attempted by an unmanned vehicle and will be collecting data about the Pacific ocean for use by scientists and students back on dry land. These R2D2s of the sea will cross 25,000 miles over 300 days and collect over 2 million data points, helping build the record of oceanic knowledge.\nTo follow the wave gliders in Google Earth, download the expedition KML file or open the PacX Gallery page and click on the ship icon. You will be able to read updates from scientists sharing the latest robotic observations, from wave height in storms to weather measurements like barometric pressure, wind speed and air temperature. The ship icon will represent the location of the wave gliders, starting in the San Francisco bay.", "label": "No"} +{"text": "(Update: This post is attracting significant traffic, so I have indicated three Austrian-School primers throughout the text. Please click the images for the publications.)\nIt seems everyone is talking about swine flu and the financial crisis, but they seem to be most persistently interested in what has gone wrong with the economy. After I explained the key points of this Nobel Prize Lecture by F A Hayek to my hairdresser this morning, she had confirmed in her mind what she always knew: that economists cannot discover all they need to make accurate predictions.\nThis is something we all need to understand.\nWhat follows is a precis of that 1974 lecture (sometimes quoted verbatim). It explains why and how the economic policies of the time contributed to inflation and unemployment and it points the way out of our present and coming difficulties.\n- Physical scientists can observe and measure the things that drive the sytems they are studying.\n- Society, and therefore the economy, is not like a physical system: many of the most important factors cannot be seen or measured. Consider the thoughts and intended actions of millions of people at different times, for example.\n- Economists and other social scientists, in their attempt to be scientific, ignore what they cannot measure.\n- Therefore, many of the most important factors affecting the economy are not considered, while some of those factors which can be measured are deliberately controlled.\n- The results are incorrect predictions and actions which positively harm society.\nIn a sentence: society is not a machine to be controlled, but a garden to be cultivated.\nBy the way, the remark about making astrologers look good is attributable to the Keynesian economist J K Galbraith:\nThe only function of economic forecasting is to make astrology look respectable.\nA Precis of “The Pretence of Knowledge”\nThe topic of this lecture is the chief practical problem of economists, who must now explain how to stop the accelerating inflation they have caused. In imitating the techniques of the physical sciences, economists have made grave errors of economic policy.\nThe assertion guided policy that there exists a positive correlation between total employment and the aggregate demand for goods and services. It implies we can permanently ensure full employment by maintaining total expenditure. This is fundamentally false and very harmful.\nEconomics deals with fundamentally complex phenomena: we cannot obtain all the data and we may not be able to find the important ones. The physical sciences reasonably assume the important factors will be measurable but, in the market, which depends upon the actions of many individuals, the circumstances determining the outcomes will hardly ever be fully known or measurable. The social sciences often treat as important only that which is measurable, sometimes in order to fulfill a demand to state theories in those terms.\nSuch a demand limits the facts which may be admitted as causes of real events. It is a fiction that only the measurable factors are relevant; to think that this is scientific is naive.\nThe relation between aggregate demand and total employment, though approximate, is accepted as the only relation which counts because it is the only relation for which there is quantitative data. On this standard, false theories may be accepted because they are seen as more scientific and valid explanations rejected for lack of quantitative evidence.\nThis can be illustrated by sketching the chief cause of unemployment which appears to be the existence of discrepancies between what people want to buy and what people have been assigned to produce. We have a fairly good understanding of the forces which bring about an alignment of supply and demand, of the necessary conditions, and of the obstacles. An account of this understanding relies on the facts of everyday experience and few would disagree with the logical conclusions. We have good reason to believe that unemployment indicates that the structure of relative prices and wages has been distorted and that to restore balance requires some transfers of labour.\nBut when we are asked for quantitative evidence for the structure of prices and wages that would bring ‘equilibrium’, we must admit we do not know. We know the general conditions for ‘equilibrium’, but we cannot know the particular prices and wages which would be established. Ours is not a theory which can provide predictions of prices and wages.\nWhy should economists have to plead ignorance of the sort of facts physical scientists would have to explain? The social sciences, unlike the physical sciences, must deal with structures of essential complexity, that is, models made up of large numbers of variables.\nSome fields can overcome this by using probability, but this is valid only for systems of unorganized complexity. The organized complexity dealt with by the social sciences relies on the interdependence between individual elements, not just their properties and frequency of occurrence. Statistical information about individual elements in isolation is therefore not enough: we require full information about each element in the system. Without such information, we can only predict patterns, not specifics.\nThis is particularly true of relative prices and wages. We cannot observe and measure the subjective information known by each person in the market, nor can any one mind fully comprehend it. This is the essential superiority of the market system. We cannot know what particular structure of prices and wages would bring about an equilibrium of supply and demand nor can we measure deviations from that order or statistically test our theory that it is those deviations which make it impossible to sell some products and services at their offer price.\nThe mathematical method is a great advantage in describing the general character of patterns but it has led to the illusion that we can determine and predict specific numerical values. This has led to a vain search for constants. While the founders of modern mathematical economics provided equations that could in principle predict prices and quantities, they were under no illusion that it would be possible. Pareto said it would be “absurd” to assume we could ascertain all the data. It has been historically well known that the price depends on so many factors it can never be predicted: this is not a young branch of research.\nThe superstition that only measurable magnitudes can be important has created few instances of positive harm in economics. However, in inflation and unemployment, it has produced policies which have made matters worse. It is preferable to have true yet imperfect knowledge instead of a pretence of exact knowledge which is likely to be false. Unwarranted credit for seemingly simple but false theories has grave consequences.\nIn fact, the very measures recommended as a remedy for unemployment — raising aggregate demand — have become the source of a large-scale misallocation of resources which is likely to make later large-scale unemployment inevitable. Continuously injecting additional amounts of money where it creates temporary demand, together with an expectation of continuously rising prices, draws labour and resources into use in areas which will last only as long as the supply of new money. These policies bring about not so much a raise in the level of employment, but a distribution of employment which cannot last and which eventually can only be maintained by ruinous levels of inflation. The position is precarious, in which we cannot prevent substantial unemployment from reappearing. Unemployment is not deliberately brought about to combat inflation; it is a deeply regrettable but inescapable consequence of mistaken policies as soon as inflation ceases to accelerate.\nReturning to errors concerning the nature of social science, there is reason to be apprehensive about the long-run danger of the uncritical acceptance of assertions which appear to be scientific: what superficially looks like the most scientific procedure is often the most unscientific. In these fields, there are definite limits to what we can expect science to achieve. To entrust to science, or deliberately to control scientifically, more than the scientific method can achieve, may have deplorable effects. The progress of natural science has been such that there are those who will resist the insight that our increasing power of prediction and control cannot be used to mould society to our liking. It sometimes almost seems as if the techniques of science were more easily learnt than the thinking that shows us what the problems are and how to approach them.\nThe conflict between public hopes for the achievements of science and what is in its power is serious. Even if true scientists recognize the limits of what can be achieved in human affairs, there will always be some who wish to meet the public hope. Distinguishing between legitimate and illegitimate scientific claims can be difficult or impossible. The silence of the media on the critiques of The Limits to Growth in contrast to the report itself is a a source of apprehension. Economics is not the only field in which far-reaching claims are made on behalf of a more scientific direction of all human activities in place of spontaneous processes.\nIf we are to safeguard the reputation of science, we must debunk the arrogations of those who make specious claims for what science can achieve in the fields of social science. In these fields, there are absolute obstacles to the prediction of specific events; to act as if we possessed transcendent scientific knowledge may hinder the advance of the human intellect.\nThe chief point to remember is that physical science advanced rapidly in fields in which explanation and prediction could be based on functions of relatively few variables. To derive a prediction from a large number of observed facts, we must obtain those facts. Given modern computers, deriving predictions from those facts should be easy enough. The real difficulty, to which science has little to contribute, is the determination of those facts.\nConsider a ball game played by a few people of approximately equal skill. If we knew some additional facts, such as the state of their attention and their physiology, at each moment in the game, we could probably predict the outcome. But of course we cannot obtain those facts and the result of the game is outside the scientifically predictable. That does not mean we can make no predictions at all, but our capacity to predict will be general and not specific.\nAs we advance further into systems of organized complexity, we find increasingly that we cannot ascertain all of the facts which determine the outcome of a given process. Often all we can predict is some abstract characteristic of the pattern that will appear, yet we still have predictions which can be falsified and which are therefore significant.\nOf course compared to the predictions of physical sciences, this sort of pattern prediction is a second best with which one does not wish to be content. Yet the danger is the belief that to have a claim accepted as scientific, one must do more. To act as if we have the knowledge and the power to shape society to our liking, when in fact we do not possess these, is likely to do us much harm. In the physical sciences, attempting the impossible may be beneficial but in the social field, the erroneous belief that some power would have beneficial consequences is likely to lead to new coercive authorities. Even if such power is not bad in itself, its exercise is likely to impede those spontaneous processes on which we rely.\nIf man is not to do more harm than good in his efforts to improve the social order, he will have to learn that he cannot acquire the full knowledge which would make mastery of events possible. He will therefore have to use what knowledge he can achieve not to control but to cultivate in an appropriate environment, as a gardener does for his plants. The recognition of the insuperable limits to his knowledge ought to teach the student of society a lesson of humility which should guard him against becoming an accomplice in men’s fatal striving to control society – a striving which makes him not only a tyrant over his fellows, but which may well make him the destroyer of a civilization which no brain has designed but which has grown from the free efforts of millions of individuals.", "label": "No"} +{"text": "The last time anyone had a close view of the USS Independence, a light WWII aircraft carrier, was January 26th, 1951—until now. Boeing’s unmanned underwater vehicle, Echo Ranger, the National Oceanic Atmospheric Administration’s (NOAA) research vessel and Coda Octopus’ Echoscope 3D sonar imaging technology merged for a mission to capture the most detailed, colorful look at the sunken vessel in more than six decades.\nThe U.S. Navy intentionally scuttled the Independence about 30 miles off the coast of Half Moon Bay, Calif. Its dark, watery resting place lies 3,000 feet below the Pacific Ocean’s surface—too deep for divers and a challenging task for remotely operated vehicles. With its ability to dive to depths of 10,000 feet autonomously, Echo Ranger provided a platform to get an up close look at the Independence. The bright yellow underwater submersible launched from NOAA’s research vessel, the Fulmar, in a multi-day mission. Incorporating Coda Octopus’ 3D sonar imagery software, Echo Ranger brought back colorful high definition images that reveal the features of the aircraft carrier and a snapshot in time. “Technology meets history in an exciting way,” said James Delgado, Director of Maritime Heritage, NOAA office of National Marine Sanctuaries. “It’s not just a ship that is deep under water, it’s the human dimension and the stories that go with it.”\nCheck out the Boeing video to view the images, watch Echo Ranger’s diving skills and discover maritime archeology. There are also some great shots of the Echo Ranger being tested in this Flickr album.", "label": "No"} +{"text": "Core elements of security\nThere are five different methods for implementing security: these are the basic aspects of authentication, data integrity and data security as well as anti-tampering and anti-counterfeiting.\n- Authentication ensures distinct identification of system components. For instance the system realizes that only truly approved components for drive and control, or terminals for remote maintenance are connected with it.\n- Data integrity concentrates on protecting against corruption of data during communication. This aspect is essential to protect firmware updates via the Internet, but also to make sure that the transmitted sensor data is really trustworthy.\n- Data security deals with the encrypted data communication using technologies for encryption and decryption.\n- Anti-tampering is the manipulation protection of a device. In case of manipulation, the system automatically deletes the corresponding security keys so the manipulation becomes apparent.\n- Anti-counterfeiting is simply a protection against reproduction implemented in hardware and software, where certain keys are stored in a cryptographic chip. The device functions only when the keys in the crypto-chip and in the related software fit together. This is one way the problem of overbuilding (unauthorized production of additional devices beyond the agreed production orders) with contract manufacturers can be tackled.", "label": "No"} +{"text": "By: Thomas Yoon\nOne of the most frightening phenomenon for operators of diesel\nengines is the crankcase explosion. Although many\nforce-lubricated, totally enclosed, reciprocating machines like\ndiesel engines, steam engines, air compressors and many others\nhad been running for many hours without any such problems, still\nthe problem of crankcase explosion is ever present and we cannot\nforget about it.\nIn order to understand the phenomenon of crankcase explosion, we\nhave to understand the nature of fire, because, after all, an\nexplosion is a very rapid propagation of fire.\nA fire will only start whenever three conditions are met: fuel,\noxygen, and heat.\nA fire can very well start inside the crankcase of a diesel\nengine when the conditions are just right. For all the recorded\noccurrences of crankcase explosions, one factor is common, namely\na hot spot. That is the heat source.\nNow, let us take a look inside the crankcase. It houses the\ncrankshaft, connecting rod, piston rod, cylinder liner, piston,\ndrive gears or chains and the lubrication oil. To prevent\nlubrication oil loss, protect persons from the moving mechanical\nparts, prevent contamination of the oil, and many other reasons\nthe crankcase is totally enclosed and separated from the external\nFirst, let us look at the moving parts. There is the reciprocating\nmechanism consisting of the crankshaft, journal bearings, and\nconnecting rod. If it is a crosshead engine, the crosshead sliding\nand reciprocating mechanism. For the trunk type engine, there is\nthe piston and the small end bearings.\nThere are also gears or chains to drive the camshaft. For\nreversible engines, the reversing drive mechanisms. There is also\nthe thrust bearings at the end of the crankshaft to take up the\ndriven load. There may also be cooling oil pipes, or cooling water\npipes sliding inside the crankcase for piston cooling. The piston\nrod itself may also be sliding through a gland assembly at the\nunder piston space.\nAll the sliding parts can become a hotspot whenever there is\ninsufficient lubrication to reduce the friction, probably during\nstarting of the engine or any abnormal interruption in the force\nlubrication oil system.\nNext, the use of fuel oil in the engine. Dripping fuel injectors\nwill result in incomplete combustion of the fuel above the piston\ntop. If the dripping is serious, the liquid fuel can find their way\nthrough the piston rings aided by the high pressure of the\ncombustion process to eventually find its way into the crankcase.\nFor trunk type engines, this is a direct path to the crankcase. It\ncan become a source of low flash point fuel when mixed with the\nFor dripping fuel injectors, it is common to find unburnt carbon that\nwill cause the piston rings to stick within their grooves, thus\ndestroying the sealing function of the piston rings. This will not\nonly cause the fuel to drip through, but can also cause fire from the\ncombustion space to blow past through the gaps between the piston\nrings and the cylinder bore. This can be a source of heat!\nThere are other conditions favorable to cause an explosion, for\nexample the quality of the oil and the effects of oxidation after a\nlong period of use, the generation of oil mist due to agitation of\nthe oil spray, the property of the oil, etc.\nIt is impossible to guarantee that any engine will operate for the\nwhole of its life without, somewhere, at some time, a hot spot\nappearing. Therefore it is essential that should a hot spot occur and\nif it goes undetected, an explosion will not result.\nThat could be the subject of another article... Meanwhile procuring\nhard-to-find tools is just as important for making engine adjustments.\nMany years of working experience in Marine, Facilities,\nConstruction has given the author material for writing e-books\nand articles related to engineering, and management. Subscribe\nto facworld ezine at mailto:email@example.com\nMore information at http://www.free-marine.com and\nM & E Engineer", "label": "No"} +{"text": "With Valentine’s Day tomorrow, my thoughts go not to chocolate and flowers, but instead to V-Day, Eve Ensler’s foundation to support stopping violence against women and girls. Since this column is never going to be about chocolate and flowers, let’s talk about how to stop violence against women and girls. And let’s go straight to one of the worst manifestations of violence against women–acid attacks.\nAre you not familiar? It’s horrible. While men are sometimes the victims of acid attacks, the vast majority of the perpetrators are men, and the victims women. Specifically, 80 percent of the victims are women, and 70 percent are under the age of eighteen. Usually out of jealousy or revenge, layered with a deep-seated sense of misogyny, the perpetrator throws strong acid in the face of the victim, causing intense pain, scarring, and sometimes blindness. The acid can be so strong that it can destroy bones. The intent is not to kill the victim (and, indeed, acid attacks are rarely fatal.) Instead, it is to cause her pain and disfigurement. Common motivations for acid attacks include disputes over dowries, domestic disputes, and allegations of infidelity–all aspects of society where men hold the upper hand. In cultures where marriage is nearly required, women who have been attacked with acid are virtually unmarriable, due to their changed appearance, and sometimes blindness. Victims are usually known to their attackers–these are, by and large, personal attacks.\nAcid attacks occur throughout Southeast Asia, especially in Pakistan, India, Cambodia, and Bangladesh. Part of the reason attacks are prevalent in this part of the world is because acid is so readily available for legitimate reasons such as manufacturing. Acid attacks have also occurred in parts of Africa, as well as in the developed world, but these tend to be one-off cases, rather than a pervasive problem.\nI’m focusing on Bangladesh today, as this form of violence against women is especially common there. Since 1999, there have been over 3,000 recorded acid attacks in Bangladesh. (Emphasis on RECORDED. Everyone assumes the actual number of attacks is higher.) A tiny bit of background on Bangladesh: The place is CROWDED, with a population of 158 million living in 145,000 square kilometers; basically, imagine half the population of the entire United States living in an area slightly smaller than Iowa. The country is impoverished, with more than half living on less than a dollar a day, and has been politically violatile since its creation in 1971, though much of that has calmed down recently. Militant Islamism has been a growing problem (the country is about 90% Muslim and 10% Hindu.)\nIn terms of overall women’s rights, Bangladeshi women are well represented politically, thanks in part to a quota guaranteeing women a certain number of elected seats. There is also an increase in economic opportunities for women, partially due to the growing export garment industry. Economic opportunities, even if they’re in less-than-ideal factories, tend to give a measure of gender empowerment. A law against domestic violence was passed in October of 2010, though it’s effectiveness is up for debate. There are several laws attempting to prevent acid attacks, both by making it harder to obtain acid, and by imposing stricter penalties for acid attacks compared to other crimes. While all of that is encouraging, women are still far less educated compared to men (the female literacy rate is 41% compared to men’s 54%) and women are seen as subservient to men. (I would once again like to point out that, really, there are only a handful of places on this Earth where that ISN’T true.) Still, there are degrees of subservience, and the fact that throwing acid in a woman’s face because she refused to date you is seen as an acceptable action by hundreds of men a year makes it safe to say that there is some heavy sexism prevalent in Bangladeshi culture.\nAside from the prevalence of this issue, the other reason I’ve focused on Bangladesh when discussing acid-throwing is because Bangladesh has been internationally recognized as being the most pro-active in combating this scourge.The government, as mentioned earlier, has passed several laws on the issue, tightly regulating the sale and transport of acid as well as enacting harsher penalties for perpetrators–those accused of throwing acid, for example, are always held without bail until their trial, and the sentencing is much harsher. Since these laws were enacted in 2002, the number of recorded acid attacks had decreased by 15-20% every year, as seen in the chart on the left. It should be pointed out that in India and Cambodia, two other countries where acid attacks are all too common, the attacks have only gotten increasingly frequent in the past decade.\nIn addition to the government, there are some incredibly good NGOs. Every piece of research I’ve come across mentions the Acid Survivors’ Foundation, (ASF) an organization co-founded by a Bangladeshi woman (and a British man, with lots of international support, but let’s take what we can get.) Moira Rahman, co-founder and Executive Director of ASF, is not a survivor of an acid attack herself, but has worked tirelessly for 13 years supporting survivors and fighting to decrease the prevalence of acid attacks. ASF works in a variety of ways. They provide support and medical care, both physical and emotional, for victims of attacks, provide legal support and help to survivors who are trying to return to normal lives as part of society. However, it is their public awareness campaign that has garnered a great deal of attention. ASF’s “Use water-save life” campaign, which consists of media segments instructing people to immediately treat acid victims with water, has garnered significant international attention, and now, in the case of an acid attack, bystanders will immediately douse an attacked person with water, significantly decreasing the extent of the damage. ASF has also lobbied the government for stricter laws regarding acid attacks, and both pieces of legislation that the Bangladeshi government has passed are due in part to the hard work of ASF.\nIn addition to ASF (and indeed, ASF would not exist without the following organization) there is Naripokkho, a women’s development organization. Within Naripokkho, an activist named Nasreen Huq founded a campaign against acid violence in the mid 1990s. This campaign was the first of its kind, and it was the work of Ms. Huq that inspired the founding of ASF. Sadly, Nasreen Huq was killed in 2009, in what was either an accident or an assassination. (The worldwide trend of murdering women’s rights activists is a topic for another day.) In addition to this specific campaign, Naripokkho also works to monitor treatment of survivors of violence against women, stationing volunteers in police stations and hospitals to ensure that women receive the legal and medical attention they deserve.\nThere is also Bangladesh Mahila Parishad (BMP), a women’s rights organization with it’s roots in the liberation movement of the 1970s. Founded by a poet named Sufia Kamal, BMP fights for women’s rights in every aspect of society, and this includes an end to acid attacks. Among many other things, BMP provides legal support, rehabilitation, and lobbying on behalf of women’s rights in Bangladesh–it has been referred to as THE women’s rights organization in the country. BMP also conducts research and writes publications about women’s rights in Bangladesh, an essential element of bringing attention to this issue, as well as providing concrete statistics on acid attacks. Indeed, one of the most comprehensive works on violence against women in Bangladesh is a joint effort between BMP and Naripokkho.\nWhile I usually end these pieces with some vague “women can fix this problem!” type of statement, today I’ve got statistics. Look at the chart up there. Acid attacks in Bangladesh are HALF as prevalent now as they were a decade ago. Because of the work of these organizations, women who are attacked have access to medical, emotional, and legal support, and the country as a whole is so aware of the problem that bystanders now jump in and throw water on victims to try and prevent an acid attack from becoming as severe as it could be. That’s huge. That, right there, is proof that it is possible to create societal change. That people are aware that this is an inexcusable crime, that it is punishable by harsh law, and that it is simply culturally unacceptable, is due to the hard work of the organizations above, and others like them.\nSources: (Note: the starred links below contain images of women who have survived acid attacks. These photos can be hard to look at, so I wanted to warn you, even though I worry that warning you further stigmatizes the survivors.)\nAcid Attacks in Bangladesh: A Voice for the Victims*\nAcid Survivors Foundation*\nBangladesh Mahila Parishad\nBaseline Report: Violence Against Women in Bangladesh\nCIA World Factbook: Bangladesh\nCombating Acid Violence in Bangladesh, India, and Cambodia * (Source of chart above, also, VERY sad/graphic photos here.)\nNaripokkho, Non-Governmental Organization", "label": "No"} +{"text": "Is This the Earliest?\nThere is no evidence that natives of the Western Hemisphere knew about kites or kite-flying when Christopher Columbus arrived in 1492. But Columbus had read about Marco Polos travels, which included a discussion of kites, and it is possible some of his sailors had been exposed to them on their voyages to the Middle East. However, there is no substantial evidence of any kiting activity in North or Central America until the 1700s. This excludes Hawaii, which is considered Polynesian.\nShirley Gluboks book Home and Child Life in Colonial Days contains an exhaustive description of games, pastimes, toys and childrens activities in the 1600s and 1700s. The first mention of a kite is in the late 1700s. However, we know Benjamin Franklin flew his famous kite with a key to attract lightning in l752 and also flew kites as a youngster.\nIn a letter written sometime during 1773, Franklin said to a friend: \"When I was a boy...(I) amused myself one day with flying a paper kite, and approaching the bank of a pond, which was near a mile broad, I tied the string to a stake, and the kite ascended to a very considerable height above the pond while I was swimming. In a little time, being desirous of amusing myself with my kite and enjoying at the same time the pleasure of swimming, I returned; and, loosing from the stake the string with the little kite which was fastened to it, went again into the water, where I found that, lying on my back and holding the stick in my hands, I was drawn along the surface of the water in a very agreeable manner. Having then engaged another boy to carry my clothes round the pond, to a place which I pointed out to him on the other side, I began to cross the pond with my kite, which carried me quite over without the least fatigue and the greatest pleasure imaginable....I have never since that time practiced this singular mode of swimming, though I think it not impossible to cross in this manner from Dover to Calais. The packet boat, however, is still preferable.\"", "label": "No"} +{"text": "Explain the importance of learning to understand financial accounting.\nWhatsApp Management Accounting and its Role in Organization Management accounting is the process of preparing management reports and accounts that provide accurate and timely financial and statistical information to managers to make short-term and long-term decisions.\nIt identifies, measures, analyzes, interprets, and communicates information to enable an organization to pursue its goals. Management accounting differs from financial accounting. While financial accounting provides information to people inside and, more importantly, people outside the organization, management accounting is mostly aimed at aiding managers inside the organization with decision making.\nForecasting aids decision-making and answering questions, such as: Should the company invest in more equipment? Should it diversify into different markets?\nShould it buy another company? Management accounting helps in answering these critical questions and forecasting the future trends in business. Helping in Make-or-buy Decisions: Is it cheaper to procure materials or a product from a third party or manufacture them in-house?\nCost and production availability are the deciding factors in this choice.\nThrough management accounting, insights will be developed which will enable decision-making at both operational and strategic levels. Predicting cash flows and the impact of cash flow on the business is essential. How much cost will the company incur in the future?\nWhere will its revenues come from and will the revenues increase or decrease in the future?\nManagement accounting involves designing of budgets and trend charts, and managers use this information to decide how to allocate money and resources to generate the projected revenue growth. Helping Understand Performance Variances: Business performance discrepancies are variances between what was predicted and what is actually achieved.\n|Step 2 - Filter by:||Financial Mathematics One CreditAdopted|\nManagement accounting uses analytical techniques to help the management build on positive variances and manage the negative ones. Analyzing the Rate of Return: Before embarking on a project that requires heavy investments, the company would need to analyze the expected rate of return ROR.\nIf given two or more investment opportunities, how should the company choose the most profitable one? In how many years would the company break even on a project? What are the cash flows likely to be?\nThese are all vital questions that can be answered through management accounting. Tools of Management Accounting Management accounting employs various tools to forecast business trends: Ratios Skills and ability to read and analyze financial statements Management information systems MIS.2 This paper reviews a broad range of innovations in business financing and highlights examples of good practice in developed and emerging economies.\nIn an environment that is constantly evolving, studying Business and Financial Management gives you an understanding of the challenges faced by governments and organisations worldwide, as well as the skills and knowledge to work in a high-level business or managerial.\n§ Implementation of Texas Essential Knowledge and Skills for Finance, Adopted (a) The provisions of this subchapter shall be implemented by school .\nThe common misconception after obtaining an accounting degree or a Chartered Accountant qualification would be to assume that one should pursue the career of an auditor or a role working closely with financial numbers.\nChapter 1 Why Is Financial Accounting Important? Video Clip What do investors actually hope to learn about a company from this financial information? and the like has been enormously helpful in my investment management business.\nAnyone majoring in any aspect of business needs that knowledge. Blue Rocket Accounting is a firm of bookkeepers and chartered accountants based in Dartford, Kent.\nWe are dedicated to helping small businesses grow and become more profitable.", "label": "No"} +{"text": "Msyophobia (or germophobia) : fear of germs\nWhat is a germ: Simply, germs are very small organisms, or living things, that can cause people to get sick, and they’ve probably existed since the beginning of time. They are everywhere.\nA stunningly short history of germs:\nBacteria were pretty much the first form of life on earth,\n3,500 million years: How long germs have been around\n1670s: Anton van Leeuwenhoek first looked at microorganisms under a microscope\n1860s: Louis Pasteur developed the “germ theory” in the 1860s (the idea that they were living and caused disease).\nToday: Scientists estimate there are trillions of micro-organisms inside us — specifically, in our intestines, nasal passages and on our skin and tongue and elsewhere. Some are bad germs, others are good germs.\nThere are 4 main types of germs:\nBacteria: single-celled creatures (so small you need a microscope to see them) that live just about everywhere on earth. You name it in the air, in soil, in water, and yes, in and on humans.\nVirus: need a host to survive. Can grow and reproduce on their own if they have enough food, viruses need to be INSIDE the cell of a living plant or animal (including humans), or even inside a bacterium!\nFungi: made up of many cells; lives off of animals and other plants.\nProtozoa: like bacteria, are extremely small. Of the 20,000 different types of protozoa, most live in water, oceans, lakes, rivers, and ponds.\nWhy people fear germs:\nWith all the talk about antibiotic-resistant infections and life-threatening flu strains, it’s easy to see why some people actively worry about what they touch and breathe.\n7 Deadliest Germs:\nE Coli: pathogens that cause deadly illness and disease in their human hosts.\nSalmonella: takes two forms. One, typhi causes typhoid fever, which is responsible for the death of 216,000 persons a year in endemic areas.\nTetanus: Dirt carrying spores\nStaphylococcus: one of the largest groups of bacteria with 40 subspecies. Normally found in small amounts on your skin, and a normal immune system can deal with it.\nSyphilis: Easily treatable in the first and second stages now, the tertiary stage is still a big problem.\nStreptococcus: This killer is responsible for numerous cases of pneumonia throughout the world, and meningitis.\nTuberculosis: has ravaged the world for centuries, also known as consumption. It has been found in the spines of mummies.\nFight the Power of Germs: Innovative germ fighting in hospitals now being used\nGerm fighting robots to deal with superbugs\nUsing good germs to fight bad germs: Patients swabbed with pro-biotic bacteria called Lactobacillus plantarum 299 escaped infection as well as those cleaned up using the antiseptic chlorhexidine.\nSharkskin: Sharklet Technologies makes sheets of plastic imprinted with a raised sharkskin-like pattern. The sheets can be adhered to germ-prone surfaces to prevent bacteria from settling in for up to 30 days. An institutional version of the product is being tested for hospital use and is slated to debut next year.\nGerm-fighting metal. Copper and Light. Blasting germs with beams of light or replacing surfaces with an electrically conductive metal may sound far-fetched, but these practices are becoming reality as hospitals search for innovative ways to combat infection.\nUse of antibiotic to fight germs: A promising antibiotic simply named GSK1322322 targets gram-positive bacteria.\nChemically treated clothing: Researchers from a new start-up company called LaamScience have discovered an assortment of chemicals that can be used as a nano-thin layer and be coated on clothes materials such as cotton, nylon, and polyester. The chemical coating is toxic to a wide assortment of harmful microbes, but is completely harmless to humans.\nPlasmas: Engineered to zap microorganisms. Hospital workers would bathe their hands in the plasma gas.\nInnovative germ fighting around the home\nDisinfect your home\nWash your hands: Soap and water pack a powerful punch against harmful microorganisms\nGet a flu shot: To protect against the flu, anyone 6 months or older should get vaccinated, but shots aren’t 100 percent effective.\nDon’t share dinnerware: If your child contracts a stomach bug, make sure he refrains from sharing food, drinks, and silverware with the rest of your family.\nClose the toilet lid, then flush: Flushing the toilet with the lid up can launch germs into the air, landing them on the door and faucet handles as well as (gasp!) toothbrushes.\nChange towels and sheets\nSneeze into sleeves\nScrub school gear: Your child’s backpack and lunchbox can house germs and carry them into your home.\nBe extra careful with your storage, cleaning, food preparation, and shopping practices.\nBe smart about your phone. Forget Tweets — a phone is far more efficient at transmitting germs. There are safe sanitizers.\nBut HEY, It’s not all bad news\nFACT: Penicillin was called the “Miracle Drug” when it was first discovered because it cured many diseases caused by bacteria that made people very sick. It comes from a mold – another type of germ.\n6 Famous People who are Germophobics\nHowie Mandel, comedian: does not shake hands with anyone unless he is wearing latex gloves\nMichael Jackson, superstar: suffered from many fears, including the fear of dogs, the fear of flying, the fear of getting fat, the fear of crowds, and an extreme fear of germs.\nHoward Hughes, billionaire: Tried to protect himself from germs by using tissues to pick up objects. He even stuffed all the cracks in his windows with tissues to keep the germs out.\nDonald Trump, millionaire: doesn’t shake hands because he’s afraid of germs.\nCameron Diaz, actress: She repeatedly washes her hands throughout the day and uses her elbows instead of her hands to open doors.\nSaddam Hussein, dead Iraqi dictator: Often ordered visitors to strip and wash with antibacterial soap.", "label": "No"} +{"text": "When setting up a home network, the most essential piece of equipment is the router. The way that most home networks are set-up is to have a router as the only device connected to the internet. Learning to configure your router is an important step towards customizing your home network.\nHow To Find Your Wise Routers IP Address\nIn order to login to your router, you need to know it's Internal IP Address. This is confusing because routers have 2 IP addresses: an Internal IP Address, and an External IP Address. Right now, you are only concerned with the Internal IP Address. You can do one of the following to find your router's Internal IP Address:\n- Try all the known Default Wise IP Addresses default IP addresses\n- Follow our How To Find Your Routers Internal IP Address Guide\nHow To Find Your Wise Default Username and Password\nWe have collected a list of all known Default Wise Router Passwords.\n- You can try all known Default Wise Router Passwords\n- You can try following our How To Reset Your Router Guide\nYou may need to try all combinations of usernames and passwords in your router. If none of them work and you don't know your router's password, then you can contact your ISP and ask them if they know. If you are unable to find your router's username and password, then you may have to follow our How To Reset Your Router Guide.\nWe do not currently have any Wise port forwarding articles. We have the following related Wise articles:", "label": "No"} +{"text": "Located 26 kilometres from Kutaisi in the Imereti region, the village of Esteri was for a good place for employment due to its proximity to the second biggest city in Georgia. Champagne production and tea growing were two of the Esterians' main economic activities.\nThere are 700 household and 2,030 people living in Esteri today. Back in 2002, there were 1,200 households and 6,700 residents.\nWith the dissolution of the Soviet Union and the slow decay of local enterprises, the village's recipe for survival became migration.\n'There are no private companies in the village. The only employment you can get is in working your own land, which might or might not produce enough for your own needs' – Lali Kapanadze, former tea farmer.\nAccording to one of the inhabitants, Tamaz Sumalanidze, 30% of Esteri's inhabitants left the village. There were two alternatives, as far as migration was concerned. One meant moving to Tbilisi; the other meant travelling to Russia, Turkey or Greece.\nThe migrants have been sending remittances back to their families. Women are mainly going to Greece; for them, finding jobs there is easier than for the men. They are working as babysitters, cleaners, etc. Until the crisis in relations between Russia and Georgia, the villagers were moving to different cities in Russia, mostly to work in construction. After Russian-Georgian relations deteriorated, however, they were expelled. It was now to Turkey that they travelled in search of seasonal jobs. These are one- or three-month jobs, primarily related to processing tea and collecting hazelnuts.\nImereti farm house. Photo: flickr/SusanAstray\nTea cropping used to be central to the village economy.\nOver a cup of imported tea from India, Lali Kapanadze, a former tea farmer, said:\n'Tea used to be one of the main exporting items of Georgia but now it is all imported.'\nAccording to agricultural statistics for 2007, tea leaf production decreased in Georgia from 581,000 tons in 1985 to 7,500 tons in 2007.\nDue to economic conditions and migration, the village population is shrinking. With the birth rate significantly lower than the death rate, the village is also rapidly aging. In 2007, only 11 people were born and 42 died.", "label": "No"} +{"text": "The genus Dieffenbachia was named after Herr Joseph Dieffenbach, head gardener and later administrator, at the Royal Palace Gardens Schönbrunn, Vienna during the 1830s. It is said that Dieffenbach brought Dieffenbachia seguine to Austria from Brazil around 1830. If true, Dieffenbachia was one of the plants returned to Europe by the Austro-Brazilian expeditions (1817-35) that began the expansion of our understanding of the plants of Brazil and South America.\nThere are 25 to 50 Dieffenbachia species originating from tropical America. Dieffenbachia seguine is grown for its distinctively marked, paddle-shaped leaves which can be up to 40 cm long. The leaves have a broad, creamy white midrib, with varying degrees of marking to other veins, and some spotting set on a glossy-green backdrop. Numerous named cultivars have been selected for their leaf markings which may make identification of Dieffenbachia seguine difficult. The stems are strong and thick and can reach 2-3 m in height in the wild, although in cultivation they are usually much shorter since if they do get too tall they tend to fall over. The tiny flowers are clustered on a spadix about 15 cm long, with the uppermost male flowers separated from the female flowers by a row of sterile flowers. The flowers are surrounded by a large, pale-spotted, light green spathe. The fleshy fruits are orange-red in colour.\nIn Oxford Botanic Garden, Dieffenbachia seguine grows in the Palm House, where the light levels mimic the low light of the forest floor, the species' natural habitat. Dieffenbachias prefer high humidity and a minimum temperature of 12° C, although preferred temperatures are nearer 18° C. Propagation is by tip cuttings, stem cuttings, division and air layering during the growing season. Dieffenbachias tend to be relatively pest and disease free, although, as in any tropical glasshouse situation, mealy bugs and red spider mites can be a problem.\nThe sap of dieffenbachias contains calcium oxalate, and is poisonous. Consequently, great care must be taken when handling dieffenbachia plants, especially over getting sap into the mouth and eyes. One response the sap provokes is swelling of the throat, resulting in speechlessness; hence the common name 'dumb cane'. In Amazonia, indigenous people use the sap to poison their arrows and it used to be used as a punishment for slaves, causing a very painful, swollen mouth and excessive saliva. In spite of the dieffenbachias toxicity, they are widely sold as pot plants.\nBeckett KA 1987. The Royal Horticultural Society encyclopaedia of houseplants. Century Hutchinson Limited.\nHuxley A 1999. The New Royal Horticultural Society dictionary of gardening. Groves Dictionaries Inc.\nLlamas KA 2003. Tropical flowering plants. A guide to identification and cultivation. Timber Press.\nOakeley HF 2012. Plants named after physicians. The Royal College of Physicians.", "label": "No"} +{"text": "The FindLaw Legal Dictionary -- free access to over 8260 definitions of legal terms. Search for a definition or browse our legal glossaries.\ndangerous instrument n: an object capable of causing bodily injury either because of an inherent quality or because of the manner in which it is used called also dangerous instrumentality NOTE: An object is more likely to be deemed a dangerous instrument on the basis of how it is used in criminal cases than in tort cases. For example, a sidewalk has been held to be a dangerous instrument in a criminal case in which the defendant struck the victim's head against it. In tort cases, esp. where strict liability is to be imposed, the object usually has to have some inherently dangerous quality.\nSource: Merriam-Webster's Dictionary of Law ©1996. Merriam-Webster, Incorporated. Published under license with Merriam-Webster, Incorporated.", "label": "No"} +{"text": "Fibrous dysplasia is a genetic disease caused by activating missense mutations of the gsa gene the disease has variable severity and often combines with extraskeletal disorders which like the bone lesions reflect the adverse effects of the mutation. Fibrous dysplasia is a disorder where normal bone and marrow is replaced with fibrous tissue resulting in formation of bone that is weak and prone to expansionas a result most complications result from fracture deformity functional impairment and pain disease occurs along a broad clinical spectrum ranging from asymptomatic incidental lesions to severe disabling disease. Fibrous dysplasia is an uncommon bone disorder in which scar like fibrous tissue develops in place of normal bone this irregular tissue can weaken the affected bone and cause it to deform or fracture in most cases fibrous dysplasia occurs at a single site in one bone but can occur at multiple sites in multiple bones. Fibrous dysplasia fd is a rare bone disorder bone affected by this disorder is replaced by abnormal scar like fibrous connective tissue pairs of human chromosomes are numbered from 1 through 22 and the sex chromosomes are designated x and y males have one x and one y chromosome and females have two x chromosomes cherubism is a\nHow it works:\n1. Register Trial Account.\n2. Download The Books as you like ( Personal use )", "label": "No"} +{"text": "19/02/2002 11:20 am\nThis impressive image is one of the first images generated from ATSR-2. It was obtained from ATSR-2's nadir view, during a day-time pass of the area around the Larsen Ice Shelf, part of the Antarctic Peninsula. The dividing line between the ice shelf and the sea ice is clearly visible running from the bottom right up through the centre of the image. The oval-shaped piece of ice at the northern extremity of the ice shelf is a large iceberg formed from the disintegration of part of the shelf. This iceberg, was first seen in February 1995 and has since moved approximately 50km further north.\nThank you for rating!\nYou have already rated this page, you can only rate it once!", "label": "No"} +{"text": "Food Safety Myths And Facts Of Home Cooked Meals Debunked\nThe Ad Council is shining the spotlight on food safety – relating some common myths and facts about home cooked meals. The subject is one of their featured national campaigns that seek to inforrm the general public about a variety of issues.\nI found some of the information they passed along as interesting stuff – especially if you’re a foodie.\n- MYTH: Microwaving food kills bacteria so the food is safe. FACT: Harmful bacteria might still remain, as food in a microwave heats unevenly. Always follow instructions and know the dangers.\n- MYTH: You can tell whether or not food is cooked by looking at it or touching it with a finger; You don’t need to use a thermometer. FACT: Color, texture, and steam are not proper indicators of whether or not food is cooked to temperature. The only safe way to know is by using a thermometer.\n- MYTH: You can’t re-freeze food once it’s been thawed. FACT: Yes, you CAN re-freeze food after it’s been thawed. However, you need to be aware of how long the food has remained out and how it was thawed. Never re-freeze foods that were thawed in a microwave or in cool water.\n- MYTH: You need to wash bagged salad greens. FACT: You don’t need to wash pre-washed lettuce and greens. Food sold as “ready to eat”, “washed”, or “triple washed” does not to be washed in the home.\nTo learn more, click here.", "label": "No"} +{"text": "Tilapia aquaculture has grown dramatically in the past 20 years. More than 90 countries in the tropics and subtropics produce tilapia species and they remain popular products among consumers. Tilapia farming is viewed as a strategic asset since it provides both lucrative employment and an affordable and protein-rich food item. The sector is also a critical source of export revenue for many lower-income countries.\nDespite the positives, the sector faces significant challenges from disease. Multiple infectious agents target tilapines and viral infections are a major setback for production. Intensive aquaculture has made tilapia more prone to disease-causing microorganisms – high stocking densities and varying levels of water quality can expose tilapia to stress and weaken their immune systems.\nThe most well-known virus to target tilapines is tilapia lake virus. Since its discovery in 2014, the disease has been widely researched and reported on. However, it isn’t the only threat to tilapia farms. Other viral infections cause similar damages and losses but haven’t received the same attention from researchers and industry members. Strategies to monitor and control disease outbreaks have been slow to materialise as well – indicating an enduring challenge for the industry’s future.\nIt isn’t tilapia lake virus – but it might be…\nAquabirnavirus can be found worldwide and causes infections in both freshwater and marine fish. The strain that infects tilapia species causes infectious pancreatic necrosis (IPVN). Researchers exploring IPVN infections report that it can have a 25 percent mortality rate.\nHowever, current literature doesn’t list the transmission route of the virus – there is evidence that it can be spread both horizontally and vertically and that sub-clinical infections can spread to fertilised eggs, but these findings were reported in pilot studies.\nAdditionally, researchers aren’t able to list precise symptoms – outbreaks of IPVN have occurred concurrently with Streptococcus infections or have presented as a sub-clinical disorder.\nBetanodavirus causes viral nervous necrosis (VNN), a disease that targets the central nervous system in tilapines. In a 2011 outbreak in Thailand, VNN had a mortality rate between 90-100 percent. Analysis from other outbreaks has shown that the virus can infect larvae, fry and fully developed tilapia.\nLarvae that tested positive for VNN had lesions on the organs of their central nervous systems (cerebrum, spinal cord, olfactory bulb and retinal tissue). Infected fish were lethargic, swam erratically and spent time floating at the top of the tank. The fish also became anorexic and developed dark pigmentation. Tissue analysis showed significant damage in the eyes, spinal cord and brain. The tilapia also showed neuronal necrosis. During other outbreaks of VNN, tilapia displayed neurological disorders (loss of balance and corkscrew-like swimming) before dying.\nResearchers caution that sub-clinical infections are possible and that tilapia who have survived VNN outbreaks could potentially carry the disease.\nThe most common herpesvirus infections in tilapines are tilapia larvae encephalitis (TELV). Symptoms usually include whirling swimming patterns and dark pigmentation over the fins and skin. Further examination of infected larvae showed herpes virions in portions of the brain tissue and extensive damage to the central nervous system. TELV causes high mortalities, in some cases mortality rates were between 92 and 98 percent.Researchers concluded that sexually mature males and females could carry and transmit the virus to their offspring. Other research projects demonstrated that TELV can be spread between different species of fish after cohabitation.\nBohle virus infection (Ranavirus)\nBohle virus (BVI) was first detected in a lab in Australia. In that study, infected tilapia had a 100 percent mortality rate. Infected fish exhibited corkscrew-like swimming (spinning) and had significant lesions on organ tissues – especially the kidneys and spleen. BVI can be transmitted laterally (from infected fish to naïve populations) via feeding.\nCurrently, there isn’t a BVI molecular detection method for tilapia species.\nThis DNA virus causes infectious spleen kidney necrosis (ISKNV) and has been reported in Nile tilapia and red hybrid tilapia. Other iterations of the virus infect both freshwater and marine species.\nISKNV was first observed on a tilapia farm in the United States in 2012. Infected fish were lethargic and carried excess fluid in the abdominal cavity. Further examination showed megalocytes (large, abnormally shaped red blood cells that usually indicate anaemia) in the gills, kidney, spleen, liver and intestinal cells. The facility reported a 50-75 percent mortality rate over a two-month period.\nA study in Thailand showed that ISKNV could be transmitted vertically from sub-clinical broodstock, with females being more adversely affected than males. Megalocytivirus infections often occur concurrently with other disease outbreaks in farmed tilapia.\nThis infection was first reported on a Canadian fish farm in 1998. Diseased fish were lethargic, and either swam slowly or rested at the bottom of the tank. The fish exhibited discolouration around the gills and had redness under the jaw area. Infected fish also had bulging eyes – occasionally popping out of the sockets (exophthalmia).\nAutopsied tilapia had multiple protein-rich fluid deposits in their abdominal cavities and their internal organs were pale. Researchers observed some petechial haemorrhaging in the liver and identified scattered necrotic cells and cell debris.\nResearcher’s couldn’t uncover extensive information on the virus. The molecule that causes symptoms in tilapia hasn’t been fully isolated – researchers were only able to identify Iridoviridae family virions.\nStaying ahead of the curve\nThe researchers recommend that producers who wish to increase their chances of avoiding viral infections should use using specific pathogen-free tilapia for breeding programmes. Similarly, they advise that investing in advanced molecular diagnostics will allow farmers to determine if individuals are virus-free at different points in the tilapia life cycle. They also recommend implementing a vaccination programme as part of a long-term development strategy.\nHowever, they warn it will be difficult to fully implement these solutions – especially vaccination. Many of the viral diseases the researchers’ reviewed infect larvae and fingerlings that don’t have fully developed immune systems. This would make vaccination ineffective. There could also be an economic barrier when implementing a vaccine protocol. Many tilapia farms are in lower income countries and have tight profit margins. Some farmers lack the capital to invest in vaccines.\nThe researchers also caution that viruses aren’t the only challenge facing tilapia producers. Parasites and bacteria can infect tilapine species and cause significant losses.\nTo respond to these challenges, the authors recommend expanding research into genetic technologies. Gene editing breakthroughs could allow researchers to enhance certain genetic traits or create disease-resistant broodstock.\nThe case for widespread disease surveillance\nThe researchers also recommend initiating virus surveillance in tilapia farming countries. Approaching viral diseases epidemiologically will help researchers and producers understand the global distribution and transboundary movements of infections.\nEstablishing disease monitoring systems would bolster the industry. Tracking and sharing this information would also allow authorities to create containment policies to limit future outbreaks. Additionally, it could catch sub-clinical infections or identify fish that shed viruses without being symptomatic themselves.\nThe authors also recommend implementing biosecurity and good management practices. This will limit the introduction of new pathogens to ponds and limit the geographic distribution of outbreaks. Managing farming sites will also allow producers to monitor inputs like water quality and feed while also adhering to biosecurity standards.\nCertification regimes would also help disease surveillance efforts. Certifying that tilapia are disease-free will streamline inspection processes and ensure exports aren’t delayed. Though tilapia-producing countries may not have the ability to fully monitor farming operations, passive surveillance and knowledge sharing would allow farmers to report disease events to local authorities.", "label": "No"} +{"text": "Half electric, half combustion engine – plug-in hybrids combine the advantages of both powertrain technologies. You can read about how that works, and which manufacturers include plug-ins in their range, here.\nThe market for electric is booming – not just for pure e-cars, but also for plug-in hybrid electric (PHEV) cars. In 2020, sales of PHEVs in Germany rose a staggering 342 percent, to 200,469 units sold. That made it the powertrain type with the strongest sales growth in 2020 in Germany. But in other countries, too, PHEVs are proving increasingly popular. Thus in Europe in 2020, a total of 619,129 plug-in hybrids were sold – an increase of 210 percent on the previous year, and around a 5.2 percent share of total sales. In Q1 2021, that figure has even been surpassed once more: With 212,859 units sold, PHEVs have reached a share of around 8.6 percent of all new registrations. That’s strong growth for a type of powertrain which is set to play a key role in decarbonizing the mobility sector. But how exactly do PHEVs work?\nHybrids are vehicles with both a combustion engine and an electric motor. However, there can be very significant differences in how exactly the two powertrain technologies work together. On ‘mild hybrids’, for instance, the electric motor is only there to support the combustion engine when accelerating. Conversely, full hybrids are able to run for some kilometers in pure electric mode; the installed battery is recharged via recuperation (energy recovery during braking). Plug-in hybrids go a step further: They have a large battery, with a range of up to 60 kilometers in pure electric mode, which can be recharged externally via a power point. As such, PHEVs are intended to combine the advantages of the two types of powertrain: The energy efficiency of e-cars for short journeys, and the capability of combustion engines to handle long journeys.\nOne car, two engines: With plug-in hybrids, drivers can choose the appropriate powertrain at all times – whether commuting to work, shopping in town or heading off on vacation. That allows the driver to run the car as economically and adaptably as possible. When they are driving in pure electric mode, they don’t emit any local emissions. In addition, using the e-motor and the right driving style can save between 30 and 80 percent on fuel consumption. And thanks to recuperation, they are also able to convert braking energy into electrical energy and store it in their battery. However, all these advantages are only realized if the PHEV driver also regularly employs the electric powertrain or hybrid mode and charges the battery via the cable. If a plug-in is only driven in combustion mode, the hybrid concept tends to bring disadvantages: Two engines increase the weight, and thus fuel consumption.\nThe costs of buying plug-in hybrids are generally somewhat higher than those for their sister cars in the combustion engine segment. The reason for that is the need to install an e-motor and a large battery in addition to the combustion engine, which impacts the price accordingly. But there’s plenty of potential for savings with plug-in hybrids. That’s because, if you regularly top the battery up with electricity and drive in electric mode a lot of the time, there’s a saving at the pump. Per kilometer, you are generally paying more at the pump than at the charging point – albeit the difference here is dependent on the current prices of fuel and electricity, and on the respective consumption of the vehicles. A further advantage on costs is the lower wear on e-motors, since they have significantly fewer parts than petrol or diesel engines. Over the long term, that has a positive effect on maintenance costs.\nTaking all the cost advantages and disadvantages together, some PHEV models even come out better on price than their combustion-powered sisters. For instance, ADAC tests show the Mercedes B-Class as a plug-in achieving an overall average cost of EUR 0.59/km. The diesel and petrol options average around EUR 0.70/km. If the plug-in is a company car, there are also additional cost advantages on tax.\nIn Germany, a further major cost advantage with PHEVs currently is the environmental bonus (“Umweltbonus”) paid on them; the Federal government has recently raised this again, and extended it to 2025. Under it, plug-ins costing no more than EUR 40,000 currently attract a grant of EUR 6,750, with EUR 4,500 coming from the state and EUR 2,250 from the manufacturer. For PHEVs costing between EUR 40,000 and EUR 65,000, the level of the grant is EUR 5,625 (EUR 3,750 from the state, EUR 1,875 from the manufacturer). Grant programs for plug-in hybrids exist not just in Germany, but in many other European countries too. Behind Germany, where the grant is up to EUR 6,750, grants in Italy and Ireland are comparable, at EUR 6,000 and EUR 5,000 respectively. In other EU countries, however, the amounts are considerably lower; in Sweden, the grant is just EUR 965. And in fact, some EU countries – such as Denmark and Belgium – don’t offer any grants for purchases. Overall, plug-in hybrids currently attract grants in 12 out of 28 EU states.\nNowadays, practically all manufacturers offer plug-in hybrids. In Europe, particularly popular models in 2020 included the Mercedes A-Class, Volkswagen Passat, BMW 3 series, Mitsubishi Outlander and Volvo XC40. In addition to a wide choice of different manufacturers, there is also plenty of choice on PHEVs when it comes to models too: Whether SUV, compact or sedan – right down to the mini-car, everything is available now. Unlike pure e-cars, this means there’s a far wider choice for hybrids too.\n(Stagephoto: © Mercedes; Stagephoto: © Volvo)\nThe IAA MOBILITY is transforming itself from a pure car show to an international mobility platform with four pillars: the Summit, the Conference, the “Blue Lane” and the downtown Munich Open Space. Under the slogan of “What will move us next”, it stands for the digital and climate-neutral mobility of the future. From 7 to 12 September 2021, the car, bike and tech industries come together at IAA MOBILITY in Munich.", "label": "No"} +{"text": "If your kid consumes a restricted diet, is unable to absorb nutrients efficiently, or is a fussy eater, they may benefit from vitamin supplementation.\nAlways consult a healthcare practitioner before administering supplements to your kid. Choose first day kids vitamins that are designed exclusively for children and avoid megadoses that surpass children’s daily dietary requirements.\nIs Vitamin Supplementation Necessary for a One-Year-Old?\nThis is the age at which many children transition from breast or bottle feeding to food, and any dietary shift may result in the emergence of new nutritional deficiencies. For instance, the American Academy of Pediatrics suggests supplementing infants under the age of one with 400 IU of Vitamin D. As children often fall short of reaching their Vitamin D requirements as they grow, it may be beneficial to continue supplementing with Vitamin D (at least 600–1000 IU) as your kid develops.\nReasons to give your toddler a vitamin\nRegardless of how hard you try, your child is unlikely to constantly consume healthful meals. (How can you argue with someone who believes the only meals worth eating are those that are white?) In such an instance, see your doctor to determine if a daily multivitamin supplement might assist close any nutritional gaps in your toddler’s diet. Consider the multi as a little insurance policy for your child and a measure of peace of mind for you.\nAnother reason to offer your child a multivitamin is that if he or she is on a special, limited diet, he or she may benefit greatly from an additional boost of nutrients. For example, children who do not consume milk due to lactose intolerance may need additional calcium and vitamin D. Additionally, children who follow a vegan diet (no meat, eggs, or dairy products) may need additional B12 and D vitamins, as well as riboflavin, calcium, and iron. In some instances, a multivitamin may be beneficial or even necessary – check with your doctor and obtain his or her advice.\nWhat Are The Vitamin Benefits For Children?\nVitamins and minerals are critical for children’s growth, development, and general well-being. Each vitamin has a distinct and specialized function in the body. Calcium and vitamin D, for example, contribute to the development of strong bones. If your kid is allergic to dairy products, a calcium supplement supplemented with vitamin D may help ensure that your child receives an adequate amount of these critical bone-building elements throughout the first years of life.\nAlternatively, if your kid is vegetarian or vegan or generally avoids animal products, they may choose to supplement with Vitamin B12, which is only found in animal-based diets.\n3 If your kid is allergic to fish, and Omega-3 supplement may be a convenient method for him or her to get heart-healthy Omega-3 fatty acids without eating seafood.\nEach vital vitamin (all 27 of them) has distinct qualities and works in concert with the other nutrients in the body to promote your child’s overall health. And it is critical that your children have enough levels of essential nutrients throughout their lives, but particularly during their formative years.\nTop Vitamins and Minerals for Kids\nAmong the vitamin and mineral alphabet soup, a few stick out as vital for developing children.\n- Vitamin A supports regular growth and development, as well as tissue and bone regeneration and the health of the skin, eyes, and immune system. Milk, cheese, eggs, and yellow-to-orange vegetables such as carrots, yams, and squash are all good sources.\n- The B vitamin family – B2, B3, B6, and B12 – is involved in metabolism, energy generation, and maintaining a healthy circulatory and neural system. Meat, poultry, fish, nuts, eggs, milk, cheese, beans, and soybeans are all good sources.\n- Calcium aids in the development of strong bones in children. Milk, cheese, yogurt, tofu, and calcium-fortified orange juice are all good sources.\n- Iron helps develop muscle and is necessary for the formation of healthy red blood cells. Iron insufficiency is a danger throughout adolescence, particularly for females who begin menstruating. Beef and other red meats, turkey, pork, spinach, beans, and prunes are also good sources.\n- Megavitamins — supplements containing excessive amounts of vitamins — are not recommended for youngsters. Vitamins A, D, E, and K are fat-soluble and may be harmful in excess in children. Likewise with iron. Your children may consume an excessive amount of a good item.\nIs It Necessary To Give Vitamins To My Toddler?\nToddlers have significant dietary requirements to support all of the growth and development that occurs throughout this stage of development. However, dietary restrictions and allergies, as well as their mood that day, might impact the amount of nutrients parents can smuggle into their children’s meals.\nChildren aged 2–4 years received a 61 out of 100 on the Healthy Eating Index, suggesting that their total diet quality is relatively low.\nHaving said that, there are three critical vitamins to keep in mind at this age:\n- 74% of youngsters between the ages of 1 and 2 do not get the appropriate amount of vitamin D.\n- 82 percent of youngsters between the ages of one and two years do not receive enough vitamin E\n- 42% of youngsters between the ages of 1 and 2 do not receive enough vitamin K.\nConsult your pediatrician to determine if supplementing with these nutrients or taking a multivitamin that contains them is appropriate for your child.", "label": "No"} +{"text": "The Red men paid the utmost attention to the words as they dropped from Margaret Godfrey’s lips. The grave was then filled in and the mourners dispersed to their homes along the river, leaving Paul Guidon to rest beside his mother.\nFor more than a century the “Young Lion of the Woods” has slept on the banks of the St. John. His loyal spirit took its flight to another sphere about the time thousands of united loyal spirits were forming a city near his tomb. The few thousand people that had settled in the colony in the days of Paul Guidon, were the ancestry of the nearly one million true, loyal subjects who inhabit the Maritime Provinces at the beginning of this year 1889. The colony, of which the noble Iroquois was a citizen, was confined within narrow bounds. Now the sons of the Loyalists are on the shores of the Pacific. Our country extends there. It is a noble faculty of our nature which enables us to connect our thoughts with the past as well as with the future, and by contemplating the example and studying the character of Paul Guidon, we must come to the conclusion that were that Indian living now his heart would glow with patriotic pride at the strides the country has taken, and that our destiny is Canadian, not American.\nIt is a pleasure to be able to exhibit to the present generation something of the splendid character of the Iroquois, whose ashes, commingled with those of the Union Jack, repose near the loyal City of St. John.", "label": "No"} +{"text": "Without family harmony, one cannot be genuinely happy in life, cannot be successful and cannot live a life that is worth living. Complete family harmony is the key to happiness, prosperity and success.\nFamily harmony means that there is an atmosphere of absolute peace, relaxation, unconditional love, fearlessness, understanding (and not misunderstanding), freedom of expression and longing for each other within the family.\nAlthough the responsibility for creating such harmony lies with every member of the family, but however, the initiative is expected from the elder members of the family. And in case they fail to take this initiative, then the responsibility falls on the younger generation.\nIt is imperative that parents should be more like friends to their children rather than always being parents. They should neither talk negatively to their children nor abuse or hurt their feelings, as depressed feelings will often impede the progress of children. Conversation between parents and children should not always be a teaching conversation but it should be a learning conversation too.\nDaughters are to be taken care of with more love, affection and maturity. They are more emotional and fragile in nature in comparison to the male child and are generally expected to live with their husbands separately after marriage. It is said that a son is a son till he gets a wife but a daughter always remains a daughter throughout her life.\nThis six point (A, B, C, D, E, F) formula can work wonders for complete family harmony: A for Acceptance: Accept every family member as they are without any complaint or comparison. Every soul who comes to a family comes with a distinct attitude, behaviour, knowledge, karma and experience based on the previous birth and thus has distinct thinking, attitude, behaviour, etc. Any comparison with another soul is neither appropriate nor desirable.\nB for Be a child and not a grown up: A child is always in an egoless state, is happy without any reason, forgets quarrels and becomes friends in no time, does not carry any impressions (good or bad) in his mind and is always in a playful and relaxed state of mind.\nC for Conflict avoidance: Every family member should try to avoid conflicts, frictions and quarrels among themselves. A winner in a quarrel or argument is actually a loser because even if one wins an argument, one loses the harmony of the relationship.\nD for Dil (Heart) and not Dimaag (Mind): The heart is always in a mode of compassion, love and giving but the head is full jealousy, hatred, ego, revenge, etc. So never allow your head to rule over your heart.\nThe difference between the heart and the head is that the heart says “let me apologise” but the head will say “let them apologise first”.\nE for Expect less: Expectations are the major causes for anger, irritation, frustration, disappointment and depression. Reduce expectations from family members and be happy all the time.\nF for Forget and Forgive: Every member should develop the habit of forgetting past quarrels, seeking forgiveness and forgiving others (irrespective of who was right and who was wrong). Carrying the dead load of past incidents without forgiving takes away the happiness of the present.\nSadguru Rameshji is a modern age spiritual guru and the force behind Poorna Ananda, a Hyderabad-based centre for spiritual evolution and joyful living. He can be contacted at www.poornaananda.org...", "label": "No"} +{"text": "These videos are a real drag, but do not let that keep you from watching them.\nThese videos were produced by the same National Committee for Fluid Mechanics Films that made the films I wrote about a few weeks ago. Unfortunately, these videos do not have the PDF transcript files that those other videos have. But fluid dynamics drag is such an immensely important subject, I had to write about it.\nBy the way, something does not appear to be quite right with the videos. The third video seems to really be the end of the second one. Most of the third video is a blank screen. The information that they do contain is great, but I wonder if a video or two is missing.\nFluid Quantity and Flow\nThere are four videos in the drag series. The last four videos below belong to an entirely different series entitled Measurement. It is really about different ways of measuring fluids, both standing and flowing. There are no transcripts for these videos, either, but they look newer than the drag series. In fact, they look to me like converted VHS tapes.\nThat is the good news. The bad news is that they have terrible background noise. It is a real shame that a better attempt was not made at cleaning up the sound. But if you can look past this deficiency, you will be rewarded by another well-made educational video series.\nThere is a lot of discussion in these videos about measuring liquid fluids such as water and gasoline. The stuff that you are looking for is towards the end. There is an excellent discussion there of measuring air pressure using a pitot tube, for example. Ways of visualizing an air flow over a wing, for example, are also covered.\nAs expected, these videos are all jam-packed full of information. Everything is not just discussed, but also demonstrated. They are really quite good.\nSchool-Wide Modular Program for Fluid Mechanics\nAn interesting related link is the School-Wide Modular Program for Fluid Mechanics. Also sponsored by the Massachusetts Institute of Technology (MIT), it is an attempt to locate in one place information for teaching fluid mechanics principles.\nIn particular, one of the modules already online is about low Reynolds number flows. This is still very much a work in progress, and the information contained in the modules is very incomplete.", "label": "No"} +{"text": "Est. reading time: 8 minutes\nAuthor: Steph Locke\nChatbots are computer programmes that provide a (primarily) text-based interface to help people access information or perform tasks. Chatbot conversations can help you improve customer service whilst reducing demand on staff. They can process text using natural language processing and build a conversational workflow to support a intuitive interaction with people.\nChatbots are computer programmes that provide a text-based interface to help people access information or perform tasks. Chatbot conversations can help you improve customer service whilst reducing demand on staff.\nBots are the new apps. People-to-people conversations, people-to-digital assistants, people-to-bots, and even digital assistants-to-bots. That’s the world you’re going to get to see in the years to come. Satya Nadella, CEO of Microsoft\nChatbots are great for providing a natural language interface for accessing information. You can use existing knowledgebases as the basis for surfacing answers to common queries. This cuts down time spent getting information for customers, and reduces load on staff who would normally have to respond to these basic information requests.\nAberdeen City Council1 recently released a chatbot named ‘AB-1’ to answer internal and customer queries.\nAB-1 allows us to divert really important resources onto frontline services that require that face to face contact. We’ve managed to release approximately six people’s worth of work and we’ve recovered our costs, which is absolutely fantastic in the first year of delivery. Andy MacDonald, Director of Customer Services\nYou can develop your business processes into conversational workflows to help people perform tasks. This can be wide ranging; from looking up records to do with their accounts, through to engaging in new services. There are many processes that can be turned into an effective conversational workflow. This typically helps people perform activities more inclusively and conveniently or helps reduce grunt work for employees.\nBrisa2, an automotive company, developed a bot to help find company data and perform tasks like password resets, helping to free up the IT team for other tasks.\nThis […] saved us 400 working hours İsa Kedikoğlu, Software Development Specialist\nA chatbot doesn’t have to do just one thing. You can build up a chatbot that routes people to the right business process or information component seamlessly when they say things like “book an engineer” and “what are your SLAs”.\nThere are some critical pieces of functionality that chatbots have or can use that are key to what you can achieve with chatbots.\nLanguage understanding (LU)\nOne reason bots are really useful is their Natural Language Processing (NLP) – a subset of Artificial Intelligence (AI). NLP can help translate text we type into a set of meaningful instructions for our processes or knowledge bases. It can account for typos, different ways of typing and more.\nThere are LU services that can be used to build your model for making relevant translations from plain text to instructions.\nLanguage generation (LG)\nAnother big area of NLP that’s key to bots is how the bot responds back to people after prompts. This enables you to go from a single fixed response to something that can feel more “human-like” for comfort.\nYou can use predefined templates in simple processes and answers from knowledgebases. More complex bots can surface information dynamically. These bots construct sentences that sound natural using complex LG based on NLP techniques.\nSpeech to text and vice versa\nWe can make use of bots in hands-free situations and more inclusive by supporting speech interactions. This area of AI can take audio and turn it into text, perform translations of different spoken languages into a single language text string, and turn text into human-like speech.\nA bot can’t solve all the problems a person might encounter. Keeping people stuck in the bot without a means to talk to a human is a recipe for frustration. As well as providing contact information, you can also perform a hand-off to a human who is using a live chat system.\nA bot doesn’t just have to deal in text. You can integrate videos, images, information cards and more into your bot. This enables you to provide a rich experience that can match well with the needs of the people using your bot. This opens your bot up to support ecommerce and browsing experiences.\nBots can be used in many different situations and places. Most frameworks people use for building chatbots come with a range of existing methods that can be integrated into different platforms or channels.\n- Internal bots If you make a bot to help your staff access information or perform tasks, then your productivity and communications platform is the ideal place to integrate your bot. You can integrate chatbots with tools like Microsoft Teams and Slack to help staff use your bot seamlessly in their day-to-day.\n- B2B bots If you’re using your bot to support other businesses, then your website or application is a key place to integrate it. You can make your bot available for them to implement. Your bot can also be integrated into your email capabilities to provide an automated process or information experience.\n- B2C bots If your bot is to help consumers, then you can integrate the bot wherever your consumer is. You can let customers use Alexa, they could tweet your bot, or they can talk to it on social media. Ultimately, the only restriction on where you can integrate your bot is where there is value for you to do so.\nYou may have heard of user experience (UX) and user interface design but what about conversational design? The way people interact with a chatbot is very different to the way people interact with webpages.\nYou can’t simply turn a 400-field process into a chatbot process asking one question at a time. In conversation design, you work out what an effective conversation flow would be that works for the person using the bot. This can involve testing with users, producing mock-ups, and analysing the bot analytics.\nConversational design also helps you make sure your brand voice and ideals are reflected into the experience, preventing the bot from being a jarring experience.\nPlanning a bot project\nThe first step in planning a bot project is to decide where a chatbot can most help and what goal is. This helps you determine your success measures. If you want your bot to perform several functions, choose the most important to focus on and extend later.\nYou can then start designing the workflow and designing the conversation you want to happen. This is typically a very business-oriented task involving flowcharts. Next you need to identify the appropriate technologies, compliance needs, and what skills you’ll need to deliver your chatbot. Are you a Microsoft shop? Do you use open source only? Do you need to use technologies and store data only in the UK? Do you need to use a service provider to build your first bot and train your team? Once you know what you need to build and roughly how, you’ll usually kick off the project at a prototype level. This gives you something you can trial and get early indicators of impact. It will also help you uncover any areas where the knowledgebase might have gaps, or edge cases to the processes.\nYou can then start iterating and scaling your bot across more channels and capabilities taking a demand-driven approach from the data generated by the bot. Monitoring your bot is key. Keep track of the types of questions and answers going in and out, and check whether it is helping people achieve the desired goal. Validating that the bot is working for people is important, and part of continuous improvement.\nThe ROI of a chatbot manifests typically as cost savings and revenue gains. Success measures also depend on the application of your bot. If you deployed a bot to assist with customer service, cost savings come from reduced load on staff should be measurable. Faster and more convenient handling of problems can improve customer satisfaction and reduce churn, increasing profitability.\nLEGO reported a 71% reduction in cost per conversion (compared to email) when using a campaign bot.3\nIf your bot includes processes or tasks, you can look at process completion rates, data quality, user satisfaction, and more.", "label": "No"} +{"text": "It is always a good idea to conserve energy because it is good for the earth and good for any homeowner’s pocketbook. When the summer sun shines down on a house, the HVAC system must work harder to keep occupants comfortable. The blazing sun seems want to burn its way right through the windows and walls. In circumstances like this, the air conditioning system is forced to work harder to maintain the desired indoor temperature. The afternoon sun is particularly brutal. Some steps can be taken to conserve energy, like planting trees. The shade a tree provides cuts energy costs and adds beauty to landscaping.\nWhere To Plant Trees\nWhen deciding where to plant trees, you need to consider the direction of where the shade in your yard is For optimum advantage from shade, planting on the southwest and west side is a good idea. This area gets the greatest amount of direct afternoon sun. Early morning sunlight is not as intense and that makes this side less critically in need of shade.\nIn southern regions of the United States, where it is warm throughout the year, the best choice for sun protection is trees that retain their leaves all year. However, in northern climates, the sun can be beneficial in the winter by introducing natural heat into the home through its windows. Therefore, deciduous trees are the best choice. Nevertheless, by strategically placing evergreen trees, it is possible to shield the structure from bitter winds during the winter. This too can save on energy costs.\nTrees Also Benefit Outdoor Air Conditioning Units\nShade can also benefit the air conditioning system’s intake area by keeping that area cooler. One or two trees strategically positioned to provide shade here will shield this unit. It keeps the temperature of the surrounding air lower and that allows the unit to work more efficiently. As moisture evaporates from the leaves, this too naturally helps keep the area cooler. All of this adds up to lower energy bills. Just remember to never plant low-hanging evergreens or shrubs near the HVAC unit itself. This can interfere with appropriate air flow.\nTrees casting the most shade offer greater efficiency in shielding home’s from the sun’s heat. As one might expect, full-grown trees are much more efficient than younger, smaller ones. Nevertheless, small trees do grow into larger ones when given enough time. Also, the energy savings grow with them.\nThe ideal situation is to plant trees that will reach twenty-five feet in height at maturity. These trees need to be planted ten or twenty feet from the west side of the home. This is where you get maximum energy-saving benefits from the shade that will extend over the structure. Trees planted on the southwest side of the home, however, cannot be expected to cast their shade over the home unless branches are allowed to grow over the roof.\nIt is good to remember that paved areas collect and hold heat longer than the earth around them. This heat affects the air conditioning system and the house. For that reason, planting trees to shade the pavement near the house and HVAC unit is also beneficial. Air conditioning costs will be lower especially when shade is provided for dark pavement like asphalt.\nChoosing Your Tree Type\nIt is vital that you research the types of trees according to their height at maturity. Avoid selecting those that will become too large. It is also important to plant trees at the proper distance from structures, power lines and paved areas to prevent their branches and roots from causing damage. As trees grow, they should be carefully pruned to maintain them at the appropriate size.\nAir Conditioner Tune-Up Union NJ\nWhile you are decreasing energy costs through the wise use of shade trees, you will also be adding value to your home. Another great idea for creating a more energy efficient home is scheduling annual air conditioning tune-up. This helps reduce energy costs that can skyrocket during the hot weather. It also makes your system last longer which prevents a costly premature replacement. Be sure to find a reputable HVAC company to handle all of your heating and cooling services.\nSkylands Energy Service provides trusted heating and cooling services and has been doing so for many decades. We install, maintain, and repair all makes and models of heaters and air conditioners. Additionally, we offer heating oil delivery and plumbing services. The spring season is a great time of year to have your air conditioner tuned up. This will help reduce your home cooling expenses and it gives your unit the ability to make your home feel more comfortable. Be sure to give us a call today.\nWe service Cranford NJ 07016, Elizabeth NJ 07201, Garwood NJ 07027, Hillside NJ 07205, Irvington NJ 07111, Kenilworth NJ 07033, Linden NJ 07036, Maplewood NJ 07040, Millburn NJ 07041, Roselle NJ 07203, Roselle Park NJ 07204, South Orange NJ 07079, Springfield NJ 07081, Union NJ 07083, Vauxhall NJ 07088, and surrounding areas in New Jersey.", "label": "No"} +{"text": "Everyday life goes by so\nfast --but does it go so fast that you can't even remember what a real\npenny looks like?\nWe all use them! Learn\nhow mnemonic devices help you remember -- then make your own personalized\nHow well can you remember a list of words? Learn\nabout factors that affect your performance, and read a brief explanation\nof how memory works!\nCan you recite the numbers\nback after hearing various kinds of interference? Learn about how the\nmind works when something interferes with your short-term memory!\nAfter seeing words or pictures\nor hearing sound, see how much of it you can remember!\nRecognition | Mnemonic | Recall | Interference | Encoding\nto the NASA Cognition Lab", "label": "No"} +{"text": "In previous posts I have referred to the FADGI standard for still image capture when describing still image creation in the Digital Production Center in support of our Digital Collections Program. We follow this standard in order to create archival files for preservation, long-term retention and access to our materials online. These guidelines help us create digital content in a consistent, scalable and efficient way. The most common cited part of the standard is the PPI guidelines for capturing various types of material. It is a collection of charts that contain various material types, physical dimensions and recommended capture specifications. The charts are very useful and relatively easy to read and understand. But this standard includes 93 “exciting” pages of all things still image capture including file specifications, color encoding, data storage, physical environment, backup strategies, metadata and workflows. Below I will boil down the first 50 or so pages.\nThe FADGI standard was built using the NARA Technical Guideline for Digitizing Archival Materials for Electronic Access: Creation of Production Master Files – Raster Images which was established in 2004. The FADGI standard for still image capture is meant to be a set of best practices for cultural heritage institutions and has been recently updated to include new advances in the field of still image capture and contains more approachable language than its predecessor.\nFull disclosure. Perkins Library and our digitization program didn’t start with any part of these guidelines in place. In fact, these guidelines didn’t exist at the time of our first attempt at in-house digitization in 1993. We didn’t even have an official digitization lab until early 2005. We started with one Epson flatbed scanner and one high end CRT monitor. As our Digital Collections Program has matured, we have been able to add equipment and implement more of the standard starting with scanner and monitor calibration and benchmark testing of capture equipment before purchase. We then established more consistent workflows and technical metadata capture, developed a more robust file naming scheme, file movement and data storage strategies. We now work hard to synchronize our efforts between all of the departments involved in our Digital Collections Program. We are always refining our workflows and processes to become more efficient at publishing and preserving Digital Collections.\nDive Deep. For those of you who would like to take a deep dive into image capture for cultural heritage institutions, here is the full standard. For those of you who don’t fall into this category, I’ve boiled down the standard below. I believe that it’s necessary to use the whole standard in order for a program to become stable and mature. As we did, this can be implemented over time.\nBoil It Down. The FADGI standard provides a tiered approach for still image capture, from 1 to 4 stars, with four stars being the highest. The 1 and 2 star tiers are used when imaging for access and tiers 3 and 4 are used for archival imaging and preservation at the focus.\nThe physical environment: The environment should be color neutral. Walls should be painted a neutral gray to minimize color shifts and flare that might come from a wall color that is not neutral. Monitors should be positioned to avoid glare on the screens (This is why most professional monitors have hoods). Overhead lighting should be around 5000K (Tungsten, florescent and other bulbs can have yellow, magenta and green color shifts which can affect the perception of the color of an image). Each capture device should be separated so that light spillover doesn’t affect another capture device.\nMonitors and Light boxes and viewing of originals: Overhead light or a viewing booth should be set up for viewing of originals and should be a neutral 5000K. A light box used for viewing transmissive material should also be 5000K.\nDigital images should be viewed in the colorspace they were captured in and the monitor should be able to display that colorspace. Most monitors display in the sRGB colorspace. However, professional monitors use the AdobeRGB colorspace which is commonly used in cultural heritage image capture. The color temperature of your monitor should be set to the Kelvin temperature that most closely matches the viewing environment. If the overhead lights are 5000K, then the monitor’s color temperature should also be set to 5000K.\nCalibrating packages that consist of hardware and software that read and evaluate color is an essential piece of equipment. These packages normalize the luminosity, color temperature and color balance of a monitor and create an ICC display profile that is used by the computer’s operating system to display colors correctly so that accurate color assessment can be made.\nCapture Devices: The market is flooded with capture devices of varying quality. It is important to do research on any new capture device. I recommend skipping the marketing schemes that tout all the bells and whistles and just stick to talking to institutions that have established digital collections programs. This will help to focus research on the few contenders that will produce the files that you need. They will help you slog through how many megapixels are necessary, what lens are best for which application, what scanner driver is easiest to use while balanced with getting the best color out of your scanner. Beyond the capture device, other things that come into play are effective scanner drivers that produce the most accurate and consistent results, upgrade paths for your equipment and service packages that help maintain your equipment.\nCapture Specifications: I’ll keep this part short because there are a wide variety of charts covering many formats, capture specifications and their corresponding tiers. Below I have simplified the information from the charts. These specification hover between tier 3 and 4 mostly leaning toward 4.\nAlways use a FADGI compliant reference target at the beginning of a session to ensure the capture device is within acceptable deviation. The target values differ depending on which reference targets are used. Most targets come with a chart representing numerical value of each swatch in the target. Our lab uses a classic Gretagmacbeth target and our acceptable color deviation is +/- 5 units of color.\nOur general technical specs for reflective material including books, documents, photographs and maps are:\n- Master File Format: TIFF\n- Resolution: 300 ppi\n- Bit Depth: 8\n- Color Depth: 24 bit RGB\n- Color Space: Adobe 1998\nThese specifications generally follow the standard. If the materials being scanned are smaller than 5×7 inches we increase the PPI to 400 or 600 depending on the font size and dimensions of the object.\nOur general technical specs for transmissive material including acetate, nitrate and glass plate negatives, slides and other positive transmissive material are:\n- Master File Format: TIFF\n- Resolution: 3000 – 4000 ppi\n- Bit Depth: 16\n- Color Depth: 24 bit RGB\n- Color Space: Adobe 1998\nThese specifications generally follow the standard. If the transmissive materials being scanned are larger than 4×5 we decrease the PPI to 1500 or 2000 depending on negative size and condition.\nRecommended capture devices: The standard goes into detail on what capture devices to use and not to use when digitizing different types of material. It describes when to use manually operated planetary scanners as opposed to a digital scan back, when to use a digital scan back instead of a flatbed scanner, when and when not to use a sheet fed scanner. Not every device can capture every type of material. In our lab we have 6 different devices to capture a wide variety of material in different states of fragility. We work with our Conservation Department when making decisions on what capture device to use.\nGeneral Guidelines for still image capture\n- Do not apply pressure with a glass platen or otherwise unless approved by a paper conservator.\n- Do not use vacuum boards or high UV light sources unless approved by a paper conservator.\n- Do not use auto page turning devices unless approved by a paper conservator.\n- For master files, pages, documents and photographs should be imaged to include the entire area of the page, document or photograph.\n- For bound items the digital image should capture as far into the gutter as practical but must include all of the content that is visible to the eye.\n- If a backing sheet is used on a translucent piece of paper to increase contrast and readability, it must extend beyond the edge of the page to the end of the image on all open sides of the page.\n- For master files, documents should be imaged to include the entire area and a small amount beyond to define the area.\n- Do not use lighting systems that raise the surface temperature of the original more than 6 degrees F(3 degrees C)in the total imaging process.\n- When capturing oversized material, if the sections of a multiple scan item are compiled into a single image, the separate images should be retained for archival and printing purposes.\n- The use of glass or other materials to hold photographic images flat during capture is allowed, but only when the original will not be harmed by doing so. Care must be taken to assure that flattening a photograph will not result in emulsion cracking, or the base material being damaged. Tightly curled materials must not be forced to lay flat.\n- For original color transparencies, the tonal scale and color balance of the digital image should match the original transparency being scanned to provide accurate representation of the image.\n- When scanning negatives, for master files the tonal orientation may be inverted to produce a positive The resulting image will need to be adjusted to produce a visually-pleasing representation. Digitizing negatives is very analogous to printing negatives in a darkroom and it is very dependent on the photographer’s/ technician’s skill and visual literacy to produce a good image. There are few objective metrics for evaluating the overall representation of digital images produced from negatives.\n- The lack of dynamic range in a film scanning system will result in poor highlight and shadow detail and poor color reproduction.\n- No image retouching is permitted to master files.\nThese details were pulled directly from the standard. They cover a lot of ground but there are always decisions to be made that are uniquely related to the material to be digitized. There are 50 or so more pages of this standard related to workflow, color management, data storage, file naming and technical metadata. I’ll have to cover that in my next blog post.\nThe FADGI standard for still image capture is very thorough but also leaves room to adapt. While we don’t follow everything outlined in the standard we do follow the majority. This standard, years of experience and a lot of trial and error have helped make our program more sound, consistent and scalable.", "label": "No"} +{"text": "Few of those visiting Switzerland know that the country is still a military fortress where every male not only has to serve in the armed forces but keeps his assault rifle together with a soldered up can of ammunition in his wardrobe. Somehow this is a tradition for in the Middle Ages Swiss soldiers were known for their crossbows, their halberds, and their bravery. On many occasions they had fought and won battles against the Kaiser and the Habsburgs. As a result the Eidgenossen (confederates) eventually gained independence from the Holy Roman Empire in the Peace of Westphalia in 1648. Swiss soldiers were coveted by European powers and were fighting on all fronts. In many a battle Swiss stood against Swiss and frequently the country paid a high death toll. Nowadays the only Swiss soldiers serving outside Switzerland are those of the Swiss Guard protecting the Pope.\n|Defending the Swiss border in 1914 (© DLM)|\n|Even the historical wooden bridge crossing the Rhine at Bad Säckingen |\nhad explosive chambers filled with TNT (©dpa)\nOnly recently Switzerland had emptied all\n|Explosive chamber in the |\nBad Säckingen bridge (©Lipp/Der Sonntag)", "label": "No"} +{"text": "Oral hygiene is very important. Poor oral hygiene can lead to a number of problems — painful, expensive and embarrassing problems. An individual must try to keep their teeth and gums healthy to avoid painful and costly dental work. Below are the top 15 dental care tips.\nBrushing may seem like the most obvious way to have good oral hygiene because it is the most important thing one can do to keep one’s teeth and gums healthy. Brushing gets rid of plaque, which if left in the mouth can lead to dental problems. Brushing should be done at least twice a day, and it is even better if it’s done after each meal. Brushing should be done for a full two minutes, paying attention to each tooth. One needs to be careful to not use too much pressure.\nPick the Right Toothbrush\nThere are many different kinds of toothbrushes, and it is essential that each person chooses one to suit his or her needs. People with braces should get a toothbrush designed for orthodontic care that can clean teeth with braces more effectively. Those with limited dexterity or arthritis may find an electric toothbrush easier to use or one with large handle. For children there are toothbrushes with a timed light to help them brush for the full two minutes that dental professionals recommend. Toothbrushes should be replaced every three months for best results.\nFloss Every Day\nFlossing should be done every day to remove food particles and plaque from between the teeth. Unfortunately many people forget or skip flossing because they don’t realize its importance.\nAvoid Sugary Foods and Beverages\nFoods and beverages with a high sugar or starch content make the most acids in the mouth, so anyone wishing to eat a diet that is optimal for healthy teeth should keep sugary and starchy foods to a minimum. Hard candies, lollipops and sugary gum should be avoided since they linger in the mouth, bathing the teeth in sugar. The length of time that teeth are exposed to sugars is important because continuous exposure is worse. Sucking on candy and sipping sugary drinks throughout the day is harmful. Fruits and fruit juices, although natural and healthy, are high in sugar and should be watched.\nHave Regular Dental Cleanings and Check-ups\nRegular dental check-ups and cleanings are important to keep your teeth and gums healthy. Tooth decay may not start with any obvious pain or symptoms. A dentist can discover problems early, before painful symptoms appear and before more expensive, involved dental work is required. Dental problems, when they occur, can get worse if they are left alone.\nStart Thinking About Oral Hygiene Early\nParents should start thinking about the oral health of their children in infanthood. A baby shouldn’t be put to bed with a bottle that contains milk, formula, juice or any sugary liquids. An infant’s gums can be cleaned, even before teeth are showing, by wiping them with a moist cloth.\nDental sealants can be useful for giving teeth some protection against decay. Sealants are a thin, protective coating painted onto the top chewing surfaces of teeth, and they are usually applied to the back teeth. Children and teenagers are usually candidates for sealants; however some adults without any decay or fillings in their molars may get sealants.\nSelecting a Dentist\nSelecting a dentist can be a big decision. When selecting which dentist to visit, one should ask friends and family for recommendations, along with some other considerations. The dental practice should be in a convenient location with suitable hours of operation. Other important factors are whether or not a provider is covered on the patient’s insurance plan the helpfulness of the staff.\nDrink Plenty of Water\nDrinking water has several benefits. It is thirst quencher that doesn’t have any sugar to harm teeth. It also helps to rinse away particles from the mouth, decreasing the bacteria that could lead to plaque and decay. It is also a good habit to rinse the mouth out with water after eating.\nNeed for Calcium\nCalcium is essential to strong teeth. A diet of foods that are rich in calcium is important. Cheese, yogurt and soybeans all contain plenty of calcium. Vitamin D is also necessary; since it helps the body absorb calcium.\nHelp Sensitive Teeth\nPeople with sensitive teeth should use a very soft bristle brush and use toothpaste made especially for sensitive teeth. Heat, cold, acidic foods or sweet foods may trigger sensitivity. If something causes a reaction, then it should be avoided.\nTreat Dry Mouth\nSaliva is important to keeping the mouth healthy. Without enough saliva the mouth becomes dry and oral health problems can develop. Many common medications can cause dry mouth. Dryness can also occur from breathing through the mouth during sleep, which can occur with asthma, sinus problems or other health conditions. If someone is experiencing dry mouth, he or she should consult a doctor to find the best solution.\nMost experts advise smokers to give up this habit because it can lead to many health problems, including oral health issues. For some people, smoking is not an easy habit to stop. Smokers may consider using toothpaste designed for smokers. They are specially formulated to combat bacteria and stains, which increase in the mouth from smoking.\nConsult a Doctor about Acid Reflux Symptoms\nAcid reflux or GERD can lead to tooth enamel getting eroded by acid. People experiencing symptoms of acid reflux should consult with their doctor to control the symptoms to prevent further problems.\nTeeth can be delicate and should be protected from damage. They shouldn’t be used for cracking nuts, ripping things or holding things. People involved in sports or athletic activities that could potentially lead to injury should use a mouth guard to protect teeth. Mouth piercings also put teeth in danger of being chipped or cracked\nMost people want to put their best food forward, and one of the most noticeable traits is a person’s smile and their teeth. It’s good to start with good oral hygiene to prevent dental issues and to help teeth last a lifetime.", "label": "No"} +{"text": "Allegation is a term whose etymological root is found in allegātus, a word from the Latin language. An allegation is an address, testimony or exposition that is pronounced against or in favor of a person or something.\nFor example: “The religious leader made a plea for peace in a mass meeting”, “The prosecutor is scheduled to make his plea tomorrow before noon”, “The actor made a strong plea against journalism after photos were released of your privacy in a magazine. ”\nTake the case of an experienced soccer player who, tired of criticism of his team’s coach, decides to offer a press conference to defend him. In his argument, the footballer highlights that the technical director in question has won ten titles throughout the race, including one last year. It also lists the injuries suffered by the campus as an explanation of why the poor results in recent times. Therefore, the player asks that criticism of the coach cease and that his work be valued.\nIn the judicial field, according to the dictionary of the Digopaul, the presentation made by a lawyer to substantiate the right of the defending party and to refute the reasons given by the other party is called an allegation.\nIn his plea, the legal specialist makes a statement, analyzes the evidence, challenges the arguments of the counterparty and makes a legal basis for his claims based on legislation and jurisprudence.\nThe allegations can be presented in two ways:\n* orally, in the hearing when the evidence is completed, a concept that includes the process that the judge carries out when he checks and validates the evidence that each party has alleged, before the trial is held;\n* in writing, either when the closing period opens or when the hearing has ended.\nIt is worth mentioning that the allegation constitutes a procedural burden for both parties, although it is also important to note that there is no obligation on the part of the judge to rule on them.\nAlthough it is normal that there is no specific form established by procedural laws regarding the structure of the allegation, it must be borne in mind that it must involve a reasoned and methodical exposition of the following:\n* the facts stated in the lawsuit;\n* the evidence that the party wishes to provide to demonstrate it;\n* the value of such tests;\n* the challenge of those brought by the opposing party;\n* the denial of the events indicated by the opposite party;\n* the reasons that can be extracted from the facts that are proven;\n* the doctrinal and legal reasons that can be adduced in favor of the right that is invoked.\nA word from the allegation family that is often used in everyday speech is the verb allegar, whose definition can provide a certain background to better understand the concept in question. It is the action that a person performs when he cites an example, certain words or a fact that can serve to prove his innocence or to defend himself in a certain situation.\nAnother meaning of the verb to allege defines it as the act of presenting services or merits that serve to base a certain claim on them. In the particular case of Law, the area in which the concept of allegation is usually focused, it is the action carried out by a defendant or his defense attorney to argue, in written or oral form, rights and events that serve to defend its cause.", "label": "No"} +{"text": "Our executive director and founder, Carole Richards, is highly passionate about education — especially reading. Carole taught in the Cleveland Metropolitan Schools for 10 years before starting North Coast Tutoring Services.\nAs a classroom teacher, Carole tailored her teaching to fit the individual goals of each of her students. Today, nothing has changed. We understand that no two students learn in the exact same manner; and so, we treat each student as an individual and adjust our approach to meet their needs.\nIn this article from February 2016, Carole shares her concerns about today’s children actually learning in the classroom, as opposed to just doing “stuff”.\nLearning vs. “Stuff”\nby Carole Richards\npublished February 1, 2016\nAs I consult with parents about children’s learning needs, I am baffled by how often the focus is on the number of problems or the number of worksheets a child completes. It concerns me because children should spend quality time on actual learning not on proving they can finish yet another worksheet.\nFor example, one parent wanted us to help their child complete homework. The eight-year-old was spending two hours a night on homework. This is after spending five and one-half hours in school. Many children soon burn out from this schedule, and both parent and child fight to complete the burden on a daily basis.\nFor homework, this child was to write his spelling words five times each and also write a sentence using each word. Do the spelling skills relate to actual understanding of the spelling process, or is the child merely memorizing a series of words that they study from Monday until their test on Friday and forget them by Monday?\nRecently I visited a classroom. Two first grade girls in the classroom were working hard on listing all the “A” words in a story they were to read. Hopefully first graders know the letter “A” but I cannot imagine the purpose of copying words beginning with a letter. These words had both short and long “A” sounds so they weren’t really decoding or learning to spell the words.\nIn another classroom, children were stamping words with letter stamps. Finding the correct letters for the words they were creating was challenging for them. Yet the real purpose of the activity is difficult to figure out.\nIt is my sincere wish that children could focus on learning concepts not doing “stuff”. The word “learn” is defined as “acquire knowledge” or “absorb a skill”. Acquiring and absorbing how to learn is far more important than how many addition problems, how many spelling words, how many worksheets a child must complete in a day.\nThink about your child or grandchild. What knowledge are they acquiring in school? Is it vital to their future? If it is not, be bold and question the purpose of an assignment.\nWhat I am describing does not negate the importance of repeated practice. For example, mastering multiplication facts are very important to many math skills. You can’t do fractions or algebra efficiently without mastering this skill. Learning math facts makes learning math skills easier.\nOften our schools find it important for a child with a reading disability to labor over reading a sixth grade text when they only read at a fourth grade level. Would it not be better to read the information to the child and then ask him to answer questions? Often children are required to complete assignments that require reading and they don’t comprehend the information at the level of the text. Then the parent or teacher celebrate that the child completed the “stuff”. Most children with reading difficulties are so frustrated that they begin to hate the idea of reading and writing. Separating the skill of learning to read from the understanding what you read until the child is proficient can make a difference in the child’s school success and motivation.\nThe most important skills to learn for our children are fairly simple. They include reading (the ability to actually read the printed word) and spelling (the ability to write the printed word). Of course they must then comprehend what they read and organize what they write as well. In math, understanding math concepts includes: place value, fractions, and whole number computation skills, etc. Children need to learn their facts and then their focus can be on solving the problems without the facts slowing them down. With the three “R’s” mastered, children are able to explore science, social studies and many other interests with great enthusiasm. Their ability to learn anything becomes exciting.\nI watch my two and one-half year old granddaughter master concepts way beyond her age. She is determined and excited about learning and mastering skills. Yet, I worry that as she goes to school, despite her intelligence, she will be bogged down with completing endless “stuff” that won’t stimulate her fine brain.\nOur schools keep raising the bar on standards. Yet most of the fun has been taken out of the child’s day. Children should be encouraged to love school, love learning and explore those interests with passion. As they master the basics, they are ready to learn.\nLet’s tell our schools to help our children learn, not just do “stuff” to keep them busy. Then our children will be better prepared for college and the workforce.\nCarole Richards is president of North Coast Tutoring Services, president/director of the Academic Fun & Fitness Camp at Lakeland Community College, author of Richards Learning Systems ®. She is a frequent guest on radio and TV. She can be reached at firstname.lastname@example.org.", "label": "No"} +{"text": "dominant in that shop. The layout in figure 5-1 maybe used as a guide in laying out a carpentry shop.\nIn planning the arrangement of equipment, consider such factors as sequence of operations, working space, clear shop entrance and exit, adequate workbenches, and safety. The positioning of equipment, layout tables, and so on, do NOT have to be the same in one shop as in another.\nTry to place stationary machines so that the work will flow in an orderly and logical sequence. It is probably easier to do this in a specialized shop than it is in a general-purpose shop where the work differs considerably from one day to another.\nIn shops where there is a series of operations to be performed, the relative position of the various pieces of equipment has an important bearing on efficient operations. Not only should the equipment be accessible, but it should also be arranged to save wasted motion and to reduce walking distance.\nThis will enable your personnel to turn out more work when their equipment is close at hand. Clearance between adjacent machines should be such that the operators will NOT get in the way of one another. Electrical outlets should be readily available to the workbenches. Needless delays are caused by having to rig extension cords from poorly located outlets.\nYour plans should include adequate means for storing tools and materials. When considerable amounts of materials must be kept on hand and space permits, a special storeroom maybe used for storage of materials. Where desirable, a portion of this storeroom may also be used for storage of tools and equipment. When a storeroom is available, however, it may still be advantageous to store certain material in the shop near the machines or equipment on which it is used. Refer to the Occupational Safety and Health Standards for the Construction Industry, Code of Federal Regulations (29 CFR PART 1910) for more information on storage of tools, material, and equipment.\nThe amounts and types of materials stored in your shop will depend largely upon the space available and the intended purpose of your shop. In most shops, you will probably need facilities for storing such items as bolts, nuts, nails, screws, and paint. Whatever the type of shop, you should make an effort to see that your storage facilities are arranged to give the greatest possible amount of free working space.\nIn today's industry, concrete is the most widely used flooring material and possibly the most unsatisfactory flooring material for shops. Even when painted or sealed to eliminate dust, the concrete floor is\nFigure 5-1. - Typical layout of a carpentry shop.Continue Reading", "label": "No"} +{"text": "About 15 billion years ago a tremendous explosion started the expansion of the\nuniverse. This explosion is known as the Big Bang. At the point of this event\nall of the matter and energy of space was contained at one point. What exsisted\nprior to this event is completely unknown and is a matter of pure speculation.\nThis occurrence was not a conventional explosion but rather an event filling all\nof space with all of the particles of the embryonic universe rushing away from\neach other. The Big Bang actually consisted of an explosion of space within\nitself unlike an explosion of a bomb were fragments are thrown outward. The\ngalaxies were not all clumped together, but rather the Big Bang lay the foundations for the universe.\nHelium and Deuterium, Oxygen and Hydrogen and traces of lithium and beryllium were some of the Gas particles formed. The amounts of these gas particles can be calculated given the volume and pressure at certain given constants. See sample problems below, related to different planets.\nThe notion that the expanding universe was extremely hot in the beginning provides a reasonable explanation for why helium and deuterium seem to have existed even before star formation. Both these species are created by nuclear fusion. Fusion of a proton and a neutron produces deuterium (also known as heavy hydrogen), while fusion of two deuterium nuclei produces helium. These reactions can occur only at very high temperatures, such as in the interiors of stars. In 1946, George Gamow, once a student of Friedmann, suggested that nuclear fusion must have taken place when the universe was so hot in the beginning. This process, called the “big bang nucleosynthesis”, would have created helium and deuterium (plus trace amounts of elements like lithium and beryllium) out of an initial sea of energetic protons and neutrons.\nIn the early 1960s, spectroscopic studies of local stars showed that the abundance of helium was about 20-30% by mass, the rest being mostly hydrogen. Stars and hydrogen bombs are the only things we know of that make helium in the present universe.\nThey both combine hydrogen nuclei (protons) into helium nuclei through nuclear fusion, releasing great amounts of energy. Astronomers calculate that the night sky should be much brighter if all the helium we now observe had come from stars burning (or bombs exploding). Some, if not most, of the helium must have existed before star formation.\nProblem #11: The mean molar mass of the atmosphere at the surface of Titan, Saturn’s largest moon is 28.6 g/mol. Titan’s surface temperature is 95 K and its pressure is 1.6 atm. Assuming ideal behavior, calculate the density of Titan’s atmosphere under these conditions.\n1) Let us assume the presence of one mole of gas. Determine its volume under the conditions of Titan’s atmosphere:\nPV = nRT\n(1.6 atm) V = (1.00 mol) (0.08206 L atm / mol K) (95 K)\nV = 4.8723125 L (I kept some guard digits)\n2) Calculate the density:\n28.6 g / 4.8723125 L = 5.87 g/L\nProblem #12: The mean molar mass of the atmosphere at the surface of the Earth is 29.0 g/mol. Earth’s surface temperature is 298 K and its pressre is 1.00 atm. Assuming ideal behavior, calculate the density of Earth’s atmosphere under these conditions.\n1) Let us assume the presence of one mole of gas. Determine its volume under the conditions of Earth’s atmosphere:\nPV = nRT\n(1.00 atm) V = (1.00 mol) (0.08206 L atm / mol K) (298 K)\nV = 24.45388 L (I kept some guard digits)\n2) Calculate the density:\n29.0 g / 24.45388 L = 1.186 g/L\nComment: Titan’s atmosphere is five times more dense than Earth’s atmosphere.\nProblem #13: A gas mixture composed of helium and argon has a density of 0.704 g/L at a 737 mmHg and 298 K. What is the percent composition of the mixture by (a) mass and by (b) volume.\nSolution to a:\n1) Calculate total moles of gases present:\nComment: assume that the volume of the gas mixture is 1.00 L\nPV = nRT ⇒ n = PV / RT\nn = (737 torr / 760 torr/atm) (1.00 L) / (0.08206 L atm/mole K) (298 K)\nn = 0.039656 mol\n2) Set up two simultaneous equations:\nComment: let x = mass He and y = mass Ar\nEquation #1 ⇒ x + y = 0.704 g\nEquation #2 ⇒ x/4.0026 g/mol + y/39.948 g/mol = 0.039656 mol\n3) Substitute x = 0.704 – y into the second equation and solve for y:\nComment: I left off the units until the end.\n(0.704 – y)/4.0026 + y/39.948 = 0.039656\n(39.948) (0.704 – y) + (4.0026) (y) = (0.039656) (39.948) (4.0026)\nMore algebra results in:\ny = 0.606 g Ar\nx = 0.098 g He\n4) Calculate mass percent of each gas:\nAr ⇒ (0.606 / 0.704) x 100 = 86.61%\nHe ⇒ 14.06%\nSolution to b:\n1) Let us determine the volume 0.606 g of Ar occupies at the stated T and P:\n(737/760) (x) = (0.606/40) (0.08206) (298)\nx = 0.382 L\n2) Since combined volume was 1.00 L, the volume percents are:\nAr ⇒ 38.2%\nHe ⇒ 61.8%\nProblem #14: A sample of gas (1.90 mol) is in a flask at 21.0 °C and 697.0 mm Hg. The flask is now opened and more gas is added to the flask. The new pressure is 795.0 mm Hg and the temperature is now 26.0 °C. How many moles of gas are now in the flask?\n1) Use PV = nRT with the first set of data to get the volume of the container:\n(697.0/760.0) (x) = (1.90 mol) (0.08206 L atm/mol K) (294.0 K)\nx = 49.9819572 L\n2) Use PV = nRT with the second set of data, using the volume just calculated. Solve for moles:\n(795.0/760.0) (49.9819572 L) = (x) (0.08206 L atm/mol K) (299.0 K)\nx = 2.13 mol\n1) Set up two uses of PV = nRT:\na) (0.9171 atm) (V1) = (1.90 mol) (R) (294.0 K)\nb) (1.046 atm) (V1) = (1.90 + x mol) (R) (299.0 K)\nV1 represents the volume of the flask, which does not change.\n2) Since V1 = V1 and R = R, divide (a) by (b):\n(0.9171 atm / 1.046 atm) = [(1.90 mol) (294.0 K)] / [(1.90 + x mol) (299.0 K)]\n(0.9171) (1.90 + x) (299.0) = (1.046 atm) (1.90) (294.0)\n521.00451 + 274.2129x = 584.2956\nx = 0.23 mol\nThis is the amount of moles of gas added, not the total moles.\n3) Total moles of gas in the flask:\n1.90 + 0.23 = 2.13 mol\nProblem #15: In an experiment 350.00 mL of hydrogen gas was collected over water at 25.0 °C and 720.00 mmHg. Then, one-third of the gas leaked out of the container. What would the new volume be?\n1) Remove vapor pressure of water:\n720.00 mmHg – 23.76 mmHg = 696.24 mmHg\n2) Calculate moles of gas:\nPV = nRT\n(696.24/760.00) (0.3500) = (n) (0.08206) (298)\nn = 0.013111901 mol\n3) Allow one-third to escape:\n0.013111901 mol x (2/3) = 0.008741267 mol\n4) Assume gas is still over water. Calculate new volume:\n(720.00/760.00) (V) = (0.008741267) (0.08206) (298)\nV = 0.22563 L = 225.63 mL\nNotice that I did not reduce the vapor pressure value by one-third. All vapor pressures are independent of the actual volume above the liquid. They are dependent only on the temperature.\nProblem #16: What volume of SO2 at 25.0 °C and 1.50 atm contains the same number of molecules as 2.00 L of chlorine gas measured at (Standard Temperature and Pressure) STP?\n1) Calculate moles of Cl2:\nPV = nRT\n(1.00) (2.00) = (x) (0.08206) (273.0)\nx = 0.089276229 mol (I kept some guard digits.)\nSince moles is a direct measure of the number of molecules, we do not have to determine how many molecules this is.\n2) Determine volume of SO2 that holds 0.089. . . moles:\n(1.50) (x) = (0.089276229) (0.08206) (298.0)\nx = 1.46 L\nProblem #17: A mixture of CO2 and Kr weighs 35.0 g and exerts a pressure of 0.708 atm in its container. Since Kr is expensive, you wish to recover it from the mixture. After the CO2 is completely removed by absorption with NaOH(s) the pressure in the container is 0.250 atm. How many grams of CO2 and how many grams of Kr were initially present?\n1) Calculate the mole fractions of CO2 and Kr:\nCO2: 0.458 atm / 0.708 atm = 0.6469\n2) Change these to “gram fractions:”\nCO2: 0.6469 x 44.0 = 28.4636\nKr: 0.3531 x 83.8 = 29.59\nCO2: 28.4636 /58.05 = 0.49\nPlease be aware that “gram fractions” is not a standard term.\n3) Calculate grams in the mixture:\nCO2: 35.0 x 0.49 = 17.15 g\nKr: 17.85 g\nComment: Based on this ratio (0.458/0.250) the CO2:Kr molar ratio is 1.83 to 1. Is the above gram ratio also a 1.83 to 1 molar ratio?\nYes. Convert 17.15 g and 17.85 g to their respective moles and divide moles of CO2 by moles of Kr.\nProblem #18: Which of the following is constant for 1 mole of any ideal gas?\nPV = nRT\nPV/T = nR\nSince the right-hand side is constant, the answer is B.\nProblem #19: Our atmosphere is a mixture of gases (roughly 79% N2, 20% O2 and 1%Ar).\n(a) What is the partial pressure (in atm) of each gas in the atmosphere?\n(b) A mixture of He and O2 gases is used by deep sea divers. If the pressure of the gas a diver inhales is 8.0 atm what percent of the mixture should be O2, if the partial pressure of O2 is to be the same as what the divers would ordinarily breathe at sea level?\nSolution to (a):\n1) Determine the mole fraction of each gas. Assume 100 g of atmosphere:\nN2: 79 g / 28.0 g mol¯1 = 2.82 mol\nO2: 20 g / 32.0 g mol¯1 = 0.625 mol\nAr: 1 g / 40 g mol¯1 = 0.025 mol\n2) Determine mole fraction of oxygen:\n0.625 mol / 3.47 mol = 0.180\n3) Determine partial pressure of oxygen:\n1.00 atm x 0.180 = 0.180 atm\nSolution to (b):\n1) Calculate mole fraction of He/O2 mixture:\n0.180 / 8 = 0.0225 mol of O2\n7.820 / 8 = 0.9775 mol of He\n2) Convert each to grams:\nO2: 0.0225 mol x 32.0 g mol¯1 = 0.72 g\nHe: 0.9775 mol x 4.00 g mol¯1 = 3.91 g\n3) Calculate percent of O2 in the mixture:\n0.72 g / 4.63 g = 0.1555 = 15.55%\nProblem #20: 600.0 mL of a mixture of O2 and O3 weighs 1.00 g at NTP. Calculate the volume that the ozone in mixture would occupy at NTP if it were alone.\nBefore the solution, a comment. I will take the N in NTP to mean ‘normal,’ with a synonym being ‘room,’ as in RTP. These values are taken to be 1.00 atm and 25.0 °C.\n1) Use PV = nRT to calculate the number of moles of gas:\n(1.00 atm) (0.6 L) = (x) (0.08206) (298 K)\nx = 0.024536 mol\n2) Determine grams of oxygen and ozone in the mixture:\nx/32 + (1-x)/48 = 0.024536\nmultiply each term by 32 to get:\nx + 2/3 – (2/3x) = 0.785152\n1/3 x = 0.118485\nx = 0.355 g of O2 (to three sig figs)\nSo, ozone = 0.645 g\n3) Calculate moles, then volume of ozone at NTP:\n0.645 g / 48.0 g/mol = 0.0134375 mol\n(1.00 atm) (x) = (0.0134375 mol) (0.08206) (298 K)\nx = 0.329 L = 329 mL\nProblem #21: A mixture of Ar and N2 gases has a density of 1.419 g/L at STP. What is the mole fraction of each gas?\n1) At STP, the following is true:\na) the volume of one mole of gas occupies 22.414 L\nb) the mass of one mole of Ar is 39.948 g\nc) the mass of one mole of N2 is 28.014 g\n2) Determine the mass of 22.414 L of the gas mixture:\n1.419 g/L times 22.414 L = 31.805466 g\n3) The mass of the gas mixture is the weighted average of the molar masses (since the molar masses occupy 22.414 L):\n31.805466 = (x) (39.948) + (1 – x) (28.014)\n31.805466 = 39.948x + 28.014 – 28.014x\n3.791466 = 11.934x\nx = 0.3177\nx is the mole fraction for Ar; the mole fraction for nitrogen is 0.6823.\nProblem #22: You are given an envelope containing a piece of magnesium and a piece of zinc with a total mass of 0.0833 grams. The volume of gas collected (at 25.0 °C and Pressure atm = 755 torr) is 59.74 mL. Liquid column height is only 15 mm. Calculate the mass of each piece of metal in the envelope.\nComment: I’m going to assume the hydrogen gas produced was collected over mercury. Assuming the gas was collected over water makes it a bit more complicated.\n1) Get the pressure in the gas collection tube:\n755 torr minus 15 torr = 740 torr\n2) Determine moles of gas produced:\nPV = nRT\n(740 torr / 760 torr/atm) (0.05974 L) = (n) (0.08206) (298 K)\nn = 0.0023787 mol\n3) Set up first equation (of two):\nm + z = 0.0833\nwhere m = mass of Mg and z = mass of Zn\n4) Set up second equation:\n(m / 24.305) + (z / 65.38) = 0.0023787\nm / 24.305 = moles of magnesium\nz / 65.38 = moles of zinc\nThe sum of the moles of Mg and Zn equals the total moles of gas collected because of the 1:1 stoichiometry of each reaction:\nZn (s) + H2SO4 (aq) —> H2 (g) + ZnSO4 (aq)\nMg (s) + H2SO4 (aq) —> H2 (g) + MgSO4 (aq)\n5) Solve the two equations:\nHere is the solution via a Cramer’s rule (the method of determinants) on-line calculator:\nm = 0.04273415 g\nz = 0.04056585 g\nTo three sig figs:\nm = 0.0427 g\nz = 0.0406 g\nIf you use the on-line app, make sure to use these values for the second equation:\nm / 24.305 = 0.0411438m\nz / 65.38 = 0.015295z\nAs an additional exercise, you may wish to solve the equation system by hand.\nProblem #23: A mixture of oxygen and helium is 92.3% by mass oxygen. It is collected at atmospheric pressure (745 torr). What is the partial pressure of oxygen in this mixture?\nLet’s assume a big, big volume such that this volume holds 100 g of the mixture at 745 torr and whatever the temperature is.\n92.3 g of the 100 g is O2 and 7.7 g is He.\nCompute moles of each because pressure is proportional to the number of particles:\nO2 —> 92.3 g / 32.0 g/mol = 2.884375 mol\nHe —> 7.7 g / 4.0026 g/mol = 1.92375 mol\nWe now will calculate what we need to solve this equation: partial pressure = mole fraction x total pressure.\nGet total moles:\n2.884375 + 1.92375 = 4.808125 mol\nGet mole fraction of O2:\n2.884375 / 4.808125 = 0.599896 = 0.600\nGet partial pressure of O2:\n0.600 times 745 torr = 447 torr\nProblem #24: If 20 percent of 100 mL sample of oxygen is converted into ozone, what would be its final volume?\nLet us split the volume into two: one of 20 mL and one of 80 mL. Leave the 80 mL untouched and allow all the 20 mL to react.\n3O2 —> 2O3\nWe will keep the pressure and temperature constant.\nWe will use Gay-Lussac’s Law of Combining Volumes:\nthree volumes of O2 will react to form two volumes of O3\n3 is to 2 as 20 is to x\nx = 13.3 mL\nCombine the two volumes:\n80 + 13.3 = 93.3 mL\nProblem #25: Low-pressure gauges in research laboratories are occasionally calibrated in inches of water. The density of mercury at 15 °C is 13.5 g/cm3 and the density of water at that temperature is 1.00 g/cm3. What is the pressure (in torr) inside a gas cylinder that reads 1.40 in. H2O at 15 °C?\nMercury is 13.5 times denser than water, so it takes 13.5 times as much water to indicate the same pressure as compared to mercury.\nAnother way to express this is that the pressure times the density of the indicating liquid (water or mercury) is a constant.\n(1.40 inch) (1.00 g/cm3) = (x) (13.5 g/cm3)\nx = 0.1037 inch of mercury\nThe pressure unit torr is measured in millimeters of mercury.\n0.1037 inch times 25.4 mm/inch = 2.63 torr (rounded to three sig figs)\nBased on theories of the big bang nucleosynthesis, physicists in the mid-1960s calculated that roughly 1/4 of mass was converted into helium in the beginning, while the rest remained as hydrogen. This would be consistent with the earlier measurements of 20-30% helium abundance if most of the observed helium were present, from the big bang, even before stars began producing more. In the early 1970s, spectroscopic studies in other galaxies have confirmed that the majority of the observed helium did exist before any star formation. The figure shows the helium abundance of many galaxies having various oxygen abundances. Oxygen abundance indicates in general how much nucleosynthesis has taken place in stars because stars produce “heavy” elements (like oxygen, nitrogen, carbon, and helium) from hydrogen through nuclear fusion. If all observed helium was created in stars like all oxygen was, we would expect to find no helium in galaxies that have no oxygen because these galaxies must have formed before any stars created heavy elements. Yet, as the plot shows, the abundance of helium decreases very little as the abundance of oxygen approaches zero. The galaxies must have formed with an initial composition of about 24% helium. This observational result supports the theory that there must have been a big bang in the beginning which converted about 1/4 of mass into helium through nucleosynthesis.", "label": "No"} +{"text": "of the Lost Ten Tribes\nby Yair Davidiy\nThe Blessings of\nthe Lost Ten Tribes in Exile\nJacob was promised a healthy climate,\nagricultural plenty and mineral riches\n(Genesis 27:28). These blessing were repeated in the blessing to Joseph (Genesis 49:25).\nGIVE THEE OF THE DEW OF HEAVEN, AND THE FATNESS OF THE EARTH, AND PLENTY\nOF CORN AND WINE:\"\nAgricultural plenty and great\n\"EVEN BY THE\nGOD OF THY FATHER, WHO SHALL HELP THEE; AND BY THE ALMIGHTY, WHO SHALL BLESS\nTHEE WITH BLESSINGS OF HEAVEN ABOVE, BLESSINGS OF THE DEEP THAT LIETH UNDER,\nBLESSINGS OF THE BREASTS, AND OF THE WOMB:\"\n<>: climate and agriculture. BLESSINGS OF THE DEEP: Water and mineral resources.\nTHE BREASTS, AND OF THE WOMB: Health\nand fertility and bounty from the Almighty.\nIn the Blessing of Moses (Deuteronomy\nchapter 33) tells us that Joseph\nwill be blessed with agricultural plenty and mineral resources (33:15-16):\n\"AND OF JOSEPH\nHE SAID, BLESSED OF THE LORD BE HIS LAND, FOR THE PRECIOUS THINGS OF HEAVEN,\nFOR THE DEW, AND FOR THE DEEP THAT COUCHETH BENEATH,\"\nThis says that Joseph was\nblessed with agricultural prosperity, healthy lands, and mineral resources in plenty.\n\"AND FOR THE\nPRECIOUS FRUITS BROUGHT FORTH BY THE SUN, AND FOR THE PRECIOUS THINGS PUT\nFORTH BY THE MOON,\"\nSome plants need a set number\nof hours of both daylight and darkness. Certain plants require moonlight.\n\"AND FOR THE\nCHIEF THINGS OF THE ANCIENT MOUNTAINS, AND FOR THE PRECIOUS THINGS OF THE\nFood products and Mineral resources.\n\"AND FOR THE\nPRECIOUS THINGS OF THE EARTH AND FULNESS THEREOF, AND FOR THE GOOD WILL\nOF HIM THAT DWELT IN THE BUSH: LET THE BLESSING COME UPON THE HEAD OF JOSEPH,\nAND UPON THE TOP OF THE HEAD OF HIM THAT WAS SEPARATED FROM HIS BRETHREN.\"\n<>: agricultural plenty. <>:\nJoseph was apart from his brothers\nand still dwells apart from them in physically separated areas.\nHoshea also says that the Lost Ten\nTribes un their place of exile, as well as being extremely numerous shall enjoy great\nagricultural bounty and other material\nWINE, AND OIL, AND MULTIPLIED HER SILVER AND GOLD.\"\nNations we identify as having the\nLost Tribes amongst them produce nearly all of the worlds agricultural surpluses: Beef,\nsheep (mutton and wool), wheat,\nmaize, cotton, sugar, wine (France, USA, Australia, South Africa, Israel), fruits, vegetables, etc. Lands of Joseph\nare especially prominent in this\nregard and Joseph was bequeathed a double portion.", "label": "No"} +{"text": "Each electronic sensory device is made to do carry out a specific operation: read a temperature, record the atmospheric pressure, sense an applied force, and so on. Other sensors (usually more complex) are better suited for human interfaces, calculations and/or data storage. But almost all sensors, sooner or later, need to communicate data to other devices.\nA temperature logger for example needs to pass the daily logged data, rather than the current temperature, to a personal computer. Conversely, the personal computer might need to talk with that sensor in order to request the current temperature, or to specify how often the sensor has to collect the data.\nFurthermore, the data collected to a single device may need to be aggregated along with data from other sensors, in order to obtain more complex information, process it with apropriate hardware and software that can make the right decisions, present it in a nice way and – why not? – share the obtained results in the web. Thus, the communication method which links sensors with other devices is thus one of the key features of any system.\nUsually that communication is done through a cable, but in some cases this is not comfortable, practical or even possible. In many of these cases we could switch to a wireless solution. Wireless communication poses significant limitations when it comes to real-time data, but it is adequate and cheap for general not time-critical data exchange. In this article we introduce an example of Bluetooth wireless communication, showing the way it can be implemented with a basic example.\nLet’s introduce a basic example on low-level side, showing a simple microcontroller configuration. In this example we will assume control of 2 LEDs in two different ways: one in an ON/OFF fashion, and the other with PWM, in order to control its brightness.\nTo carry out this task, we used the following components:\n- a power source (in this case a USB power bank)\n- a microcontroller (an old and cheap Arduino Duemillanove)\n- A Bluetooth modem (a BlueSMIRF Gold)\n- 2 LEDs, 2 resistors and some jumper wires\nYou can find the detailed schematics of the circuit here.\nThe microcontroller receives the desired status of the LEDs via the Bluetooth modem and controls them accordingly. This is the simple Arduino sketch that does what we want. The sketch essentially reads characters from the Bluetooth modem (Serial.read), if available, until it finds a delimiter. Then it parses the received string in order to extract the desired value and apply it to the correct LED.\nA message similar to “$PWM,100” will set the PWM LED lightness to the corresponding value;\n– The message “$LED,1” will switch on the ON/OFF led;\n– The message “$LED,0” will switch off the ON/OFF led;\n– The microcontroller will reply with the executed command;\nNote: Remember to temporarily disconnect the RX and TX wires from the BlueSMIRF to the Arduino, when you program the Arduino from the computer via USB.\nThe Android Device\nThere are many characteristics that makes a smartphone an ideal high-level master device:\n- It has great computational power\n- It is suitable for human-machine interfaces\n- It implements a lot of ways to communicate with other devices\n- It can store and share a large amount of data\n- It is relatively small and cheap\n- A large amount of people has one of them and is able to use it\nIn this example we use an Android smartphone in order to set the microcontroller led values.\nIf you want to run the test application, you have to:\n- Activate the Bluetooth on your phone\n- Pair the Bluetooth remote device with your Android device\n- Start a new empty project, then use the manifest and the BluetoothHelperExample.java file into it\n- Find the line:\nprivate String DEVICE_NAME = \"RNBT-729D\"\nin BluetoothHelperExample.java and change the current value with the name of your paired device\n- Compile and run the test app\nThe application automatically connects the Smartphone to the remote microcontroller and, when connected, it controls the 2 LEDs sending the appropriate command strings when the user clicks the LED button (switching the ON/OFF LED) or moves the slider (changing the lightness of the dimmable LED). In order to easily set up and manage the communication, we made a Java Helper class.\nThe BluetoothHelper Class\nThis Java Class implements an easy message-based Bluetooth wireless communication layer between an Android device (the client) and a microcontroller (the server). It is compatible with Android devices v. 4.0+.\nThe scope of this class is to make simple and direct the wireless communication between a low level device, that typically collects data and does simple stuff, and a higher level device that is able to present the collected data, store all the information in a file and offer the user a simple interface to send requests and control the behavior of the microcontroller.\nUsing this class you can Connect, Disconnect, Send String messages, Receive String messages via Listener (best way) or with explicit polling, by automatically reconnecting and checking the status of your Bluetooth connection in a simple and thread-safe way.\nThis class is a work in progress, some additional functions will be added in the future.The class is released under GNU GPL 3 license and freely downloadable here. Download the API documentation from here. All downloads are also available in the GitHub repository. The GitHub repository contains:\n- Android/BluetoothHelper.class – The Helper Class for Android\nThe repository also includes the presented example, that shows how to use the helper class:\n- Android/BluetoothHelperExample/ – Example app for Android\n- Arduino/BluetoothHelperExample/ – The sketch for Arduino\n- doc/ – The related documentation", "label": "No"} +{"text": "KidWind Challenge - Teacher Workshop\nThursday, September 26, 2013 9:00 am - 12:00 pm\nDescription: Did you know wind is the fastest growing energy source?! But how do you get energy from the wind? Wind turbines are your answer. A wind turbine is a device that produces electricity from the kinetic energy of the wind. Now your students can be engineers to design and construct their own wind turbine.\nThe KidWind Challenge encourages students to learn about renewable energies. It also stresses the importance of wind technologies and their role in helping to make the world less dependent on fossil fuels for the production of electricity!\nThe KidWind Challenge is opened to both middle school and high school students. Please note, pre-registration is required. The last day to register a KidWind team is one week before the event, Wednesday, September 23, 2013.", "label": "No"} +{"text": "Mastitis in cats can be a very painful condition, although it is not considered an emergency situation most of the time.\nIt is almost always localized, but if it is severe, it can spread to other parts of your cat and can become septic which is a bacterial infection that attacks your cat’s blood.\nMastitis is a bacterial infection that affects the mammary glands.\nThese are any of the milk producing glands and consist of lobes of alveoli with a system of ducts that transport the milk in a female cat to an external nipple.\nThese glands will almost always occur in pairs and begin secreting milk after the birth of a litter.\nThis infection can occur in just one gland, or it can affect multiple glands and is generally caused by an infection that enters into your cat from an opening.\nIt can also be caused by a trauma from the litter such as biting, or it can be spread in the blood, especially if it is an older female.\nIf it is localized to just one gland, your cat may show no symptoms at all or any signs of an illness.\nHowever, if it has spread and is in several glands, you cat can become very ill. For this reason, the mammary glands should be checked daily.\nIf these glands are warm, hard, or painful at all to your nursing cat, they are infected.\nIt is also a good idea to check the milk daily as well. If the milk is off colored or clumping, it has become infected with bacteria.\nThere are several symptoms with Mastitis in cats that you can watch for other than checking the volume of the glands or the milk.\nWhen checking the glands to see if they are warm or hard, you can also check for swelling, as this symptom will surface before the gland actually becomes painful to your cat.\nRedness will also start to occur in the teats before they become painful and are usually followed shortly after by the discoloration of the milk as well as a discharge from the glands themselves.\nIf there is a discharge, the next symptom you can watch for is an abscess.\nThis is an especially dangerous symptom as the abscess can easily break and cause the infection to spread to other parts of your cat’s body.\nA sudden fever is also another symptom to watch for.\nHowever, perhaps the two most obvious symptoms that your cat not only has this infection but the infection has become serious will be kittens that are chronically crying or sick.\nThese symptoms need to be treated very seriously as it could easily lead to the death of the newborn litter.\nThere will be several different forms of treatments for Mastitis in cats and the exact treatment will depend on the severity of the infection.\nThe first form of treatment for mastitis is antibiotics, and which kind will all depend of the pH tests of your cat’s milk which is extremely important in effectively treating this infection.\nThe pH level of your cat milk is the measurement of the acidity or alkalinity of the milk, and it is measured in ranges from 0 to 14.\nThe neutral number is usually considered to be at 7.0, but most cats’ pH levels rest between 6.6 and 6.9. If it is 7.0 or higher, it is a risk.\nIf your cat nurses at levels above 7.0, it may be toxic to the litter and the result is Mastitis in cats.\nOnce your veterinarian has determined this level, the antibiotics are usually given by the owner at home unless it is a severe infection, in which case they will be administered intravenously.\nUntil the pH level is brought down to a safe level, it may be recommended to feed the litter with a milk re-placer.\nA warm water compress such as a hot water rubber bottle container will also be used to help with the draining of the infected fluid.\nIt is very important to make absolutely certain, however, that it is warm and not hot.\nUntil the fluid is properly drained, if you decide not to use a milk re-placer, manual milking may also be a form of treatment for Mastitis in cats.\nIn most all but the severest of cases, this warm compress therapy will accomplish two things.\nFirst, it will help with the flow of the blood as well as helping the antibiotics to penetrate the infected tissues much more effectively.\nIf there has been an abscess develop, the treatment for this infection will be to surgically drain it as this will assist the effectiveness of the antibiotics.\nThis form of treatment will have to be monitored by your veterinarian to ensure that all of the infection has been removed.\nIf not, it may have to be drained again until it is totally removed.\nIf this infection has become severe and has killed several of your cat’s tissues, the only effective treatment may be a mastectomy, or the removal of the mammary gland.\nHowever, this form of treatment is extremely rare.\nIf the infection is considered very severe and has become septic, meaning that it has spread, the form of treatment will be intravenous fluid therapy.\nThis can be very expensive and will take several days for your cat to fully recover.\nHowever, in most all cases they will fully recover.\nThe final form of treatment for Mastitis in cats will be to weigh the litter every day.\nIf the treatments are effective, it will show in the kitten’s weight as they will be getting the proper nutrients back in their body.\nMastitis in cats can be very painful to the nursing mother and potentially life threatening to the litter. However, the treatments are usually very successful, depending on the severity of the infection.\nOnce completed, the mother and the litter should be free of the infection and live healthy and normal lives.", "label": "No"} +{"text": "A new study suggests the long-term use of over-the-counter anti-inflammatory drugs can inhibit muscle growth in young athletes who lift weights.\n“The results are extremely interesting since the use of anti-inflammatory drugs is so globally widespread, not least amongst elite athletes and recreationally active individuals,” said researcher Tommy Lundberg of the Karolinska Institutet’s Department of Laboratory Medicine in Sweden.\nHealthy men and women, aged between 18 and 35 were assigned to two groups. One group took a high dosage of non steroidal anti-inflammatory drugs (NSAID) and the other a low dose every day for a period of eight weeks. During the same period, participants engaged in supervised weight training regimen two to three times a week. Certain variables such as muscle growth, muscle strength and anti-inflammatory markers were measured by the researchers. After eight weeks the increase in muscle volume was twice as large in the low dose group as in the high dose group.\n“Our results suggest that young people who do weight training to increase their muscle mass should avoid regular high doses of anti-inflammatory drugs,” Lundberg stated.\nThe results partly contradict studies performed in older individuals, which have indicated that anti-inflammatory drugs can protect against age-related muscle-mass loss. The researchers think, therefore, that the mechanism regulating muscle mass differs between the old and the young weight lifters.", "label": "No"} +{"text": "The Parkes 21-cm Multibeam System: surveying the universe\nDr Lister Staveley-Smith and his team\nDr Warwick Wilson, Mr Malcolm Sinclair and Dr Trevor Bird\nCSIRO's radio telescope at Parkes (NSW) has the world's first 21-cm multibeam receiving system, giving astronomers 13 simultaneous radio beams on the sky.\n\"Dr Lister Staveley-Smith and his team (Dr Warwick Wilson, Mr Malcolm Sinclair and Dr Trevor Bird) have combined leading edge engineering solutions with state-of-the-art astronomy,\" says Dr McIntosh.\n\"Since the Multibeam System became operational in March 1997, it has been discovering a new galaxy on almost a daily basis, including an unexpectedly large number of 'dwarf' galaxies. The Multibeam project is internationally recognised as one of the most significant radio-astronomical developments ever, and has ensured that Australia retains its acknowledged position as world leader in science and engineering for astronomy.\"\nCongratulations to Lister Staveley-Smith, Mal Sinclair, Warwick Wilson (ATNF) and Trevor Bird (CTIP) who yesterday received one of this year's four CSIRO medals at a ceremony in Melbourne, for their part in the multibeam project for the Parkes telescope.\nCopies of a video about the project will be available next week.\nThis page is maintained by Sebastian Juraszek", "label": "No"} +{"text": "Opinion article* published in The Conversation written by Surinder Baines, Associate Professor in Nutrition and Dietetics at University of Newcastle.\nHere’s an interesting stat to bring up at the dinner table: for each human cell in your body, you have roughly ten non-human cells living in your gut. In other words, there are around 100 trillion microorganisms living in your intestines.\nSo how does this mass of microorganisms affect our health and ageing?\nLast month, researchers from China and the US showed in Nature that these trillions of gut microorganisms, also called microbiota, are affected by the food we eat – and, in turn, may play a role in longevity.\nREAD the full opinion article in The Conversation.\n* Opinion pieces represent the author’s views.", "label": "No"} +{"text": "What does \"Iatrogenic\" mean? Iatros means \"physician\" in Greek and -genic, means \"induced by\" - derived from the International Scientific Vocabulary. Thus, iatrogenic means \"physician-induced\". Medical definition: \"induced by a physician's words or therapy (used especially of a complication resulting from treatment). Thus Iatrogenic death is death resulting directly or indirectly from a physician's words or therapy.\nIn 2000, a presidential task force labelled medical errors a \"national problem of epidemic proportions.\" Members estimated that the \"cost associated with these errors in lost income, disability, and health care costs is as much as $29 billion annually.\" In the same year the Journal of the American Medical Association carried a study by Dr. Barbara Starfield (John Hopkins School of Hygiene and Public Health) that put Iatrogenic deaths in America at the astounding number of 225,000!\nDr. Starfield cautioned that as startling as this research was, it only represented hospitalized patients - it did not include deaths in nursing homes, emergency rooms, or in doctor’s offices. It did not include negative effects that are associated with disability or discomfort. And, these estimates of death due to error are lower than those in other published reports. Nevertheless, 225,000 iatrogenic deaths per year constitute the third leading cause of death in the United States, after deaths from cancer and heart disease! The most significant number of these unnecessary deaths, 106,000, were due to the negative effects of properly prescribed drugs, making them the fourth leading cause of death in America.\nOn a strictly monetary basis, depending on which published study you use, this adds up to $58.5 to $100 billion in extra costs! Walter Cronkite, well-known news anchor, painted a dismal picture: “America’s healthcare system is neither healthy, caring, nor a system.” (1990)\nNo wonder some have also dubbed this 20th century disease Acquired Iatrogenic Death Syndrome (AIDS)\nIn 2003 a independent review of government-approved medicine (Death by Medicine - Authors: Gary Null PhD, Carolyn Dean MD ND, Martin Feldman MD, Debora Rasio MD, Dorothy Smith PhD) compared thousands of published, peer-reviewed scientific studies. The numbers generated were higher than those cited in the JAMA article, but the conclusion was the same: there is something dreadfully wrong with American medicine. Too often it does more harm than good. Compelling evidence from this study unveiled astounding statistics on the 783,936 iatrogenic deaths per year that have resulted from conventional medicine at the staggering cost of $282 billion. Depending on which of the above studies one finds more credible, it still adds up to between two and six jumbo jets falling out of the sky each and every day! This phenomena is not limited to the U.S. Similar percentages were seen in Britain, Canada, and Australia.\nAnnual Physical and Economic Cost of Medical Intervention\nWorse drug offenders\nThe leading causes of adverse drug reactions are: antibiotics (17%), cardiovascular drugs (17%), chemotherapy (15%), and analgesics and anti-inflammatory agents (15%).\nDr. Richard Besser, of the Center for Disease Control and Prevention (CDC), in 2003, said the number of unnecessary antibiotics prescribed annually for viral infections was in the tens of millions. The CDC posts this public awareness on its website: “Are you aware that colds, flu, and most sore throats and bronchitis are caused by viruses? Did you know that antibiotics do not help fight viruses? It’s true. Plus, taking antibiotics when you have a virus may do more harm than good. Taking antibiotics when they are not needed increases your risk of getting an infection later that resists antibiotic treatment.”\n(1) Lazarou J, Pomeranz B, Corey P. Incidence of adverse drug reactions in hospitalized patients. JAMA. 1998;279:1200-1205.\n(2) Suh DC, Woodall BS, Shin SK, Hermes-De Santis ER. Clinical and economic impact of adverse drug reactions in hospitalized patients. Ann Pharmacother. 2000 Dec;34(12):1373-9.\n(3) Thomas et al., 2000; Thomas et al., 1999. Institute of Medicine.\n(4) Xakellis, G.C., R. Frantz and A. Lewis, Cost of Pressure Ulcer Prevention in Long Term Care, JAGS, 43 - 5, May 1995.)\n(5) Barczak, C.A., R.I. Barnett, E.J. Childs, L.M. Bosley, \"Fourth National Pressure Ulcer Prevalence Survey\", Advances in Wound Care, 10- 4, Jul/Aug 1997\n(6) Weinstein RA. Nosocomial Infection Update. Special Issue. Emerging Infectious Diseases. Vol 4 No. 3, July Sept 1998.\n(7) Forth Decennial International Conference on Nosocomial and Healthcare-Associated Infections, Morbidity and Mortality Weekly Report (MMWR), February 25, 2000, Vol. 49, No. 7, p. 138.\n(8) Greene Burger S, Kayser-Jones J, Prince Bell J. Malnutrition and Dehydration in Nursing Homes:Key Issues in Prevention and Treatment. National Citizens' Coalition for Nursing Home Reform. June 2000. http://www.cmwf.org/programs/elders/burger_mal_386.asp\n(9) Starfield B. Is US health really the best in the world? JAMA. 2000 Jul 26;284(4):483-5. Starfield B. Deficiencies in US medical care. JAMA. 2000 Nov 1;284(17):2184-5.\n(10) Weingart SN, McL Wilson R, Gibberd RW, Harrison B. Epidemiology of medical error. West J Med. 2000 Jun;172(6):390-3.\n(11) Calculations detailed in Unnecessary Surgery section, from two sources: (13) http://hcup.ahrq.gov/HCUPnet.asp and (71) US Congressional House Subcommittee Oversight Investigation. Cost and Quality of Health Care: Unnecessary Surgery. Washington, DC: Government Printing Office, 1976\n(12) Zhan C, Miller M. Excess Length of Stay, Charges, and Mortality Attributable to Medical Injuries During Hospitalization. JAMA. 2003;290:1868-1874.", "label": "No"} +{"text": "Intensive Care Medicine\nWith methodic persistence, hospitals and medical researchers explore ways in\nwhich patient care can be improved. One area that has been studied rather\nextensively is the intensive care unit or ICU. Patients in the ICU have the\nmost complex medical and surgical problems in the hospital, and these patients\nare at the highest risk for complications.\nAt any given time, the ICU patient census will include people who have\nsuffered heart attacks or respiratory failure; people recovering from traumatic\ninjuries, neurosurgery, or other complex surgical procedures; and people with\nlife-threatening cases of pneumonia or other serious illness. ICU patients\noften require ventilator assistance to support their breathing. They are on\nheart monitors and they may be taking intravenous medication, fluid, and\nnutrition. As a result, patients in the intensive care unit require a team of\nmultidisciplinary physician specialists, registered nurses with expertise in\ncritical care, and other health-care specialists to address the many different\naspects of their care.\nData from a number of studies have determined that patient outcomes are\nlikely to be better in intensive care units that are managed by intensivists. Intensivists are\ninternal medicine specialists, anesthesiologists, or surgeons who have also\nchosen to subspecialize in critical care medicine.\nThey practice medicine only in the hospital critical-care setting, directly\nmanaging or coordinating the care of critically ill and injured patients in the\nICU. This is a model of intensive care that is widely practiced in Europe and other countries where physicians typically\nspecialize in either inpatient or outpatient care.\nA growing number of the nation's hospitals already have board-certified intensivists directing care in their intensive care units,\nand Cayuga Medical Center\nis part of this group.\nThe role of the hospital intensivist is to manage\nthe team of caregivers and to be on site in the ICU. Being located in the unit\nallows the intensivist to monitor medication and\nventilation support closely, making adjustments on a frequent basis with better\nresults for the patients.\nIntensivists are very accessible to families. When\na patient enters the ICU, this physician can bring together the patient's case manager,\nclergy, and other members of the support team to share information with the\nfamily or the patient's designated health-care proxy. In addition to family\nmeetings, the intensivist meets regularly with the\nmultidisciplinary care team including nurses, respiratory therapists,\npharmacists, and nutritionists to evaluate the entire ICU census. At these\nmeetings, the care plans for each patient are discussed from the perspective of\neach team member. This model, which is followed at major medical centers, is in\nplace at Cayuga Medical Center.\nIntensivists also work as consultants for other\nphysicians such as family practitioners, internists, and surgeons. By being in\nthe ICU, the intensivist can make an intervention\nquickly if a patient takes a turn for the worse, while staying in close contact\nwith the admitting physician. This collaboration results in the best possible\ncare for the ICU patient at a time when his or her doctor may be seeing\npatients in the office or operating room.\nIntensivist medicine has been a recognized\nspecialty in this country for at least three decades and is part of the growing\ndistinction between inpatient and outpatient medicine. As outpatient physicians\nbecome increasingly busy with their office practices, the need for hospital-based\nphysicians has grown. The result has been the emergence of intensivists\nskilled in caring for the sickest patients in the hospital setting. Intensivist-staffed ICUs are now the standard of care.", "label": "No"} +{"text": "In 2007, I began scouring the net, searching for information on colony collapse disorder, the ‘mysterious’ phenomenon killing honeybees worldwide.\nOn YouTube, I came upon an eerie and beautifully sad short animation hailing from Lithuania created by a young animator named Antanas Skucas. It was called Colony Collapse Disorder, An Unfinished Story.\nIn it, a boy is dreaming; he opens his mouth and an elongated bee buzzes out in search of nectar in a stark, steel world ruined by industrialization.\nThere is a devil’s silhouette, an abandoned swing moving in the wind, creaking; people are scrambling; it’s mayhem. And still the honeybee tries to spread sweetness and pollinate.\nMy co-director George Langworthy insisted a bug coming out of a human’s mouth would both disturb and disgust our audience.\nI didn’t understand. The image had captivated me. It was symbolic. Was this a topsy-turvy dream where we as a society were waging war on our planet? The bee is seen as a messenger, an ancient creature that preceded humans on Earth by 10 to 20 million years and is now flying toward extinction.\nThe image reminded me that, according to one Egyptian myth, honeybees are the tears of the sun god Ra. When the tears fall onto the soil they are transformed into bees that build honeycombs and produce honey.\nWe showed a cut of our film, and indeed viewers perceived the image of an insect exiting a boy’s mouth as disgusting and disturbing. I still wanted to keep it in. Wasn’t art meant to provoke?\nWe did, however, include other clips from Skucas’ short Colony Collapse Disorder, An Unfinished Story. Here is the original piece in full. Tell us what you think. Leave a comment and earn BeeBucks.\nMaryam Henein is an investigative journalist, professional researcher, and producer of the award-winning documentary Vanishing of the Bees.\nSubmit your story or essay to Buzzworthy Blogs.\n- 13 Banned Foods Still Allowed In The U.S.\n- A Scary Look Inside The McRib\n- Dangerously High Pesticide Levels In Brand Name Tea\n- ‘Natural Flavor’ Comes From A Beaver’s Butt\n- 8 Foods People Think Are Healthy (But Aren’t)", "label": "No"} +{"text": "We Aren’t Eating More; We are Exercising Less\n~ September 1999 No.78 ~\nIt goes against what many experts have been telling us for a long time and it may be bad news for all of those “no fat” products, but nutritionist Dr. Alison Steven (University of Saskatchewan, in Saskatoon, Canada) says that her review of the literature shows that the average caloric intake of North Americans is slowly going down.\nDr. Steven has looked at diet surveys carried out over the last fifty years in which people were asked what they ate - usually in the past three days. Such diet recall studies are often criticized as being unreliable, because it is generally believed that people (intentionally or unconciously) under report what they have eaten. For people who have a hard time remembering what they had for lunch just a few hours ago, it is easy to understand how things could get left off the list. But, as Dr. Steven argues, there is no reason to believe that the under-reporting in the most recent studies should be any worse than in the earlier studies.\nSo how does she explain the rise in obesity ? It’s a simple matter of energy from the diet in and energy used during exercise and for metabolism out. To a nutritionist the weight gain problem is simple to explain if we are taking more calories in than we are burning up, the excess becomes body fat. If the amount of calories we eat is going down - as Dr. Steven believes - and we are still putting on fat, that can only mean that we are not burning up enough calories. So it is not illogical to say that North Americans are getting fatter while at the same time they are eating fewer calories.\nIt is perhaps too early to say whether the trend that Dr. Steven has seen in her analysis of the data is significant or not. But it is evident that just cutting down on high fat foods and replacing fatty foods by ones that are high in carbohydrates is not enough if you are going to reward yourself with an extra hour in front of the television. Yes calories count - the ones we eat and the ones we burn off when we exercise.\n|1 bottle of beer:||145|\n|100 g of french fries:||200|\n|100 g vanilla ice cream:||201|\n|data from USDA National Nutrient Database|\n|1 hour of tennis:||508|\n|1 hour of slow walking:||159|\n|1 hour of aerobics:||381|\n|1 hour of curling:||254|\n|1 hour of golf (carrying clubs):||350|\n|data from NutriStrategy - applicable to a body weight of 64 kg or 140 lb|", "label": "No"} +{"text": "A balanced diet needs to contain foods from all the main food groups in the correct proportions to provide the body with optimum nutrition. Confused about what constitutes a healthy diet. The best way to understand the different types of food that make up a healthy balanced diet is to use the to plan your daily food choices. Your goal is to fill half your plate with vegetables and fruit at every me Choose recipes with plenty of vegetables.\nOr, if your kids wanted to take up smoking, would you allow that too. The quest for protein is relentless, and the stakes are high: if a cricket stops moving, it becomes an easy source of protein for its companions, and it will be eaten. By: EatingWell:' Try to eat at least five portions of different kinds of fruit or veg every day to stay in top condition. Lower.", "label": "No"} +{"text": "NATO today is without a doubt the most powerful military and political alliance in the world. This image is meant to convey that the organization is up-to-date with technology, even advanced in it , and socially modern. The “binoculars” represent one of the most important principles of NATO; to safeguard the freedom and security of all its members. By guarding all the member states of the alliance, NATO aims to prevent conflict inside and outside the organization. The alliance focus its aims in directions which will benefit interest of each member country. The “binoculars” are the challenge of identifying and agreeing the common interest of its member countries. Being a collective-security alliance, the military power comes predominantly from the United States, but NATO’s real power derives from the fact that it combines the United States’ military capabilities and economic power with Europe’s collective political and economic weight, that makes a combination globally significant. As we know the future is unpredictable. It brings known and unknown dangers, and NATO can serve as a “lighthouse in the deep sea of various dangers.” NATO can face the ever changing medium that pushes it towards growth, unity, and change.", "label": "No"} +{"text": "The original patent was issued in 1834 to a parisian pharmacist joseph grard dublanc and pharmacy student franois achille barnab moths for the invention and manufacture of gelatin capsules 1 the basic idea of a capsule is to enclose the drug or active pharmaceutical ingredient api in an odorless tasteless elegant easy to . Softgel capsules are a drug delivery form that offers pharmaceutical manufacturers a tool to overcome the growing formulating challenges presented by poorly soluble drugs and highly potent apis advances in softgel technology are making it possible to use this drug delivery approach for a wider selection of apis including those that must be . The drugs and the pharmaceutical sciences series is designed to enable the pharmaceutical scientist to stay abreast of the changing trends advances and innovations associated with therapeutic drugs. Previously published as hard capsules this updated and expanded second edition covers all aspects of capsule technology including history standards methods and equipment used in manufacture filling printing weighing cleaning and inspecting of both hard and soft capsules pharmaceutical capsules is an essential resource for all those involved in the development manufacture and testing\nHow it works:\n1. Register Trial Account.\n2. Download The Books as you like ( Personal use )", "label": "No"} +{"text": "No rational or reasonable person could argue that America is a less free nation today than it was ten years ago, 100 years ago, or at the time of our founding. Even our freedom to worship, our freedom of speech, and now our freedom of the press are all controlled by the government. How and why is this happening? To understand this we must understand who we were at the time of our founding and who we are today. Only then can we determine why and determine what we must do if we again want to be free.\nThe most important characteristic of America is freedom. The early Americans and Founders of our nation believed that their freedom came not from their position in society—most were commoners—or from any man, ruler, or government. Rather, it came from a Creator who endows all human beings, by virtue of their humanity, with natural rights including life, liberty, property, and the pursuit of happiness. No man can take away these rights. These rights are irremovable or unalienable because they originate from God. Armed with this belief that their freedom was a gift from God—not a privilege that could be granted or taken away by a man—the early American patriots sought national independence over subjection to England. They committed their lives, fortunes, and sacred honor to this cause. In this sense, America historically has been a God-loving nation. Though citizens are free to believe in or not believe in God, the American philosophy is based on the idea that God is the source of man’s rights and freedoms.\nToday the people of America have been indoctrinated and inundated with propaganda to believe just the opposite of what our Founders believed. Our schools, our government, and even our churches are telling Americans that government is the source of freedom, it is government that endows people with life, liberty, property, and protects the pursuit of happiness. This is the same as removing faith in God and placing our faith in government or men. This is a demand by Marxism that all of man’s faith be in the state which is, under communism, the communist party. This is what the Democrat party in the United States is requiring of each American.\nSo long as Americans choose to follow the current path of placing their faith in government or man, we will continue to lose more and more freedom and become slaves to a state that demands total conformity to its dictates. If we are to once again become a free people we must understand, as did early Americans and the Founders of our nation, that our rights and liberties are endowed upon us by God and neither man nor government can take them from us.\nThe question as to whether a people is free or not is answered when we learn where they place their faith. That principle not only applies to our lives under a government but to each of our individual lives. It is faith in God that allows us to be free from the evils imposed on man by governments.\nWrite something about yourself. No need to be fancy, just an overview.", "label": "No"} +{"text": "05/02/2013 12:01 pm\nForest biomass in Estonia in 2010. Accurately estimated forest biomass and its distribution is a key parameter for forest inventories, vegetation modelling and understanding the global carbon cycle. It is also required by the UN and Intergovernmental Panel on Climate Change to provide a comprehensive analysis on estimates of terrestrial carbon fluxes for climate change reports.\nThank you for rating!\nYou have already rated this page, you can only rate it once!", "label": "No"} +{"text": "You may have noticed some small moths flying about the kitchen at dusk or at night – not something that would normally bother you. However, you then find some strange webbing material in some open biscuit packets and a bag of flour. You look closer and find a small pale caterpillar. You investigate further and notice some webbing and a small brown case (the pupae) up on the ceiling. The penny drops – you have a pantry moth infestation!\nThe Summer months are the peak season for pantry moths. Although there are a few species of “Pantry moth”, the main species in Australia is the Indian Meal moth. Eggs are laid by the adult moths on or near a suitable food source. They will eat a wide range of food including cereals, biscuits, flour, nuts, dried fruit, spices and cocoa. It is the larvae that hatch that cause all the damage. The larvae are very adept and persistent in seeking out suitable food. The small larvae are capable or moving around the thread of a screw top container, even with the top on! Larger larvae are capable of chewing through plastic wrappers on unopened food packets.\nSince the adults do not fly great distances, unless the adults moths have flown in from a neighbour’s house, the likelihood is that they will have come in on some of the food items you have bought. Once you have a pantry moth infestation, they can be difficult to eradicate unless you are thorough in your treatment. There are a number of key steps to eliminate the infestation;\n1) Inspect all your food cupboards and each container individually. Don’t assume just because the container looks secure or unopened that it will not have been affected.\n2) Throw out all affected food. Place into sealed bags and remove from house immediately.\n3) Clean all food cupboards. Vacuum all shelves and corners, then wash with soap and water. This is to remove all eggs and pupae.\n4) Spray all shelves with an insecticide. Spraying cupboards, particularly the edges and corners of shelves with provide lasting protection from the larvae. Make sure the product is labeled for this use and ensure no food comes into contact with the treatment. (see below)\n5) Place all food in insect proof containers. This means hard plastic containers with sealed lids. (Remember they can crawl around the thread of screw tops!).\n6) Spray any adult moths with a “fly spray”. This targets the adults before they can breed or lay (any more) eggs. Pantry moth sticky traps can be used as part of a treatment. However, they only target male moths as they use female pheromones as their attractant.\nOnce you have gained control, make sure you maintain a good cleaning and storage regime in the kitchen and don’t forget to inspect incoming good for unwanted hitch-hikers.\nPestXpert products for pantry moths treatments\nTo target larvae\nTo target larvae\nTo target adults", "label": "No"} +{"text": "THE TELLING TALE OF THE TWENTY-SEVENTH AMENDMENT:\nBy JOHN W. DEAN\n|Friday, Sep. 27, 2002|\nOn September 24, 1789, in the first-ever effort to amend the new Constitution, Congress submitted to the states twelve amendments designed to resolve problems that had arisen during the ratification debates. By 1791, ten of these, relating to individual rights and liberties - the \"Bill of Rights\" - had been adopted. But two, relating to the structure and operations of the legislative branch, were passed over.\nThe second, however, was awakened after a two-hundred-year snooze, and is now part of the Constitution. Now called the Twenty-seventh Amendment, it places limitations on Congress' increasing its members' compensation without an intervening election.\nThis Rip Van Winkle amendment's revival is a telling tale on many levels - yet one that is little known. It was a student, interestingly, who found the sleeping amendment, and pursued the work started two hundred years earlier by James Madison and the First Congress. I tracked him down and spoke to him about his successful one-man constitutional campaign.\nThe Two Sleeping Amendments: Congressional Apportionment and Pay\nA bit of background, first. In 1787-88, Anti-Federalists, who opposed a new constitution, made a powerful and persuasive case for their position during the ratification debates. They contended that not only did the new constitution, unlike most state constitutions, fail to provide protections for individual rights with a Bill of Rights, but it also failed to address the size and compensation of the Congress. These failures, they said, gave unrestricted powers to the new government.\nArticle I of the Constitution, creating the legislative branch, only provided temporarily for the size of the House of Representatives. It allocated sixty-five House seats among the states, with no more that one Representative for every thirty thousand people (with each slave being counted as three-fifths of a person) and each state having at least one Representative. But it was silent on Congressional salaries.\nProponents of the new constitution were hammered by opponents on these issues. Size and pay were not esoteric questions of political theory; rather, they were easily understood by the public. For this reason, the First Congress proposed that the first amendment to the Constitution control the size of the House of Representatives, and the second amendment prohibit Congress from voting itself a pay raise without an intervening election of the House of Representatives.\nIn March 1789, when the First Congress convened, James Madison had already been studying a pamphlet published by Virginia printer Augustine Davis, who had gathered more than two hundred proposed amendments to the Constitution recommended by the ratifying conventions. Madison had initially thought amendments unnecessary. But after corresponding with Thomas Jefferson and George Washington, he decided otherwise.\nAccordingly, Madison sought to adopt amendments that would assure the public's trust in the new government, bring the states of North Carolina and Rhode Island back into the Union, honor the promises the Federalists made in campaigning for the Constitution, and remedy the defects that the ratification debates had made apparent.\nMadison was anything but alone. Indeed, the House of Representatives ultimately would adopt seventeen amendments to send to the states. The Senate, however, cut the number back to twelve. The House then agreed upon the twelve, after some changes in language. (Senate debate on these amendments was not recorded, for at that time the Senate met behind closed doors, without an official recorder.)\nActually, Madison wanted to amend the text of the Articles of the Constitution, rather than tacking on a Bill of Rights and further amendments. But Congressman Roger Sherman disagreed.\nSherman felt to interweave amended text with the current text of the Constitution would destroy the fabric of the Constitution - which he believed was an act of the People, whereas amendments were acts of state governments. Sherman's approach was adopted, and set the precedent for all future amendments, which followed, rather than altering, the document's text.\nFailure To Ratify The Congressional Compensation and Size Amendments\nArticle V of the Constitution requires that three-fourths of the states must ratify any amendment for it to be part of the law of the land. By December 15, 1791, eleven of the fourteen states of the Union - the necessary three-fourths - had approved ten of the twelve proposed amendments (proposed amendments three through twelve). They had not, however, approved the original first and second proposed amendments, relating to Congressional compensation and apportionment.\nBetween submission to the states in 1789 and December 1791, the first proposed amendment (relating to Congressional apportionment) was ratified by ten states and rejected by one. Meanwhile, the second proposed amendment (on Congressional pay) was adopted by six states and rejected by five states.\nAccordingly, in 1791, the ten adopted amendments were renumbered, and made the first ten amendments to the Constitution - known as the Bill of Rights.\nBecause no time limit had been placed on ratification of these initial amendments by Congress, the two amendments which had not been ratified simply remain in a limbo-like state of existence somewhere between life and death. The subject of the two amendments that were not ratified was addressed by legislative action, when Congress wrote a law dealing with apportionment and salaries.\nTime has shown that the proposed first amendment would have been less than a provident law for Congressional apportionment. In contrast, time only has exacerbated the issue of Congressional pay - and, in particular, the issue of Congress' giving itself a pay raise without voters' being able to express their views on the matter.\nCongressional Apportionment: Why The Amendment Was Unwise\nThe first proposed amendment, however, looked to the future. It provided a formula to adjust the size of the House of Representatives to accommodate the nation's population growth.\nUnder the proposed amendment, there was to be one Representative for every thirty thousand persons, until the House had one hundred members; then there would be one Representative for every forty thousand, until the House had two hundred members. If and when one Representative would have fifty thousand constituents, Congress was to provide new ratios.\nHad this amendment been adopted, the House of Representatives would have become massive. The United States population reached 250,000,000 in 1990. Under the first proposed amendment, the House would have grown to 5,000 members.\nBy legislation, however, Congress has locked the number of House members at 435, which has worked well. This first proposed amendment for Congressional apportionment is best left sleeping forever.\nCongressional Salaries: A Long-Sleeping Amendment Is Revived\nThe second proposed amendment on Congressional salaries, however, went thorough an unusual two-hundred-and-three-year ratification process. Today, it is the Twenty-seventh Amendment, but notwithstanding its standing as the law of the land, it has yet to be enforced.\nThe First Congress experienced bitter and divisive debates over Congressional salaries. Sadly, the intervening two centuries have not much improved the debate.\nYears, even decades, often pass without Congress addressing its compensation. There always have been, and probably always will be, people who believe members of the House and Senate are either paid too little or too much - and those of the latter belief are quite resistant, of course, to salary change.\nFor example, in 1817 Congress tried to increase its salaries, placing them on an annual rather than per diem basis. But the public outcry was so severe, Congress repealed the effort, and its members did not dare adjust their salaries for another forty years.\nUnder the 1975 law, members of Congress were still forced to vote for the COLAs - and thus to take flack for raising their own salaries. Later, this law was amended so that unless the Congress votes down a COLA, it automatically takes effect.\nReviving The Proposed Second Amendment: A Student's Campaign\nNowadays, many both inside and outside Congress are unhappy with the way Senators and Representatives take such good care of their compensation - salaries, health benefits, and countless perks.\nIn 1982, Gregory D. Watson, a twenty-year-old college sophomore majoring in economics at the University of Texas, Austin, was looking for a topic for a paper in his course on government. While browsing, Watson found the un-ratified 1789 Congressional compensation amendment.\nAfter a bit more digging, Watson also found that six states had ratified it, and five had rejected it. But then he discovered that another state, years later, had ratified it, too.\nIn 1873, during the second term of the Grant administration, Congress increased its salary from $5,000 a year to $7,500 - retroactively, giving each member a $5,000 windfall. The great \"Salary Grab\" as it was known, produced public clamor, forcing the Congress to repeal their salary increase.\nAlso in 1873 - as Watson discovered - the Ohio General Assembly ratified the Congressional compensation amendment, eighty-four years after it had been submitted by Congress. The ratification was, in effect, a protest of the Salary Grab, for the 1789 amendment outlawed this very type of action the Salary Grab represented. The Amendment stated simply that: \"No law, varying the compensation for the services of the Senators and Representatives, shall take effect, until an election of Representatives shall have intervened.\"\nWatson decided that since the 1789 amendment had no time limit on it, it was still viable, and could be adopted by other states. After all, the issue of Congress' voting itself pay raises remained a problem.\nWatson wrote up his analysis, recommending that the 1789 amendment be adopted by the rest of the states. Watson's government professor was unimpressed and gave him only a \"C\" for his efforts. But he remained intrigued by what he had discovered.\nGregory Watson undertook his own campaign to get the 1789 Congressional compensation amendment to become part of the Constitution. Remarkably, he succeeded. I wanted to learn more, so I tracked him down.\nWhen Watson started, he believed only seven states had ratified what is now the Twenty-Seventh Amendment: Maryland, North Carolina, South Carolina, Delaware, Vermont and Virginia - all of which had ratified between 1789 and 1791 - plus Ohio, which had ratified in 1873. But he needed thirty-eight states total - three-quarters of fifty - to make it the supreme law of the land.\nWatson told me he thought his best chance was to start with states where both the House and Senate of the state's legislature were controlled by one party. So he started with Maine. Maine bought his arguments and ratified in 1983. Then in 1984, Colorado did the same.\nAfter State Legislatures magazine reported the new ratifications, another state, Wyoming, reporting that it had ratified the 1789 amendment too - back in 1977. Much like Ohio in 1873, Wyoming had done so to protest a Congressional pay raise.\nWatson's one-man bandwagon soon attracted a few big name players, who wanted to join him. Paul Gann, the California tax gadfly who with Howard Jarvis had authored California's Proposition 13 (limiting state property taxes), was one of them. Gann started a movement to get all states to adopt the 1879 compensation amendment.\nRalph Nader also joined the effort, urging that the amendment, be adopted. And much later a few members of Congress would make noise on behalf of the amendment, too. But as I see it, none of these \"heavies\" (my word, not Watson's) had any real impact. Rather they came and were gone. Yet Watson, like the Energizer bunny, kept at it.\nWorking on his IBM Selectric typewriter at home and on weekends, Watson, who had become a legislative assistant with the Texas State Legislature, kept papering state legislatures. His goal was to get the proposed amendment ratified by the two-hundredth anniversary of its passage by Congress - September 1989. He didn't make it, but he came close.\nThe Final Push That Made the Amendment Part of the Constitution\nOn March 29, 1989, The Washington Post picked up the story. Watson had twenty-seven of the thirty-eight needed states. Several members of Congress had taken notice, and were encouraging their states to adopt the amendment. But, as the Post reported, constitutional scholars were very dubious.\nDellinger was referring to the Supreme Court's holding in Coleman v. Miller. However, this case sets no time limit. Rather, the decision leaves it to Congress to decide if it reflects a \"contemporary consensus.\" Greg Watson, not an attorney, believed he was gathering a contemporary consensus, so he kept going.\nSeven states ratified in 1989, two more in 1990, and in 1991 one more. Watson was on the home stretch. By the spring of 1992 Michigan and New Jersey were racing to become the thirty-eighth state and make it law. Michigan won the race, but New Jersey became the thirty-ninth state, followed by Illinois and California - taking the total number of ratifying states to forty-one. On May 18, 1992 the Archivist of the United States, Don W. Wilson, ruled the Twenty-seventh Amendment ratified.\nCongress did not know what had hit them. Speaker Tom Foley thought maybe the House should hold hearings, but then he decided that if the Archivist had certified it, that was good enough for him.\nSenate President pro tempore Robert Byrd said it was for the Congress to determine when and whether the Constitution has been amended, and they had not yet done so. Congress, however, knew that if it challenged the Amendment, it would be playing a dangerous political game with a highly sensitive subject - members' compensation.\nAccordingly, on May 20, 1992 the Senate voted 99 to 0 to approve the new Twenty-seventh Amendment, and the House voted its approval 414 to 3.\nA Remarkable Effort By A Single Citizen\nRemarkably, and singlehandedly, Greg Watson had amended the Constitution. Today, he is forty years of age, and a man who works three jobs, and seven days a week. In short, he is not a man of great means. Yet he spent his own money to mail countless papers to legislatures throughout the country, and to pay the long distance phone bill so he could give assistance. Watson says he also did all of his own research, running his campaign at nights and on weekends, using his own time.\nWhy? Based on my conversation with Watson, he strikes me as a concerned citizen - actually, a kind of super-citizen. He is modest and self-effacing - not someone seeking his fifteen minutes of fame. Rather, he is a person who sincerely believed this amendment, if ratified, would improve the Constitution in just the manner the First Congress had sought.\n\"The American people want a Congress that is honest, that has integrity. This Amendment is one vehicle by which some degree of decorum can be restored,\" Watson was quoted as saying in May 1992.\nHad she ever said anything about the lousy grade she gave him? He laughed, and said that a reporter had tracked her down, and told her Watson had gotten the Constitution amended. She was quite embarrassed, and called to apologize for giving him only a \"C.\"\nHow Long Can Congress Ignore The Twenty-Seventh Amendment?\nAfter my conversation with Watson, I thought: There's only one problem with Gregory Watson's efforts - so far they have been for naught. Congress has totally ignored the Twenty-seventh Amendment, proceeding as if it did not exist. In addition, there has been a lively scholarly debate as to whether the Twenty-seventh Amendment is, in fact, the supreme law of the land.\nSince 1997, Congress has taken four COLAs - and remained silent. Congress takes the position that they these pay raises are based on a law that existed before the Twenty-seventh Amendment.\nThus, they claim they have not passed a law in violation of the Amendment's prohibition; rather, they are just following a pre-existing law. The problem with this argument, though, is that the Amendment effectively repeals contrary prior Congressional enactments - or at least renders them unable to be enforced now, after it has been passed.\nSo far no one has been able to get standing in a federal court to force the Congress to comply with the Constitution, or to test the validity of this amendment. For that reason, I'm sending this column to the best plaintiff's constitutional lawyer I know -- Alan Morrison of Public Citizen in Washington, DC.\nIf anyone can find a way to resolve these not unimportant questions, I'm confident it is Public Citizen. And I have no doubt that Gregory Watson is himself a public citizen - one with the country's best interests in mind, and one who would like to see his efforts enforced, as well as recognized as valid constitutional law.\nSelect a Job Title", "label": "No"} +{"text": "Why study Drama?\nGCSE Drama is not just about acting. It is the study of theatre, performance and creation.\nDrama is amongst the oldest art forms, used to speak to vast audiences, deliver tales of comedy and tragedy and allow the audience to experience catharsis. Drama develops performance and collaboration skills, self confidence, and provides students with an opportunity to develop across many areas including acting, directing and designing.\nGCSE Drama is a lively and creative course designed to balance the practical and academic study of Drama. Students work together to understand and experience for themselves the roles and responsibilities of a theatre company. Working as part of a creative team of actors, directors, designers and technicians, students build confidence and develop skills in communication, cooperation and performance.\nThe course enables students to work imaginatively and develop their understanding of how to create thought-provoking and well-made theatre. In addition to acting and directing, students will be encouraged to consider a range of design and technical skills including stage lighting, sound design, set design, stage management, make-up, costume and puppet design.\nWhat does the course involve?\nThe course is divided into three components, which includes the study of a set text, audience experience of live theatre, devising original work and scripted performance.\nComponent 1: Understanding Drama (Written exam)\nThis component culminates in a written exam in which students are assessed on their knowledge and understanding of how drama and theatre is developed and performed, including in connection to a set play and on their ability to analyse and evaluate the live theatre work of others.\nComponent 2: Devising Drama (Practical non-examamined assessment)\nThis is a practical component in which students are assessed on their ability to create and develop ideas to communicate meaning for theatrical performance, apply theatrical skills to realise artistic intentions in live performance and analyse and evaluate their own work.\nComponent 3: Texts in Practice (Practical exam)\nThis is also a practical component in which students are assessed on their ability to apply theatrical skills to realise artistic intentions in live performance. Students must perform two extracts from two sections of a published and previously professionally produced play. This is attended and assessed by an external examiner.\nHow will the skills that I develop help me in my future career?\nThe course is an excellent preparation for A Level and provides a perfect foundation in creative, practical performance and production skills. With the focus on working imaginatively, collaborating creatively and communicating effectively, GCSE Drama provides a solid base for further studies in Drama and Theatre with a skills set that opens up many vocational opportunities. The course inevitably covers all sorts of transferable skills that will be useful throughout life: communication, presentation/public speaking, group and leadership skills, problem solving, time management, initiative and the ability to work to a deadline and get it right first time (there are no re-runs!). Drama is also a subject to take if you want a job in the entertainment industry, in front of an audience or behind the scenes. It is also relevant and interesting to people who are interested in culture or social issues.\nHow will I be assessed?\nThe Understanding Drama element is assessed through a written exam lasting 1 hour 45 minutes. It is worth 40% of the final grade. Devising Drama is worth 40% and is an NEA (Non-Examined Assessments) unit, while Texts in Practice is worth 20% of the final GCSE grade and is an externally assessed practical exam.\nWho do I need to contact?\nFor more information, contact Mr Martindale - email@example.com", "label": "No"} +{"text": "A cat's tongue is truly an amazing organ. In fact, it's like a feline Swiss army knife that can be used for multiple purposes. If you've never taken time to contemplate your cat's tongue before, you have to find out what you've been missing.\nAmazing Features of the Feline Tongue\nThe Tongue Is Covered in Barbs\nIf you've ever been licked by a cat, you can't help noticing the sandpaper-like texture. The reason the tongue is so rough is that it's covered in tiny barbs called filiform papillae which are made from keratin, the same material fingernails are made from. These barbs face toward the cat's throat and help push food in that direction for swallowing. Cats also use these barbs to scrape meat from bones when they eat.\nIt's the Perfect Grooming Tool\nThe tongue's rough texture is perfect for grooming. As the cat licks, loose hairs and other debris are caught on the barbs and removed from the coat. However, this can also lead to the formation of hairballs if you don't brush your pet often enough. Since the loose hairs are gathered by the barbs and directed toward the throat, the cat winds up swallowing the hairs. They collect in the stomach and form undigestible masses that can lead to blockages if the cat doesn't cough them back up.\nCat Tongues Have Limited Tastebud Sensitivity\nA cat's tongue isn't very good at discerning flavors because it doesn't have many tastebuds. In fact, it's largely insensitive to salt and sugar. Instead, cats seem to be attracted to the texture of particular foods on their tongues.\nThe Tongue Tests Food Temperature\nCats aren't fond of extremes, especially when it comes to their food. Overall, they tend to prefer foods at room temperature, and they use their tongues to test whether food is too hot, too cold, or just right.\nBathing Produces Evaporative Cooling\nCats actually use their tongues to cool off by grooming themselves. As they lick, the moisture left on the fur produces an evaporative cooling effect similar to sweating in humans.\nCat Tongues Lap Water in a Unique Way\nOne of the most amazing facts of all is how cats use their tongues to drink. Unlike dogs that tend to slop water all over when they drink, cats are dainty drinkers because of the way they use their tongues.\nA cat simply touches the tip of her tongue to the surface of the water and then quickly pulls it back up. This creates a column of water that the cat quickly closes her mouth around to trap the water inside just before it would naturally succumb to gravity and fall back into the dish. Since a cat laps about four times per second, this works out to a rate somewhere between four and five teaspoons of liquid consumed per second.\nThe Best Thing About Cat Tongues\nOf all the things cats use their tongues for, showing affection is the one that has the most positive effect on their owners. Kittens learn about licking from their mamas who lick them as they care for them. When your cat licks you, she's showing you she cares for you, and this is a generous expression since many felines tend to be somewhat aloof. Remember that and realize how lucky you are the next time you feel that rough tongue bathing the back of your hand.", "label": "No"} +{"text": "Almost all children love to sing. Singing helps to feel the joy of life. Did you know that singing is not only interesting, but also useful? Every parent wants their child to grow and develop actively. An important role is played by creative development, because it is so important for a child to feel capable and talented, to show their imagination, to apply logical and spatial thinking. One of the creative directions is the musical development of the child. All parents love to hear their children sing.\nResearch scientists have repeatedly proven that music has a positive effect on mental development. Children involved in music learn to read faster and express their thoughts logically clearly. Musicality can be developed by teaching a child to play instruments, through dance or vocal lessons. Our article details the benefits of vocal development.\nConscious voice production, control of one’s own performance, work on sound extraction is possible from the age of five. Reaching this age, children sing, understanding what is required of them, they begin to meaningfully work on diction, articulation and sound production techniques. But this does not mean at all that it is too early to learn singing before the age of five. On the contrary, the earlier the baby begins to sing, the faster his musical abilities develop: hearing, musical memory, sense of rhythm, responsiveness to music. Therefore, if you notice how children sing, along with everything that sounds, it’s time to contact a vocal studio, where, under the guidance of a teacher, their further musical development will take place.", "label": "No"} +{"text": "Now a new report released last month in the Journal of the American Medical Association (JAMA) shows that sleep deprivation can be tied to coronary calcification. In the study calcification rates were as high as 27% of the study population who slept less than 5 hours per night. It dropped significantly with added sleep and according to the article one hour of added sleep was considered equal to lowering systolic blood pressure 17 mm Hg (the systolic number occurs at the beginning of the cardiac cycle and is the first number in a blood pressure reading - an average blood pressure is somewhere around 115/75).\nSleep hygiene is certainly an important part of our health. Avoiding caffeine later in the day; going to bed at approximately the same time every night; creating a sleep routine that signals your body that it is time to get ready for sleep; having a dark, comfortable room to sleep. These are all good practices to ensure that we are getting not only enough sleep but restful sleep.\nNutritionally there are a few things that you can do to help you sleep as well. As mentioned above, avoiding caffeine later in the day is important. Many people claim to not be affected by caffeine but reports from the National Sleep Foundation show that most people are not aware of how much of a sleep debt they are carrying and how it affects them. Try switching to decaffeinated or herbal drinks in the afternoon and evening. Carbohydrate cravings are another problem that can affect sleep and sleep quality. For many people the mid-afternoon carbohydrate cravings are because they are producing too much melatonin at the wrong time of day, this leads to a suppression of seratonin in the brain. This in turn leads to cravings for carbohydrates. Getting back onto a good sleep cycle with adequate sleep can help re-regulate your brain clock.\nMany people have problems staying asleep, they wake up around 2 or 3 am. The general suggestion here is to take calcium and magnesium before bedtime. Calcium has a calming effect and the magnesium balances the calcium and relaxes the muscles. Eating nuts (especially almonds), nut butters, cheese, or yogurt are good sources of these nutrients. Bananas, dates, figs, tuna or turkey are also good choices as they are high in tryptophan which helps to promote sleep. Remember, this is a small snack, not a meal, so don't overdo the amount that you eat.\nIf you take over-the-counter products to sleep please be aware that your body can become over conditioned to them and then require them to sleep. Melatonin and chamomile should not be taken on a long-term basis and if you are allergic to ragweed you should avoid chamomile altogether.\nTake care of yourself, sleep well, be well.\nphoto courtesy of commons.wikimedia.org/wiki/File:Drabbad_nr_2.JPG", "label": "No"} +{"text": "By Jayaram V\nSummary: This essay is about what makes\ngood leaders, and seven important abilities or qualities which\nlead to excellence in leadership\nLeadership calls for courage, determination and an adaptive mindset.\nLeaders require strength, grit and humility to persevere, inspire\nand lead others. More often, they have to lead themselves and others\non perilous paths and through uncharted territories to accomplish\ntheir goals. Biologically, leadership is an offshoot of the natural\ninstinct, which is common to both humans and animals, to improves\ntheir chances of survival. Animals also choose their leaders. Human\nbeings follow a similar, but more complicated process.\nLeaders are all not alike. There are personality issues and cultural,\nsocial and other factors which influence their leadership styles,\ncharacter and behavior. However, no leader is born, but made by\ncircumstances and self-effort. What distinguishes true leaders?\nWhat puts them in a separate category as examples of excellence\nin leadership? How do they succeed in leading people to achieve\ncommon goals or realize an inspired or impossible vision? Leadership\nis required in all fields and in all aspects of life.\nLeadership is more a function than a status symbol or a position\nof authority. Everyone performs leadership functions as a part of\none�s survival and success, although many may not be even aware\nof it. It also becomes a necessity for many people in challenging\ntimes to overcome their hardships and realize their goals and dreams.\nWhat qualities do they possess, which make them extraordinary and\nexceptional? In order to be a great leader, certain qualities are\nvery necessary. The following are a few important ones.\n1. Clear vision\nGood leaders are driven by a clear vision. They know what they\nwant to achieve, where they want to go and by what means. They are\ndriven by clear purpose and mission. Because of that, they are able\nto formulate right goals and right strategies and gather right resources\nto fulfill their mission. Most people are driven by desires, goals,\nplans and even fears, but leaders are clearly driven by a defining\nand purposeful vision.\nto take risks\nTrue leaders do not hesitate to take risks or go where no one\nhas gone before. They are good decision makers who possess strength\nand courage to risks and explore various alternatives to accomplish\ntheir tasks. Most of them are also heralders of change and practice\ntransformative leadership, which often require great sacrifices\nfrom them and the prospects of failure, difficulties and strong\nopposition from those who resist change.\nTrue leaders are purpose driven. They remain focused upon their\nmission until they achieve it. They are committed and determined\nand persevere in their effort, going the extra mile, anticipating\nproblems, preparing for contingencies, learning from failures and\nsetbacks, adapting to situations and forging strong relationships\nand alliances whenever necessary. Their determination is a source\nof strength and inspiration to others.\n4. Help others\nGood leaders know that leadership is not a status symbol or a\nmeans only to gain personal power, wealth or dominance over others,\nbut a great obligation to lead others in the right direction and\naccomplish the tasks for which it is meant. Therefore, they possess\na caring and nurturing attitude, treating others with respect and\nconsideration, and helping them wherever possible, sometime at the\nexpense of their own interests.\n5. Take responsibility\nGood leaders are not afraid to account for their actions or accept\nblame for them if necessary. They do not find scapegoats, avoid\ncriticism or delegate their basic duties to others so that they\ncan shift the blame. They are always willing to assume responsibility\nfor the actions and the actions of those who act in good trust according\nto their instructions or guidance. When things go wrong, they may\nseek forgiveness, but do not evade accountability or consequences.\nLeadership requires a special mindset, purpose driven attitude\nand inspiring personality. Good leaders lead by personal example.\nThey possess pleasing personalities and know how to exert personal\ninfluence over their people, by appealing to their positive emotions\nand lead them in the desired direction. They also possess an understanding\nof human psychology. Hence, they make good use of their interpersonal\nskills, and emotional and social intelligence. They also know how\nto resolve conflicts and differences of opinion among their followers\nand build their unity and morale.\nLeaders are human beings with the usual flaws and drawbacks.\nWe have many leaders in various fields who are essentially psychopaths.\nThey do succeed in the careers and professions, but the people who\nwork for them or deal with them know who they are and the problems\nthey create. Despite these instances, character and integrity are\nstill important in leadership and those who possess them are remembered\nbetter than those who lack them. True leaders abide in good principles\nand stick with them despite the problems they face from those who\nEveryone is a leader in some way. In your normal and routine\nlife, you perform many leadership functions, when you help others,\nguide them or lead them to achieve common goals or goals that are\nimperative to your success and wellbeing. Being a good leader requires\neffort, discipline and vision. By knowing what distinguishes true\nleaders, you can learn from them and improve your leadership qualities.\nJayaram V is Founder President of Hinduwebsite.com and author\nof 14 books including Think Success and Being the Best. For\nmore information about Jayaram and his works, you may\nvisit the author's website.", "label": "No"} +{"text": "(a) Identification. A tympanostomy tube with a semipermeable membrane is a device intended to be implanted for ventilation or drainage of the middle ear and for preventing fluids from entering the middle ear cavity. The device is inserted through the tympanic membrane to permit a free exchange of air between the outer ear and middle ear. The tube portion of the device is made of silicone elastomer or porous polyethylene, and the membrane portion is made of polytetrafluoroethylene.\n(b) Classification. Class II. The special control for this device is FDA's \"Tympanostomy Tubes, Submission Guidance for a 510(k).\"\n[51 FR 40389, Nov. 6, 1986, as amended at 65 FR 17145, Mar. 31, 2000]", "label": "No"} +{"text": "This will be my last post in this little series about school skills for babies and toddlers. Social and emotional skills often get overlooked when people are thinking about what it takes for kids to be successful in school. As a former classroom teacher, however, I can assure you that these are some of the most important skills a child needs to develop in order to thrive (both in school and in the larger society that awaits them after graduation). Being able to cooperate, work with others, obey an authority figure, and follow the rules (at least most of the time) will go a long way in getting your child through school in one happy piece.\nPeople are social creatures. And, since babies are just little people, they are born as social creatures. Children need to learn how to get along with others from a young age because, let’s face it, they’ll never be alone. There will be many situations that your child will be in where they will need to use good social skills: sharing with a sibling, playing with a friend, or completing a project with a school mate. Here are a few things you can start doing with your budding socialite now!\n- Socializing baby- Introduce your baby to others and include him in your conversations. Baby will feel included and start to learn how to behave in social situations.\n- Practice playing with others- Young children don’t really play together, and they are psychologically not yet able to share. So don’t put that expectation on them. What you can do, however, is give them opportunities to practice playing (some day they will actually care that there’s another child there who wants to play with them). Have play dates with other kids who are about the same age (for young children, keep play dates small—1 or 2 friends at a time–so they don’t get overwhelmed) and let them each do their own thing while occupying the same space. If nothing else, they’ll learn that the world does not solely consist of them nor does it solely exist for them.\n- Solving Problems- Your toddler will throw a tantrum (“But MOM, I wanted to cut the dog’s hair with those scissors! How DARE you take them away!”). If your toddler is like mine, he will throw a tantrum every 15 minutes or so. This is good–it gives us lots of opportunities to practice problem solving. After he calms down from the tantrum, have him help you solve the problem (“Sorry, scissors are for grown ups. Let’s get a brush for the dog instead. Would you like to help brush her fur?”). Get those problem solving skills down solid now–you don’t want to get “that call” from your kid’s principal about the fist fight on the playground!\n- Obeying- Learning to obey authority figures (you, Grandpa, a preschool teacher) is an absolute necessity. Sometimes when I find David is not obeying particularly well we’ll sing a little song: (to the tune of “Farmer and the Dell”) “O is for obey. O is for obey. Obey is doing what you’re asked, right away.” It’s a little cue for him to listen up and obey (and he knows by now that discipline is coming next if he doesn’t). When I start singing he usually will stop what he’s doing and sing with me–a good sag-way into diverting his attention to some other activity, thus forgetting about the need to disobey in the previous activity.\n- Following Directions- This goes along with obeying. Play “Simon Says”, “Red Light, Green Light” or “Mother May I?” to practice. Cook together and follow the directions in the recipe. Tell your baby how you are following directions: “When I’m driving I put on my seat belt and always drive the speed limit because that’s the law.” (You’re welcome, officer.)\n- Teach them how to use manners: Say please, thank you, excuse me, and sorry. Even babies can learn how to say these words with sign language. As soon as your little one starts doing “bad things” on purpose, have them apologize. Then, say “I forgive you” and move on. As the parent, you can also demonstrate apologizing to your little one when YOU’VE done a “bad thing” (“I’m sorry I yelled. Sometimes Mommy gets frustrated when you don’t obey. Will you forgive me?”). If your child has wronged another, have them apologize to them (I even make David apologize to the baby. He’ll give Jacob a hug and a kiss, and then Jacob usually tries to eat his face. I love it!).\n- Role Playing Social Situations- Does your child get nervous every time they meet a new person? Does he like to hit to get what he wants? Does she scream to get your attention? Whatever your kid does that drives you nuts, practice it. Do a role reversal and pretend that you’re the kid and he’s the daddy–and throw a little temper tantrum for him (he’ll LOVE this!). Then show him the right way to get dad’s attention. Switch roles, and let him show you how to do things right and wrong. Or, before you go out for a play date, “play” play date at home. Practice how you might say hello to your friend, how you will ask to play with a toy, how you will help clean up, etc.\n- Have them help- Even toddlers can help with simple chores like putting away their toys, sorting laundry, and washing things (this is David’s favorite job! I give him a damp paper towel and he’ll spend the better part of an hour cleaning my cupboards, the walls, the floor, his toys. It’s fantastic.). This gives kids a sense of ownership and shows them that they can (and should) contribute.\n- Acknowledge and name emotions- Tell your child what the emotions are that they are feeling in a given situation. When your child is kicking and screaming because you have to leave the park, tell him that you know he’s frustrated by leaving something he enjoys. When your baby is giggling at your silly faces, tell her that you enjoy making her happy. Let your little ones know that it’s okay to feel _____ (mad, sad, shy, etc.).\n- Sing a song-We sing our own version of “If You’re Happy and you Know It” using lots of different emotions. Each verse has an emotion and an action (or a face) that goes with that emotion: If you’re happy and you know it, then you smile; If you’re sad and you know it, cry big tears; If you’re mad and you know it, make a frown; If you’re excited and you know it, jump up and down; If you’re scared and you know it, hide your eyes….and on and on until I can’t think of anything else to sing about.\n- Showing empathy-Help your child to notice how others are feeling: “Your brother is crying. He’s sad right now, but he’ll feel better soon. Let’s give him a hug to help him cheer up.”\n- Find emotions in books- Most children’s books have characters who express pretty obvious emotions. As you’re reading, ask your child (or tell your baby) how the puppy or the princess or the dinosaur is feeling right now.\nSo, that’s it! I hope you’ve enjoyed reading my little series on school skills this week as much as I’ve enjoyed writing it. You’re well on your way to having one savvy little student! Feel free to leave a comment with ways that you like to incorporate learning into your days–I’d love to get some new ideas!", "label": "No"} +{"text": "Forensic services conduct studies that play an important role in crime investigation, anti-terrorism, disaster victim identification, filiation studies (paternity, illegal adoption, burial pits, etc.). The continued exchange of information on forensic evidence between countries highlights the need to establish common standards for providers of these services. International and European forensic organisations are committed to the accreditation of these activities, which are pivotal in the fight against crime.\n- Support in the identification of persons: DNA profiling analysis, study and comparison of fingerprints or palmprints, study and comparison of facial images, voice identification.\n- Drug testing: Both in biological fluids (blood, saliva, etc.) and in materials from caches, or ethyl alcohol in blood.\n- Study of forensic elements: Graphistics, documentoscopy, identification of fire accelerants, gunshot residue, ballistics, shoe prints, etc.\n- Crime scene investigation: Technical ocular inspections for crime investigation. These inspections are performed for the recognition, registration, collection and transportation of crime-scene evidence for further forensic analysis in laboratories.", "label": "No"} +{"text": "Rice plate or chicken biryani? Vanilla flavour or butterscotch with crispies? The attractive dumb girlfriend or the brainy plane Jane? Jogging or going to the gym? Professional degree or work experience? Job or business? Fresh blood or grey hair? Stock market or fixed deposits? Your happiness or parents’? Personal life over professional or vice versa?\nLife is full of choices that require us to make decisions. Some decisions are minor like the shoe or clothes you want to buy which can be easily exchanged later. Others can be life-altering decisions like the person you decide to marry or the house you invest in.\nA decision is simply the choice we make. In fact, our life is shaped by a series of decisions we make in different situations. Our perception of ourselves and the world plays a very important role in the kind of decisions we make. Whether you choose to feel elated in adversity or be miserable amidst abundance is a personal choice you make. The decisions that you make with confidence are more likely to work out in your favour than the ones made in self-doubt.\nDecision making can be a simple process once we understand how to go about it. We can add or remove the following components depending on the simplicity or the complexity of the decision you need to take.\nData: The first important thing to do when we face a decision making situation is to gather information. Ask questions till you get to the root of the problem. Understand trends and extrapolate from data available to understand the situation better. If there are any gaps, research a bit and fill them to complete the picture. Many times, data is the sole basis on which decisions are made. For instance, scientific research or sociological surveys about population.\nIntuition: This is a valuable part of every decision making process. Gut feel that something will work despite the odds against it can defeat neatly arranged information. Malcolm Gladwell, in his best-seller, Blink, talks about ‘thin-slicing’. Malcolm cites examples from diverse fields to show how the human mind can make decisions based on a thin slice of information that the subconscious mind processes even before the conscious mind can realise. For instance, taking on a fresher for a responsible job instead of an experienced person because of a hunch.\nAnalysis: Weigh the alternatives. Be an optimist and look at the positive consequences of your options. Also be a pessimist and consider all that can go wrong with your choices. Having a balanced view of the pros and cons of the possible outcomes will help reach a logical decision ensuring lesser errors.\nCreativity: Our creativity can bring in a lot more options than are obvious at first. So, think of more possible creative solutions that you can develop for the problem. Thinking out of the box can be refreshing to our thought process.\nResources: It is very important to consider the resources available to follow on the decision made. You can think out of the box and generate unique ideas, but if they can’t be put to practise due to lack of skills or support, the exercise is futile. Resources can be individual skill or sufficient funds to take up a project.\nInvolvement: Seek help of others who might be able to add value to your decision making. It can be members of your team in the office or your family at home or your friends. They can help by providing more useful data or can add fresh perspective to the situation. A bit of objectivity can be good to truly evaluate the worth of your decisions.\nRisks: Be prepared to take on challenges even if they involve risks as long as the facts are right and our intuition goes along. Warren Buffet wouldn’t have been the richest investor if he aimed at making every decision risk-proof. His decisions are based on his sound knowledge of the markets and the well-founded experience. Risks cannot be wished away but contingency plans can be made to deal with them. The ratio of risk you take should be proportional to the gain you expect from it.\nCommitment: Once you analyse the facts thoroughly and make a decision, stay committed to it. Changing the decision often robs the whole process of its seriousness. Remember not to get carried away by all the opinions that come to you in the process. You need to keep your head above all that and trust your judgement alone.\nHow to make your final decision?\nNow that you know points to consider to make decisions, lets now look at a few techniques by which you can bring your thoughts together. There are numerous tools and methods available to help you arrive at your decision. A few easy ones are discussed here:\nPros and Cons chart: The simplest way to analyse data by looking at the pros and cons of options available. Pull out a sheet of paper and make 2 columns on it. On one side, write down the positive outcomes of the decision and on the other side the negative outcomes. We can also give a rating on a scale of 1 to 10 for each factor and the total score will give a more accurate picture.\nBrainstorming: The most effective technique for ideas to emerge freely. It could be individual brainstorming or group brainstorming. As an individual, sit down in a quiet place and jot down all the ideas that come to your mind about your situation. Writing makes your thoughts concrete and you can always come back after analysis and cancel out the options that don’t work. There are no right or wrong options and at this point and don’t worry about whether an idea is possible or not. Once you are done, explore each idea further to reach feasible alternatives. Make sure you have enough data to make your decision. You will be surprised at the number of possibilities you can generate through this method.\nSWOT Analysis: An acronym for Strengths, Weaknesses, Opportunities and Threats, this is another technique for in depth analysis before you make a decision. The first 2 represent the presence or absence of attributes in a person or company that aid or hamper achievement of goals. The last 2 denote favourable or unfavourable conditions in the external environment that boost or damage chances of fulfilling the objectives. This will help you leverage the strengths and opportunities while improving on weaknesses and being prepared to handle the threats. You can also be ready for any unexpected events that might upset your plans.\nThe most important thing that we need to remember while making any decision is that every decision causes ripples in the form of consequences. Choices, once made, control us and not the other way round. The good news is that keeping an open mind can present opportunities to rework decisions already made in life. There are people who gave up lucrative careers to pursue their passion. Some of us aren’t as adventurous and postpone our decisions forever. If a particular important decision needs deeper thought, sleep on it. But make sure that you act before it is too late.\nSo the next time you need to make decisions, dive for the facts with the confidence that your intuition and creativity will support you. Decision making is not rocket science. A bit of clear thinking with the right tools can help you make only the best choices in life.", "label": "No"} +{"text": "It follows one article published on the day (15/06) in the english website of the Agência FAPESP noting that an international group of scientists, with participation of Brazil, describes the first observation and measurement of antiparticles nuclei of helium-4.\nBy Fábio de Castro\nJune 15, 2011\n|International group including|\nBrazilians observes and\nmeasures anti-helium 4 nuclei\nfor the first time. It is the\nheaviest anti-matter ever\ndetected in a laboratory. The\nstudy was published in Nature.\nAgência FAPESP – In 1911, New Zealand scientist Ernest Rutherford (1871-1937) used nuclei from helium-4 atoms—the so-called alpha particles—to show that the atoms’ positive charge is concentrated in a small nucleus. The discovery was the kickoff to nuclear physics.\nExactly 100 years after the creation of Rutherford’s atomic model, an international group of scientists, including Brazilians, describes for the first time the observation and measurement of antiparticles in the nuclei of helium-4. It is the heaviest antimatter produced and measured in a laboratory to date.\nAccording to the authors, this has important consequences for future antimatter observation in the Universe. According to them, the antiparticle study is fundamental for the advance of knowledge in fundamental aspects of nuclear physics, astrophysics and cosmology.\nThe experiment, performed by the Star Collaboration—which brings together 584 scientists from 54 institutions in 12 nations—was produced in the Relativistic Heavy Ion Collider (RHIC) in the United States. The results were published this Sunday (April 24) in Nature magazine’s Letters section.\nThe Brazilian co-authors are Alexandre Suaide, Alejandro Szanto Toledo and Marcelo Munhoz – all professors at Universidade de São Paulo’s (USP) Nuclear Physics Department in the Physics Institute–, Jun Takahashi, professor at the Gleb Wataghin Physics Institute (IFGW) at the Universidade Estadual de Campinas (Unicamp) and his doctoral students, Rafael Derradi de Souza and Geraldo Vasconcelos.\nThe same group had already produced the first experimental evidence of an anti-hypernucleus a year ago: this means that the scientists had obtained a nucleus that was not part of the periodical table. The study was published in the March 2010 edition of Science magazine.\nAccording to Suaide, in the 2010 work, the antiparticles were submitted to coalescence—a process similar to condensation—aggregating two antineutrons and one antiproton, forming an antitritium—in other words, an antimatter nucleus corresponding to the tritium atom--, the hydrogen isotope that has two neutrons and one proton.\n“In observing the anti-helium—an antimatter alpha particle—for the first time, we took one more step toward building a new periodical table. It was a difficult task, because the chances of having coalescence decreases as the complexity of the antinucleus increases,” Suaide told Agência FAPESP.\nIn the STAR experiment, the scientist said that nuclear collisions were performed with gold atoms at a speed near to that of light, an extremely high temperature creating an energy density similar to that which existed a few microseconds after the Big Bang. Both in the lab and at the beginning of the Universe, the collisions resulted in the formation of equal quantities of matter and antimatter.\n“Theoretically, we believe that the Big Bang came about because of a large concentration of energy in one singularity and, based on models, we concluded that this process must have produced a great deal of antimatter. However, when we look at the Universe we hardly find any antimatter at all. The experiment may help us to understand what happened in these initial moments,” said Suaide.\nIn order to detect the antiparticles, the scientists used sophisticated detectors—the largest of which is 10 meters wide and 15 meters long—that measure the trajectory of the particles and, based on this information, try to identify the type of particle observed.\nThe storage and analysis of the immense quantity of data produced, according to Suaide, demand the involvement of dozens of institutions the world over and a powerful computing infrastructure. “In the experiment we produced something around 1 billion collisions with the gold nuclei. Each of these produces millions of different particles. Of all these trillions of particles, we managed to find 18 anti-helium nuclei. The complexity of the task explains why the anti-alpha particles had never been observed before, even though the alpha particle was identified a century ago,” he said.\nScientists hope that laboratory antiparticle studies will allow them to create the conditions necessary to observe antimatter in the cosmos in the future. “These studies help us to know what to expect to observe. When measuring anti-helium 4, we are contributing to the possibility of cosmologists making predictions about how and where to look for antimatter,” he explained.\nSuaide says that the Brazilian group was part of the STAR experiment 15 years ago and played an important role in the development and construction of the main detectors.\n“The Brazilian researchers were actively involved in the experiment, very involved in coordination of the subgroups between which the work is divided. In this last project, we participated directly in the revision of the article,” he affirmed.\nThe article Observation of the antimatter helium-4 nucleus (DOI: 10.1038/nature10079) of the STAR Collaboration, can be read by Nature subscribers at www.nature.com/nature/journal/v473/n7347/full/nature10079.html.\nSource: English WebSite of the Agência FAPESP", "label": "No"} +{"text": "Series vs Parallel Resistance Measurement:\nGet two resistors and mount them in a breadboard/protoboard.\nCheck the resistance of each using the Ohm setting on the multimeter.\nResistance Activity Questions:\n- What is the resistance of R1? ___________ of R2? ___________\n- What is the resistance when they are placed in series? (in a row)\n- What is thetheoretical total resistance? (Rt = R1 + R2)\n- Measure the resistance when they are placed parallel (side by sde):\n- Calculate what the parallel resisance should be 1/Rt = 1/R1 + 1/R2 + ..\n- Does the difference between the calculated and measured values fall within the tolerance? Explain", "label": "No"} +{"text": "Nobody gave ‘informed consent’ for Brexit. That’s because, in the 2016 referendum, the electorate was not sufficiently informed.\nOn the contrary, we were grossly misinformed.\nLegally, informed consent means that consent has been given with full knowledge of:\n▪ the risks involved,\n▪ the probable consequences,\n▪ and the alternatives.\n– During the referendum, we were not fully aware of all the risks of Brexit.\n– During the referendum, who really understood the “probable consequences” of Brexit?\n– During the referendum, we were not told about the different Brexit alternatives. Brexiters were only given the option of one meaningless, undefined word: ‘Leave’.\nThat’s why, one day, there will have to be a new democratic reconsideration of Brexit.\nAnd when that happens, we need the people to be properly informed, so that next time they can truly give their INFORMED CONSENT.\nOnly those against democracy disagree.\nFor more articles by Jon Danzig, click here.", "label": "No"} +{"text": "The article proposes a discussion on the process that engendered, in the West, the invention of a compositional formula that represented “the Chinese Garden”, from the nineteenth century onward. Without focusing on the widely known influence of chinoiserie in the construction of a Western idea of the exotic, it will discuss nineteenth-century Western travellers’ accounts of the gardens of China. Supporting the simplified visual image proposed by the willow pattern, verbal accounts contributed to the creation of a stereotyped idea of Chinese gardens based on the repetition of a few iconic elements. The article also discusses how, this popular Western image of an ideal “Chinese garden” has inspired, in more recent years, the design of Chinese-style gardens built outside China.\nThe Invention of the Chinese Garden: From Western Perception to the Construction of a Global Identity / Rinaldi, Bianca Maria. - In: DIE GARTENKUNST. - ISSN 0935-0519. - STAMPA. - 28:2(2016), pp. 257-270.\n|Titolo:||The Invention of the Chinese Garden: From Western Perception to the Construction of a Global Identity|\n|Data di pubblicazione:||2016|\n|Appare nelle tipologie:||1.1 Articolo in rivista|\nFile in questo prodotto:", "label": "No"} +{"text": "Credits: 3 credits\nIn this course participants learn to evaluate and understand the complex forces involved in the development of the modern state. Topics include the French Revolution and Napoleonic Europe, the Congress of Vienna, the social and political struggles of the nineteenth and early twentieth century, and the fissures in European society during the interwar period. Lectures and seminars introduce the political, intellectual, cultural and social aspects of European society, and participants work with a variety of primary and secondary historical sources.\nFor more information, search for this course here.", "label": "No"} +{"text": "The Six Components of Modern Milieu Therapy\nModern milieu therapy is a well-known approach in psychotherapy circles that can invoke a broad range of viewpoints due to its long history. For parents whose children have mental health or socio-emotional challenges, it can be helpful to understand this form of therapy as a treatment option in its modern form.\nThe milieu therapy concept took shape in the late 19th century, with roots that go back to the 18th, when French physician Philippe Pinel reframed psychiatric treatment from how it was traditionally provided at asylums, toward a form of care that emphasized compassion and empathy. Other everyday names, like Freud and Bettelheim, are synonymous with its application.\nWhen milieu therapy took root in a range of residential and in-patient settings in the 20th century, several treatment centers used the term to describe the care of emotionally troubled patients, particularly children.\nToday in the 21st century, full-time treatment programs, such as those offered by the O-School, continue to offer milieu therapy as one of the most effective modalities for treating students with severe emotional and mental health issues.\nWhat is Milieu Therapy?\nAt its most basic level, milieu therapy considers all aspects of a child’s experience to be therapeutic, allowing them to continually learn and practice skills that will serve them for the rest of their lives: everything from caring for themselves and maintaining a regular schedule, to learning how to set and work toward goals, to interacting with others and forming healthy relationships.\nAt the O-School, for example, this is achieved by working with both peers and staff in a 24/7, working therapeutic community based on the following six components:\n1. Supportive and therapeutic relationships\nOur belief is that change and growth of the individual cannot be forced. Instead, we apply a normative hand through skilled, caring clinicians who first seek to understand the child, then determine the best path to help them work through their various thoughts and emotional states based on that understanding. This wholly individualized approach has been proven to provide an effective path to real progress and sustained growth.\nMilieu therapy is all encompassing, across all of the child’s interactions. At the O-School, this is not accomplished through a pre-determined program or strict behavior modification approach. Rather, it is accomplished over time, allowing these interactions to grow into close relationships with both peers and clinicians.\nFormal, scheduled therapy sessions are still held even though therapy is essentially provided throughout the entire day. Every interaction between staff and peers is an opportunity to grow and learn. The ultimate goal is to build strong internal capacities within each child, rather than fostering change that is merely superficial.\n2. Daily routine and structure\nMilieu therapy combines school with typical classroom education during the day, along with a structured home-like environment (homework times, mealtimes, social and free times, etc.). This daily structure allows students to feel safe while also providing them with numerous opportunities to explore, learn and grow through an experience that is consistent and meaningful.\n3. Continuous exploration of life events\nThe experiences of daily life, whether positive or negative — and the chance to examine them fully — are at the heart of milieu therapy. With the help of skilled guides, students use their own experiences to understand how they perceive and respond to life’s many events. Through this process, they can learn something about themselves and the world. Exploration helps the child gain personal insight, identify strengths, accept challenges and feel capable of facing life.\nWithin modern milieu therapy, creating a treatment environment that is safe, predictable and empathetic helps children develop strong friendships within their peer groups. New friendships nurture a new sense of competence and success.\nRegular extracurricular and social activities inside and outside of the classroom are designed to foster these relationships. They help children discover and build on current interests and passions. During these activities, clinicians and educators engage with the children to ensure all interactions are positive and supportive. When needed, children may also receive coaching on how to initiate, reciprocate and sustain friendly exchanges.\n5. A focus on self-care\nModern milieu therapy directs hands-on experiences aimed at developing key life skills that will better prepare children for greater responsibility, independence and adulthood, including:\n- Personal Hygiene – There is often a connection between mental health challenges and how people care for themselves. The milieu therapy approach integrates hygiene into the students’ daily routines as a basic expectation to help them establish a consistent practice of physical care.\n- Organizational Skills – Executive functioning skills, such as planning, organizing and scheduling are essential for living an independent and productive life.\n- Personal Schedule – Children work within a daily schedule designed so that there are many opportunities throughout the day to be responsible for being on time and complete tasks or activities. Schedules are consistent and predictable, without being overly regimented or inflexible.\n- Healthy Boundaries – Part of getting along well with others, both authority figures and peers, is establishing healthy and adaptive interpersonal boundaries. These boundaries may include personal physical space, how to disclose and share personal information, or what to expect from others.\n- Life Skills Development – As mental health challenges diminish, there is a corresponding increase placed upon the child to resume responsibility to learn and practice life skills such as: personal laundry, money management, shopping, electronics use management, sleep hygiene and time management.\n6. A supportive physical space\nAn immersive milieu creates spaces that are warm and welcoming and that support learning and living.\nTo provide a safe haven for vulnerable students while keeping them connected to life outside school, the O-School has created surroundings that include both a rich learning environment and the familiar furnishings, variety and visual interest that make the space feel like a home.\nTogether, these elements form a carefully constructed learning and therapeutic setting that can bring lasting change to the lives of students, regardless of the challenges they face.\nWithout changing who they are as individuals, modern milieu therapy teaches, guides, encourages, and nurtures students to develop new skills that will help them better understand themselves and their relationships as they re-engage with the world at large.\nDiana Kon, Ed.D., is Co-Executive Director of the Sonia Shankman Orthogenic School and the Brooke Whitted Center. She is an active advocate for students and young adults with exceptional needs. Reach Diana at firstname.lastname@example.org.", "label": "No"} +{"text": "Staples uses his literal skills to tell us the stereotypes, censures, and biases he experiences by being black. Staples sets off by making us believe that he is an offender.He explains how he is always stereotyped as a mugger, gangster, and rapist, regardless of what he has done. The Staples story picks up from the early age of 20 and explores how he strives to be better than other blacks who have equal access to education. Despite his efforts, Staples realizes that he still suffers the same problems they suffer, despite his enlightened approach to life. Therefore, he concludes that the black man faces subconscious bias where people already have a conscious view of the person long before they get to know them better.AnalysisThe main thing that drives Staples into writing this text is his desire to demonstrate how unconscious bias propagates racism. In his quest, Staples uses a vast number of rhetorical statements that prompt the reader to see his perception actively. His writing format does not tell you what he thinks. It moves you to reason and ultimately ends up with a similar conclusion. His diction, in numerous instances, subconsciously hints on how blacks are thought of as violent and brutal by the public. For example, the author has lines like ‘Both hands shoved into his bulky’. In this case, the words shoved and bulky create aggressive imagery to the reader. His choice of words helps him push home the idea that we can stereotype people without actually saying what we think of them. Staples’ pathos is aimed at bringing out the emotions of his reader. It makes his text more interesting to read and makes us feel what a general audience would have thought about the black man or the white lady he describes when writing.Apart from using imagery, the author also taps into mockery and humor to draw in his readers. A good example is when he refers to his insomnia as pestering sleep. While this in itself is a simple case of mockery, it is punchier because it comes after a serious paragraph. The humor makes it easier to read his text that otherwise addresses important discrimination issues that black men and other minorities face in their daily life. Staples is always making essential observations about unfairness regardless of whether Staples actively airs them in the essay or not.Even though he is abhorrent of how black men suffer under deep-rooted bias, he takes a different approach when handling the topic in his essay. Instead of being confrontational like numerous essays about the issue, Staples decides to look at the issue from a white American’s point of view when writing. The author chooses to reason differently and aspires to understand why unconscious bias exists from people who have it. This is an unusual move in the topic as most public papers on the topic take a confrontational approach that occasionally makes affected parties defensive. To some extent, the authoring process might be deemed weak and submissive. However, it is clear to see that Staples is paying homage to the fact that the bias Staples is talking about is unconscious by using diction, humor, and imagery to convey his message subconsciously. While numerous black rights activists did not fancy this route, Staples is not alone in using this reconciliatory or pacifist approach. To some extent, we can say he channels antiwar activists like Martin Luther instead of his confrontational opposite, Malcolm X. Staples seeks to show that even though both stands have their own advantages and disadvantages, long-lasting victory and piece lies in a calm minded evaluation of facts and peaceful conclusions (Staples 266). The author takes time to acknowledge the black man’s belligerence when fighting racism but also highlights its flaws before explaining why he believes a pacifist approach would be more productive.Even though most of the points come from Staples’s public interactions and personal experiences, the essay still deliberates on external issues important to the topic. For instance, he talks about ‘My Negro Problem and Ours,’ a contentious text by Norman Podhoretz to look into the numerous problems the black men faced in their history as a people. Staples takes this opportunity to accept some of the negative traits blacks have and how they have played a role in fashioning the stereotype he is trying to fight in his text.While quoting Podhoretz somehow makes him deviate from his initial approach, we cannot ignore the fact that Staples has a lot of truths backing up his assertions on black men stereotyping. In the end, this makes the character aspire to change his public and confidential behavior. It even has an impact on his thoughts about people or himself. The author even portrays his lessons in the example he gives on how he changes any tense situations in more friendly occurrences (Staples 268). He shows us how his considerate stand always leads to better results and gets him out of public trouble on numerous occasions. In his classic style, he still refuses to instruct us to follow his model. Staples, in his writing, hopes that we would see it makes sense and adopt it on our own.Another notable thing the author does in the text is how he lets us know he studied at the University of Chicago. This subtle information is an excellent way to make the reader have confidence in his writing since he is learned. He further reveals that he was a Chicago journalist, a position that further cements his public authority and capacity to address the topic in his black oppression essay. To bolster his essay, he still quotes and refers to a well-known essay. For instance, the author references heavily in his text. The way he describes how a white female reacted to him also helps make the text more trusting. He focuses on making us understand her fear by just explaining how he walked and how she answered.He skillfully paints the picture that most white females or people feel frightened whenever they see a black man in an isolated place because they are robotically compelled to think of them as murderers, muggers, and rapists. By doing this, he highlights the fear most people have when around blacks. This brings us to the core message in the essay. Black men in public are often mistaken and misjudged because of reigning racial bias.It does not matter if the perpetrator of the discrimination knows what they are doing on not – the point is it affects the target. Staples also introduces the idea that blacks should try to make themselves agreeable instead of using the confrontational approach of daring the oppressor to stop profiling. This is reminiscent of the fact that he tried different approaches to diffuse tense situations by looking less threatening than other black men – all of which worked in his favor.ConclusionThis essay analyzes the conflict brought about by the bias levels against blacks. Brent acknowledges the fact that, in some instances, white people ensure the minority go through a lot of trouble by judging black men based on preexisting misconceptions. Other than just accepting the racism issue, he also brings out the fact that some of these stereotypes were formed and are still strengthened by how some minority members behave. His unpopular view is brought forth by how he feels, presenting himself as a less dangerous individual makes him more agreeable.Staples says that the few who still conform to the stereotypes cement the stand and make it harder to fight this form of unconscious bias directed towards black men. The essay is full of ethos and addresses a reigning problem from a different point of view. It would be more agreeable and easy to understand by more people who easily goes on the defensive as it is not outwardly confrontational.", "label": "No"} +{"text": "Source: Dietary Minerals, Wikipedia\nAnti-fluoridation activists often assure us that fluorine (F) is not an essential element. But what does that mean? Literally I guess it means that there are no identified biological pathways essential to human life involving F. So anti-fluoridation activists often claim the only safe level of flourine in the human diet is zero!\nBut whether an element is essential or not is often unclear or undecided. Some sources claim about 16 elements seem to be essential to maintain life. Others claim over 20 elements are essential.\nFluorine is rather debatable, as the above Periodic Table of the elements suggests. The Wikipedia entry on Dietary Minerals does say, however:\n“Fluorine (as Fluoride) is not generally considered an essential mineral element because humans do not require it for growth or to sustain life. However, if one considers the prevention of dental cavities an important criterion in determining essentiality, then fluoride might well be considered an essential trace element.”\nSo F may well be considered an essential trace element, or a beneficial element. By the way, we should not let the fact that F is known to have harmful effects when in excess lead us to deny its beneficial effects. Probably all essential or beneficial elements and trace elements do.\nEssential and beneficial elements usually display a “beneficial window” of intake. This can be shown by a U shaped graph when we plot the incidence of negative effects against intake (see figure below).\nSource: Howd & Fan, 2007 – Risk Assessment for Chemicals in Drinking Water page 202.\nSo we expect to see that sort of relationship with F intake if the element is essential, or even just beneficial. If there are no benefits from F we would expect only an increasing incidence of negative effects when the intake increases from zero. Of course we also see that for essential or beneficial elements if we restrict our data to only high levels of intake.\nDoes F have benefits besides dental ones?\nDo the benefits of F extend more widely than the prevention of dental cavities? I have often thought they do because F has a clear effect on the structure and solubility of hydroxyapatites – an important and major componet of bones. A small amount of substitution of F for OH in the hydroxyapatite structure can strengthen such minerals and lower their solubility. Bioapatites are a major component of our skeletons, and play a role in many of our organs. This chemical substitution may actually have positive effects on bone health, and the properties of other bioapatites. Of course excessive substitution, or differentiation into different chemical crystalline phases, may also have negative effects when there is excessive intake.\nBy the way, F is not the only elements that substitutes at trace levels in bioapatites. There are many more and they can each influence the properties of the bioapatite.\nAnother way of looking at this is that pure chemically defined compounds rarely exist in the real world. Other minor elements are often incorporated into the crystal structure, or be present in a closely associated crystal phase. These “impurities” or substituted elements usually impart features to the natural material which are greater or lesser than, or perhaps not even seen, in the pure compound. These features can be important to the biological role of crystals in nature and life.\nBecause biological systems are always exposed to a whole range of chemical elements at varying concentrations there will be no such thing as zero F intake. Nobody’s body is “fluoride free.”\nBeneficial effects of F on human bones?\nI recently checked out a paper which shows beneficial effects of F on human bones along the lines I have suggested. The paper is Yiming Li et al., (2001): Effect of Long-Term Exposure to Fluoride in Drinking Water on Risks of Bone Fractures. The authors are a group of researchers from the US and China. You can download the PDF here and check out methodology and other details.\nHere’s one of the figures from their paper summarising the relationship of overall bone fractures to F content of the water supply used.\nEffectively, this displays the U-shaped curve mentioned for essential elements in Risk Assessment for Chemicals in Drinking Water.\nOr, perhaps more importantly – statistically significant increases in numbers of bone fractures occur at both low levels of fluoride in drinking water (<0.3 ppm) and at high levels (>4 ppm).\nThe authors express it this way:\n“The data appear to suggest that there may be a “beneficial window” of fluoride intake for bone health, because an increased risk of overall bone fractures was detected in both the populations with deficient and excessive fluoride in drinking water.”\nNot surprisingly this window corresponds approximately to current New Zealand advice for oral health – concentrations of fluoride in the water supply in the range 0.7 to 1.0 ppm are beneficial.\nSo perhaps we should consider F as an essential, or at least, beneficial trace element as Wikipedia suggests. And perhaps health authorities in New Zealand should include bone health, together with oral health, in their advice on fluoridation.\nThe quality of research studies is critical\nOther groups have produced similar conclusions to that of Yiming Li et al. – particularly that the incidence of bone fractures are reduced by fluoride doses in the beneficial range of F intake. But, these sort of investigations are very complex so it’s possible to find other studies which don’t show this result, or show only the effects of high fluoride intake. This raises the question of the quality of such investigations and the need for readers and reviewers to be particularly informed about such issues.\nMany of these sorts of studies produce results of questionable quality because they ignore the role of other factors besides F in the water supply. For example, in many developed countries, and many developing ones, dietary intake of fluoride also comes from toothpaste, mouthrinses and dietary supplements. The high mobility of modern populations also makes it difficult to relate clinical effects to simple factors in the current environment of the individuals. It’s no wonder that attempts to relate health effects to fluoride concentrations in the public water supply produces controversial findings.\nMind you, that’s a great gift to the unscrupulous cherry-picking, uncritical reviewer with an ideological or activist axe to grind. If you are selecting studies to support a preconceived viewpoint the influence of other factors is not important – you just choose what suits your argument and ignore the quality. But if you are trying to establish a reliable picture of what is actually happening, as we hope our health professionals and scientists are, it’s important to consider the quality, and reliability, of each study.\nMy impression is that this particular study is considered of high quality because it used populations with a defined history of fluoride exposure. The authors say:\n“In contrast to the U.S. population, residents of rural China rarely change residences, and most have been using the same water supply throughout their life. Because of its unique environmental and cultural conditions, such as virtually no residential mobility and a relatively consistent lifestyle, rural China has been considered a perfect “living laboratory” for studying the relationship between various factors and diseases. The survey results of our study sites and data from individual subjects show that fluoride exposure in rural Chinese communities is still limited to water and diet.”\nAnd in their methodology:\n“The residency of each subject was determined by the following three measures: (1) objective assessment by checking the Family Registry Book, an official document issued by the government; (2) a subject survey questionnaire; and (3) confirmation by village officials who were familiar with the subject.”\nThis sort of reliability of information is just not available for modern populations in most countries, making these sort of studies unreliable.\nThe lesson here is that there must employ intelligent and expert consideration when reading or reviewing research in this sort of area. People consulting such studies and reviews should also be aware of the dangers. When public debates, like that over fluoridation, occur we need to be aware of the way activists may draw unreliable conclusions from the literature and promote those unreliable conclusions to the public.\nAs an aside – this study also considered possible effects of factors like gender, smoking and alcohol – not surprisingly bone fracture were higher for men, and for those consuming alcohol!\nSo, is fluoride an essential element? I don’t know and I am hardly the person to decide. But clearly it is possible to argue the case that it may be, or that it is at least a beneficial element, provided dietary intake is neither too low or too high. It’s a complex area – just beware of activists with an axe to grind and a simple picture to support their claims.\nFluoridation – are we dumping toxic metals into our water supplies?\nTactics and common arguments of the anti-fluoridationists\nHamilton City Council reverses referendum fluoridation decision\nScientists, political activism and the scientific ethos", "label": "No"} +{"text": "If your livelihood involves fishing illegally, your chosen profession looks like it might become a little more interesting, soon. A partnership has been established among the Pew Charitable Trusts, the United Kingdom’s Satellite Applications Catapult, and exactEarth Europe. Their mission is to turn the tables on those fishermen illegally attempting “Deadliest Catch” re-enactments in protected waters.\nIt looks like exactEarth will provide the ship tracking data from the Automatic Identification System (AIS) to be combined with other information (maybe satellite “pictures” of ship lights at night) from Satellite Applications Catapult. AIS is a radio transmission signal, primarily used in shipping, for tracking ships. Simply explained, AIS works by using GPS on board ships that hooked into the AIS to determine a ship’s location. Then the AIS sends a signal to a receiver, whether on a satellite or attached to a radio tower, to let other people know where the ship currently is, and where it looks like it’s heading.\nThe number of times the radio signal is sent from the ship to the receiver can be as often as every 2 seconds, but might average once every 60 seconds. The number of times an automatic message is sent every minute can vary, since each AIS station can determine its own radio transmission schedule (you can find out more about AIS from this handy Coast Guard page). ExactEarth Europe specializes in vessel tracking using small satellites. The whole idea of this effort is to use exactEarth’s data, plus other data (not really elaborated on) from Satellite Applications Catapult to figure out which fishing ships might be dropping a net or two into areas listed as “verboten” and protected from fishermen and fishing factories.\nThey would then pass this information on to governments, agencies, and the like. Basically the information is available to anyone who might be interested in knowing which fishing vessel is breaking the law and is possibly able to enforce the law once the pernicious piscine pilferer is caught. Of course, this only really works if most offenders have AIS on-board, AND if AIS isn’t somehow “turned off.” Or maybe a fishing vessel’s circuit breaker for AIS “popped” if it happened to be near protected water.\nThat may be why Satellite Applications Catapult is getting involved. Again, there was no clear information on exactly what they’re supplying, but apparently their data or collection tools can be used along with AIS to help pinpoint fishy filchers. Hopefully they’ll come forth with more information (or maybe it’s there, and I’m not seeing it…). It would be interesting to know if this kind of use of the data is violating particular agreements with the AIS customer base.\nWhile the tech is definitely different, this seems akin to the little “black box” insurance agencies ask customers to put on a car. Originally its justification is for gathering accident data, but then someone decides the data can also be used to see if you “violated” the speeding laws, stopping laws, etc. Then that someone would hand that data over to law enforcement.\nWhile the justifications sound good, is this kind of monitoring and data gathering truly beneficial? Would this kind of monitoring get people to think twice about AIS and having it on-board their ships?", "label": "No"} +{"text": "As political change rocks Egypt, Tunisia, and Libya, another African country is braving a crisis of its own: Côte d’Ivoire. Laurent Gbago, the incumbent president, lost the country’s presidential election last November, but refuses to step down. Alassane Ouattara, the winner, has so far been unwilling to agree to a power-sharing arrangement with Gbago. With violence breaking out in several cities, it looks like Côte d’Ivoire may be headed for civil war.\nFor anyone familiar with the history of diamonds and civil wars in Africa, it’s reasonable to be concerned that events are repeating themselves. Côte d’Ivoire is a diamond-rich country. Not long ago, terrible civil wars in Sierra Leone, Angola, and Liberia were being fueled by diamonds. However, in response to those wars, an international certification scheme for diamonds—the Kimberley Process —was launched in 2003. At its core, the purpose of the Kimberley Process is to prevent diamonds from funding civil wars. So with the Kimberley Process in place, there’s no reason to be concerned that diamonds will underwrite violence in Côte d’Ivoire—right?\nActually, there is. The present crisis in Côte d’Ivoire is really a flare-up in a longstanding civil conflict. And for years, the Kimberley Process has tried to prevent the export of diamonds from Côte d’Ivoire—but without success.\nSince 2002, the country has been split between a rebel-controlled north, where Ouattara has his base of support, and a government-controlled south, which has been supportive of Gbagbo. Although there has been little violence since 2004, both sides have been preparing should hostilities erupt once again. In the north, the location of most of the country’s diamond deposits, a tax on diamond sales has been providing rebels with money for supplies and weapons. (Gbagbo’s government, meanwhile, has been receiving funding from the production of cocoa, used to make chocolate.)\nTo staunch the flow of conflict diamonds from Côte d’Ivoire, the Kimberley Process placed a ban on Côte d’Ivoire’s diamonds in 2005—that is, Kimberley Process member countries were prohibited from importing diamonds from Côte d’Ivoire. The United Nations also banned Côte d’Ivoire diamonds. What happened next? Surprisingly little. Rebels just turned to smuggling. Estimated diamond exports from Côte d’Ivoire barely dropped at all. Every year, about $20 million worth of Côte d’Ivoire diamonds are smuggled into the international diamond supply. Although this is a small percentage of world diamond production, it’s enough to provide rebels with money for guns and ammunition.\nDiamonds are notoriously easy to smuggle. However, the Kimberley Process could make it more difficult to sell diamonds from Côte d’Ivoire on the international market – for instance, by increasing Kimberley Process monitoring capabilities and requiring Kimberley Process members to improve internal controls. What makes the situation all the more frustrating is that Côte d’Ivoire is one of the only countries whose diamonds the Kimberley Process has banned. The ease with which the Kimberley Process is being thwarted on its principal diamond ban is truly astonishing. The Kimberley Process should have addressed this problem, long ago.\nThe Chair of the Kimberley Process, Matheiu Yamba of the Democratic Republic of Congo, has issued a letter urging countries to “exercise strong vigilance” against Côte d’Ivoire’s diamonds. But this letter may be too little, too late. Rebels in Côte d’Ivoire already have benefited from years of uninterrupted diamond revenues. War in Côte d’Ivoire may still be averted, but the possibility of another diamond-driven civil war should be enough for the world to take notice. The Kimberley Process isn’t working. It’s high time to reform it.", "label": "No"} +{"text": "In the past 3 decades, drug overdoses have killed approximately 870,000 people. Since the first wave of the opioid epidemic began in the 1990s, the epidemic has expanded to include synthetic, illicit drugs, including heroin and fentanyl. As new CDC data and other studies offer updates on the epidemic, here are 5 things to know.\nIn the past 3 decades, drug overdoses have killed approximately 870,000 people. Since first wave of the opioid epidemic began in the 1990s, the epidemic has expanded to include other synthetic, illicit drugs, including heroin and fentanyl. As new CDC data and other studies offer updates on the epidemic, here are 5 things to know.\n1. Rates have dropped for the first time since 1990\nProvisional data released by the CDC in July indicate that drug overdose deaths have dropped for the first time since 1990. Between the 12-month period ending December 2017 and the 12-month period ending December 2018, there was a 5.1% decline in overdose deaths, dropping from 72,000 overdose deaths to 68,000.\nIn June, provisional data for the 12-month period ending in November 2018 compared with the 12-month period ending in November 2017 hinted that deaths would fall. At the time, Robert N. Anderson, PhD, chief of the Mortality Statistics Branch of the National Center for Health Statistics at the CDC, said in an email to The American Journal of Managed Care® (AJMC®) that the data suggests the epidemic had reached its peak in the United States.\n“That said, the number of deaths for 2018 is still predicted to be nearly 70,000,” he added. “That is a lot of people dying much too young. Even if the decline holds once the data are final, it is too soon to declare victory.”\n2. Not all states are seeing drops in overdose deaths\nThe CDC data were encouraging for some states that have historically been hit hardest by the epidemic. For example, drug overdose deaths in Ohio dipped 22.4% from 5155 to 4002 between the 12-month period ending December 2017 and the 12-month period ending December 2018. Rates in Pennsylvania dropped 19.6% from 5600 to 4503 during the same time period.\nBut while the nation as a whole is headed toward a drop in overdose deaths, not all states are seeing decreases. Missouri and Rhode Island experienced the biggest increases in overdose deaths between the 12-month period ending December 2017 and the 12-month period ending December 2018 (16.3% and 16.7% respectively). In Missouri, drug overdose deaths increased from 1406 to 1635 and from 342 to 399 in Rhode Island.\nOther states that saw increases include California, South Carolina, Vermont, Louisiana, and Arizona.\n3. Urban areas see higher overdose death rates than rural areas\nCDC data released this week revealed geographic shifts in where the epidemic is having the biggest impact. In 2016 and 2017, urban counties saw higher drug overdose death rates compared with rural areas (22.0 vs 20.0 per 100,000, respectively). These increased rates were seen across overdose deaths involving heroin (5.2 vs 2.9), synthetic opioids other than methadone (9.3 vs 7.0), and cocaine (4.6 vs 2.4).\nThe age-adjusted rate of drug overdose deaths in urban counties jumped from 6.4 per 100,000 in 1999 to 22.0 in 2017 while the rate in rural counties increased from 4.0 to 20.0 during the same period.\nThe data also revealed gender differences in drug overdose death rates. For men, the age-adjusted rate of drug overdose deaths was higher in urban counties than in rural counties (29.9 vs 24.3). Meanwhile, the rate of drug overdose deaths for women was higher in rural areas than in urban areas (15.5 vs 14.2).\n4. Synthetic opioids continue to drive overdose death rates\nWhile rates of heroin, cocaine, and natural opioid overdose deaths have started to level out, overdose death rates involving synthetic opioids like fentanyl, which is 50 to 100 times more potent than morphine, have continued to increase. In the 12-month period ending December 2018, synthetic opioid overdose deaths increased to over 31,000 compared with the approximately 29,000 reported in the 12-month period ending December 2017.\nSince the 12-month period ending December 2015, deaths have increased from approximately 9000 to the 31,473 in the 12-month period ended December 2018.\nRates of overdose deaths involving fentanyl specifically doubled each year from 2013 through 2016, from 0.6 per 100,000 in 2013, to 1.3 in 2014, to 2.6 in 2015, and to 5.9 in 2016. While death rates involving fentanyl have increased significantly across both men and women, 3 times as many men as women are dying from the synthetic opioids.\n5. Heroin overdose rates are higher among the Medicaid population\nA study published in the July issue of AJMC® analyzed 2010 to 2014 IBM MarketScan Databases and calculated annual heroin overdose rates, finding that rates were persistently higher among the Medicaid population than the commercially insured, except among those aged 15 to 24 years.\nHowever, rates increased faster among the commercially insured during the time period. While heroin overdose death rates increased 94.3% among the Medicaid population, rates increased by 270% among the commercially insured. Overdose rates were consistently higher among male enrollees, regardless of insurance type. In 2014, rates of heroin overdose among male and female enrollees were 10.5 and 4.1 per 100,000 commercial enrollees, respectively, and 34.9 and 28.0 per 100,000 Medicaid enrollees, respectively.\nThe study findings also showed that nearly all enrollees with heroin overdose had at least 1 healthcare encounter in the 6 months prior to their first overdose.", "label": "No"} +{"text": "Serious Games moving into fields that deal with complex topics\nVia: Social Technologies - Learning From Playing\nGames that provide players with opportunities to learn and understand complex situations or different points of view have emerged as a distinct subset of videogames.\nIncreasingly, creators are taking the definitions of “play” and “learn” in new directions, often blending the two creatively.\n“This shows the maturity of the gaming industry as a medium for educating children—and adults,” explains Simeon Spearman, an analyst at the futurist research and consulting firm Social Technologies.\n“This new genre of games moves beyond entertainment into fields that deal with complex topics such as healthcare, governance and poverty.”\nSerious Games also show that organizations are realizing the potential for videogames to spread their message to larger audiences—for they provide an interactive experience that draws people in, he says.\nThe trend is spurred by the spread of technology and game culture. In fact, due to their viral nature and ease of development, Serious Games are propagating.\nThey are now on a trajectory to become a mainstream genre of gaming applications, in both the commercial and noncommercial spheres.\nDriving The Game\nA number of trends are converging to drive the Serious Games movement, including:\n- Growth in popularity of simulation games. From simple simulator games like NeoPets to the bestselling computer game of all time, The Sims, games that allow players to “manage” sophisticated, multi-choice environments and determine outcomes have been popular since the 1990s, and their growth shows no signs of slowing.\n- Improving technology. From more intelligence and processing power to better displays and broadband access, powerful personal-computing technology is available to ever-growing numbers of people. They are using it not only for work and entertainment, but increasingly for learning and training as well.\n- Digital learning on the rise. Younger consumers worldwide are receiving more education via game and digital play environments, and educational theorists are beginning to explore the application of more sophisticated games to prepare students for complex situations in the real world.\nSerious Games are evolving into several distinct genres, which can be broken down into at least five types of applications based on each genre’s principal goals. However, many games serve multiple purposes by design. Most are available for free or at a low cost to encourage broad distribution.\n- Education and training. Games in this genre aid learning or vocational training. Examples include Making History, which teaches history to students, and Incident Commander, designed to help officials and first responders prepare for emergency situations.\n- Politics and governance. Some of the most widely known Serious Games have emerged as training tools for political movements, public administrations, and governance. A Force More Powerful, for instance, is an interactive game that teaches nonviolent techniques for handling conflict. It was developed by the International Center on Nonviolent Conflict with assistance from Ivan Marovic, leader of Otpor, the group that helped bring down Slobodan Milosevic’s regime in Serbia.\n- Marketing, communication, and advocacy. A broader, expanding group of games includes both marketing and nonprofit issues advocacy. Some, like America’s Army, are explicitly intended as recruitment tools; these run on commercial videogame platforms and issue new releases as commercial videogames do. From 2003–2005, America’s Army ranked among the top six online games in terms of concurrent players.\nSimeon Spearman is a futurist and contributing writer for ST’s Technology Foresight and Global Lifestyles multiclient projects. He also contributes to custom client projects, and tracks emerging trends, values, and segments for the Futures Observatory, Social Technologies’ trend-feed program.\nSimeon’s professional interests include digital lifestyles, contemporary Japanese culture, and development in emerging markets. He is currently pursuing his MS in studies of the future at the University of Houston, and graduated with a BS in International affairs and modern languages from the Georgia Institute of Technology. He spent a year abroad in 2004–2005 as an exchange student at Waseda University in Tokyo, Japan.\nAbout Social Technologies\nSocial Technologies is a global research and consulting firm specializing in the integration of foresight, strategy, and innovation. With offices in Washington DC, London, and Shanghai, Social Technologies serves the world’s leading companies, government agencies, and nonprofits. A holistic, long-term perspective combined with actionable business solutions helps clients mitigate risk, make the most of opportunities, and enrich decision-making.", "label": "No"} +{"text": "(MS) -- Did you know that your kitchen actually contains more bacteria than any other room in your home and the type of countertops you have may be making matters worse? Recent studies have found that porous material countertops can harbor dangerous bacteria, such as E. coli.\nA recent University of Arizona at Tucson study identified the kitchen as the most germ-contaminated area in the home. The study reported that countertops are one of five key \"hot zones,\" or sites with the highest bacteria counts. These hot zones can spread infections when germs are transferred from a contaminated item -- your kitchen counter -- to your hands to your body.\nA second study conducted by the Hospitality Institute of Technology and Management (HITM) revealed that nonporous surfaces, such stainless steel countertops or other NSF 51 certified material, such as quartz, are least likely to harbor dangerous bacteria, such as E. coli, when compared to other popular household countertop materials.\nThe study highlighted the fact that consumers need to consider wear-and-tear when selecting a countertop surface. After a few years, most porous surfaces, such as granite, laminate, marble, wood, concrete, tile, and limestone wear down; lose their protective coating, scratch, and warp -- all decreasing the ability to be effectively cleaned and sanitized.\nWith stainless steel being very limited as a household countertop solution, other nonporous materials such as quartz are becoming more and more popular with consumers as they try to combine healthier choices with the latest designs for their homes.\n\"Quartz surfaces are growing in popularity because although they have the beautiful appearance of natural stone, unlike granite, these surfaces never need to be sealed,\" explained Mark Hanna, President of Leeza Distribution Inc., one of North America's leading distributors of HanStone Fine Quartz Surfaces.\nThat's because quartz countertops are not only highly scratch resistant, but also nonporous so they don't require sealing. As a result, they show very little wear, will not promote the growth of mold, mildew or bacteria can be easily maintained for years.\nUnlike stainless steel, however, quartz surfaces bring strength, resilience and extraordinary beauty and elegance to your kitchen decor with its dramatic colors, vibrant patterns and luxurious sheen.\nQuartz surfaces are so hygienic most brands are approved surfaces for food preparation by the National Sanitation Foundation, with the NSF 51 certification in the United States.", "label": "No"} +{"text": "MDMA (Ecstasy/Molly) Detox And Withdrawal Symptoms And Timeline\nMedically reviewed byIsaac Alexis, M.D., AAMA, AMP-BC\nJune 11, 2019\nMDMA (ecstasy/molly) is a common party drug used for its psychedelic effects. Physical dependence on MDMA may cause withdrawal symptoms with stopped use. Uncomfortable withdrawal symptoms can be managed within a medical detox program.\nMDMA, also known as ecstasy and molly, is classified as a ‘club drug’ capable of altering mood and perception. MDMA can cause hallucinogenic effects, affecting sounds, sights, and other sensations.\nMDMA can be taken in several forms, including pill, powder, or liquid form. Ecstasy affects chemicals in the brain responsible for regulating mood, appetite, heart rate, and other functions. The effects of a single dose of MDMA typically last three to six hours. This may then be followed by a ‘crash’ period.\nMany symptoms experienced during a ‘crash’ – such as depression, anxiety, and irritability – have been likened to molly withdrawal symptoms. Although ecstasy is not known to be very addictive, people who use ecstasy on a regular basis may develop dependence.\nMDMA dependence, like dependence on most other drugs, can cause a reaction in the body known as withdrawal. Symptoms of MDMA withdrawal are unlikely to be severe, but can be very uncomfortable and last for up to ten days.\nWhat Are The Effects Of Ecstasy (MDMA) Withdrawal?\nMDMA (ecstasy/molly) affects several systems throughout the body as a result of changes it makes in the brain. Although less common than addiction to illicit drugs like heroin and cocaine, several reports indicate that ecstasy has a potential for addiction.\nGet treatment when\nand how you need it.\nEcstasy dependence and addiction is more likely to occur after chronic use. This can cause the body to adapt to the presence of MDMA in your system, resulting in withdrawal with stopped use. Ecstasy that is mixed or cut with other substances, like cocaine or amphetamines, can affect side effects and symptoms.\nIn addition to dependence, long-term abuse of MDMA can also cause:\n- sleep disturbances\n- low appetite\n- poor concentration\n- heart disease\n- increased impulsivity\nEcstasy Withdrawal Symptoms\nThere is little research documenting the range of symptoms that can occur during MDMA withdrawal. According to the National Institute on Drug Abuse (NIDA), the most common symptoms are psychological.\nSymptoms of ecstasy withdrawal may include:\n- difficulty concentrating\n- loss of appetite\n- low energy\n- muscle twitches\n- runny nose\n- teary eyes\n- unpleasant dreams\nMolly withdrawal symptoms can be difficult for people to manage, and may lead to relapse if symptoms become too intense. In rare cases, withdrawal may cause seizures.\nEcstasy Symptoms and Timeline During Treatment\nAcute withdrawal from MDMA can last up to ten days. After this, some mental and psychological symptoms may persist, depending on biological and personal factors.\nDays 1 to 3: MDMA withdrawal symptoms are likely to begin within 12 hours of a person’s last dose. Initial symptoms can include anxiety, irritability, loss of appetite, inability to concentrate, and depression. People can also feel fatigued and have trouble sleeping during this time.\nDays 4 to 10: Symptoms of withdrawal tend to peak after the first couple days without MDMA. At this point, people can feel extremely agitated, and may continue feeling sluggish and depressed. Experiencing mood swings and being unable to concentrate is also common.\nAfter 10 days: After seven to ten days, most acute withdrawal symptoms should be gone. Depending on how long a person used ecstasy, and the severity of their dependence, feelings of agitation, mental fogginess, and depression may continue.\nPeople that are overcoming long-term ecstasy abuse can continue experiencing some mental and psychological symptoms for time. Chronic abuse of MDMA can also have lasting effects on a person’s ability to feel pleasure, resulting in low mood.\nTreatment through therapy and medications can be helpful for people that continue experiencing anxiety, depression, and other difficulties following withdrawal.\nFactors That Can Affect Withdrawal\nThe withdrawal process is not going to be the same for every person coming off MDMA. The symptoms a person experiences, and their severity, can differ depending on a variety of factors. This includes a mix of personal, biological, and lifestyle factors.\nFactors that can affect MDMA withdrawal:\n- amount taken\n- polysubstance abuse (abusing more than one drug or substance)\n- co-occurring mental health disorders\n- overall health\n- duration and frequency of use\n- severity of dependence\nSome people that abuse ecstasy do not experience withdrawal symptoms. This can vary based on a mix of the factors listed above.\nEcstasy Addiction Detoxification Options\nDetoxification, or detox, is the process of removing a drug from a person’s system. This occurs through a natural metabolizing process, and can trigger withdrawal symptoms.\nCan You Detox From Home?\nThere has been little assessment on the safety of detoxing from MDMA dependence in a home environment. Although withdrawal is unlikely to trigger life-threatening symptoms, it can be a highly-distressing process.\nHome detox also has a higher risk for relapse, as people can sometimes take another MDMA dose to relieve withdrawal symptoms. Medical support is advised during any drug detox process, both to reduce risk for relapse and provide treatment for symptoms as needed.\nMedical detox programs provide a safe setting for people to withdraw from drug dependence and can offer several benefits. First, formal detox programs offer medical support from professionals trained to treat drug withdrawal. This can involve administering certain medicines able to ease intense or uncomfortable symptoms.\nFinally, entering a medical detox program can connect patients to resources for MDMA addiction treatment. While detox can treat physical effects of dependence, it is not a complete treatment program.\nPeople overcoming MDMA addiction may benefit from entering a rehab program where they can receive therapy and explore holistic treatment options.\nGetting Help and Recovery For Ecstasy Abuse, Withdrawal And Dependence\nMany addiction treatment programs can offer effective methods for treating MDMA abuse and dependence. This includes treatment services such as cognitive behavioral therapy (CBT), which addresses how thoughts and emotions can influence substance abuse behaviors.\nEntering a rehab center for MDMA abuse can provide patients with the time and space to learn how to live a balanced and sober life. Recovery is not always an easy journey, but it doesn’t have to be faced alone.\nContact us today to learn more about MDMA (ecstasy/molly) detox and addiction treatment options.Article Sources\nNational Institute on Drug Abuse - MDMA (Ecstasy) Abuse\nU.S. National Library of Medicine: PubMed - Test-re-test reliability of DSM-IV adopted criteria for 3,4-methylenedioxymethamphetamine (MDMA) abuse and dependence: a cross-national study", "label": "No"} +{"text": "|Source: Environmental Monitor|\nA new study of mercury levels in bats links higher concentrations in some colonies to the acidity of nearby lakes and rivers, further illuminating the paths this global atmospheric contaminant follows though aquatic and terrestrial ecosystems.\nPrevious research has shown that fish and other organisms in lakes with higher acidity tend to have higher mercury concentrations. This study from Nova Scotia shows the effect appears to extend to little brown bats, which feed on adult insects that live in aquatic habitats as juveniles.\n“What we found was that the average water acidity in surrounding freshwater systems may be an important factor in increasing bioavailability of mercury in aquatic food chains leading to little brown bats,” wrote Linda Campbell, study co-author and a senior research fellow in environmental science at Saint Mary’s University, in an email.\nThe study, published online by the journal Environmental Science and Technology, came about after a bird ecotoxicologist, a bat biologist and a limnologist got together.\n“While we didn’t all walk into a bar, our interests and expertise overlapped nicely,” said Campbell, the limnologist of the group.", "label": "No"} +{"text": "WISE OWL EXERCISES\nVISUAL BASIC EXERCISES\nVISUAL BASIC EXERCISES\n- Drawing forms (2)\n- Form events (1)\n- Variables and data types (2)\n- Enumerations and constants (2)\n- Form validation (3)\n- Menus and toolbars (2)\n- Files and folders (1)\n- Basic DataGridViews (1)\n- Reacting to DataGridView events (3)\n- Advanced DataGridViews (2)\n- Creating classes (4)\n- Coding in VB.NET (2)\n- Variables and constants (3)\n- Testing conditions (2)\n- Passing arguments (3)\n- Using arrays (2)\n- Loops (2)\n- Working with files (3)\n- Lists (3)\n- Creating properties (3)\nVisual Basic | Lists exercise | Create a list of dates which are on Friday 13th\nThis exercise is provided to allow potential course delegates to choose the correct Wise Owl Microsoft training course, and may not be reproduced in whole or in part in any format without the prior written consent of Wise Owl.\nThe answer to the exercise will be included and explained if you attend one of more of the courses listed below!\nYou need a minimum screen resolution of about 700 pixels width to see our exercises. This is because they contain diagrams and tables which would not be viewable easily on a mobile phone or small laptop. Please use a larger tablet, notebook or desktop computer, or change your screen resolution settings.\nPress CTRL + D to add the file called frmUnluckyDates.vb from the above folder into your project (or right click on the project and choose to add it as an existing item). Change your project's properties to make this the default form for your project.\nAttach code to the left-hand button so that when you click on it you see something like this:\nClicking on the button shown should generate a list of Friday 13ths, then set this list as the data source for the listbox.\nSome hints on how to proceed are shown below.\nYou can use the AddMonths method to add a given number of calendar months on to any given date. You may also find this code excerpt useful:\n'get the 13th of this month\nDim startDate As Date = System.DateTime.Today\nstartDate = New DateTime(startDate.Year, startDate.Month, 13)\nWhen you've got the first button working, attach code to the Fridays only button using the FindAll lambda function (or some other method) to count only those dates which fall on a Friday:\nWhat you should see when you click on the right-hand button.\nRemembering that this is a silly superstition, touch the table for luck anyway and close down your application and any open forms.", "label": "No"} +{"text": "Child Safety and Fractures\nSchool age kids. Fractures and road safety (whatevery kid needs to know about crossing the street and riding a bike).\nChildhood is fraught with danger. From birth to adulthood there are so many ways a kid can get hurt that even a 20 year veteran emergency room nurses are still amazed at the imagination and innovation children use to injure themselves. Before children, most adults hardly know where the local hospital is. After kids, they know the way and every possible shortcut.\nMost accidents can be avoided with proper supervision, the proper tools and knowledge. Teach your children to cross the road safely and re-inforce it every time you are out together. Teach your children the rules of the road when on foot and when on a bicycle and how they are different. You can obtain this information from your local police station. When you go to the station bring your kids with you to have a look around and to met a policeman. They need to be able to trust public figures if they find themselves alone. Teach them to dial 911 so if you are the one in trouble the child does not panic, because he know he can call for help and be taken seriously.\nIf your child has been helping in the workshop be sure that they know that the are not to go there without an adult present. A power saw in the hands of a 6 year old equals disaster of major proportions. Teach them to use tools in the proper way and to wear the appropriate gear, such as safety goggles, ear plugs, work gloves, and anything else that may be warranted.\n[Editor's note: Similarily, teach your children that cars are not for playing in. And firearms should be inaccessible, with firing pin, ammunition, and gun locked in separate cabinets.]\nWhen riding a bicycle, insist on helmet, lights, a rear view mirror, knee and elbow protectors. The helmet has been shown to save lives, especially in children who by nature have a proportionally heavier head than adults. This means in a fall, the head falls faster that in an adult. Teach your children to use the hand signals well and all the time, even if they know there is no one behind them. Another bike ridden by an adult may be behind them but your child be unaware of it. In making a sudden move the bike behind could plow right into your child.\nFractures are common in childhood. Fortunately, God put in a great repair system.\nYou should suspect a broken bone if:\n-The victim can't move the injured part.\n-The part is deformed, or appears to be out of shape. (one leg shorter than the other)\n-Movement is painful.\n-Sensation is lacking (can't feel anything)\n-The skin is swollen and bruised.\nA simple fracture exists under unbroken skin and may not be obvious. A compound fracture shows bone protruding from the skin, or and open wound at the fracture site; frequently there is severe bleeding from the wound.\nPRICIPLES OF FIRST-AID FOR FRACTURES.\n-Do not move the person unless he or she is at risk to\nfurther injury. Great harm can can be done if the\npatient is moved hastily, pulled, bundled into the back\nseat of a car, or allowed to stand or sit up, or to move\nthe injured part.\n-If moving is absolutely necessary, pull at the legs or from the armpits along the axis of the body.\n-Examine the person first for other injuries. Stop serious bleeding by hand pressure or a gauze dressing over the wound.\n-Check the victim's mouth and throat for possible obstruction of breathing (Chewing gum?)\n-Keep the patient warm and lying down.\n-Do not put a pillow under the person's head if the neck is injured. Instead block the head with padding to prevent neck movement.\nIF THERE IS A DELAY IN TRANSPORT:\n-Do not try to set bones.\n-Always apply splints before moving or transporting the patient. Splint the patient where he or she is.\n-Apply a clean dressing and bandage (no antiseptic) if a bone protrudes through the skin. DO NOT ATTEMPT TO PUSH THE BONE BACK INTO PLACE.\nProperly cared for, a fracture will heal in less than a month. More severe may take up to 3 months but generally the patient will be back to their old selves in no time.\nReturn to Health Page.", "label": "No"} +{"text": "By Claire Georgiou, Reboot Naturopath, B.HSc ND\nWe’ve all had them. Those red, sometimes white bumps, that appear out of nowhere. Or so we think.\nAcne is the most common skin problem. Most people are affected by acne at some stage of their life and it often develops in teenage years due to hormonal changes but it also can develop in earlier adult years and even later in life. It consists of mild to severe outbreaks of pimples and cysts mainly on the face, back, arms and chest. Acne can be caused from overproduction of sebum (oil), build-up of bacteria or irregular shedding of dead skin cells. When the openings of hair follicles become clogged and blocked with oil secretions, dead skin cells and sometimes bacteria then turns into pimples with pus, cysts and blackheads.\nAnyone may get a pimple here and there but acne is a chronic problem that can be caused by:\nA high GI diet consuming plenty of sugar laden foods and refined processed carbohydrates will contribute to poor skin health and acne.\nLack of nutrients:\nNutritional deficiencies are highly implicated in poor skin health, skin infections and poor shedding of dead skin, blocked pores and other skin disorders.\nHormonal changes and/or imbalances:\nTestosterone is one of the main culprits for the increase in acne in teenage years. Testosterone is an androgen hormone that stimulates the oil glands to become larger and secrete more oil (sebum). This hormone is responsible for acne breakouts in both girls and boys. Girls and women will often experience an increased acne breakout in the week leading up to their periods.\nPoor liver and intestinal health:\nInefficient detoxification pathways can increase acne breakouts, a build-up of toxins can cause unhealthy bacteria in the gut and this can affect your skin health. Some people who are cleansing will find an increase in pimples, this is certainly a detox reaction that some may experience. Keep going and your skin will never look better!\nPoor skin cleaning practices or excess products:\nPeople who may be prone to acne and who do not keep the skin clean and tend to touch their face, back, chest and arms often with dirty hands will aggravate acne and further increase infections. It is important to be aware that over cleansing and cleaning the skin can also aggravate acne, when you dry the skin out too much the skin tries to compensate by producing more sebum(oil) in the skin.\nNatural Solutions to Heal Acne:\n1.) Load up on Nutrients: Zinc, Vitamin A, Vitamin E, Vitamin C and Selenium are very specific for the treatment of acne. They help balance the hormones, support immune function to reduce infection, support liver detoxification pathways, support healthy mucus membranes in the skin and digestive system, wound healing, anti-inflammatory and may reduce excess oil secretion.\n2.) Avoid Dairy Products: Dairy can aggravate acne for some people, it can be beneficial to eliminate dairy for 6-12 weeks to see if there is any significant improvements to the skin.\n3.) Reduce Sugar and Refined Carbohydrates: This includes white flour based products like breads, bagels, biscuits, processed breakfast cereals and crackers. These foods elevate insulin which can increase acne breakouts. Low GI-diets have also been shown to be beneficial for acne.\n4.) Increase Fiber: Fiber improves glycemic control and fiber also binds with hormones that are excreted from the liver and then via the bowel. You can increase your fiber by including extra foods such as hemp seeds, chia seeds, flaxseeds, oat bran or psyllium husks in smoothies, juices, breakfast dishes or simply take with water to move things along.\n5.) Hydrate: Drink up for natural skin cleansing! Keep up those 8 glasses of water every day!\n6.) Consume More Fruits and Vegetables: Important for their cleansing benefit, they also help balance hormone levels by improving detoxification pathways. Dark green leafy vegetables improve skin radiance and reducing excess oil production. I always think of the expression ‘Greens Clean!!’ I always think of green juices as the best nutritional aid for acne.\n7.) Hormonal Acne: All these suggestions will aid in balancing hormonal health. Female acne can also be helped with the herb Chaste Berry and vitamin B6 which may alleviate some cases of premenstrual acne.\n8.) Anti-Microbial Agents: Eating raw garlic and consuming some herbal medicines such as a tea, powder or liquid such as calendula (marigold), echinacea, yellow dock, blug flag and burdock can help your skin from the inside out. Make sure you eat foods naturally containing bacteria to improve digestive health as this is also very important for reducing harmful bacteria which can contribute to acne.\n9.) Stop Picking! Touching your face is another problem which further aggravates acne by increasing the infection rate of the pimples. People often pick and squeeze their pimples which will encourage more breakouts. Our hands are often covered in bacteria so it is important not to touch the skin when you have small open wounds that occur when the pimples are squeezed.\n10.) Use Topical Lotions and Creams: These can help enormously to reduce bacterial infections getting into the pores and causing acne. Cleansing morning and night can reduce the incidence considerably.\nNatural essential oils that are antiseptic can reduce acne such as tea tree, neem, oregano and lavender oil in face washes. Honey and propolis can also be beneficial.\nSome make-up and oily face products can increase acne by clogging up the pores and increasing infections.\n11.) Make Your Own Toner: 1 part apple cider vinegar and 8 parts filtered boiled water in a bottle and spritz on face after cleansing can reduce acne breakouts.\nDRINK THESE JUICES TO IMPROVE ACNE:\nAND Check out the FACE MAP: The location of your pimples means something.\nThere are some face maps that indicate the problem depending on the location of the acne (I always find this very interesting and relevant)…\nTemples and forehead – this is commonly related to a food intolerance, excess processed foods, alcohol, unhealthy fats, poor blood sugar control and lack of hydration.\nBetween the eyes – this can be caused from poor liver and digestive health. Cut back on the sugar, sodas, caffeine, and alcohol and drink plenty of water and herbal teas for their natural cleansing effect.\nTemples – this relates to the kidneys, drink more water and keep well hydrated.\nAlong the jaw-line and chin – is commonly related to hormonal disturbances and for some women this will be more evident leading up to your period. This is a critical time to get adequate sleep and rest.\nChin – can also mean it’s time to do that cleanse! This can be from eating heavy rich foods, high GI foods and lack of nutrients.\nCheeks – this can be related to your lung health – smoking, air pollutants & allergies can contribute.\nNose – this is related to the heart health – maintaining a healthy heart is important.\nWhat have you found that has helped your acne?", "label": "No"} +{"text": "Table of Contents Show\nWant to know if agave is better than sugar? Then why did you stop, and keep reading?\nAgave belongs to the genus Monocots, native to warm and arid regions in the southern United States, like Latin America. However, some agave species are also found near tropical areas of South America.\nThe class Agave is fundamentally known for its juicy and xerophytic species that ordinarily shape huge rosettes of solid, meaty leaves.\nMiel de agave used to sweeten foods is formulated from the agave plant sap.\nStay with us to know, is agave better than sugar?\n1. Facts about the Agave plant\nThe Agave plant is specialized for its sweetening properties. In ancient times, Agave was used for medicinal purposes. Agave sugars are fermented to make tequila. Eventually, it became popular in the health and wellness world.\nIt is considered a healthier substitute for sugar and a diabetic-friendly sweetener. But the question here is, is it?\nThe agave plant grows from the southwestern U.S. through the northern part of South America. It’s the same plant used to produce tequila in Mexico.\nMost of the agave sweeteners originate from the blue agave plant. The agave plant moreover produces nectar containing huge sums of sugar called fructose.\nMany health-conscious people are directed away from refined white sugar and pick agave nectar or stevia to satisfy their sugar needs. These elective sweeteners are frequently more characteristic or less highly processed than table sugar and counterfeit sweeteners.\nHowever, both are determined from multistep preparation strategies.\nAgave nectar is processed by heat, altering crude agave’s natural nutrition values and bringing down its antioxidant content.\nIt subsequently does not have a noteworthy nutritional value and contains less potassium, calcium, and magnesium. Agave contains less glucose and more fructose. The plant’s core contains aguamiel, the sweet substance used to produce agave syrup.\n2. What Is Agave Syrup and What Are Its Nutritional Facts?\nAgave syrup is commonly used to replace sugar, honey, or maple syrup. After extracting the juice from the fruit, it is cleaned, processed, and concentrated into a syrup.\nIt’s an exceedingly refined extract that sustains the craving for sweet-tasting nourishments and drinks. High Fructose Corn Syrup is cheaper and sweeter but leads to insulin resistance and is unsafe to intake.\nIts flavor resembles molasses that becomes darker in color. If you prefer a low-calorie diet, whatever sweetener you use to bliss your taste buds like maple syrup, honey, or agave syrup, use as little as possible.\nAgave syrup is commercialized as natural and relatively healthier than sugar. It has a calorie and protein content similar to sugar but contains far fewer sugars.\nAgave contains around twice as many calories as white sugar in this case. It’s best to use about 5% agave for sweeter foods. The processing of agave syrup alters the raw nutrients in raw agave.\n3. Agave and Its Health Effect\nA higher glycemic index in the diet increases blood glucose content, indicating a drop in insulin sensitivity. The glycemic index for agave is low as compared to table sugar. So, we can say that Agave is better than sugar in terms of the glycemic index.\nIt also contains significantly more fructose than sucrose, which is sweeter, but fructose is differently metabolized than sucrose.\nSome people have difficulty absorbing fructose and experience unpleasant side effects, including bloating or abdominal irritation. If you are experiencing digestive pain, you can avoid agave.\nAgave syrup contains between 45% and 55.3% fructose and 18% to 30.5% carbohydrates per serving.\nFructose has a lower glycemic index than glucose, but it has much higher glycemic activity and causes seven times as much cell damage as glucose.\nThe percentage of fructose found in agave syrup is not similar to glucose and thereby gets broken down in the body in a different way, this might ultimately lead to insulin resistance. So, it can often be suggested as a better choice for people who already have diabetes.\nHowever, agave syrup is not recommended due to its high fructose content (sometimes higher than fructose wheat syrup). The plant-releasing Agave nectar is a more natural, healthier alternative to table sugar that doesn’t spike blood sugar levels as much.\n2.1. The Adverse Effect of High Fructose Content\nAgave Nectar: A sweetener that’s even worse\nIndividuals prone to gastrointestinal discomfort must take a step away from agave. Agree that it has less sugar content and will have minimal impact on your blood sugar levels due to its low GI score, but the high fructose content may make it more difficult for your body to process.\nGlucose and fructose look comparatively the same, but they have entirely diverse impacts on your body.\nGlucose is an inconceivably imperative molecule. It is found in numerous healthy nourishments, such as natural products and vegetables, and your body produces it to create beyond any doubt that you continuously have enough.\nIn reality, all living cells harbor glucose since this molecule is imperative to live.\nDevouring excess added fructose can wreak havoc on your metabolic health and may contribute to insulin resistance, metabolic syndrome, heart disease, and type 2 diabetes, as suggested by various studies.\nAs already mentioned earlier, agave contains 85% of fructose, which is more than a normal body intake.\nThis can cause significant increases in long-term blood sugar and insulin levels, strongly raising your risk of metabolic syndrome and type 2 diabetes.\nHigh fructose consumption can increase LDL (bad) cholesterol and oxidize LDL.\nIt may also cause belly fat accumulation, as suggested by another study.\n3. Is Agave Syrup the Best Sweetener for Diabetes?\nAgave syrup is a high-fructose sweetener that offers more calories than table sugars. Table sugar contains sucrose which is deadly to the elderly or persons with diabetes. Nonetheless, fructose is a different sugar type linked with fatty liver disease.\nAgave offers no miraculous health benefits, as its high fructose content has harmful effects on diabetes.\nPeople with diabetes should avoid adding sugar wherever possible. Studies on mice eating agave nectar had lower blood glucose levels than those consuming table sugar and losing weight.\nSo, Agave may be marginally better than table sugar, but it does not necessarily constitute an excellent addition to the diet. Using a healthy diet to prevent diabetes can help reduce one’s intake instead of swapping between two different foods that contain sugar.\n4. What Are the Healthiest Alternative Sweeteners?\nAlternative sweeteners are regularly seen as more characteristic or less highly processed than table sugar and counterfeit sweeteners.\nStevia is considered a low-calorie sweetener inferred from the takes off of the South American bush Stevia rebaudiana. Stevia leaves and extricates are sold as tabletop sweeteners in characteristic nourishment stores.\nThis plant-based sweetener can be extricated from one of two compounds called glycosides — stevioside and rebaudioside A. These compounds don’t contain any calories and may taste marginally different from sugar.\n4.2. Sugar alcohols\nSugar alcohols, also known as polyols, are a sort of carbohydrate typically found in natural products and vegetables. Popular sugar alcohols utilized as sugar choices incorporate erythritol, xylitol, and maltitol.\nThe microbes in your mouth don’t age sugar alcohols, so they don’t harm your teeth the way that standard sugar does.\nAdditionally, they have significantly fewer calories and don’t essentially influence blood sugar levels, making them a savvy elective for those with diabetes. Erythritol contains 0.2 calories per gram, whereas xylitol gives 2.4 calories per gram. For reference, sucrose — or table sugar packs have 4 calories per gram.\nAlthough sugar alcohols are considered, for the most part, secure, a few may cause stomach-related disturbances when consumed in massive amounts.\n4.3. Monk Fruit Sweetener\nMonk natural product extricate derived from the Siraitia grosvenorii plant, local to China.\nMonk fruit sweetener, also known as Luo Han Guo, is a natural sweetener derived from the extract of a small, round fruit grown in Southeast Asia.\nIt is 150-200 times sweeter than sugar but contains no calories or carbohydrates, making it a popular alternative sweetener for people with diabetes or on low-carb diets.\nMonk fruit sweetener is considered safe for people with fructose intolerance. Also, it is known as monk fruit extract, monk fruit powder, and luo han guo extract.\nThis sweetness comes from compounds called mogrosides.\nDates are the dried natural products of the date palm tree. These sweet, chewy natural products are an amazing elective to refined sugar and offer health benefits.\nUnlike refined sugar and numerous other sweeteners, dates are a great source of supplements, including fiber, potassium, magnesium, manganese, vitamin B6, and carotenoid and polyphenol cancer prevention agents.\nTheir sweet taste of dates makes them favorable for different recipes for energy bars, cakes, and cookies. Furthermore, you can blend them to flavor homemade nut pints of milk and smoothies.\nDates are high in calories and normal sugars, but they don’t essentially influence blood sugar levels as table sugar does, indeed among individuals with diabetes.\nIn a 16-week study of 100 people with type 2 diabetes, one group ate 3 dates daily, and the other ate none. The date-eating group had significant reductions in total and LDL (bad) cholesterol, while their HbA1c — a marker of long-term blood sugar control — remained unaltered.\n4.5. Applesauce and Other Fruit Purées\nSupplanting sugar with applesauce — or purées of other natural products like bananas — is an amazing way to diminish your refined sugar admissions.\nConsider this swap in formulas for cakes, treats, biscuits, and bread. All-natural products offer well-being benefits due to their supplements. For case, squashed bananas are tall in folate, manganese, magnesium, and vitamins B6 and C.\n4.6. Yacon syrup\nYacon syrup is extricated from the yacon plant (Smallanthus sonchifolius), local to South America. Its sweet taste, dull color, and thick consistency make it comparable to molasses.\nThis item is rich in fructooligosaccharides, a sort of sugar particle that your body can’t process. Since these sugar atoms are undigested, yacon syrup contains one-third of the calories of regular sugar, or approximately 1.3 calories per gram.\nIn any case, yacon syrup is less sweet than table sugar, so you will require more to coordinate the sweetness of refined sugar. The fructooligosaccharides in yacon syrup may offer well-being benefits.\nFor case, these compounds act as prebiotics, which offer assistance to bolster the inviting microbes in your intestine.\nIt has trace amounts of vitamins and minerals and an abundance of plant compounds that give anti-inflammatory and antioxidant benefits.\nAdditionally, honey has a lower GI value than sugar, so it is a safe alternative. But one thing to keep a note of is that it is slightly sweeter than sugar.\nHoney is a natural sweetener that is derived from the nectar of flowers. It is composed mostly of glucose and fructose and is sweeter than sugar. It is used as a sugar alternative in many recipes and can be used in baking, cooking, and as a sweetener for drinks.\nHoney has some health benefits compared to refined sugar. It contains antioxidants, enzymes, and minerals such as iron, zinc, potassium, calcium, and phosphorous. It also has antibacterial and anti-inflammatory properties.\nHowever, it’s important to note that honey still contains sugar and calories, so it should be consumed in moderation. Additionally, honey should be avoided by infants under one year of age due to botulism risk.\nAlso, it’s worth mentioning that not all honey is created equal, some honey is heavily processed and may lose its nutritional value during the process.\n5. Is Agave Better than Sugar?\nAfter knowing everything about agave, we can say that agave is more natural and less harmful than sugar. It is not a healthy replacement.\nIt has more calories than table sugar. And it doesn’t add much nutritional value to your diet. And since agave nectar has a much higher content of fructose than table sugar, it causes severe health effects in the long run.\nIt’s worth noting that not all agave nectar is created equal, some agave nectar is highly processed and may lose its nutritional value during the process.\nSo, if you think of cutting sugar entirely and looking for an alternative, we would say agave is not the way to go.\nOverall, it’s best to consume both agave nectar and sugar in moderation and consider other natural sweeteners as well.\n6. Frequently Asked Questions\n6.1. Is agave nectar really a healthier alternative to sugar?\nAgave nectar is often marketed as a healthier alternative to sugar because it has a lower glycemic index, which means that it does not cause a rapid spike in blood sugar levels. However, it’s important to note that agave nectar is not a healthier option than sugar.\nAlthough it has a lower glycemic index, agave nectar is high in fructose, which can contribute to obesity and other health problems such as fatty liver disease. Research suggests that consuming large amounts of fructose can lead to an increase in fat storage, particularly in the liver and abdominal area, which can increase the risk of metabolic disorders, such as type 2 diabetes and heart disease.\nAdditionally, many commercial agave syrups are highly processed and may lose some of their nutritional value during the process. They are often heated and treated with enzymes, which break down the carbohydrates into simple sugars, such as fructose. Some of these commercial agave syrups are also blended with high fructose corn syrup, which is not healthy either.\nOverall, it’s best to consume both agave nectar and sugar in moderation and consider other natural sweeteners as well. If you’re looking for a natural alternative to sugar, you might consider honey, maple syrup, or Stevia.\n6.2. If fructose is worse than sugar, then why is blue agave supposed to be good for you?\nBlue Agave is a specific type of agave plant that is commonly used to make tequila, but it is also used to make agave nectar. The sap or juice of the blue agave plant is very low in fructose and high in inulin, which is a type of dietary fiber that has been linked to benefits such as weight loss, improved digestion, and better blood sugar control.\nHowever, most commercial agave syrups are not made from the sap of the blue agave plant, but rather from the cooked and processed starch of the plant’s root bulb. These processed agave syrups are high in fructose and have been treated with enzymes to break down the carbohydrates into simple sugars.\n6.3. Is there any sweetener that’s actually good at any size or dose? Is every single sugar substitute bad in the end?\nFor sweeteners, no sweetener is good at any size or dose. Even natural sweeteners should be consumed in moderation as they still contain calories and sugar. It’s best to use a variety of natural sweeteners in small amounts and to be aware of the potential health effects of consuming large amounts of any sweetener.\nIt’s also worth noting that reducing overall sugar intake is important for overall health, and it’s a good idea to look for other ways to flavor your food, such as using spices, herbs, and citrus fruits.\n6.4. Is blue agave better than honey?\nBlue agave and honey are both natural sweeteners that have been used for centuries. Both have some potential health benefits, but they also have some drawbacks.\nThe sap or juice of the blue agave plant is low in fructose and high in inulin, which is a type of dietary fiber that has been linked to benefits such as weight loss, improved digestion, and better blood sugar control. Some studies have suggested that agave nectar may have benefits for blood sugar control, and it is often marketed as a natural alternative sweetener for people with diabetes or on low-carb diets. However, these studies are inconclusive, and further research is needed to understand the effects of agave nectar on blood sugar control.\nHoney is a natural sweetener that is derived from the nectar of flowers. It is composed mostly of glucose and fructose and is sweeter than sugar. It is used as a sugar alternative in many recipes and can be used in baking, cooking, and as a sweetener for drinks. Honey has some health benefits compared to refined sugar. It contains antioxidants, enzymes, and minerals such as iron, zinc, potassium, calcium, and phosphorous. It also has antibacterial and anti-inflammatory properties.\nWhen comparing blue agave and honey, both sweeteners have their own unique benefits. Blue agave is lower in fructose, but honey contains antioxidants and minerals, and it also has antibacterial and anti-inflammatory properties.\nIt’s worth noting that not all honey is created equal, some honey is heavily processed and may lose its nutritional value during the process. Also, it’s important to consume both agave nectar and honey in moderation, as they still contain calories and sugar.", "label": "No"} +{"text": "“The ability to collect samples on demand enables us to better target areas of scientific interest, potentially allowing us to collect specific samples more efficiently. I am excited about the future of autonomous vehicles, such as the Wave Glider, as innovative ways to meet our scientific and monitoring goals.”\nHarmful algal blooms (HABs) can kill fish, mammals and birds, and contaminate water and shellfish that make people sick. Satellite imaging can detect these blooms, but cloud cover adversely affects coverage and so it is not unusual to go several days without a good image covering shelf sea areas such as the southern North Sea. In addition, the colonies often disappear before the next good image is available, possibly due to predation, a diminishing supply of nutrients, or simply sinking below the water surface.\nThe Centre for Environment, Fisheries and Aquaculture Science (Cefas) needed a way to track and sample algal blooms in the right place at the right time. If they could confirm the presence of the Karenia sp. dinoflagellate—known to produce toxins that can cause significant mortality in fish—within an algal bloom, then they could help improve the satellite algorithms used in the production of satellite products. This, in the longer term, offers improvements in the remote detection of HABs.\nDr. David Pearce, Cefas’ Marine Observations Systems Manager and the officer in command of this mission, was looking for a way to collect samples on demand, in areas of particular interest based on satellite data. Previous approaches, included the Cefas water sampling sensor integrated into its SmartBuoys or on a ship, but these approaches were limited by lack of mobility or cost and control, respectively. By integrating the Cefas Water Sampler onto the Wave Glider, and engaging the Liquid Robotics Operations Team to remotely pilot it 24/7, the team had a mobile, responsive solution for on-demand autonomous water sampling.\nThe Wave Glider was deployed in the southern North Sea about 60km off Lincolnshire, UK coastline. Using experimental daily satellite images of a harmful algal bloom (courtesy of NEODAAS, Plymouth Marine Laboratory), Cefas scientists navigated the Wave Glider to a small suspected bloom of Karenia sp. north of the Dogger Bank. Once in the area of the bloom, scientists monitored the near-real time data from the on-board chlorophyll sensor to confirm its presence. They then commanded the water sampler onboard to take two samples that have since been confirmed to contain the phytoplankton Karenia sp.\nThe remote triggering of the Cefas Water Sampler was a success, and it is believed to be the world’s first “on-demand” marine water sampling using an unmanned surface vehicle. Scientists collected 11 samples, on demand, over the duration of the mission by sending commands over the Iridium satellite network to the Wave Glider.\nThe area in which the Wave Glider operated successfully was extremely challenging for an unmanned surface vehicle. Over 48 days and 2700 km at sea, the Wave Glider had to contend with strong currents, navigate around many shallow sandbanks in the southern North Sea, and avoid numerous ships and stationary gas platforms.\nCefas scientists are now planning to use the Cefas Water Sampler on additional upcoming Wave Glider missions. The sampler can be used to pump out “tracer” material. When combined with the on-board sensors, this extends the research applications of this innovative technology to, for example, mapping localized areas of sea surface. The Wave Glider expands Cefas’ research and monitoring capabilities in areas such as water quality monitoring, fisheries assessments, aquaculture health and ambient noise measurement.", "label": "No"} +{"text": "In our last article we gave instruction on how to deal with anger. The same techniques can be applied to grief, anxiety, and any root emotion associated with stress. The techniques should work with you whether you have an explosive type of anger, or if you are one of those people who just hold anger in, and allow it to slowly wear away at your stomach, liver, heart and other parts of your body. Through much research Aryuvedic practitioners have discovered, and have reported, that a large percent of illness is caused by stress.\nInternalized anger, or anger turned inward, is a source of stress that is very much related to depression.\nMany people in the world today, especially in the west, suffer a great deal from depression—especially those who have traditionally not been allowed to express their anger openly. It is not surprising that another name for depression is learned helplessness. An example of learned helplessness can be understood through an experiment done a long time ago with a dog. The dog was put into a big box with a metal grate on the floor and a partition in the middle. Scientists would push a button and send an electric current through the grate. Each time the dog would jump over to the other side.\nAfter doing this several times the scientists decided to tie the dog down so he couldn’t jump, and see what happened. They hit the button several times. He whimpered and hollered trying to escape. Eventually he just laid there, stopped struggling, and took the pain. When they released him they hit the button again expecting him to jump over the partition. To their surprise he just stood there and took the pain until they let go of the button each time. He never jumped again. They also noticed that the dog became very depressed.\nThe dog had accepted that he couldn’t do anything about his circumstances except bear the pain. He was depressed because he had learned that he was helpless and had accepted it. What was the difference between the pre-depressed dog and the post- depressed dog? One fought and struggled to be free each time, and for a moment, after he jumped the barrier he was free. The other one had accepted that he was helpless and from that moment on, during the shock or not during it, he was tied down. The same thing happens with many people in our society. They learn to be helpless and become depressed.\nWhen horrible circumstances happen in people’s lives, they often hold on and struggle to live joyful lives until the circumstance pass. After the circumstance they usually, slowly rebound from the sadness or fear that comes with their loss. They expand their awareness of self, and realize that they are more then anything that has been lost. Sometimes, however, what happens is that the person gives up in the midst of the struggle. They, like the dog, begin to just wait for one painful episode after the next to pass. The outcome of this is depression and also a living death.\nA major part of life is the struggle. We struggle to be born, we struggle to learn to walk, we struggle to talk, and we struggle with awkwardness during our teenage years…life is about struggle and overcoming circumstances. If we are not working to overcome circumstances and to be fully engaged in the world and with life, we are not living completely; we are only existing. It is important to live fully and completely in the midst of the storm, even if we are feeling lonely or depressed if we ever want to come out of the circumstances as whole, more powerful individuals. We can do this by: Doing the opposite that our emotions suggest. Instead of separating from people and breaking relationships we should start spending time with others and building more meaningful, supportive relationships; If we are more lethargic, we should become engaged in an exercise program that gives more strength and vitality—one where we can see a physical change to our bodies, not sleep more and gain weight; And instead of avoiding the problem, or trying to shove it under the rug or forget it, we should be working on whatever the core problem is, not the outgrowth.\nThe Shaolin say that many people work on the outgrowth of a problem when they are trying to solve it, and not the root. This is like trying to heal an ailing tree by working on the branches, instead of the root. According to the Shaolin it is important to find the root of the problem, and then bring all of our gifts and talents to bear to work on the root. Above we have suggested ways to work on the physical—the body, through physical exercise to improve self image, the mental through social interactions with friends and loved ones, but the most important is to work on the core of the problem.\nWhat is the core of the problem? It is probably different for everyone, but it is likely that it is the same problem that the dog had in our previous example, with some variation. I once knew a man who said that he learned the cure for depression. He said that he was depressed for a long time. He discovered that he was only depressed when he stopped trying to live the way that he really wanted. When he couldn’t do that, or stopped trying to do what we refer to in our philosophy as his life work, or that which he felt called to, he was depressed. “All I do now,” he said, “is keep trying to do what I want.”\nVery simple, yet profound. This basically means that you shouldn’t give up on life. As long as we keep jumping over the barriers, as long as we struggle and strive to do our life work, we will never be depressed. And we will see each little step—each little leap, as a victory, because that, after all, is what it is. It only takes one step at a time to make the longest journey. If you are a person inclined to be depressed, or if you know someone depressed consider this article. Work on the self image, work on your social life, and find the core of the problem and work to correct that. In the next three articles we will give you some techniques for doing one step at a time. Perhaps then you will find life more satisfying and you will discover your life work and be able to do it one step at a time.\nDr. J. W. Gilmore is a Writer, Spiritual Director, Anti-oppression Consultant and Wellness Consultant. He is a Certified Massage Therapist and Reflexologist, a Reiki Master Teacher, a Martial Arts Instructor and a Spiritual Coach living in Costa Rica. For more article like this or similar information visit: http://www.dswellness.com\nArticle Source: http://EzineArticles.com/?expert=John_Gilmore", "label": "No"} +{"text": "Then on December 23 in 1688, that same James (James II and VII) escaped from his Dutch guards in Rochester, Kent and fled for France. The leaders of the Glorious Revolution in Parliament took that flight as abdication and soon William and Mary would succeed to the thrones of England, Scotland, Ireland and Wales.\nMore seasonally, Clement C. Moore's \"A Visit from St. Nicholas\" (or \"The Night Before Christmas\") was anonymously published on December 23 in 1823 in the Sentinel of Troy, New York:\n'Twas the night before Christmas, when all thro' the house\nNot a creature was stirring, not even a mouse;\nThe stockings were hung by the chimney with care,\nIn hopes that St. Nicholas soon would be there;\nThe children were nestled all snug in their beds,\nWhile visions of sugar plums danc'd in their heads . . .\nAccording to the Poetry Foundation, Moore wrote the poem for his family and was quite a learned man, but we remember him for this one poem:\nDuring his lifetime Moore wrote on a variety of subjects. He produced a two-volume A Compendious Lexicon of the Hebrew Language (1809), a translation from the French of A Complete Treatise on Merinos and Other Sheep (1811), and the historical biography George Castriot, Surnamed Scanderbeg, King of Albania (1850). Throughout his life he also wrote poetry, which was published in the Portfolio and similar periodicals. The New-York Book of Poetry (1837), an anthology of works by New York poets, contained some written by Moore, including \"A Visit from St. Nicholas,\" although \"Anonymous\" was still listed as the author. Not until 1844, when Moore's collection Poems was published, was \"A Visit from St. Nicholas\" acknowledged in print as having been written by Clement C. Moore, LL.D.\nAnd finally, Engelbert Humperdinck's Hansel und Gretel was first performed on December 23, 1893 in Weimar, conducted by Richard Strauss. This Engelbert Humperdinck of course should not be confused with Arnold George Dorsey!\nHere, Herbert von Karajan gives the Dream Pantomime its full Wagnerian due;\nAnd you can see an excerpt from the 1982 Metropolitan Opera live Christmas Day broadcast here:\nAnd tonight, the last O Antiphon:\nO Emmanuel, our King and our Law-giver, Longing of the Gentiles, yea, and salvation thereof,\ncome to save us, O Lord our God!\nO Emmanuel, Rex et legifer noster, exspectatio gentium, et Salvator earum:\nveni ad salvandum nos Domine Deus noster.", "label": "No"} +{"text": "While there is no certain or perfect way to prevent cancer, there are certain risk factors that increase the likelihood. You can take action to lower those risks through healthy lifestyle choices such as eliminating smoking, reduction of excess body weight, increased physical activity and getting recommended cancer screenings.But let’s talk about breast cancer. We are often told that breast cancer is linked to hormone levels such as high estrogen. While there is true correlation there, the devil is in the details. The real risk and danger comes from our body not properly metabolizing or eliminating that estrogen and new research points to estrogen metabolites (breakdown) that damage our DNA causing mutations that can initiate breast and other human cancers. So how can we take action on safe estrogen metabolism and reduction of DNA damage? There are some over the counter options that have been shown to help! Diindolylmethane, better known as DIM, has been shown to support healthy estrogen levels, especially in estrogen dominant conditions. Estrogen dominance has been linked to a variety of health issues, including certain types of breast cancer, ovarian cancer, and polycystic ovary syndrome (PCOS) and are associated with both environmental toxins mimicking estrogen and compromised metabolism of estrogens. Other things that have been shown to enhance estrogen metabolism are increasing cruciferous vegetables in your diet and having 1-2 bowel movements per day. If your bowels aren’t moving, your estrogen sticks around longer than it should and goes back into circulation in the body. Let’s move on to other over-the-counter supplements that can help you take action on cancer prevention. Two antioxidants, N-Acetylcysteine and Resveratrol, are prime candidates to prevent breast and other human cancers because in various in vitro and in vivo experiments, they reduce the formation of estrogen–DNA damage. Antioxidants are chemicals that interact with and neutralize free radicals, thus preventing them from causing damage. Free radicals are produced either from normal cell metabolisms or from external sources such as pollution, cigarette smoke, radiation, and medication. When an overload of free radicals cannot gradually be destroyed, their accumulation in the body generates a phenomenon called oxidative stress. This free radical and oxidative stress process plays a major part in the development of chronic illnesses such as cancer. Antioxidants, also known as “free radical scavengers”, are one of the ways the human body counteracts oxidative stress and the damage it can cause. But how do you choose and how do you know what to take? While the above article mentions some excellent suggestions, your compounding pharmacist may also be able to help. Since compounding pharmacists have extra experience with hormone and nutrition recommendations, they can likely walk through this supplement decision with you. And when in doubt, reach out to your healthcare provider if you have concerns about starting any new supplements or medications.\nhttps://www.cancer.gov/about-cancer/causes-prevention/risk/diet/antioxidants-fact-sheetPham-Huy LA, He H, Pham-Huy C. Free radicals, antioxidants in disease and health. Int J Biomed Sci. 2008;4(2):89-96.\nThank you to the Partnership for Personalized Prescriptions for the content of this blog.\nVisit and support their website at www.p3rx.org\nAbout the Partnership for Personalized Prescriptions\nP3 is a subsidiary of the Alliance for Pharmacy Compounding. APC is the voice for pharmacy compounding, representing compounding pharmacists and technicians in both 503A and 503B settings, as well as prescribers, educators, researchers, suppliers, and patients.\nIn traditional compounding, pharmacists create a customized medication, most often from pure ingredients, for an individual patient pursuant to a prescription. Pharmacists’ ability to compound medications from pure ingredients is authorized in federal law and for good reason: Manufactured drugs don’t come in strengths and dosage forms that are right for everyone, and prescribers need to be able to prescribe customized medications when, in their judgment, a manufactured drug is not the best course of therapy for a human or animal patient.\nEvery day, APC members play a critical role in patients’ lives, preparing essential, custom medications for a range of health conditions, including autism, oncology, dermatology, ophthalmology, pediatrics, women’s health, animal health, and others.\nCONNECT WITH US\n6095 Pine Mountain Rd. NW,\nKennesaw, GA 30152\n(800) 547-1399 Ph.\n(866) 635-2329 Fax\n9:00 a.m.-6:00 p.m. M-Th\n9:00 a.m.-5:00 p.m. Fri", "label": "No"} +{"text": "When a City Becomes a State\nTransforming relationship between cities and their nation as world’s growing population settles in urban centres\nBy: Fatima Syed, Staff Writer\nGreater Shanghai has a population surpassing 20 million; Mexico City and Mumbai are home to approximately another 20 million each. These cities have become bigger than entire nations in the world and are continuing to grow at an astonishingly rapid rate. Functioning as the key economic centres of the world, and involved in serious national and international political debates, the rise of these cities is forcing a change, or the very least a question, in their relationship with the countries they are in.\nMost great cities in the world today function separately from their nation-state in terms of economics; the main streams of international investment now occur between big cities rather than big nations: London to New York, New York to Tokyo, Tokyo to Singapore.\nThe root of this power is, of course, the expansion of infrastructure. Size matters in geography and great cities across the world have recognised this. They campaign for increasing shares of the national budget to build and develop a solid transport and housing structure to cater for a booming urban population.\nIn this, the city landscapes of today are reminiscent of the European tradition of city states like Rome, Athens, Sparta, and Babylon, which were centres of power, culture and trade.\nBack then, the rise of cities forced the rise of agriculture and innovation. City centres became the root of prosperity and happy dwelling as more and more people were attracted towards them.\nIn the 18th century, 3% of the world’s population lived in cities. In the 19th century this increased to 14%. By 2007 this figure rose to 50% and is estimated to become 80% by 2050.\nThis rise of population naturally meant cities had to grow bigger and work better.\nToday, the top 25 cities in the world account for more than half of the world’s wealth. The five largest cities in India and China now account for 50% of those countries’ wealth. Nagoya-Osaka-Kyoto-Kobe in Japan is expected to have a population of 60 million by 2015 and will be the effective powerhouse of Japan while a similar effect on an even larger scale is occurring in fast-growing urban areas such as that between Mumbai and Delhi.\nIn a Foreign Affairs article “The Next Big Thing: Neomedievalism,” Parag Khanna, Director of the Global Governance Initiative at the New America Foundation, argues that this sentiment needs to come back. “Today just 40 city-regions account for two-thirds of the world economy and 90 percent of its innovation,” he notes, adding that “The mighty Hanseatic constellation of well-armed North and Baltic Sea trading hubs in the late Middle Ages, will be reborn as cities such as Hamburg and Dubai form commercial alliances and operate “free zones” across Africa like the ones Dubai Ports World is building. Add in sovereign wealth funds and private military contractors, and you have the agile geopolitical units of a neomedieval world.”\nIn this respect, cities have remained the most pertinent governmental structure on earth and the most well-inhabited: Syria’s capital-city Damascus has been continuously occupied since 6300 BCE. Because of this consistency, growth, and the recent destabilisation and diminished effectiveness of federal governments after the global economic collapse, the focus on cities has increased even more. How to protect their burgeoning population and all the economics and politics that it requires, becomes a serious problem to resolve.\nThe argument stands that if national policies – a set of practices implemented for the betterment of the entire nation rather than a specific aspect of it – becomes a road-block for growing urban centres such as Toronto and Mumbai, then shouldn’t the same cities be allowed their independence?", "label": "No"} +{"text": "Please Read How You Can Help Keep the Encyclopedia Free\nDiscrimination is prohibited by six of the core international human rights documents. The vast majority of the world's states have constitutional or statutory provisions outlawing discrimination. (Osin and Porat 2005) And most philosophical, political, and legal discussions of discrimination proceed on the premise that discrimination is morally wrong and, in a wide range of cases, ought to be legally prohibited. However, co-existing with this impressive global consensus are many contested questions, suggesting that there is less agreement about discrimination than initially meets the eye. What is discrimination? Is it a conceptual truth that discrimination is wrong, or is it a substantive moral judgment? What is the relation of discrimination to oppression and exploitation? What are the categories on which acts of discrimination can be based, aside from such paradigmatic classifications as race, religion, and sex? These are some of the contested issues.\n- 1. The Concept of Discrimination\n- 2. Types of Discrimination (in its Moralized Sense)\n- 3. Challenging the Concept of Indirect Discrimination\n- 4. Why Is Discrimination Wrong?\n- 5. Which Groups Count?\n- 6. What Good is the Concept of Discrimination?\n- 7. Intersectionality\n- 8. Conclusion\n- Academic Tools\n- Other Internet Resources\n- Related Entries\nWhat is discrimination? More specifically, what does it mean to discriminate against some person or group of persons? It is best to approach this question in stages, beginning with an answer that is a first approximation and then introducing additions, qualifications, and refinements as further questions come into view.\nIn his review of the international treaties that outlaw discrimination, Wouter Vandenhole finds that “[t]here is no universally accepted definition of discrimination” (2005: 33). In fact, the core human rights documents fail to define discrimination at all, simply providing non-exhaustive lists of the grounds on which discrimination is to be prohibited. Thus, the International Covenant on Civil and Political Rights declares that “the law shall prohibit any discrimination and guarantee to all persons equal and effective protection against discrimination on any ground such as race, color, sex, language, religion, political or other opinion, national or social origin, property, birth or other status” (Article 26). And the European Convention for the Protection of Human Rights declares, “The enjoyment of the rights and freedoms set forth in this Convention shall be secured without discrimination on any ground such as sex, race, color, language, religion, political or other opinion, national or social origin, association with a national minority, property, birth or other status” (Article 14). Left unaddressed is the question of what discrimination itself is.\nAny viable account of what discrimination is will regard it as consisting of actions, practices, or policies that are—in some appropriate sense-- based on the (perceived) social group to which those discriminated against belong. Moreover, the relevant groups must be “socially salient,” as Kasper Lippert-Rasmussen puts it, i.e., they must be groups that are “important to the structure of social interactions across a wide range of social contexts” (2006: 169). Thus, groups based on race, religion and gender qualify as potential grounds of discrimination in any modern society, but groups based on the musical or culinary tastes of persons would typically not so qualify.\nDiscrimination against persons, then, is necessarily oriented toward them based on their membership in a certain type of social group. But it is also necessary that the discriminatory conduct impose some kind of disadvantage or harm on the persons at whom it is directed. In this connection, consider the landmark opinion of the U.S. Supreme Court in Brown v. Board of Education, holding that de jure racial segregation in public schools is unconstitutional. The court writes, “Segregation with the sanction of law . . . has a tendency to [retard] the educational and mental development of negro children and to deprive them of some of the benefits they would receive in a racial[ly] integrated school system” (1954: 495). Thus, the court rules that segregation amounts to illegal discrimination against black children because it imposes on them educational and psychological disadvantages.\nAdditionally, as Brown makes clear, the disadvantage imposed by discrimination is to be determined relative to some appropriate comparison social group. This essential reference to a comparison group explains why duties of non-discrimination are “duties to treat people in certain ways defined by reference to the way that others are treated” (Gardner 1998: 355). Typically, the relevant comparison group is part of the same society as the disadvantaged group, or at least it is governed by the same overarching political structure. In Brown, the relevant comparison group consisted of white citizens. Accordingly, it would be mistaken to think that the black citizens of Kansas who brought the lawsuit were not discriminated against because they were treated no worse than blacks in South Africa were being treated under apartheid. Blacks in South Africa were not the proper comparison class.\nThe appropriate comparison class is determined by normative principles. American states are obligated to provide their black citizens an education that is no worse than what they provide to their white citizens; any comparison with the citizens or subjects of other countries is beside the point. It should also be noted that, whether or not American states have an obligation to provide an education to any of their citizens, if such states provide an education to their white citizens, then it is discriminatory for the states to fail to provide an equally good education to their black citizens. And if states do have an obligation to provide an education to all their citizens, then giving an education to whites but not blacks would constitute a double-wrong against blacks: the wrong of discrimination, which depends on how blacks are treated in comparison to whites, and the wrong of denying blacks an education, which does not depend on how whites are treated.\nDiscrimination is inherently comparative, and the Brown case seems to suggest that what counts in the comparison is not how well or poorly a person (or group) is treated on some absolute scale, but rather how well she is treated relative to some other person. But an important element of the court's reasoning in Brown suggests that the essence of discrimination does not lie in treating some persons more favorably than others. Thus, the court famously writes, “Separate educational facilities are inherently unequal” (1954: 495). In other words, the harm of discrimination lies in the very act itself of racially separating black and white children, quite apart from the educational or psychological impact of the separation. On this understanding, treating blacks differently from whites amounts to discrimination, even if they are treated as well as whites.\nHowever, there is a critical problem with the view that the essence of discrimination is differential treatment rather than disadvantageous treatment. If this view were correct, then, under Jim Crow segregation, not only blacks but also whites would be victims of discrimination. Differential treatment is symmetrical: if blacks are treated differently from whites, then whites must be treated differently from blacks. But it is implausible to hold that the South's system of racial segregation discriminated against whites. The system arguably held back economic progress for everyone in the South, but that point is quite different from the implausible claim that everyone was a victim of discrimination. Accordingly, it is better to think of discrimination in terms of disadvantageous treatment rather than simply differential treatment. Discrimination imposes a disadvantage on certain persons relative to others, and those who are treated more favorably are not to be seen as victims of discrimination.\nAn act can both be discriminatory and, simultaneously, confer an absolute benefit on those discriminated against, because the conferral of the benefit might be combined with conferring a greater benefit on the members of the appropriate comparison group. In such a case, the advantage of receiving an absolute benefit is, at the same time, a relative disadvantage or deprivation. For example, consider the admissions policy of Harvard University in the early twentieth century, when the university had a quota on the number of Jewish students. Harvard was guilty of discriminating against all Jewish applicants on account of their religion. Yet, the university still offered the applicants something of substantial value, viz., the opportunity to compete successfully for admission. What made the university's offer of this opportunity discriminatory was that the quota placed (potential and actual) Jewish applicants at a disadvantage, due to their religion, relative to Christian ones.\nOne might think that it downplays the harm done by discrimination to say that the disadvantage it imposes only need be a relative disadvantage. However, the Brown case shows how the imposition of even a “merely” relative disadvantage can have extremely bad and unjust consequences for persons, especially when the relevant comparison class consists of one's fellow citizens. Disadvantages relative to fellow citizens, when those disadvantages are severe and concern important goods such as education, can make persons vulnerable to domination and oppression at the hands of their fellow citizens. (Anderson 1999) The domination and oppression of American blacks by their fellow citizens under Jim Crow was made easier by the relative disadvantage imposed on blacks when it came to education. Norwegians might have had an even better education than southern whites, but Norwegians posed little threat of domination to southern whites or blacks, because they lived under an entirely separate political structure, having minimal relations to American citizens. Matters are different in today's globalized world, where an individual's disadvantage in access to education relative to persons who live in other countries could pose a threat of oppression. Accordingly, one must seriously consider the possibility that children from poor countries are being discriminated against when they are unable to obtain the education routinely available to children in affluent societies.\nThe relative nature of the disadvantage that discrimination imposes explains the close connection between discrimination and inequality. A relative disadvantage necessarily involves an inequality with respect to persons in the comparison class. Accordingly, antidiscrimination norms prohibit certain sorts of inequalities between persons in the relevant comparison classes. (Shin 2009) For example, the U.S. Civil Rights Act of 1866 requires that all citizens “shall have the same right, in every State and Territory in the United States, to make and enforce contracts, to sue, be parties, and give evidence, to inherit, purchase, lease, sell, hold, and convey real and personal property, and to full and equal benefit of all laws and proceedings for the security of person and property, as is enjoyed by white citizens” (Civil Rights Act 1866). And the international convention targeting discrimination against women condemns “any distinction, exclusion or restriction made on the basis of sex which has the effect or purpose of impairing or nullifying the recognition, enjoyment or exercise by women … on a basis of equality of men and women, of human rights and fundamental freedoms” (CEDAW, Article 1).\nTo review: as a reasonable first approximation, we can say that discrimination consists of acts, practices, or policies that impose a relative disadvantage on persons based on their membership in a salient social group. But notice that this account does not make discrimination morally wrong as a conceptual matter. The imposition of a relative disadvantage might, or might not, be wrongful. In the next section, we will see how the idea of moral wrongfulness can be introduced to form a moralized concept of discrimination.\nThe concept of discrimination is inherently normative to the extent that the idea of disadvantage is a normative one. But it does not follow from this point that discrimination is, by definition, morally wrong. At the same time, many—or even most—uses of the term ‘discrimination’ in contemporary political and legal discussions do employ the term in a moralized sense. David Wasserman is using this moralized sense, when he writes that “[t]o claim that someone discriminates is … to challenge her for justification; to call discrimination ‘wrongful’ is merely to add emphasis to a morally-laden term” (1998: 805). We can, in fact, distinguish a moralized from a non-moralized concept of discrimination. The moralized concept picks out acts, practices or policies insofar as they wrongfully impose a relative disadvantage on persons based on their membership in a salient social group of a suitable sort. The non-moralized concept simply dispenses with the adverb ‘wrongfully’.\nAccordingly, the sentence ‘Discrimination is wrong’ can be either a tautology (if ‘discrimination’ is used in its moralized sense) or a substantive moral judgment (if ‘discrimination’ is used in its non- moralized sense). And if one wanted to condemn as wrong a certain act or practice, then one could call it ‘discrimination’ (in the moralized sense) and leave it at that, or one could call it ‘discrimination’ (in the non-moralized sense) and then add that it was wrongful. In contexts where the justifiability of an act or practice is under discussion and disagreement, the moralized concept of discrimination is typically the key one used, and the disagreement is over whether the concept applies to the act. Because of its role in such discussion and disagreement, the remainder of this article will be concerned with the moralized concept of discrimination, unless it is explicitly indicated otherwise.\nThere is an additional point that needs to be made in connection with the wrongfulness of discrimination in its moralized sense. It is not simply that such discrimination is wrongful as a conceptual matter. The wrongfulness of the discrimination is tied to the fact that the discriminatory act is based on the victim's membership in a salient social group. An act that imposes a relative disadvantage or deprivation might be wrong for a variety of reasons; for example, the act might violate a promise that the agent has made. The act counts as discrimination, though, only insofar as its wrongfulness derives from a connection of the act to the membership in a certain group(s) of the person detrimentally affected by the act. Accordingly, we can refine the first-approximation account of discrimination and say that the moralized concept of discrimination is properly applied to acts, practices or policies that meet two conditions: a) they wrongfully impose a relative disadvantage or deprivation on persons based on their membership in some salient social group, and b) the wrongfulness rests (in part) on the fact that the imposition of the disadvantage is on account of the group membership of the victims.\nLegal thinkers and legal systems have distinguished among a bewildering array of types of discrimination: direct and indirect, disparate treatment and disparate impact, intentional and institutional, individual and structural. It is not easy to make sense of the morass of categories and distinctions. The best place to start is with direct discrimination.\nConsider the following, clear instance of direct discrimination. In 2002, several men of Roma (“gypsy”) descent entered a bar in a Romanian town and were refused service. The bar employee explained his conduct by pointing out to them a sign saying, “We do not serve Roma.” The Romanian tribunal deciding the case ruled that the Roma men had been the victims of unlawful direct discrimination. (Schiek, Waddington, and Bell 2007: 185) The bar's policy, as formulated in its sign, explicitly and intentionally picked out the Roma qua Roma for disadvantageous treatment. It is those two features—explicitness and intention—that characterize direct discrimination. More precisely, acts of direct discrimination are ones which the agent performs with the aim of imposing a disadvantage on persons for being members of some salient social group. In the Roma case, the bartender and bar owner aimed to exclude Roma for being Roma, and so both the owner's policy and the bartender's maxim of action explicitly referred to the exclusion of Roma. It is clear that the policy of the bar was wrong, but the question of what makes the policy and other instances direct discrimination wrongful will be put on hold until section 4.1 below.\nIn some cases, a discriminator will adopt a policy that, on its face, makes no explicit reference to the group that he or she aims to disadvantage. Instead, the policy employs some facially-neutral surrogate that, when applied, accomplishes the discriminator's hidden aim. For example, during the Jim Crow era, southern states used literacy tests for the purpose of excluding African-Americans from the franchise. Because African-Americans were denied adequate educational opportunities and because the tests were applied in a racially-biased manner, virtually all of the persons disqualified by the tests were African-Americans, and, in any given jurisdiction, the vast majority of African-American adults seeking to vote were disqualified. The point of the literacy tests was precisely such racial exclusion, even though the testing policy made no explicit reference to race.\nNotwithstanding the absence of an explicit reference to race in the literacy tests themselves, their use was a case of direct discrimination. The reason is that the persons who formulated, voted for, and implemented the tests acted on maxims that did make explicit reference to race. Their maxim was something along the lines of: ‘In order to exclude African-Americans from the franchise and do so in a way that appears consistent with the U.S. Constitution, I will favor a legal policy that is racially-neutral on its face but in practice excludes most African-Americans and leaves whites unaffected.’ As with the Roma case, there are agents whose aim is to disadvantage persons for belonging to a certain social group.\nAccordingly, direct discrimination is intentional discrimination. Without the intent to disadvantage persons based on their race, sex, religion and so on, there is no direct discrimination; with such an intent to disadvantage, there is direct discrimination (in the moralized sense), as long as imposing the disadvantage on the basis in question is wrong. In American legal doctrine, the more opaque term, ‘disparate treatment’, is used to refer to this type of discrimination, although courts will often simply talk of intentional discrimination.\nIt might be thought that one big problem with the concept of direct discrimination is that it makes no room for unconscious discrimination. It is plausible to think that in many societies, unconscious prejudice is a factor in a significant range of discriminatory behavior, and a viable understanding of the concept of discrimination must be able to accommodate the possibility. In fact, there is growing evidence that unconscious discrimination exists. (Dasgupta 2004) But it is a mistake to assume that direct discrimination must be conscious discrimination. As Amy Wax (2008: 983) has argued, the mistake rests on a conflation of the intentional-unintentional distinction with the quite distinct conscious-unconscious distinction. Intentions and aims can be unconscious. Thus, an agent might engage in direct discrimination without any consciousness of the fact that she is aiming to disadvantage persons on account of their group membership.\nIn contrast to the Roma and the literacy cases are those in which acts or policies are not aimed—explicitly or surreptitiously, consciously or unconsciously- at persons for being members of a certain social group. Yet, the acts or policies have the effect of disproportionately disadvantaging the members of a particular group. According to many thinkers and legal systems, such acts can, in some circumstances, count as a form of discrimination, viz., “indirect discrimination” or, in the language of American doctrine, “disparate impact” discrimination. Thus, the European Court of Human Rights (ECHR) has held that “[w]hen a general policy or measure has disproportionately prejudicial effects on a particular group, it is not excluded that this may be considered as discriminatory notwithstanding that it is not specifically aimed or directed at that group.” (Shanaghan v. U.K. 2001: para. 129) Indirect discrimination is different from the direct form in that the relevant agents do not aim to disadvantage persons for being members of a certain group.\nIt is important to note that the ECHR says that policies with disproportionate effects may be discriminatory even if that is not the aim of the policies. So what criterion determines when a policy with disproportionately worse effects on a certain group actually counts as indirect discrimination? There is no agreed upon answer.\nThe ECHR has laid down the following criterion: a policy with disproportionate effects counts as indirect discrimination “if it does not pursue a legitimate aim or if there is not a reasonable relation of proportionality between means and aim” (Abdulaziz et al. v. U.K., 1985: para. 721). Swedish law contains a different criterion: a policy with disproportionate effects is not discriminatory if and only if it “can be motivated by a legitimate aim and the means are appropriate and necessary to achieve the aim” (Osin and Porat 2005: 864). The Human Rights Committee of the United Nations has judged that a policy with disproportionate effects is discriminatory “if it is not based on objective and reasonable criteria” (Moucheboeuf 2006: 100). Under the British Race Relations Act, such a policy is discriminatory if the policymaker “cannot show [the policy] to be justifiable irrespective of the … race … of the person to whom it is applied” (Osin and Porat 2005: 900). And in its interpretation of the Civil Rights Act of 1964, the U.S. Supreme Court has held that, in judging whether the employment policies of private businesses are (indirectly) discriminatory, “[i]f an employment practice which operates to exclude Negroes cannot be shown to be related to job performance, the practice is prohibited” (Griggs v. Duke Power 1971: 431). Despite the differences, these criteria have a common thought behind them: a disproportionately disadvantageous impact on the members of certain salient social groups must not be written off as morally or legally irrelevant or dismissed as mere accident, but rather stands in need of justification. In other words, the impact must not be treated as wholly inconsequential, as if it were equivalent, for example, to a disproportionate impact on persons with long toe nails. Toe-nail group impact would require no justification, because it would simply be an accidental and morally inconsequential feature of the act, at least in all actual societies. In contrast, the thought behind the idea of indirect discrimination is that, if an act has a disproportionately disadvantageous impact on persons belonging to certain types of salient social groups, then the act is morally wrong and legally prohibited if it cannot meet some suitable standard of justification.\nTo illustrate the idea of indirect discrimination, we can turn to the U.S. Supreme Court case, Griggs v. Duke Power (1971). A company in North Carolina used a written test to determine promotions. The use of the test had the result that almost all black employees failed to qualify for the promotions. The company was not accused of intentional (direct) discrimination, i.e., there was no claim that race was a consideration that the company took into account in deciding to use the written test. But the court found that the test did not measure skills essential for the jobs in question and that the state of North Carolina had a long history of deliberately discriminating against blacks by, among other things, providing grossly inferior education to them. The state had only very recently begun to rectify that situation. In ruling for the black plaintiffs, the court reasoned that the policy of using the test was racially discriminatory, because of the test's disproportionate racial impact combined with the fact that it was not necessary to use the test to determine who was best qualified for promotion.\nIn many cases, acts of discrimination are attributed to collective agents, rather than to natural persons acting in their individual capacities. Accordingly, corporations, universities, government agencies, religious bodies, and other collective agents can act in discriminatory ways. This kind of discrimination can be called “organizational,” and it cuts across the direct-indirect distinction. Confusion sometimes arises when it is mistakenly believed that organizations cannot have intentions and that only indirect discrimination is possible for them. As collective agents, organizations do have intentions, and those intentions are a function of who the officially authorized agents of the institution are and what they are trying to do when they act as their official powers enable them. Suppose that the Board of Trustees of a university votes to adopt an admissions policy that (implicitly or explicitly) excludes Jews, and the trustees vote that way precisely because they believe that Jews are inherently more dishonest and greedy than other people. In such a cases, the university is deliberately excluding Jews and is guilty of direct discrimination. Individual trustees acting in their private capacity might engage in other forms of discriminatory conduct; for example, they might refuse to join clubs that have Jewish members. Such a refusal would not count as organizational discrimination. But any discriminatory acts attributable to individual board members in virtue of some official power that they hold would count as organizational discrimination.\nStructural discrimination—sometimes called “institutional” (Ture and Hamilton 1992/1967: 4)—should be distinguished from organizational: the structural form concerns the rules that constitute and regulate the major sectors of life such as family relations, property ownership and exchange, political powers and responsibilities, and so on. (Pogge 2008: 37) It is true that when such rules are discriminatory, they are often—though not always—the deliberate product of some collective or individual agent, such as a legislative body or executive official. In such cases, the agents are guilty of direct discrimination. But the idea of structural discrimination is an effort to capture a wrong distinct from direct discrimination. Thus, Fred Pincus writes that “[t]he key element in structural discrimination is not the intent but the effect of keeping minority groups in a subordinate position” (1994: 84). What Pincus and others have in mind can be explained in the following way.\nWhen the rules of a society's major institutions consistently produce disproportionately disadvantageous outcomes for the members of certain salient social groups and the production of such outcomes is unjust, then there is structural discrimination against the members of the groups in question, apart from any direct discrimination in which the collective or individual agents of the society might engage. This account does not mean that, empirically speaking, structural discrimination stands free of direct discrimination. It is highly unlikely that the consistent production of unjust and disproportionately disadvantageous effects would be a chance occurrence. Rather, it is (almost) always the case that, at some point(s) in the history of a society in which there is structural discrimination, important collective agents, such as governmental ones, intentionally created rules with the aim of disadvantaging the members of the groups in question. It is also likely that some collective and individual agents continue to engage in direct discrimination in such a society. But by invoking the idea of structural discrimination and attributing the discrimination to the rules of a society's major institutions, we are pointing to a form of discrimination that is conceptually distinct from the direct discrimination engaged in by collective or individual agents. Thus understood, structural discrimination is, as a conceptual matter, necessarily indirect, although, as empirical matter, direct discrimination is (almost) always part of the story of how structural discrimination came to be and continues to exist.\nAlso note that the idea of structural discrimination does not presuppose that, whenever the rules of society's major institutions consistently produce disproportionately disadvantageous results for a salient group such as women or racial minorities, structural discrimination thereby exists. Because our concern is with the moralized concept of discrimination, one might think that disproportionate outcomes, by themselves, entail that an injustice has been done to the members of the salient group in question and that structural discrimination thereby exists against the group. However, on a moralized concept of structural discrimination, the injustice condition is distinct from the disproportionate outcome condition. Whether a disproportionate outcome is sufficient for concluding that there is an injustice against the members of the group is a substantive moral question. Some thinkers might claim that the answer is affirmative, and such a claim is consistent with the moralized concept of structural discrimination. However, the claim is not presupposed by the moralized concept, which incorporates only the conceptual thesis that a pattern of disproportionate disadvantage falling on the members of certain salient groups does not count as structural discrimination unless the pattern violates sound principles of distributive justice.\nThe distinction between direct and indirect discrimination plays a central role in contemporary thinking about discrimination. However, some thinkers hold that talking about indirect discrimination is confused and misguided. For these thinkers, direct discrimination is the only genuine form of discrimination. Examining their challenge to the very concept of indirect discrimination is crucial in developing a philosophical account of what discrimination is.\nIris Young argues that the concept of discrimination should be limited to “intentional and explicitly formulated policies of exclusion or preference.” She holds that conceiving of discrimination in terms of the consequences or impact of an act, rather than in terms of its intent, “confuses issues” by conflating discrimination with oppression. Discrimination is a matter of the intentional conduct of particular agents. Oppression is a matter of the outcomes routinely generated by “the structural and institutional framework” of society. (1990: 196)\nMatt Cavanagh holds a position similar to Young's, writing that persons “who are concerned primarily with how things like race and sex show up in the overall distributions [of jobs] have no business saying that their position has anything to do with discrimination. It is not discrimination they object to, but its effects; and these effects can equally be brought about by other causes” (2002: 199). For example, the disproportionate exclusion of certain ethnic groups from the ranks of professional violinist could be the result of discrimination against those groups, but it also might be an effect of the fact that there is a lower proportion of persons from those groups who have perfect pitch than the proportion found in other ethnic groups.\nThe arguments of Cavanagh and Young raise a question that is not easy to answer, viz,, why can indirect and direct discrimination be legitimately considered as two subcategories of one and the same concept? In other words, what do the two supposed forms of discrimination really have in common that make them forms of the same type of moral wrong? Direct discrimination is essentially a matter of the reasons and aims that guide the act or policy of a particular agent, while indirect discrimination is not about such reasons and aims. Even conceding that acts or policies of each type can be wrong, it is unclear that the two types are each species of one and the same kind of moral wrong, i.e., the wrong of discrimination. And if cases of direct discrimination are paradigmatic examples of discrimination, then a serious question arises as to whether the concept of discrimination properly applies to the policies, rules, and acts that are characterized as “indirect” discrimination.\nMoreover, there is a crucial ambiguity in how discrimination is understood that lends itself to conflating direct discrimination with the phenomena picked out by ‘indirect discrimination’. Direct discrimination involves the imposition of disadvantages “based on” or “on account of” or “because of” membership in some salient social group. Yet, these phrases can refer either to a) the reasons that guide the acts of agents or to b) factors that do not guide agents but do help explain why the disadvantageous outcomes of certain acts and policies fall disproportionately on certain salient groups. (Cf. Shin, 2010.) In the Roma case, the disadvantage was “because of” ethnicity in the former sense: the ethnicity of the Roma was a consideration that guided the acts of the bar owner and bartender. In the Griggs case, the disadvantage was “because of race” in the latter sense: race did not guide the acts of the company but neither was it an accident that the disadvantages of the written test fell disproportionately on blacks. Rather, race, in conjunction with the historical facts about North Carolina's educational policies, explained why the disadvantage fell disproportionately on black employees.\nThe thought that the policy of the company in Griggs is a kind of discrimination, viz., indirect discrimination, seems to trade on the ambiguity in the meanings of the locutions ‘based on’, ‘because of’, ‘on account of’, and so on. The state of North Carolina's policy of racial segregation in education imposed disadvantages based on/because of/on account of race, in one sense of those terms. The company's policy of using a written test imposed disadvantages based on/because of/on account of race, in a different sense. Even conceding that both the state and the company wronged blacks on the basis of their race, it appears that the two cases present two different kinds of wrong.\nHowever, one can reasonably argue, to the contrary, that the two wrongs are not different in kind, because they are both instances of wrongs done to persons in which membership in some salient social group explains why the wrongful disadvantages fell on the individuals in question. In order to understand why the persons in the Roma case were thrown out of the bar, it is necessary to understand that their identity as Roma was the key practical reason guiding the actions of the bartender. In order to understand why the employees in the Griggs case were unable to get promotions, it is necessary to understand that their identity as blacks was a key factor explaining why they failed to achieve high enough scores on the company's written test. The types of explanation operate at different levels. In the Roma case, the explanation works at the retail level of particular agents, explaining why individual Roma were harmed by appealing to the practical reasons of the bartender. By contrast, in the Griggs case, the explanation involves considerations at the wholesale level of general social facts, explaining racially disproportionate exam outcomes by appealing to factors about a population's access to educational opportunities, factors that did not play a role in the practical reasoning of the company. But in each case, the appropriate explanation for why certain individuals were disadvantaged concerned their group membership. Additionally, for both forms of discrimination, the wrongfulness of the discriminatory act or policy derived from the connection between the disadvantages and the salient-group membership of the persons who were disadvantaged.\nStill, one might argue that the concept of indirect discrimination is problematic because its use mistakenly presupposes that the wrongfulness of discrimination can lie ultimately in its effects on social groups. Certainly, bad effects can be brought about by discriminatory processes, but, the argument claims, the wrongfulness lies in what brings about the effects, i.e., in the unfairness or injustice of those acts or policies that generate the effects, and does not lie in the effects themselves. Cavanagh seems to have this argument in mind when he writes that people who characterize an act or policy as discriminatory on the basis of its effects are really objecting to the effects and that “these effects can equally be brought about by other causes” (2002: 199). Addressing this argument requires a closer examination of why discrimination is wrong, the topic of section 4. Before turning to that section, it would helpful to address a suspicion that might arise in the course of pondering whether indirect discrimination is really is a form of discrimination.\nOne might suspect that any disagreement over whether indirect discrimination is really a form of discrimination is only a terminological one, devoid of any philosophical substance and capable of being adequately settled simply by the speaker stipulating how she is using term ‘discrimination’. (Cavanagh 2002: 199) One side in the disagreement could, then, stipulate that, as it is using the term, ‘discrimination’ applies only to direct discrimination, and the other side could stipulate that ‘discrimination’, as it is using the term, applies to direct and indirect discrimination alike. However, the choice of terminology is not always philosophically innocent or unproblematic. A poor choice of terminology can lead to conceptual confusions and fallacious inferences. Cavanagh argues that precisely these sorts of infelicities are fostered when ‘discrimination’ is used to refer to a wrong that essentially depends on certain effects being visited upon the members of a social group. (2002: 199) Moreover, the critics and the defenders of the term ‘indirect discrimination’ presumably agree with one another that the concept of discrimination possesses a determinate meaning that either admits, or does not admit, of an indirect form of discrimination. So it seems that the disagreement over indirect discrimination has philosophical significance.\nThe possibility should be acknowledged that the concept of discrimination is insufficiently determinate to dictate an answer to the question of whether there can be an indirect form of discrimination. In that case, there would be no answer, and any disagreement over the possibility of such discrimination would be devoid of philosophical substance and should be settled by speaker stipulation. However, it would be hasty to arrive at the conclusion that there is no answer before a thorough examination of the concept of discrimination is completed and some judgment is made about what the best account is of the concept. And a thorough examination must take up the question of why discrimination is wrong.\nAs we have seen, discrimination, in its moralized sense, is necessarily wrongful, and the wrong is connected in some way to its group-based character. But these points do not yet tell us why discrimination is wrongful. Let us begin with direct discrimination and then turn to the indirect form, in order to shed some light on whether the wrongs involved in the two forms are sufficiently analogous to consider them as two types of one and the same kind of wrong, viz., the wrong of discrimination in general.\nSpecifying why direct discrimination is wrongful has proved to be a surprisingly controversial and difficult task. There is general agreement that the wrong concerns the kind of reason that guides the action of the agent of discrimination: the agent is acting on a reason that is in some way illegitimate or morally tainted. But there are more than a half-dozen distinct views about what the best principle is for drawing the distinction between acts of direct discrimination (in the moralized sense) and those acts that are not wrongful even though the agent takes account of another's social group membership.\nOne popular view is that direct discrimination is wrong because the discriminator treats persons on the basis of traits that are immutable and not under the control of the individual possessing them. Thus, Richard Kahlenberg asserts that racial discrimination is unjust because race is such an immutable trait. (1996: 54–55). And discrimination based on many forms of disability would seem to fit this view. But Bernard Boxill rejects the view, arguing that there are instances in which it is justifiable to treat persons based on features that are beyond their control. (1992: 12–17) Denying blind people a driver's license or persons with little athletic ability a place on the basketball team is not an injustice to such individuals. Moreover, Boxill notes that, if scientists developed a drug that could change a person's skin color, it would still be unjust to discriminate against people because of their color. (1992: 16) Additionally, a paradigmatic ground of discrimination, a person's religion, is not an immutable trait, nor are some forms of disability. Thus, there are serious problems with the popular view that direct discrimination is wrong due to the immutable nature of the traits on the basis of which the discriminator treats the persons whom he wrongs.\nA second view holds that direct discrimination is wrong because it treats persons on the basis of inaccurate stereotypes. When the state of Virginia defended the male-only admissions policy of the Virginia Military Institute (VMI), it introduced expert testimony that there was a strong correlation between sex and the capacity to benefit from the highly disciplined and competitive educational atmosphere of the school: those who benefited from such an atmosphere were, for the most part, men, while women had a strong tendency to thrive in a quite different, cooperative educational environment. This defense involved the premise that the school's admissions policy was not discriminatory because the policy relied on accurate generalizations about men and women. And in its ruling against VMI, the Supreme Court held that a public policy “must not rely on overbroad generalizations about the different talents, capacities, or preferences of males and females” (U.S. v. Virginia 1996: 533). But the court went on to argue that “generalizations about ‘the way women are’, estimates of what is appropriate for most women, no longer justify denying opportunity to women whose talent and capacity place them outside the average description” (U.S. v. Virginia 1996: 550).(ital. in original) This reasoning implies that, even if gender was a very good a predictor of the qualities needed to benefit from and be successful at the school, VMI's admissions policy would still be discriminatory. (Schauer 2003: 137–141) The Court's reasoning here seems sound, because it is possible that there was something discriminatory about the way in which the school had defined success. For example, the school might have focused on those forms of discipline and competition that generally favored men and might have ignored those forms that favored women. In such a case, the discrimination would not rest on an inaccurate stereotype, but, perhaps, on the undue devaluation of qualities accurately associated with women. Whether or not VMI's policy involved such a consideration, an account of why direct discrimination is wrong should be consistent with the possibility of discrimination that is based on accurate gender generalizations.\nA third view is that direct discrimination is wrong because it is an arbitrary or irrational way to treat persons. In other words, direct discrimination imposes a disadvantage on a person for a reason that is not a good one, viz., that the person is a member of a certain salient social group. Accordingly, Anne-Marie Cotter argues that such discrimination treats people unequally “without rational justification” (2006: 10). John Kekes expresses a similar view in condemning race-based affirmative action as “arbitrary” (1995: 200), and, in the same vein, Anthony Flew argues that racism is unjust because it treats persons on the basis of traits that “are strictly superficial and properly irrelevant to all, or almost all, questions of social status and employability” (1990: 63–64).\nHowever, many thinkers reject this third view of the wrongness of direct discrimination. John Gardner argues that there is no “across-the-board-duty to be rational, so our irrationality as such wrongs no one.” Additionally, Gardner contends that “there patently can be reasons, under some conditions, to discriminate on grounds of race or sex,” even though the conduct in question is wrongful. (1998: 168) For example, a restaurant owner might rationally refuse to serve blacks if most of his customers are white racists who would stop patronizing the establishment if blacks were served. (1998: 168 and 182) The owner's actions would be wrong and would amount to a rational form of discrimination. Additionally, Richard Wasserstrom argues that the principle that persons ought not to be treated on the basis of morally arbitrary features cannot grasp the fundamental wrong of direct racial discrimination, because the principle is “too contextually isolated” from the actual features of a society in which many people have racist attitudes. (1995: 161) For Wasserstrom, the wrong of racial discrimination cannot be separated from the fact that such discrimination manifests an attitude that the members of certain races are intellectually and morally inferior to the rests of the population.\nA fourth view is that direct discrimination is wrong because it fails to treat individuals based on their merits. Thus, Sidney Hook argues that hiring decisions based on race, sex, religion and other social categories are wrong because such decisions should be based on who “is best qualified for the post” (1995: 146). In a similar vein, Alan Goldman argues that discriminatory practices are wrong because “the most competent individuals have prima facie rights to positions” (1979: 34).\nOpponents of this merit-based view note that it is often highly contestable who the “best qualified” really is, because the criteria determining qualifications are typically vague and do not come with weights attached to them. (Wasserman, 1998: 807) Another line of criticism claims that merit does not entitle a person to a position. For example, the most meritorious worker might be an obnoxious person whose fellow workers would dislike working with him. It would seem that an employer has the right to hire a less meritorious but more likable person. Even if the company profits fell a bit as a result, no wrong is done to the meritorious but obnoxious applicant. Thus, Cavanagh suggests that “hiring on merit has more to do with efficiency than fairness” (2002: 20). Cavanagh also notes that a merit principle cannot explain what is distinctively wrong about an employer who discriminates against blacks because the employer thinks that they are morally or intellectually inferior. The merit approach “makes [the employer's] behavior look the same as any other way of treating people … non-meritocratically” (2002: 24-25).\nA fifth view, developed by Sophia Moreau, regards direct discrimination as wrong because it violates the equal entitlement each person has to freedom. In particular, she contends that “the interest that is injured by discrimination is our interest in … deliberative freedoms: that is, freedoms to have our decisions about how to live insulated from the effects of normatively extraneous features of us, such as our skin color or gender” (2010: 147). Normatively extraneous features are “traits that we believe persons should not have to factor into their deliberations …as costs.” For example, “people should not be constrained by the social costs of being one race rather than another when they deliberate about such questions as what job to take or where to live” (2010: 149).\nYet, it is unclear that Moreau's account gets to the bottom of what is wrong with discrimination. One might object, following the criticisms leveled by Wasserstrom and Cavanagh at the arbitrariness and merit accounts, respectively, that the idea of a normatively extraneous feature is too abstract to capture what makes racial discrimination a paradigmatic form of direct discrimination. There are reasons that justify our belief “that persons should not have to factor [race] into their deliberations …as costs,” and those reasons seem to be connected to the idea that racial discrimination treats persons of a certain race as having a diminished or degraded moral status as compared to individuals belonging to other races. The wrong of racial and other forms of discrimination seems better illuminated by understanding it in terms of such degraded status than in terms of the idea of normatively extraneous features.\nA sixth view, developed by Deborah Hellman, holds that direct discrimination is wrong because it demeans and denigrates those against whom it is directed, thereby treating such persons as morally inferior. Thus, she contends that “the act of demeaning is the wrong of wrongful discrimination” (2008: 172). For example, it is demeaning, she argues, for an employer to require female employees to wear cosmetics because such a requirement “conveys the idea that a woman's body is for adornment and the enjoyment by others” (2008: 42). Patrick Shin proposes a similar account in his discussion of equal protection, arguing that “to characterize an action as unequal treatment is to register a certain objection as to what, in view of its rationale, the action expresses” (2009: 170). Offending actions are ones that treat an individual “as though that individual belonged to some class of individuals that was less entitled to right treatment than anyone else” (2009:169).\nClosely related to Hellman's account is a seventh view, holding that direct discrimination is wrong on account of its connection to prejudice, where prejudice is understood as an attitude that regards the members of a salient group, qua members, as not entitled to as much respect or concern as the members of other salient groups. Prejudice can involve feelings of hostility, antipathy, or indifference, as well as belief in the inferior morals, intellect, or skills of the targeted group. Returning to the case of the Roma who were excluded by the policy of a bar, we could say that the policy was discriminatory because it was the expression of prejudice against the Roma, whereas a bar's policy of excluding men from the women's restroom would fail to be discriminatory because it would not be an expression of prejudice.\nJohn Hart Ely defends a version of this seventh view, holding that discriminatory acts are those that are motivated by prejudice. (1980: 153–159) Ronald Dworkin has formulated an alternative version, arguing that discriminatory acts are those that could be justified only if some prejudiced belief were correct. The absence of a “prejudice-free justification” thus makes a law or policy discriminatory. (1985: 66)\nThe seventh view, along with the accounts of Hellman and Shin, rest on the intuitively attractive idea that the wrongfulness of direct discrimination is tied to its denial of the equal moral status of persons. This idea is also at the heart of Wasserstrom's complaint that understanding discrimination in terms of arbitrariness is too abstract to capture the wrongfulness of racial discrimination as it has actually been practiced and Cavanagh's related objection to the merit view that what is wrong with the discriminatory acts of a racist cannot be adequately grasped strictly in terms of the denial of merit. However the details are to be worked out, the essential wrong of paradigmatic acts of direct discrimination seems to be that they violate the equal moral status of persons by treating the victims in ways that would be appropriate only for individuals having a diminished or degraded moral status.\nThe most egregious forms of indirect discrimination are typically structural, due to the pervasive impact of a society's basic institutions on the life-prospects of its members. (Rawls 1971: 7) Indirect discrimination is structural when the rules and norms of society consistently produce disproportionately disadvantageous outcomes for the members of a certain group, relative to the other groups in society, the outcomes are unjust to the members of the disadvantaged group, and the production of the outcomes is to be explained by the group membership of those individuals. Cass Sunstein nicely captures the wrong of this form of indirect discrimination in the course of explaining his antidiscrimination principle, which he calls the “anticaste principle.” He writes, “The motivating idea [for the anticaste principle] is that without good reason, social and legal structures should not turn differences that are both highly visible and irrelevant from the moral point of view into systematic social disadvantages. A systematic disadvantage is one that operates along standard and predictable lines in multiple and important spheres of life” (1994: 2429). In a similar vein, Catharine MacKinnon finds structural discrimination against women to be intolerable because it consists of “the systematic relegation of an entire group of people to a condition of inferiority” (1987: 41).\nTwo related wrongs belonging to structural discrimination can be distinguished. First is the wrong that consists of society's major institutions imposing, without adequate justification, relative disadvantages on persons belonging to certain salient social groups. Accordingly, it is wrong for society's basic rules to deny to women or to racial or religious minorities opportunities for personal freedom, development, and flourishing equal to those that men or racial and religious majorities enjoy. Second is the wrong of placing the members of a salient social group in a position of vulnerability to exploitation and domination as a result of the denial of equal opportunities and the imposition of other kinds of relative disadvantage. Accordingly, it is wrong for a society to make women vulnerable to sexual exploitation and domination at the hands of men by the imposition of various economic and social disadvantages relative to men.\nIn contrast, the wrongs of non-structural forms of indirect discrimination seem to be dependent on structural (or direct) discrimination. Consider the Griggs case. The company's promotion policy was not part of the wrong involved in society's basic institutions imposing relative disadvantages on blacks. But the policy did have some connection to structural racial discrimination and to the widespread direct discrimination against blacks that existed prior to and contemporaneous with the policy. The policy helped to perpetuate the unjust disadvantages that were due to such structural and direct discrimination, even though the policy was not needed to serve any legitimate business purpose and that was why the policy was wrong. Or at least that is what the proponents of the idea of indirect discrimination appear to have in mind when they talk about non-structural forms of indirect discrimination.\nAre the wrongs of indirect discrimination sufficiently similar to the wrongs of direct discrimination that it is reasonable to say that they are, in fact, two different types of one and the same wrong? We have seen that the accounts of the wrong of direct discrimination are many and various. But abstracting from those differences, critics of talk of “indirect discrimination” might argue that discrimination is essentially a process-based wrong, rather than an outcome-based one, and that only direct discrimination is process-based. In other words, only with direct discrimination is there a defect in how some outcome is brought about, rather than in what the outcome itself is. On this view, discriminating against people is similar to having an incompetent person judge an ice-skating competition: just as the incompetent judging taints the process by which places are awarded in the competition, discrimination taints the process by which opportunities and other social goods get distributed among the members of society.\nHowever, one can understand indirect discrimination as involving process-based wrongs, although the wrongs do not necessarily occur at the retail level of the practical reasoning of specific agents. Consider the structural form of indirect discrimination. Disproportionately disadvantageous outcomes do not, by themselves, amount to structural discrimination, even when those outcomes fall on the shoulders of the members of a salient social group such as women or racial or religious minorities. There must also be a linkage between membership in the group and the disadvantageous outcomes: group membership must help explain why the disproportionately disadvantageous outcomes fall where they do. This explanation will proceed at the wholesale level of macro-social facts about the population and the various groups that constitute it. But the requirement of a linkage shows that how the disproportionate outcomes are brought about is essential to the existence of structural discrimination. There must be social processes at work that, as Sunstein puts its, “turn differences that are both highly visible and irrelevant from the moral point of view into systematic social disadvantages” (1994: 2429). It is true that the differences do not need to be literally visible; they need only be socially salient. But the main point is that there is something morally wrong with social processes that consistently but avoidably turn such differences into relative disadvantages for the members of salient groups, such as women or racial or religious groups. A parallel is thereby established with direct discrimination, in which there is something morally wrong with a practical-reasoning process that treats sex, race, or religion as grounds for treating persons as having a degraded or diminished moral status.\nWith the non-structural form of indirect discrimination, the parallel to the wrong of direct discrimination is even stronger, because the morally flawed process does occur at the retail level. Consider the Griggs case. The company's decision to use certain exams to determine promotions contributed to the unjust disadvantages suffered by blacks from structural and direct discrimination. Yet, the use of the exams was apparently not necessary to determine who could best perform the jobs in question or to meet any other legitimate purpose of the business. It is plausible to say, then, that the company's decision process wrongly counted for nothing the promotion policy's contribution to the perpetuation and even exacerbation of unjust disadvantages from which blacks already suffered. This process-based wrong is at the level of a specific agent, albeit a collective agent. The difference with direct discrimination is that it is a moral failure of omission, i.e., failing to count for something the impact of the promotion policy on blacks, rather than a failure of commission, such as deliberately excluding blacks from better-paying positions. In either case, though, an agent has engaged in a morally flawed process of practical reasoning in which the flaw concerns the role that considerations of salient group membership play.\nThere is a case to be made, then, that the wrongs of indirect discrimination, structural and non-structural, are importantly parallel to those of direct discrimination. For that reason, it can be argued that direct and indirect discrimination are usefully conceived as different versions of the same moral wrong, viz., discrimination in general, and that the term ‘indirect discrimination’ is a valuable part of our moral vocabulary.\nDiscrimination wrongfully imposes relative disadvantages or deprivations on persons based on their membership in some salient social group. But which salient groups count for the purpose of determining whether an act is an act of discrimination? This question is at the heart of many heated political and legal disputes, such as the controversy over gay marriage. The question is also central to a question that is less politically prominent than such disputes but which has important political and philosophical implications. The question is whether the members of socially dominant groups can, in principle, be victims of discrimination. It is sometimes said that, in the United States and other Western countries, whites cannot really be discriminated against on account of their race, because whites are the socially dominant racial group whose members are systematically advantaged by their being white. Thus, in his account of racial discrimination, Thomas Scanlon acknowledges that his view entails that, in the U.S., at least, whites can discriminate against blacks but not vice-versa. He holds that discrimination is “unidirectional, [applying] only to actions that disadvantage members of a group that has been subject to widespread denigrations and exclusion.” This implication derives from his claim that it is “crucial to racial discrimination … that the prejudicial judgments it involves are not just the idiosyncratic attitudes of a particular agent but are widely shared in the society in question and commonly expressed and acted on in ways that have serious consequences” (2008: 73–74). The idea that discrimination is unidirectional is also implied by Owen Fiss's understanding of discrimination in terms of “the perpetual subordination” of “specially disadvantaged groups …[whose] political power is severely circumscribed” (1976: 154–155).\nAlthough is it undeniable that the members of socially dominant groups typically enjoy a host of unfair advantages, it seems mistaken to conclude from this fact that such persons cannot be victims of discrimination. Even if any disadvantages that might be imposed on them based on their group membership are too small to outweigh the sum total of the unfair advantages that they enjoy, it still does not follow that the members of socially dominant groups cannot be discriminated against by others in society. And even though the members of dominant groups enjoy many unfair advantages, it is possible, for example, for them to be wronged by some agent deliberately imposing on them disadvantages because of their race, religion, or some similar consideration. Thus, direct discrimination against whites because they are white is possible in a white-dominated society: non-whites can wrongfully deny them opportunities such as a job or a place of residence, based on their being white, even when almost all of the direct racial discrimination in the society is perpetrated by whites against non-whites. The same is true with respect to indirect discrimination: even if whites in a certain society constitute a dominant group, individual whites might confront indirect discrimination in the form of policies that unjustly, though unintentionally, disadvantage them on account of their race.\nThe concept of discrimination itself places no substantive restrictions on which salient social groups could, in principle, count for purposes of determining whether an act is an act of discrimination. Thus, suppose there were some society and historical context such that a) the length of one's thumb determined membership in some salient social group, b) it was wrong to impose a disadvantage on a person based on membership in a certain thumb-length group, and c) the wrongness was due to the fact that the imposition was based on membership in the thumb-length group. In such a scenario, thumb-length groups would count in determining which acts were acts of discrimination. Put another way, the fact that, in our society and its historical context, thumb length does not count, but race and religion do count, is not because the concept of discrimination includes race and religion, while excluding thumb length. Rather, it is because the formal elements of the concept of discrimination are properly specified—or made more concrete—in terms of race and religion (among other categories), given our social and historical context, while those elements are not properly specified in terms of thumb length, given that same context.\nPerhaps the most heated of contemporary debates over the question of which social groups count for purposes of determining whether an act is an act of discrimination are the debates concerning sexual orientation. Many persons hold the view that it is discrimination whenever gays and lesbians are denied the same set of legal rights and powers that heterosexual persons have, but others reject such a view. Philosophers and political theorists can be found on both sides of this divide, although the predominant view among such thinkers is that it is discriminatory to deny gays and lesbians the same legal rights and powers as heterosexuals. (Macedo, 1996; Corvino, 2005; and, dissenting, Finnis, 1997) The debate is ultimately one of moral principle, resting on the question of whether government wrongs gays and lesbians if it denies them any such rights or powers. The concept of discrimination cannot, by itself, settle the question, because the concept only tells us that it is properly applied to the imposition of wrongful disadvantages on account of salient group membership. The concept does not specify whether it is wrongful to impose disadvantages on persons on account of their sexual orientation. Substantive moral reasoning is needed to address the question concerning wrongfulness.\nThe concept of discrimination picks out a kind of moral wrong that is a function of the salient social group membership of the person wronged: persons are treated as though they had diminished or degraded moral status on account of their group membership, or they are, because of their group membership and the relative disadvantages that they suffer due to that membership, made vulnerable to domination and oppression. But why have such a concept? Why not simply have the concepts of domination, oppression, and degrading treatment, abstracting from whether or not the reasons for such wrongs involve group membership?\nUntil the middle of the 19th century, critical moral reflection and discussion proceeded largely without the concept of discrimination. But over the course of the first half of the 20th century, moral reflection became increasingly sensitive to the fact that many, even most, of the large-scale injustices in history had a group-based structure: certain members of society were identified by others as belonging to a particular salient group; the group members were consistently denigrated and demeaned by the rest of society and by its official organs; and many serious relative disadvantages connected to this denigration and demeaning, such as material deprivation and extreme restrictions on liberty, were imposed on the members of the denigrated group. It is this historical reality, apparently deeply rooted in human social life, that gives the concept of discrimination its point and its usefulness. The concept highlights the group-structure, and the relative deprivations built around this structure, that are exhibited by many of the worst systematic wrongs that humans inflict on one another.\nAt the same time, the group structure of these injustices does not mean that the group as such is the party that is wronged; rather, the wrongs are ultimately wrongs to the individual persons making up the group. Accordingly, the concept of discrimination has become a useful tool for representing many serious wrongs, while avoiding the implication that these wrongs are ultimately done to the groups as such.\nHowever, this understanding of the significance of the concept of discrimination is challenged by Young, who claims that the concept is inadequate for capturing group-based wrongs. She argues that the concept “tends to present the injustices groups suffer as aberrant, the exception rather than the rule.” Accordingly, she contends that “[i]f one focuses on discrimination as the primary wrong that groups suffer, then the more profound wrongs of exploitation, marginalization, powerlessness, cultural imperialism, and violence that we still suffer go undiscussed and unaddressed.” (1990: 196–97)\nNonetheless, Young's understanding of discrimination seems to rest on some misconceptions. First, the concept of discrimination does not, strictly speaking, present injustices as ones that groups suffer. The injustices are suffered by the members of the group and not by the group as such. This point might seem to play into Young's hand, as one might infer from it that the idea of discrimination cannot capture injustices that are systemic rather than aberrant, the rule rather than the exception. But such an inference would be mistaken, and that mistake leads to a second misconception in Young's account. Discrimination against the members of a group can be, and often is, systemic. The reason is that wrongs against individuals on account of their group membership typically are not aberrant but form broad social patterns. Accordingly, the idea of discrimination can capture the profound systemic wrongs to which Young refers, while preserving the key moral thought that the wrongs are done to individuals. At the same time, Young is right insofar as she is claiming that exploitation, powerlessness, and her other profound wrongs do not necessarily have a component involving direct discrimination. The claim is important, because the failure to appreciate it would incline one to think mistakenly that, to the extent that direct discrimination recedes, so must exploitation, powerlessness and so on. Accordingly, if direct discrimination recedes, the profound injustices referred to by Young could persist with their present force or even grow worse.\nKimberlé Crenshaw (1998) introduced the idea of intersectionality in her account of the distinctive form of discrimination faced by black women. Intersectionality refers to the fact that one and the same person can belong to several distinct groups, each of whose members are victimized by widespread discrimination. This overlapping membership can generate experiences of discrimination that are very different from those of persons who belong to just one, or the other, of the groups. Thus, Crenshaw argues that “any analysis that does not take intersectionality into account cannot sufficiently address the particular manner in which Black women are subordinated” (1998: 315).\nCrenshaw's idea of intersectionality applies beyond race and gender to cover any social groups against which discrimination is directed: discrimination is inflected in different ways depending on the particular combination of social groups to which those persons discriminated against belong. And one implication of intersectionality is that the disadvantages suffered by some persons who are discriminated against on account of belonging to a certain group might be offset, partially or fully, by advantages those same persons gain by being discriminated in favor of due to their belonging to other groups. As Crenshaw notes, women who are wealthy and white are “race- and class-privileged,” even as they are disadvantaged by their gender. (1998: 314)\nThe idea of intersectionality threatens to destabilize the concept of discrimination. The idea highlights what is problematic about any account of discrimination that abstracts from how different salient identities converge to shape the experiences of persons. But, taken to the hilt, the idea of intersectionality might appear to undermine any feasible account of discrimination. Reflection on Crenshaw's own intersectional account illustrates the point: she examines the intersection of race and gender but abstracts from other salient social identities, such as disability status, sexual orientation, and religion. Any of those additional identities can and do converge with race and gender to form distinctive experiences of discrimination, and so abstracting from those identities seems problematic from the perspective that the idea of intersectionality opens to us. Yet, no feasible treatment can take into account all of those identities and the many more socially salient identities that persons have in contemporary societies.\nNonetheless, judgments about discrimination can and do reveal genuine wrongs that persons suffer due to their salient group membership and expose actual patterns of disadvantage and deprivation that amount to systemic injustices against the members of certain salient groups. It is not necessary to take account of everything relevant to a phenomenon in order to understand and represent important aspects of it. Thus, notwithstanding the complications introduced by intersectionality, judgments about direct and indirect discrimination can tell us something important about who is wrongfully disfavored, and who wrongfully favored, by the actions of individual and collective agents and by the rules of society's major institutions.\nThe concept of discrimination provides an explicit way of thinking about a certain kind of wrong that can be found in virtually every society and era. The wrong involves a group-based structure that works in combination with relative deprivations built around the structure. The deprivations are wrongful because they treat persons as having a degraded moral status, but also because the deprivations tend to make members of the group in question vulnerable to domination and oppression at the hands of those who occupy positions of relative advantage. It is true that there has been confusion attending the concept of discrimination, and there will long be debates about the best way to understand and apply it. However, the concept of discrimination has proved to be a useful one, at the national and international levels, for representing in thought and combating in action a kind of wrong that is deeply entrenched in human social relations.\n- Abdulaziz et al. v. U.K. European Court of Human Rights, App. No. 9214/80; decided 28 May 1985. [Available online]\n- Brown v. Board of Education 347 U.S. 483 (1954). [Available online]\n- Civil Rights Act of 1866. [Available online]\n- Convention on the Elimination of All Forms of Discrimination Against Women (CEDAW). [Available online]\n- Convention on the Elimination of All Forms of Racial Discrimination. (CERD) [Available online]\n- European Convention for the Protection of Human Rights. [Available online]\n- Griggs v. Duke Power 401 U.S. 424 (1974). [Available online]\n- Shanaghan v. U.K. European Court of Human Rights, App. No. 37715/97; decided 4 May 2001. [Available online]\n- United States v. Virginia 518 U.S. 515 (1996), [Available online]\n- Anderson, Elizabeth. 1999. “What is the Point of Equality,” Ethics, 109: 283–337.\n- Boxill, Bernard. 1992. Blacks and Social Justice, revised ed. Lanham, MD: Rowman and Littlefield.\n- Cavanagh, Matt. 2002. Against Equality of Opportunity, Oxford: Oxford University Press.\n- Corvino, John. 2005. “Homosexuality and the PIB Argument.” Ethics, 115: 501–34.\n- Cotter, Anne-Marie Mooney. 2006. Race Matters: An International Legal Analysis of Race Discrimination, Burlington, VT: Ashgate.\n- Crenshaw, Kimberlé. 1998/1989. “Demarginalizing the Intersection of Race and Sex: A Black Feminist Critique of Antidiscrimination Doctrine, Feminist Theory and Antiracist Politics,” rpt. in Anne Phillips, Feminism and Politics, New York: Oxford University Press, pp. 314–343.\n- Dasgupta, Nilanjana. 2004. “Implicit Ingroup Favoritism, Outgroup Favoritism, and Their Behavioral Manifestations,” Social Justice Research, 17: 143–169.\n- Dworkin, Ronald. 1985. A Matter of Principle, Cambridge MA: Harvard University Press.\n- Ely, John Hart. 1980. Democracy and Distrust, Cambridge, MA: Harvard University Press.\n- Finnis, John. 1997. “The Good of Marriage and the Morality of Sexual Relations,” American Journal of Jurisprudence 42: 97–134.\n- Fiss, Owen. 1976. “Groups and the Equal Protection Clause,” Philosophy and Public Affairs, 5: 107–177\n- Flew, Anthony. 1990. “Three Concepts of Racism,” Encounter, 75: 63–66.\n- Gardner, John. 1998. “On the Ground of Her Sex(uality),” Oxford Journal of Legal Studies, 18: 167–187.\n- Goldman, Alan. 1979. Justice and Reverse Discrimination, Princeton: Princeton University Press.\n- Hellman, Deborah. 2008. Why is Discrimination Wrong?, Cambridge, MA: Harvard University Press.\n- Hook, Sidney. 1995. “Reverse Discrimination,” in Steven Cahn, ed. The Affirmative Action Debate, New York: Routledge, pp. 145–152.\n- Kahlenberg, Richard. 1996. The Remedy, New York: Basic Books.\n- Kekes, John. 1995. “The Injustice of Affirmative Action Involving Preferential Treatment,” in Steven Cahn, ed. The Affirmative Action Debate, New York: Routledge, pp. 293–204.\n- Lippert-Rasmussen, Kasper. 2006. “The Badness of Discrimination,” Ethical Theory and Moral Practice, 9: 167–185.\n- Macedo, Stephen. 1996. “Sexual Morality and the New Natural Law,” in R.P. George, ed. Natural Law, Liberalism, and Morality, Oxford, UK: Oxford University Press.\n- MacKinnon, Catharine. 1979. Sexual Harassment of Working Women, New Haven: Yale University Press.\n- –––. 1987. Feminism Unmodified, Cambridge, MA: Harvard University Press.\n- Moreau, Sophia. 2010. “What is Discrimination?” Philosophy and Public Affairs 38: 143–179.\n- Moucheboeuf, Alcidia. 2006. Minority Rights Jurisprudence, Strasbourg: Council of Europe.\n- Osin, Nina and Dina Porat, eds. 2005. Legislating Against Discrimination: An International Survey of Anti-Discrimination Norms, Leiden: Martinus Nijhoff.\n- Pincus, Fred L. 1994. “From Individual to Structural Discrimination,” in Fred L. Pincus and Howard J. Ehrlich, eds. Race and Ethnic Conflict, Boulder, CO: Westview, pp. 82–87.\n- Pogge, Thomas. 2008. World Poverty and Human Rights, second edition. Malden, MA: Polity Press.\n- Rawls, John. 1971. A Theory of Justice, Cambridge, MA: Harvard University Press.\n- Scanlon, Thomas. 2008. Moral Dimensions, Cambridge, MA: Harvard University Press.\n- Schauer, Frederick. 2003. Profiles, Probabilities, and Stereotypes, Cambridge, MA: Harvard University Press.\n- Schiek, Dagmar, Lisa Waddington, and Mark Bell, eds. 2007. Non-Discrimination Law, Oxford, UK: Hart Publishing.\n- Shin, Patrick. 2009. “The Substantive Principle of Equal Treatment,” Legal Theory, 15: 149–172.\n- –––. 2010. “Liability for Unconscious Discrimination? A Thought Experiment in the Theory of Employment Discrimination Law,” Hastings Law Journal, 62: 67-102.\n- Sunstein, Cass. 1994. “The Anticaste Principle,” Michigan Law Review, 92: 2410–2455.\n- Ture, Kwame and Charles V. Hamilton. 1992/1967. Black Power, New York: Vintage Books.\n- Vandenhole, Wouter. 2005. Non-Discrimination and Equality in the View of the UN Human Rights Treaty Bodies, Oxford, UK: Intersentia.\n- Wasserman, David. 1998. “Discrimination, Concept of,” in Ruth Chadwick, ed., Encyclopedia of Applied Ethics, San Diego, CA: Academic Press, pp. 805–814.\n- Wasserstrom, Richard. 1995. “Preferential Treatment, Color-Blindness, and the Evils of Racism,” in Steven Cahn, ed. The Affirmative Action Debate, New York: Routledge, pp. 153–168.\n- Wax, Amy, 2008. “The Discriminating Mind: Define It, Prove It,” Connecticut Law Review, 40: 979–1022.\n- Young, Iris. 1990. Justice and the Politics of Difference, Princeton: Princeton University Press.\nHow to cite this entry. Preview the PDF version of this entry at the Friends of the SEP Society. Look up this entry topic at the Indiana Philosophy Ontology Project (InPhO). Enhanced bibliography for this entry at PhilPapers, with links to its database.\n- Anti-discrimination Laws in the European Union\n- Disability Discrimination Act (UK)\n- Employment Discrimination Laws in the United States\n- International Covenant on Civil and Political Rights\n- International Convention on Economic, Social, and Cultural Rights", "label": "No"} +{"text": "**** **** **** * * * * * * **** **** **** * * * * * * **** **** * * **** HEADLINES - a digital monthly publication\nContents of This Issue:\nSulfur is essential for all life, but it plays a particularly central role in the metabolism of many anaerobic microorganisms. Prominent among these are the sulfide-oxidizing bacteria that oxidize sulfide to sulfate. Many of these organisms can store elemental sulfur in \"globules\" for use when food is in short supply. The chemical nature of the sulfur in these globules has been an enigma since they were first described as far back as 1887; all known forms (or allotropes) of elemental sulfur are solid at room temperature, but globule sulfur has been described as \"liquid\", and it apparently has a low density - 1.3 compared to 2.1 for the common yellow allotrope alpha-sulfur. Various exotic forms of sulfur have been proposed to explain these properties, including micelles (small bubble-like structures) formed from long-chain polythionates, but all of these deductions have been based upon indirect evidence (for example, the density was estimated by flotation of intact cells), and many questions remained. Using X-ray absorption spectroscopy at the sulfur K-edge recorded on SSRL's Beam Line 6-2, Ingrid Pickering, Graham George and Eileen Yu (SSRL) together with co-workers from Arizona State University, University of British Columbia, and ExxonMobil Research and Engineering Co. have resolved this long-standing conundrum and the results are described in a recent publication.\nMore information regarding this research, including the reference to\nthe publication in Biochemistry can be found at:\nIn conjunction with a visit to Stanford University and discussions with Stanford President John Hennessy on January 17, 2002, Catalonian President Jordi Pujol visited SSRL to gain a better insight into the broad range of scientific research conducted at a synchrotron radiation facility. Following an overview presentation given by SSRL Deputy Director Jo Stöhr, President Pujol was given a tour of the SSRL experimental hall. At BL9-2, staff scientist Ana Gonzales described how high energy x-rays are used in the determination of 3-D protein structures. Katharina Baur then introduced him to a research effort currently underway on BL6-2 involving trace impurity analysis on semiconductor surfaces and its importance to the semiconductor industry. Other delegates joining the tour included, Pujol's Deputy Minister of Education, Ramon Farre; Minister of Industry and Commerce, Antoni Subira; Minister of Universities, Technology and R&D, Andreu Mas-Colell and Science Advisor and Physics Professor Ramon Pascual. Relevant to plans for construction of a Catalonian synchrotron facility by 2006, the group learned that SSRL attracts scientists from more than 200 institutions and has become a nucleus for national and international collaborations involving pharmaceutical design, environmental monitoring and detection of impurities in high-tech materials - among many others.\nAs users should be aware, plans and preparations for SPEAR3 have been underway at SSRL for several years. Users will not have access to SSRL beam lines during the installation and commissioning of this third generation light source, which is scheduled from approximately April 2003 through January 2004. A subcommittee of the SSRL Users' Organization has been formed to represent users' issues related to the shutdown and to suggest ways that SSRL may be able to mitigate the resulting loss of beam time to users. The subcommittee members include Uwe Bergmann, Corwin Booth, Paul Foster, Lipika Basumallick, Ben Bostic, Nicholas Pingatore and Vittal Yachandra.\nThe SSRL Users' Organization Executive Committee has scheduled their\nnext meeting on Friday, March 15, from 10:30 a.m.-12:30 p.m. The\nmeeting will be held in the Orange Conference Room, which is located in\nthe SLAC Central Lab Building 40 (adjacent to the SLAC cafeteria). The\nagenda includes a SPEAR3 update as well as a presentation on beam line\ndevelopment. All interested SSRL users are invited and encouraged to\nattend. If there are other issues that users would like to bring to the\nattention of the Users' Organization, please feel free to contact anyone\non the Executive Committee. A listing of the SSRLUO-EC members, agenda\nand site map can be found at:\nDespite a forward-looking focus on SPEAR3 and future developments such as the Linac Coherent Light Source (LCLS), we want to take this opportunity to mark an important anniversary - it has now been 10 years since the injector synchrotron complex was commissioned and SPEAR became a fully dedicated synchrotron radiation source.\nIn 1992 we reported that 26 beam line stations served 280 experiments from 130 different principal investigators. In all, 550 experimenters came to SSRL during the experimental run that spanned from February 17 - September 7, 1992. In comparison, during the most recent experimental run ending July 3, 2001, 776 individual experiments were scheduled across 32 beam line stations and approximately 900 users came to the facility to run these experiments. The dedicated injector, with its reliable operation and \"on demand\" injection was one of the main underpinning factors in vastly improving SPEAR beam time delivery and performance that contributed to this strong growth. We thank both the staff who managed the project so efficiently and the DOE Office of Basic Energy Sciences for providing the funding.\nNon-coincidentally, several SSRL staff members, including Dave Calloway, Ian Evans, Chris Hoover, Craig Haggart, Thomas Nguyen and Howard Page, were recently honored at a SLAC Service Awards program for employees who had completed 10 years of service during 2001. Jonathan Dorfan, SLAC Director, congratulated the honorees for their contributions and presented each with a service pin and a gift. While 10 years of service for these individuals or any other SSRL staffers cannot be easily summed up, we do know that Ian, SSRL's Safety Officer, has reviewed upwards of 5,290 experiments for safety concerns during his tenure, and Dave, Chris, Craig, Thomas and Howard, members of the behind-the-scenes Accelerator Operations group responsible for keeping beam in SPEAR, have steered a lot of beam and logged in thousands of shift reports.\nThe last two weeks of 2001 were marked by the closure of Beam Line 2 for vacuum reasons. During the December 10-11 Accelerator Physics period the BL2 moveable mask was being cycled normally when a leak in the bellows that allows the vertical motion of this water-cooled copper mask occurred. The initial indications were that BL2 tripped closed on a vacuum fault with a subsequent SPEAR vacuum fault. Vacuum personnel immediately mobilized and the Accelerator Physics program was terminated to find the source of the leak. It was at this time that the leak was isolated to the BL2 mask bellows. A temporary repair was effected by spraying the bellows with a vacuum sealant. Since further cycling of the bellows would almost certainly have reopened the leak and vented SPEAR, the decision was made to leave the beam line closed until more permanent repairs could be made.\nMinimizing the impact on users on other lines and bringing BL2 back up as soon as possible required that we be in a position to replace the bellows at the beginning of the 2001 Holiday shutdown, basically giving the lab two weeks to prepare. This would allow the Holiday shutdown period to be used for pumping the quadrant of SPEAR that had to be vented. Building a new mask in two weeks time seemed out of the question so we removed an unused mask from Beam Line 7 and modified it to fit Beam Line 2. The Accelerator Department managed to finish preparations with two days to spare and the beam was shut down early on Friday, December 21, for installation. Since this is a part of the Machine and Personnel Protection Systems (PPS), SSRL staff were required to come in between Christmas and New Year's Day to certify proper operation of the mask. BL2 was then opened for operation on January 2 along with all the other beam lines. Initial lifetimes were degraded but the normal lifetimes were recovered after the first 24 hours of operation with beam.\nAs we find news highlights that involve research done at SSRL or other items, we will provide links (or citations if not available on line) in SSRL HEADLINES where we feel that these articles will be of interest to the SSRL community, our users or our sponsoring agencies. Please let us know if you become aware of any \"news\" that can be highlighted in this section.", "label": "No"} +{"text": "Four convictions motivate this paper.1 First, nuclear power could make a significant contribution to climate change mitigation. To do so, however, nuclear power would have to be deployed extensively, including in the developing world. A “one-tier” world will be required – that is, a world with an agreed set of rules to govern nuclear power that are the same in all countries.\nSecond, the world is not now safe for a rapid global expansion of nuclear energy. Nuclear-energy use today relies on technologies and a system of national governance of the nuclear fuel cycle that carry substantial risks of nuclear weapons proliferation. There are still more than 20,000 nuclear weapons in the world, and in the current international system, nations see these weapons as instruments of power and sources of prestige. These nations have competing interests and long-standing conflicts. There are also subnational groups that resort to force. The risks that a global expansion of nuclear power will facilitate nuclear proliferation and incidents of nuclear terrorism, or even lead to regional nuclear war, are significant. Nuclear war is a terrible trade for slowing the pace of climate change.\nThird, a world considerably safer for nuclear power could emerge as a co-benefit of the nuclear disarmament process. The national-security community is currently engaged, to an unprecedented degree, in seeking progress toward nuclear disarmament. A by-product of this process could be different technology choices and innovations in the governance of nuclear power – notably, a halt to spent-fuel reprocessing to separate plutonium as well as multinational ownership and control of uranium enrichment facilities. These developments could begin to decouple nuclear power from nuclear weapons.\nFinally, the next decade is critical. While several approaches to climate change mitigation are available for immediate, rapid scale-up, nuclear power could be so in maybe 10 years, provided the coming decade is used to establish adequate technologies and new norms of governance. Nuclear power ought to be deployed seriously as a mitigation strategy only when and if it can provide a sustainable contribution. The world will not benefit if nuclear power’s contribution is withdrawn a decade or two after global scale-up begins, as a result of flaws related to its coupling to nuclear weapons.\nThere are 3,000 billion tons of carbon dioxide (CO2) in the atmosphere today, about 800 billion tons more than there were 200 years ago. For centuries further back, the amount of CO2 in the atmosphere was about constant: the forests and oceans and atmosphere were in approximate equilibrium. Disequilibrium is increasing with every passing year, as human beings bring carbon from deep underground to the surface (in fossil fuel) and burn it.\nThe climate science and policy communities have positioned warning lights between 3,500 and 4,000 billion tons of CO2, levels that would be reached in 30 and 60 years, respectively, at today’s rate of growth. For such CO2 levels, although the most favorable outcomes could be benign, the worst outcomes could be catastrophic for human civilization, which has built many of its cities on coasts and has matched its choices of crops to relatively predictable snowmelt, rainfall, and temperature patterns. We are confronted with a risk-management problem of unprecedented complexity.\nEverything about climate change is global. The global atmosphere is well stirred and scarcely registers where CO2 is emitted. Demand for electricity and fuels is driven by middle-class consumption, which takes similar forms in countries with a wide range of per capita CO2 emissions.2 Electricity serving air conditioner compressors, computer circuits, incandescent lights, and appliances arrives along wires that, worldwide, run from power plants of only a few kinds. To be sure, nations differ in their endowments of resources; but, even so, a good strategy for mitigating climate change in one country will be a good strategy in many other countries.\nA “wedge model,” published in 2004, quantifies the task of global climate change mitigation.3 We human beings today emit 30 billion tons of CO2 per year by burning fossil fuels. We would emit 60 billion tons per year in 2050 if we were oblivious to climate change (the so-called business-as-usual world), and we can congratulate ourselves if we cut the anticipated 2050 emissions rate in half, emitting CO2 at the same rate in 2050 as today. A stabilization wedge is a campaign or strategy motivated by climate change (that is, not happening for other reasons) that results in 4 billion tons of CO2 per year not emitted in 2050.\nAvailable options for wedges include energy efficiency wedges, wind wedges, nuclear wedges, and wedges from CO2 capture and storage (CCS)– capturing the CO2 produced at coal plants and burying it deep below ground. About eight wedges are needed to pat ourselves on the back, and we can choose a portfolio of them in many ways. A portfolio of wedges is needed because solving climate change with only one or two kinds of wedges is close to impossible. Moreover, there are enough options for the portfolio that none is indispensable. Thus, climate change mitigation can succeed without nuclear power, or any other single option, at some increased overall cost for mitigation.4\nA nuclear wedge is equivalent to 700 large base load nuclear power plants on the scene in 2050 and 700 equally large base load coal plants not built.5 The world has the equivalent of about 350 large nuclear plants today, so phasing out nuclear power in favor of coal power is minus half a wedge.\nArguments for giving priority to climate change mitigation are uncomfortable bedfellows with arguments for nuclear power. The dissonance arises among a political constituency, particularly powerful in Europe, for which mitigating climate change is seen as an opportunity for pursuing deep changes in social and economic structures and in values – away from consumerism and centralized authority. To meet this aspiration, climate policy often promotes wind power, solar thermal and solar photoelectric power, and other forms of renewables, relative to nuclear energy. This perspective also underpins the climate-policy focus on energy efficiency as a way to reduce global energy demand.\nOn the other hand, putting a price on CO2 emissions as a way to mitigate climate change helps nuclear power. Roughly, an emissions price of $20 per ton of CO2 gives nuclear power a 2¢/ kWh boost relative to power from coal and a 1¢/kWh boost relative to power from natural gas – in both cases assuming that these fossil fuel plants vent rather than capture and store CO2.6 Moreover, serious CO2 management may be accompanied by support for accelerated electrification of the economy to reduce dispersed emissions from transportation and space heating, which would increase overall demand for electric power.\nIn this paper we consider a nuclear future where 1,500 GW of base load nuclear power is deployed in 2050. A nuclear fleet of this size would contribute about one wedge, if the power plant that would have been built instead of the nuclear plant has the average CO2 emissions per kilowatt hour of all operating plants, which might be half of the value for a coal plant.7 Base load power of 1,500 GW would contribute one fourth of total electric power in a business-as-usual world that produced 50,000 terawatt-hours (TWh) of electricity per year, two-and-a-half times the global power consumption today.8 However, in a world focused on climate change mitigation, one would expect massive global investments in energy efficiency – more efficient motors, compressors, lighting, and circuit boards – that by 2050 could cut total electricity demand in half, relative to business as usual. In such a world, 1,500 GW of nuclear power would provide half of the power.\nWe can get a feel for the geopolitical dimension of climate change mitigation from the widely cited scenarios by the International Energy Agency (IEA) presented annually in its World Energy Outlook (WEO),9 even though these now go only to 2030. The WEO 2008 estimates energy, electricity, and CO2 emissions by region. Its 2030 world emits 40.5 billion tons of CO2, 45 percent from electric power plants. The countries of the Organisation for Economic Co-operation and Development (OECD) emit less than one third of total global fossil fuel emissions and less than one third of global emissions from electric power production. By extrapolation, at midcentury the OECD could contribute only one quarter of the world’s greenhouse gas emissions.\nIt is hard for Western analysts to grasp the importance of these numbers. The focus of climate change mitigation today is on leadership from the OECD countries, which are wealthier and more risk averse. But within a decade, the targets under discussion today can be within reach only if mitigation is in full gear in those parts of the developing world that share production and consumption patterns with the industrialized world.\nThe map (see Figure 1) shows a hypothetical global distribution of nuclear power in the year 2050 based on a high-nuclear scenario proposed in a widely cited MIT report published in 2003.10 Three-fifths of the nuclear capacity in 2050 as stated in the MIT report is located in the OECD, and more nuclear power is deployed in the United States in 2050 than in the whole world today. The worldview underlying these results is pessimistic about electricity growth rates for key developing countries, relative to many other sources. Notably, per capita electricity consumption in almost every developing country remains below 4,000 kWh per year in 2050, which is one-fifth of the assumed U.S. value for the same year. Such a ratio would startle many analysts today – certainly many in China.\nThe Geography of a Hypothetical Nuclear Expansion to 1,500 GWe\nIn this scenario, 58 countries would be using nuclear energy, but only about 40 percent of the capacity would be in non-OECD countries. Source: Based on information from The Future of Nuclear Power (MIT, 2003).\nIt is well within limits of credulity that nuclear power in 2050 could be nearly absent from the United States and the European Union and at the same time widely deployed in several of the countries rapidly industrializing today. Such a bifurcation could emerge, for example, if public opposition to nuclear power in the United States and Europe remains powerful enough to prevent nuclear expansion, while elsewhere, perhaps where modernization and geopolitical considerations trump other concerns, nuclear power proceeds vigorously. It may be that the United States and other countries of the OECD will have substantial leverage over the development of nuclear power for only a decade or so.\nChange will not happen overnight. Since 2006, almost 50 countries that today have no nuclear power plants have approached the International Atomic Energy Agency (IAEA) for assistance, and many of them have announced plans to build one or more reactors by 2020. Most of these countries, however, are not currently in a good position to do so. Many face important technical and economic constraints, such as grid capacity, electricity demand, or GDP. Many have too few trained nuclear scientists and engineers, or lack an adequate regulatory framework and related legislation, or have not yet had a public debate about the rationale for the project. Overall, the iaea has estimated that “for a State with little developed technical base the implementation of the first [nuclear power plant] would, on average, take about 15 years.”11 This lead time constrains rapid expansion of nuclear energy today.\nA wedge of nuclear power is, necessarily, nuclear power deployed widely – including in regions that are politically unstable today. If nuclear power is sufficiently unattractive in such a deployment scenario, nuclear power is not on the list of solutions to climate change.\nNuclear power is not just another wedge. Briefly, here are some of the many distinctive attributes of nuclear power:\n- Time-tested. Relative to competing wedges like renewable energy and CCS, nuclear power has been in place longer. Commercial nuclear power has been deployed for about 50 years and today is found in 30 countries. Deployment is highly concentrated, however; 10 countries operate more than 80 percent of all power reactors.\n- Small physical flows. The thermal energy required to produce 1,000 MW of power for a year is released from the fission of only 1 ton of uranium in fuel produced from 200 tons of uranium, but from the burning of 3 million tons of coal. The flip side of compactness, of course, is that danger comes in very small packages: it takes only a few kilograms of fissile material to make a nuclear weapon.\n- Minimal CO2 emissions. About 90 percent of the CO2 is expected to be excluded from the atmosphere if coal power and gas power are combined with CO2 capture and storage. (The economic optimum percent, to be sure, depends on the CO2 emissions price.) In that case, the CO2 emissions from CCS power, nuclear power, and most forms of renewable energy are likely to be comparably small – all emitting less than 100 grams of CO2/kWh, one-tenth of the value for today’s coal plants.\n- Large, centralized plants with fixed output. To be economic, nuclear plants are large and connected to extensive electricity grids that distribute power over long distances. The power output of nuclear power plants is not easily ramped up and down, rendering it an inflexible component of an electric power system. The inflexibility of base load nuclear power and the intermittency of wind and solar energy share the feature that neither of these low-CO2 emitters can meet a time-varying demand for electric power without assistance from complementary systems: load-following and peaking plants and storage.\n- Safety makes all plants mutual hostages. The Three Mile Island and Chernobyl accidents of 1979 and 1986, respectively, taught the world that a nuclear power accident anywhere in the world affects the prospects for nuclear power everywhere. Nuclear energy is more “brittle” than other strategies to mitigate climate change, as one major future accident could overnight nullify the resources and time invested in nuclear power made up to that point.\n- Nuclear power plants are potential military targets. It is all too likely that a commercial nuclear power plant in a country at war would be attacked, with horrendous consequences. No taboo on such attacks exists today.12\n- Storage of spent fuel remains a problem. At the advent of nuclear power, its advocates promised that no future generation would need to attend to our wastes. That goal of early final disposal has proven to be overly ambitious. Today, the second best approach to the waste problem is interim dry-cask storage of nuclear spent fuel, now widely deployed, which provides a century-scale solution while the search for solutions that isolate nuclear wastes for millennia continues.\n- Coupling to nuclear weapons. With a nuclear power plant comes a fuel cycle, with a front-end that can require uranium isotope enrichment and a back-end that can entail the separation of plutonium and its insertion into commerce. Both the front- and back-end present significant and enduring challenges.\nFor the rest of this paper, we focus only on the last of these aspects of nuclear power. In our view, the fact that nuclear power is coupled to nuclear weapons is the most disabling attribute of global nuclear power at the present time.\nSeparated plutonium and highly enriched uranium are the key ingredients for making nuclear weapons. It is widely accepted that the production or acquisition of these fissile materials is the most difficult, visible, and time-consuming step in the proliferation process. Reprocessing and enrichment under national control essentially removes this obstacle and offers – intended or not – important latent proliferation capabilities.\nRegarding reprocessing and plutonium recycle, the world is now divided. Six countries reprocess their commercial spent fuel today. France, India, Japan, and Russia are deeply committed to reprocessing; China operates a pilot reprocessing plant and is contemplating commercial reprocessing today; and the United Kingdom is on the verge of abandoning reprocessing. The United States does not reprocess civilian spent fuel nor does it introduce plutonium into its power plants, policies established under Presidents Ford and Carter.\nThe principal arguments against plutonium recycling are that separation, stockpiling, transport, and use of plutonium create risks of diversion to military purposes and risks of theft, the latter being of particular concern in the context of efforts to prevent nuclear terrorism. Compared to other types of nuclear facilities, reprocessing plants are extremely difficult and costly to safeguard.\nThe bar graph (see Figure 2) shows the quantities of separated plutonium in the world today. Civilian-separated plutonium and military-separated plutonium are both roughly equal at about 250 tons.13 Military plutonium is in two categories: material in the weapons complex and material declared “excess” as a result of reductions from previous warhead levels. The bar graph also shows the substantial further reductions in military plutonium associated with nuclear weapons if the world’s weapons stockpile is reduced first to 15,000 and then 4,000 warheads.14 In this process, additional military stocks would become excess and would need to be disposed of. Over time, unless reprocessing of civilian spent fuel swiftly draws to a close, the world can expect to become increasingly preoccupied with latent proliferation and “breakout” 15 associated with civilian-separated plutonium – even if nuclear power does not expand significantly. A global nuclear power expansion with reprocessing makes matters much worse.\nMilitary- and Civilian-Separated Plutonium Today, and Military Plutonium in Weapons in a Disarming World\nWe assume an average of 4 kg of plutonium per warhead and a working stock of 20 percent. Civilian stockpiles are based on the latest declarations for the beginning of 2008. The current military stockpile carries an error bar of plus or minus 25 tons, largely because of the uncertainties in the estimate of Russia’s inventory. Source: Based on information from International Panel on Fissile Materials, Global Fissile Material Report 2009 (Princeton, N.J.:I PFM, forthcoming).\nSo far, no country that decided to pursue commercial reprocessing has managed to balance the rates of separation and use of plutonium, which has led to a continuous increase of civilian plutonium inventories over the past decades – hypothetically enough for more than 30,000 weapons.16 The flow of plutonium could be enormous in a world with much more nuclear energy. The 2003 MIT report works out the plutonium flows for a scenario with 1,500 GW of nuclear power where 40 percent of total capacity is from breeder reactors.17 About 1,000 tons of plutonium would be separated from the spent fuel each year to fabricate new fuel for these reactors. The IAEA cannot reduce the overall uncertainty of measurements for the annual material balance in reprocessing plants much below 1 percent.18 Assuming that 20 large-scale reprocessing plants existed in this world, the uncertainty would be equivalent to 500 kg of plutonium every year for every plant – enough for 60 bombs per year from each of these plants. Within these margins, the IAEA would be unable to confirm with high confidence that all material is accounted for. It is hard to see how these flows and levels of uncertainty could ever be acceptable, in particular with fuel cycles under national control.\nMany discussions of a potential global nuclear expansion posit that uranium resources will run short unless the world moves to the “closed” fuel cycle. In the case of the once-through fuel cycle, as noted above, about 200 tons of uranium are mined and purified for every ton of material fissioned each year in a 1GW reactor. This “inefficiency” has plagued nuclear engineers and reactor designers from the very beginning of the nuclear era. Already in 1944, a group of eminent scientists of the U.S. Manhattan Project devised the concept of the breeder reactor, which would produce more fuel than it consumes, because they were concerned that uranium might be too scarce to build even a small number of bombs.19 And since the 1950s, several countries have launched plutonium breeder reactor programs, motivated in part by concern that deposits of high-grade natural uranium ore might become scarce as nuclear power expanded.20\nThe argument for reprocessing based on the scarcity of uranium, however, is a weak one. Plutonium fuels will remain non-competitive compared to uranium fuels until the price of uranium increases to more than $500/kg of uranium, about four times its price today.21 The estimated global reserve is sufficient to fuel thousands of reactors. Even with a major expansion of nuclear power, availability and price of uranium will not significantly affect the viability or competitiveness of the once-through fuel cycle through 2050 and probably even beyond.\nUnlike reprocessing, uranium enrichment is an essential part of the nuclear fuel cycle today.22 As with reprocessing, however, even a relatively small enrichment plant is sufficiently large to support a significant military program. A standard 1 GW reactor requires about 20 tons per year of low-enriched uranium (LEU), which in turn requires 200 tons of natural uranium input to an enrichment plant. The same enrichment plant (the size that Brazil and Iran are currently building) with the same natural uranium input can be used to produce about 600 kg per year of weapons-grade highly enriched uranium (HEU), enough for 25 to 50 weapons per year.\nCentrifuge enrichment plants now dominate the modern nuclear fuel cycle, even though it was always understood that the technology is highly proliferation prone.23 They can be converted quickly from production of LEU to production of HEU.24 And they can be built clandestinely, a primary concern with Iran’s program today.\nEven if we assume that the accumulation of separated plutonium can be stopped in a world with a greater role for nuclear power, we are left with the problem of the spread of other sensitive nuclear-fuel-cycle technology (notably, centrifuge enrichment) to non-weapons states. Multinational ownership and control of sensitive fuel-cycle facilities would therefore seem to be a necessary element of a world where nuclear power is deployed widely but risks of nuclear war and nuclear terrorism are smaller than today.\nCan nuclear power be decoupled from nuclear weapons? From the very beginning of the nuclear age, it was understood that allowing nuclear facilities to operate under national control, even under international monitoring, carried serious risks. Nonetheless, civilian nuclear energy use and related proliferation risks received little attention for the first 25 years, while the nuclear arms race of the two superpowers was unfolding and the weapons programs in other countries were largely unconstrained.\nThe debate over alternative, multilateral approaches to the nuclear fuel cycle first engaged the world in the mid-1970s, and is now with us again.25 The nuclear industry, however, has traditionally been reluctant to acknowledge the connection between civilian and military use of nuclear energy. The Director General of the World Nuclear Association, an industry lobby group, recently said, “[T]he global non-proliferation and safeguards system effectively curtails any link between civil and military programs.”26 He added, “[W]hatever proliferation risk we face would be unaffected even by a 20-fold increase in the global use of safeguarded nuclear reactors.”\nWhat degree of decoupling of nuclear power from nuclear weapons could be accomplished with multilateral approaches? To answer this question, one must consider the points of view of both providers and recipients of nuclear technology.27\nNuclear-supplier states and today’s nuclear-weapons states emphasize the objectives of preventing the further spread of sensitive nuclear technologies and of ensuring that they are used only for peaceful purposes where they remain. Many states, however – in particular, recipient and non-weapons states – have different priorities. For them to support and participate in multilateral approaches and to forgo research and development of certain elements of the fuel cycle, they require specific incentives. Increased energy security through fuel assurances is often not one of them, because most states are already satisfied with the current market structure characterized by several independent and reliable fuel suppliers. The interests of many recipient states lie elsewhere.\nAmong many non-weapons states, there is broad dissatisfaction with the status and prospects of the Non-Proliferation Treaty (NPT). Their priority is limiting any differential nuclear weapons capability in their region, but they are also unhappy about the implementation of Articles IV and VI, which define rights and obligations with respect to peaceful use and disarmament.28 The current system of supplier states, which is based in the nuclear-weapons states and a few closely allied countries, is seen as a major expression of a distorted implementation of Article IV.\nSome proposals for multilateral approaches to the nuclear fuel cycle tend to increase this tension further by creating a two-tier world of “suppliers” and “users.” But other approaches recognize this dilemma. They envision a more active role for non-weapons states in the supplier market, for example, featuring participation in multinational enrichment plants.\nFuel-cycle facilities under multinational ownership and control are not a silver bullet, but they offer several important advantages vis-à-vis plants under national control. At a minimum, multinational plants can serve as a confidence-building measure through regional cooperation and make breakout politically more costly. Moreover, if sensitive technologies are used on a “black-box” basis, as they often are today in the case of centrifuge enrichment plants even in weapons states, participants would not unnecessarily acquire latent proliferation capabilities. Over time, multinational ownership and control could therefore alleviate concerns about parallel clandestine programs.\nIn support of sustainable one-tier arrangements, multinational ownership of fuel-cycle facilities in the nuclear weapons states and supplier states will be a necessary complement to similar arrangements in non-weapons states and recipient states. Eventually, conversion of all existing national enrichment plants to multinational ownership and control will be required. Enrichment providers will not easily cede control of their existing facilities and place them in a new, and initially uncertain, institutional framework. However, if nuclear disarmament proceeds and deeper cuts in nuclear arsenals are agreed upon, the weapons states – all of which have built or are building large-scale uranium enrichment plants – would themselves have strong incentives to embrace multinational controls as a way to constrain national breakout capabilities and reduce the risk of clandestine enrichment plants.\nNuclear power will confront two major tests in the coming decade. First, issues related to coupling to weapons must be resolved. Second, the cost of nuclear electricity must be demonstrated to be competitive. How should this next decade be used? We identify four priorities.\nFirst, to address the coupling to weapons, the once-through fuel cycle must become the norm. The trend of accumulating stockpiles of civilian plutonium must be stopped and reversed. Current reprocessing must be phased out so that there are no additions to the massive overhangs of separated plutonium now in place in countries that have been reprocessing, and work toward the safe disposal of existing separated plutonium stocks must begin. Moreover, all enrichment plants must be brought under effective multinational ownership and control.\nSecond, to improve the competitiveness of nuclear power relative to other sources of energy supply, reductions in construction and operating costs will be required. Broadly based sharing of information about the construction of new nuclear power plants is in the interest of the industry; such sharing should result in a firm understanding of the costs when best practices are pursued.29 Similarly, plant operation procedures for both new and existing plants (including operator training) could be coordinated internationally beyond the levels today.\nNot much new capacity is likely to be added to the grid in this decade,30 but the bottlenecks that today thwart expansion must be addressed. These include production of pressure vessels and other distinctive high-technology components, trained people, and regulatory and legal frameworks. To promote innovation and reduce concerns about the safety of older plants worldwide, incentives that today strongly favor plant-life extension should be revised in favor of retirement and new construction.\nThird, during the coming decade, the social contract between the nuclear industry and the public regarding burdening future generations with the management of nuclear waste must be renegotiated, so that interim storage of nuclear waste can become the option of choice for at least several decades. Drycask storage can be widely implemented. Development and exploration of potential sites for long-term geologic disposal of nuclear wastes can continue, but with reduced pressure to authorize long-term repositories.31\nFinally, research and development undertaken in the next one or two decades must support the transition to a nuclear fuel cycle compatible with nuclear energy on a larger scale and in more countries.32 Some of this activity must explore advanced safeguards techniques and further expand the idea of safeguards-by-design, which recognizes that plant design can “facilitate or frustrate” IAEA safeguards efforts.33\nWe end with four questions that we believe deserve much more discussion, and we provide tentative answers.\nWill nuclear energy fare better in a world where climate change is a priority? Not necessarily. Climate change policy could handicap fossil fuels but forcefully promote renewable energy and efficiency. Nuclear power’s short-term fate depends more on other factors, notably capital and operating costs, safety record, coupling to nuclear militarization, and the overall sense of competence and responsibility that the industry projects.\nCan we have much more nuclear energy without nuclear disarmament? Only with great difficulty. A multilateral nuclear disarmament process might be the most effective way – perhaps the only way – for states to move away from enrichment and reprocessing plants under national control. Proposals for multilateral approaches to the nuclear fuel cycle need to take the nuclear disarmament process, rather than traditional nuclear nonproliferation efforts, as their main frame of reference.\nCan we have nuclear energy in a nuclear-weapons-free world? A nuclear-weapons-free world would be more stable and more secure without nuclear energy. But a new framework for the nuclear fuel cycle could make nuclear energy compatible with a nuclear-weapons-free world.\nWill the nuclear power cure for climate change be worse than the disease? Every “solution” to climate change can be done badly or well. Done badly, it can be worse than the disease. Making climate change the world’s exclusive priority is therefore dangerous. It results in an overemphasis on speed of transformation of the current energy system and a dismissal of the very large risks of going too fast. Looming over energy efficiency is the shadow of excessive regimentation; over renewables, land-use conflicts (with food, biodiversity, and wilderness values); over carbon dioxide capture and storage, the environmental abuses that continue to characterize the fossil fuel industries; and over geoengineering, granting excessive authority to a technocracy. Looming over nuclear power is nuclear war.\nThe upper limits of climate change are terrifying, amounting to a loss of control of the climate system as positive feedbacks of various kinds set in. Nonetheless, at this moment, and conceding that such calculations can only embody the most subjective of considerations, we judge the hazard of aggressively pursuing a global expansion of nuclear power today to be worse than the hazard of slowing the attack on climate change by whatever increment such caution entails.\nIf over the next decade the world demonstrates that it can do nuclear power well, a global expansion of nuclear power would have to be – indeed, should be – seriously reexamined.\n1 The authors have benefited from numerous suggestions from Zia Mian. We are also indebted to Jan Beyea, Harold Feiveson, Steven Fetter, José Goldemberg, Robert Goldston, Robert Keohane, Scott Sagan, Sharon Squassoni, and Frank von Hippel for close readings of an earlier draft.\n2 Shoibal Chakravarty, Ananth Chikkatur, Heleen de Coninck, Stephen Pacala, Robert Socolow, and Massimo Tavoni, “Sharing Global CO2 Emission Reductions among One Billion High Emitters,” Proceedings of the National Academy of Sciences 106 (29) (2009): 11884–11888; www.pnas.org/content/106/29/11884.\n3 Stephen Pacala and Robert Socolow, “Stabilization Wedges: Solving the Climate Problem for the Next 50 Years with Current Technologies,” Science 305 (2004): 968–972. Here, we slightly redefine a wedge to refer to 4 billion tons of CO2 per year not emitted in 2050, versus 1 billion tons of carbon not emitted in 50 years in the 2004 paper.\n4 For the purposes of this paper it is a detail that the center of gravity of discussions since wedges were introduced in 2004 has moved toward tougher targets. The “two-degrees” target widely discussed today – an average surface temperature rise limited to 2°C greater than its pre-industrial value – requires that global CO2 emissions fall to half of today’s value by 2050. For such a tough target, less than 10 percent of the job is done by one wedge.\n5 We define a large plant to be one with a capacity of 1,000 MW, that is, 1 GWe, and base load to mean operating 8,000 hours per year. Our reference base load coal plant, somewhat more efficient than the coal plant one can build today, emits 800 grams of CO2 for every kilowatt-hour of electricity, or 6.4 million tons of CO2 per year. The nuclear plant displacing the coal plant has life cycle emissions of about 50 grams of CO2/kWh; its carbon intensity is 16 times less than a coal plant. Rounding off, 700 nuclear plants emit 4 billion tons less a year than 700 coal plants.\n7 Think of a nuclear plant displacing a coal plant half the time and a carbon-free renewable power plant the other half of the time, or, equivalently, a nuclear plant displacing a natural gas plant. Confirming this view, in 2006 the carbon intensity of average power was 56 percent of the carbon intensity of coal power; International Energy Agency, World Energy Outlook 2008 (Paris: OECD/IEA, 2008), www.worldenergyoutlook.org.\n10 The Future of Nuclear Power (MIT, 2003), web.mit.edu/nuclearpower. In MIT’s high-nuclear scenario, 14,100 TWh of nuclear power are produced in 2050, which corresponds to 1,760 GW of base load power running 8,000 hours per year. The MIT report calculates 1,609 GW of “equivalent capacity” by assuming constant output throughout the 8,760 hours of the year. The map rescales the mit totals to 1,500 GW of base load power to match the deployment scale chosen here.\n12 Several nuclear reactors were attacked and destroyed while under construction (that is, without risking radiological contamination): Iraq attacked Iran’s Busher reactors during the Iraq-Iran War; Israel destroyed Iraq’s Osirak research reactor in 1981 and perhaps another reactor in Syria in August 2007. Attacks on operational reactors were also considered. In 1991, Iraq fired a Scud missile with a cement warhead at Israel, apparently in an attempt to damage the Dimona reactor. The United States considered destruction of North Korea’s Yongbyon reactor in the early 1990s to prevent plutonium recovery from the irradiated fuel in the core. India and Pakistan are a notable exception: they have signed an agreement not to attack each other’s nuclear installations in the case of war.\n13 Separated means unaccompanied by large amounts of radioactivity, and therefore relatively easily accessed. Today, more than 1,500 tons of civilian plutonium have not been separated and are still in spent fuel.\n14 Under the planned START Follow-on Treaty, the United States and Russia have agreed to reduce their strategic nuclear warheads to 1,500–1,675 by 2016. According to estimates by the Federation of American Scientists, however, each country is expected to retain a total of about 7,000 warheads since they will continue to have non-strategic warheads, weapons in reserve, and weapons awaiting dismantlement. The global stockpile of nuclear weapons could therefore be on the order of 15,000 warheads. In a subsequent reduction, the United States and Russia might reduce to 1,000–1,500 total warheads on each side, which could correspond to 4,000 nuclear weapons worldwide.\n15 Breakout describes a scenario in which a host state begins production of fissile materials for weapons purposes (without concealing this effort) at a facility that was previously used for peaceful purposes.\n16 International Panel on Fissile Materials, Global Fissile Material Report 2008 (Princeton, N.J.: IPFM, October 2008), Appendix 1A; www.ipfmlibrary.org/gfmr08.pdf. Germany is the only country that managed to stabilize and gradually draw down its plutonium stockpile after having stopped shipping spent fuel for reprocessing (in France and the United Kingdom) in 2005.\n17 This is a balanced thermal and fast reactor system in which the plutonium generated in the spent fuel from the fleet of light water reactors is used to fuel a fleet of fast reactors operated in a burner mode. The Future of Nuclear Power, Appendix Chapter 4, 124–126.\n18 Shirley Johnson, The Safeguards at Reprocessing Plants under a Fissile Material (Cutoff) Treaty, IPFM Research Report 6 (IPFM, February 2009), www.ipfmlibrary.org/rr06.pdf.\n20 Thomas B. Cochran, Harold A. Feiveson, Frank von Hippel, Walt Patterson, Gennadi Pshakin, M. V. Ramana, Mycle Schneider, and Tatsujiro Suzuki, Fast Breeder Programs: History and Status, IPFM Research Report 8 (IPFM, forthcoming).\n21 For this estimate, we assume typical transaction costs for the various steps of the fuel fabrication process, in particular $1,000/kg and $1,500/kg for reprocessing and MOX fuel fabrication. For the methodology, see The Future of Nuclear Power, Appendix Chapter 5.D. Our value for reprocessing is conservative. For example, the levelized cost of reprocessing at Japan’s new reprocessing plant is about $3,750/kg. In general, fuel costs of nuclear energy are small compared to capital costs. Costs of standard LEU fuel add up to about 0.9¢/kWh, which is on the order of 10 to 20 percent of the levelized cost of electricity from nuclear energy.\n22 The most common reactor type requires LEU (3 to 5 percent uranium-235, as compared to 0.7 percent of this isotope in naturally occurring uranium). LEU is not usable for weapons, but the same enrichment facility can in principle produce weapons-grade HEU(for instance, 90 percent uranium-235). In principle, nuclear energy can be deployed and used without relying on enrichment or reprocessing. For example, Canada’s original CANDU reactor design, which is natural-uranium fueled and heavy-water moderated and cooled, requires about 25 percent less uranium than a typical light water reactor.\n23 More than 25 years ago, Allan S. Krass and coauthors recommended a shift toward proliferation- resistant enrichment technology, with plants operated under the authority of an International Nuclear Fuel Agency (INFA). With regard to centrifuge technology, they concluded: “Unfortunately . . . a number of operating facilities already exist. Preferably, these facilities should be shut down and dismantled”; Allan Krass, Peter Boskma, Boelie Elzen, and Wim A. Smit, Uranium Enrichment and Nuclear Weapon Proliferation (London and New York: Taylor & Francis/Stockholm International Peace Research Institute, 1983); free electronic access at books.sipri.org. Besides centrifuge enrichment technology, there is now also renewed interest in laser isotope separation (LIS), a technology that has been explored off and on since the 1970s as a “next-generation” process for uranium enrichment. In July 2009, Global Laser Enrichment, a joint venture, submitted a license application for a large laser-enrichment plant in the United States; if it decides to move forward, it wishes to begin commercial operation in 2012. Little is known about the details of the LIS process, and no dedicated IAEA safeguards approach now exists. It is likely that the technology will raise proliferation concerns similar to those of centrifuges.\n25 The current debate gained momentum in October 2003 when The Economist published an article by IAEA Director General Mohamed ElBaradei, in which he acknowledged the shortcomings of the current nonproliferation regime; “Towards a Safer World,” The Economist, October 16, 2003.\n26 John Ritch, The Necessity of Nuclear Power: A Global Human and Environmental Imperative, World Nuclear University, “Key Issues in Today’s World Nuclear Industry,” Balseiro Institute, San Carlos de Bariloche, Argentina, March 10, 2008, www.world-nuclear.org.\n27 For detailed discussion, see: Multilateral Approaches to the Nuclear Fuel Cycle: Expert Group Report Submitted to the Director General of the International Atomic Energy Agency, INFCIRC/ 640 (Vienna, Austria: International Atomic Energy Agency, February 22, 2005); Alexander Glaser, Internationalization of the Nuclear Fuel Cycle, International Commission on Nuclear Non-proliferation and Disarmament, ICNND Research Paper No. 9, February 2009; and Y. Yudin, Multilateralization of the Nuclear Fuel Cycle: Assessing the Existing Proposals (New York and Geneva: United Nations Institute for Disarmament Research, 2009).\n28 From this perspective, Article IV is particularly unbalanced. Besides guaranteeing the “inalienable right . . . to develop research, production and use of nuclear energy for peaceful purposes without discrimination,” Article Ⅳ also specifies that states with advanced nuclear technologies should cooperate in contributing to “the further development of the applications of nuclear energy for peaceful purposes, especially in the territories of nonnuclear-weapon States Party to the Treaty.”\n30 A new study by the U.S. National Academy of Sciences estimates that “as many as five to nine new nuclear plants could be built in the United States by 2020.” The National Academy of Sciences and the National Academy of Engineering, America’s Energy Future: Technology and Transformation, Summary Edition (Washington, D.C.: The National Academies Press, 2009), 112; http://www.nap.edu/catalog.php?record_id=12710.\n32 For example, increasing the burn-up of standard LEU fuel could improve overall economics of the once-through fuel cycle and also reduce uranium requirements to some degree. Using thorium fuel in new light water reactor types as a partial substitute for standard LEU fuel could be another productive field of mid-term research. If implemented sensibly, thorium use would also reduce the total amount of plutonium embedded in spent fuel from light water reactors and perhaps reduce some proliferation concerns of the once-through fuel cycle.", "label": "No"} +{"text": "The Crystallisation Crucible is a crafting machine added by GregTech 6. It creates Silicon and Redstone Alloy Boules from molten Silicon or Redstone Alloy, Silicon or Redstone Alloy Dust, and a noble gas. It is required for creating circuits.\nThe Crystallisation Crucible is powered by heat or HU provided by a burning box or electric heater.\nRecipe[edit | edit source]\nUsage[edit | edit source]\nThe Crystallization Crucible crafts a single Boule from four units of Silicon or Redstone Alloy, plus 1000L of a noble gas (one of Helium, Neon, Argon, Krypton, Xenon, or Radon, obtained by centrifuging compressed air cells). The four units of material are provided as one tiny dust plus the remainder (560L) as molten material. The Crucible may also craft nine Boules in one extended operation, if provided with one normal dust, 35 units (5040L) of molten material, and 9000L of noble gas.", "label": "No"} +{"text": "BRUSSELS, Belgium_The European Commission urged EU nations Tuesday to force airlines to cut carbon dioxide emissions to help bring down greenhouse gases in line with the 1997 Kyoto treaty.\nEU Environment Commissioner Stavros Dimas said EU nations may miss the 2012 emission targets unless further measures are taken to bring down greenhouse gases.\n\"I therefore urge them to do this swiftly,\" he told a news conference.\nDimas said emissions from the EU's 15 most industrialized nations - including Germany, Britain, France, Italy, Spain and the Netherlands - in 2005 were 2 percent below those of 1990.\nHe estimated this will rise to 7.4 percent below by 2010, just shy of the Kyoto treaty's ultimate target of an 8 percent cut by 2012.\nTo make that happen, Dimas has proposed forcing airlines to contribute to the lowering of greenhouse gas emissions. Currently exempted, the airline industry opposes his suggestion, now being debated by EU governments.\nEU officials say the 15 most industrialized EU nations can cut greenhouse gases by 11.4 percent by 2012 if the airlines participate in meeting Kyoto targets, and if tax breaks and incentives such as traffic congestion charges for cars are implemented.\nAt a Dec. 3-14 climate conference in Bali, the EU will push for a 'roadmap' for a new UN climate change agreement to succeed the Kyoto treaty that expires in 2012.\nEU officials said the ambition must be to halve global greenhouse gases emissions by 2050 from the 1990 level.\nIn a series of reports leading up to the Bali conference, a U.N. panel of scientists has called global warming \"unequivocal,\" forcing sea levels up and threatening water and food supplies.\nOn Tuesday, EU officials welcomed the plan of Australia's incoming government to ratify the Kyoto agreement after a decade on the sidelines with the United States.\nEU officials, speaking privately, said they see a growing awareness in the United States and China to be more active in reigning in global warming.\nLast March, EU leaders pledged the EU would cut its greenhouse gas emissions by 30 percent below 1990 levels by 2020 if other developed countries do likewise. If not, the EU will cut its emissions by at least 20 percent by 2020.\nOn the Net:", "label": "No"} +{"text": "Guest post by Francois Galgani, IFREMER\nBecause of its energy independence, its long-duration persistence and its cost-effective operation, the Wave Glider platform is able to collect and transmit data over distances of thousands of miles across wide geographic areas and specific areas of interest and operation. Many applications have been described but to date, the use of video has not been tested for regular and long distance surveys. A first application of video camera to monitor surface/subsurface marine litter at sea was tested in 2013 (Galgani et al., 2013), using a a HD GoPro HERO2 Long-Play camera in resistant tube fixed on ballast, sea surface oriented to enable observation in the 0-4.5 meters subsurface layer. A speed never above 1.5 knots and the immersion of the camera provided consistent and stable images along straights routes.\nDuring an additional experiment performed recently by IFREMER and Lamma using a Wave Glider (SV3 066, Lamma/IFREMER), the video system was replaced by a camera in order to facilitate the management and storage of data (images) and to support the future development of a data screening system using an image analysis software.\nThe robustness of the system was tested in July 2018 during a 4.5 day survey, and retested in 2019 in a large pelagic protected area (Pelagos Sanctuary, North Western Mediterranean Sea; analysis of 2019 data in progress).\nIn order to save space and autonomy, the prototype camera was supplied on board through a solar panel, allowing continuous use. The choice was made to shoot in “Photo” mode using a GoPro HERO3, with an acquisition every 7 seconds to limit the number of images, enabling full coverage of the track without overlapping images. The camera (256 GB memory card) was mounted on the sub ballast, oriented at 45° for a surface coverage of 12.4 meters in width.\nGood quality images were obtained enabling observations of both litter and large planktonic organisms or fish. Approximately 45,000 images were obtained over a period of 4.5 days (images taken between 07:00 and 21:00).\nIn July 2018, a survey was performed to test the possible long range survey of subsurface marine litter. The survey was possible with consistent data and 45,000 stable images recorded, enabling an assessment of marine debris in the sub surface layer (0-4.5m). 6 debris per km2 were counted, in the range of visual observations (Suaria et al., 2017).\nResults showed the possible long-term and large scale utilization of the Wave Glider as a tool for monitoring marine litter. It is well adapted to cover large coastal or oceanic zones, including large MPAs, to monitor surface (0-4.5m) debris, and demonstrates strong potential for remote areas.\nLearn more about the work IFREMER does to understand our oceans.\nPhotos: S.D’entrecolas and F. Galgani/IFREMER", "label": "No"} +{"text": "I don't entirely understand the why, but here is what I do know. The main reason for this convention is that F2-F1 gives a plot where the X axis better matches tongue position in back round vowels. The problem with bare F2 is that it makes vowels positions slope to the right as you go up (with [u o ɔ] not matching [ɯ ɤ ʌ]), but F2-F1 makes the back round vowels track actual tongue position, so that they slope to the left. The exact reason for this is somewhat mysterious to me.\nPart of the mysterious nature of the relationship between formants, tongue position and vowel charts comes from the traditional habit of thinking of vowel articulations as being a governed by two independent factors. However, a lifetime of work by Fant and others has demonstrated that a better model is a tube with a constriction, so there is as a first approximation only one factor (the second approximation adds differences in tube length, as a function of lip protrusion).\nRounding lengthens the tube, which lowers all formants. The effect of rounding is greatest on F2, and it is greatest in back vowels. This bit of subtractive magic has the effect of \"figuring out\" what the lowering contribution of rounding is, and mostly removing it from the vowel plot. What is left, then, is an X value more based on tongue position, rather than the total length of the front tube.", "label": "No"} +{"text": "Rainbows always capture our imaginations, and we've started a story about one on this worksheet - the kids just need to carry it on...\nRainbow Story Starter\nTrace the outlines of the rainbow on this tracing page – fun for a weather-themed pencil control activity. Kids can colour in the rainbow after tracing the outline!\nHere's a fun printable about a rather interesting puddle, to encourage some creative writing. We've started the story - all the children have to do is write down what happens next!", "label": "No"} +{"text": "Exploring Lake Superior: Researching the water and waves\nTrue to Gitche Gumee’s character, a day spent on the UMD research vessel Blue Heron required preparation for all weather conditions.\n“We’re just headed up kind of near Stoney Point today,” Craig Hill said.\nHill is an assistant professor of mechanical and industrial engineering at the University of Minnesota-Duluth.\n“I’m from Minnesota,” he said. “I spent my summers in northern Minnesota, and being able to come here to Duluth and have some of my research and some of the teaching I do centered around Lake Superior and the Great Lakes is really something that I love to do.”\nOne of his research goals is to see how new, lower-cost systems work collecting data on the Great Lakes.\n“We’ve completely designed and built in-house a small observation buoy,” Hill explained. “It measures air temperature, water temperature, wave heights and directions, GPS coordinates.”\nHill called the Acoustic Doppler Current Profiler that was being dropped into Lake Superior the “underwater workhorse” of the project. It will record 20 minutes of data every hour for the next couple of months.\nCheaper devices might help researchers like Hill fill a data gap.\n“I think over the last 40 years, about 98% of the measurements we have on the surface of the water come during a six- or seven-month period,” he said. “So we really have a big data gap in the wintertime.”\nJonathan Book, a senior mechanical engineering student at UMD, helped build the device.\n“This is designed to be a low-cost buoy that you can put out there as long as you need to. If the ice wrecks it or you lose it in a storm, it’s not that big of a deal,” Book said.\nThe whole project has been student-led and went through several semesters of design. So Book was excited to be there when it went in the water.\n“This was one of the first things I really got to start working on in a formal manner, not just a little project at home,” he said. “And seeing it on the CAD model and seeing it in real life all put together out in the water, I mean, that’s pretty cool.”\nIt’s the kind of experience that can mold a career.\n“I used to be steering towards aerospace, but now I think I’m steering more towards marine,” Book said.\nThe Big Lake’s unpredictability presents a fun challenge too.\n“We’re completely at the mercy of Lake Superior,” Hill said. “You come out here hoping everything’s going to go smoothly, and really it’s like a small ocean when you’re out here. The waves got maybe 4 or 5 feet tall when we were out there, but that’s nothing compared to the storms we’ll get this fall.”\nWhether it’s foggy and choppy, as it was when the Blue Heron left the dock, or sunny and smooth like when it returned, Lake Superior influences many lives.\n“The more data we have, whether it’s about water quality or what the surface conditions are like, that data helps us make informed decisions,” Hill said. “You have to have a lot of respect for Lake Superior.”", "label": "No"} +{"text": "A sample of an essay on to kill a mockingbird about symbolism story, but for the messages concerning education, racism, and other problems of her time. The next time someone doesn't understand systemic prejudice, send them running processes and executing rule-based symbolic manipulation,” from stop & frisk to unarmed black men getting killed on a regular basis. Keywords: racism, comfort zone, symbolic/realistic threats breed, a (2014, december 7) police killing data filled with many unknowns retrieved from.\nFree essay: analyse how symbolism was used to convey an interesting idea in an extended written text prejudice, in the 1930s, was an. Bias: an inclination of temperament or outlook prejudice is, in a sense, a form of bias and to a police officer being put on the case of their spouse's murder bias has a far more nuanced meaning and expresses a more nuanced feeling,.\nPrejudice is an idea or opinion that is not based on fact, logic or actual experience in to kill a mockingbird by harper lee, some citizens look down on the. To kill someone without hesitation, mercy, or discernment the general warned the rebels that they must either surrender or be killed with extreme prejudice. A secondary school revision resource for gcse english literature about the themes in harper lee's to kill a mockingbird.\nPrejudice is an affective feeling towards a person or group member based solely on that person's group membership the word is often used to refer to. Play on the term “terminate with prejudice” when an employee's employment is terminated, meaning “will not rehire employee to same position in future” (ie, prejudiced against rehiring), hence “terminate definitively, ie, kill. Harper lee effectively uses symbolism throughout her novel, to kill a mockingbird tim johnson is another symbol of prejudice and his shooting by atticus is. Symbolism of the mockingbird in to kill a mockingbird by harper lee boo radley represents a mockingbird slain by society's prejudice. Poll: majority sees confederate flag as southern pride symbol, not racist the confederate flag as a symbol of racism, just 25% of whites agree since nine african-american churchgoers were killed by a white man who.\nAfter the bubonic plague broke out in 1348 and eventually killed more than termed laissez-faire, symbolic, or modern racism, that amounts to a “kinder, gentler. The rabid dog is a symbol of the racism that is in the town racism, like the disease of rabies, will continue to spread unless it is shot down in its path the rabid. Accordingly, most prejudices have some functional significance for the ninety-two percent of black murder victims and 666 percent of white murder victims.\nThis article begins with the link of culture to prejudice, noting specific tutsis ( and many hutus) by hutus in rwanda to the mass killing of 70 people, mostly youths, this definition of culture, like most definitions that take a symbolic, process,. Get everything you need to know about prejudice in to kill a mockingbird analysis, related quotes, theme tracking. The title of harper lee's 1960 classic to kill a mockingbird is like that for me, to the plot, but it carries a great deal of symbolic weight in the book of democracy when prejudice, myth, and misinformation go unchecked.\nA social media post claims that levi's two horse logo is a racist symbol that represents a slave's being killed. Here, the analysis of religion as a meaning system illuminates how traditional psychological perspectives on religion and prejudice are.\nStereotyping often results from, and leads to, prejudice and bigotry 2 of receiving a death penalty than whites convicted of first degree murder, for example what was the significance of the us supreme court decision in brown vs. Prejudice definition is - injury or damage resulting from some judgment or action of the stun belt and leg braces that arias wore during trial (as do most murder . They enforced prejudices and social hierarchies, but they also inspired unlikely of monsters reflect the ambiguities in the meaning of the word itself images like these—no less than those of dragons or child-killing. Free essay: “to kill a mocking bird” is a novel which was written by harper lee in my essay i will discuss how harper lee explores the theme of prejudice by.", "label": "No"} +{"text": "One of the main challenges of urban wind energy harvesting is the understanding of the flow characteristics where urban wind turbines are to be installed. Among viable locations within the urban environment, high-rise buildings are particularly promising due to the elevated height and relatively undisturbed wind conditions. Most research studies on high-rise buildings deal with the calculation of the wind loads in terms of surface pressure. In the present paper, flow pattern characteristics are investigated for a typical high-rise building in a variety of configurations and wind directions in wind tunnel tests. The aim is to improve the understanding of the wind energy resource in the built environment and give designers meaningful data on the positioning strategy of wind turbines to improve performance. In addition, the study provides suitable and realistic turbulence characteristics to be reproduced in physical or numerical simulations of urban wind turbines for several locations above the roof region of the building. The study showed that at a height of 10 m from the roof surface, the flow resembles atmospheric turbulence with an enhanced turbulence intensity above 10% combined with large length scales of about 200 m. Results also showed that high-rise buildings in clusters might provide a very suitable configuration for the installation of urban wind turbines, although there is a strong difference between the performance of a wind turbine installed at the centre of the roof and one installed on the leeward and windward corners or edges, depending on the wind direction.\nOn the Wind Energy Resource Above High-Rise Buildings / Vita, Giulio; ( (S))arki('(c))-Glumac, Anina; Hemida, Hassan; Salvadori, Simone; Baniotopoulos, Charalampos. - In: ENERGIES. - ISSN 1996-1073. - ELETTRONICO. - 13:14(2020), p. 3641. [10.3390/en13143641]\n|Titolo:||On the Wind Energy Resource Above High-Rise Buildings|\n|Data di pubblicazione:||2020|\n|Digital Object Identifier (DOI):||http://dx.doi.org/10.3390/en13143641|\n|Appare nelle tipologie:||1.1 Articolo in rivista|", "label": "No"} +{"text": "This is an introduction to the key abstractions used in the Pyro Robotics system. This module provides an exploration of the objects and their attributes, properties, and methods. When completed, the reader should be able to discuss the design of robotics controllers.\nOverview of Pyro Objects\nPyro is written using object oriented programming (OOP) in Python. There are four main classes in Pyro: robot, brain, gui, and engine. This module will explore these objects and how they interact to form the core of Pyro.\nIn order to do anything in Pyro, you will need a Pyro robot instance. All robot types are extensions of pyrobot.robot. The following table shows the names of robots and their corresponding simulator or hardware.\n|Pyro Robot Name||Pyro Simulator Name||Robot Hardware|\n|Player6665, Player6666||StageSimulator, GazeboSimulator||Pioneer family, ER1, Khepera, B21R, etc.|\n|Khepera, Hemisson||N/A||Khepera 1 and 2, Hemisson|\n|Robocup, RobocupTeamA, RobocupTeamB||RobocupSimulator||N/A|\nEach simulator is actually a different process, and each one has its own method of talking to Pyro. For example, the simulator for the Pyrobot robots uses ports, while KheperaSimulated uses shared memory.\nIt is generally a requirement to start up any simulator before attempting to load the corresponding Pyro robot instance. On the other hand, you should stop Pyro before stopping a simulator. Consider a simulator to be the server, and Pyro the client. A server will stop when Pyro is stopped.\nRobot objects are responsible for the details of interfacing with the simulators and real hardware. All robots are defined in the pyrobot/robot/ directory. For example, the following files have the details of connecting onto the symbolic Pyrobot simulator, Player, and Khepera robots, respectively:\npyrobot/robot/symbolic.py pyrobot/robot/player.py pyrobot/robot/khepera.py\nFor some robots, this involves many details. You may find that some of the lowest-level details are in a lower-level directory of pyrobot/robot/. But all robots get their core definition from:\nRobot instances are passive objects: they only do things when a brain or gui object tells them to. They command the motors of real and simulated robots, but only as directed by a brain.\nEach robot has exactly one brain. All brains are extensions of:\nBrains are themselves extensions of threads. Thus, brains are capable of running on their own, in their own process. Sometimes a brain may have multiple behaviors, but they all run in a single thread.\nBrains may operate continuously, but they do so one step at a time. Most brain threads call their step() methods about 10 times per second. But you can implement your own brain that steps many thousands of times a second.\nIf you have loops (for or while loops, for example) in your step function, you may experience erratic behavior, either in the robot or in the gui. Remember that step() is already in a loop, and runs many times a second.\nEach brain/robot pair has an associated graphical user interface, or gui. The basic gui is defined in:\nThe gui is responsible for drawing things, if necessary. There are two main gui's, and they must be indicated on the command line:\npyrobot -g tty # A basic TTY console non-gui pyrobot -g tk # A Tk-based graphical interface\nThe tty gui is a bare interface to provide interaction and control over a slow connection, such as wireless. The tk gui will ask the robot (and its devices) for data so that it can render visual representations. Note that the tty GUI does not update devices' displays. If you run with the tty gui and wish to have graphical windows (for example, on a camera) then you will need an camera.updateWindow() call in your brain.\nFinally, the engine is the last main object. The engine is designed as a container for the brain/robot/gui trio (and some other overhead objects). The engine is the place where the above objects can find each other. You can find the engine definition in:\nYou can ignore engines, as they are not seen unless you want to write raw Python code to control multiple robots.", "label": "No"} +{"text": "or call us at: (832) 699-9265\nSinus infections are common problems for toddlers and children. A sinus infection, also known as sinusitis, is the inflammation of a toddler’s nose and sinuses. Sinus infections, especially in children, should be treated as soon as possible. This is because children’s immune system is weak and might not be able to deal with such infections.\nIn addition to understanding the basics of treating sinus infections in toddlers, a parent must also understand the common causes of sinus infections in toddlers.\nIf the sinus infection occurs while a toddler is suffering from a common cold, it usually is a viral sinus infection. If it occurs following a common cold, then it’s a bacterial sinus infection.\nBecause of the possibility of a toddler experiencing a sinus infection associated with or following a common cold, great care should be taken to treat the symptoms of that common cold when they first appear.\nA toddler that experiences or suffers from seasonal allergies is quite likely to be afflicted with a sinus infection as well. As is the case with a common cold and an associated sinus infection, a parent is wise to take a proactive course in addressing the prospect of an allergy related sinus infection. If a parent detects that a child is suffering from the early symptoms of seasonal allergies, he or she should take immediate steps to address the allergies.\nBy taking a proactive stance, a parent is best able to prevent a toddler from experiencing a sinus infection associated with seasonal allergies. Because of the young age of a toddler, a doctor should be consulted to determine the most appropriate course of treatment for seasonal allergies.\nAs is the case with the common cold and seasonal allergies, the flu is another cause of a sinus infection in toddlers. Indeed, the flu is a serious condition for a toddler. A parent with a child who appears to have the symptoms of the flu should seek prompt medical attention not only to control the symptoms of that illness but to prevent or address the onset of a sinus infection as well.\nColds and flus can be passed from one child to another when they are in close proximity. Indeed, perhaps the most common cause of a sinus infection in toddlers is exposure of these young children to peers suffering from the cold or the flu.\nA toddler runs the risk of a sinus infection through his or her own unclean hands. A child can catch a cold or the flu in this manner, which can lead to a sinus infection. A parent needs to be diligent in keeping his or her child’s hands as clean as possible.\nSimilarly, unclean toys can be the source of a cold or the flu, which can lead to a sinus infection. For this reason, a parent need to be diligent in keeping a toddler’s toys as clean as possible.\nFinally, toddlers fairly regularly catch “bugs,” including a cold or the flu from a parent. Again, this can lead to a sinus infection. A parent needs to avoid contacting the child if or she is suffering from a cold or a flu.\nIf you suspect that your child little one has a sinus infection, you should seek help as soon as possible. Contact us today to book an appointment.", "label": "No"} +{"text": "National Naval Responsibility Initiative\nThe Navy and Marine Corps operate on—and above, under and from—the sea. The maritime environment extends from the sea floor to space and includes the land battlespace that is reached from the sea. It is complex and challenging, and it makes Naval operations inherently difficult and dangerous even under the best conditions. The Department of Navy (DoN) has therefore historically placed great emphasis on maintaining a vigorous science and technology program in those areas where research is critically important to maintaining naval superiority.\nMany of those areas, uniquely important to the Navy and Marine Corps, are simply not addressed by research investments from the other Services, or for that matter from the National Science Foundation, the National Institutes of Health, other federal research establishments or even private industry. This means that the health, strength and growth of our scientific and technical capabilities in those fields depend upon the DoN.\nOn behalf of the DoN, the Office of Naval Research (ONR) must ensure continuing U.S. leadership in these vitally important scientific and technical disciplines. It does so through research, recruitment and education, all done with a view to sustaining an adequate base of talent and the critical infrastructure necessary to carry out research and experimentation.\nHow does DoN determine its National Responsibilities?\nIn consultation with experts drawn from the National Academies and elsewhere, ONR identifies National Naval Responsibilities. ONR looks at various scientific fields and assesses:\n- The scope of naval responsibility\n- Funding and funding trends\n- The scope, degree, stability and trend of non-Naval funding\n- The scientific and technological performer base—in academia, government and industry\n- The scientific and technological infrastructure\n- The scientific and technological knowledge-base—including graduate and post-doctoral programs in the area\n- The prospects of integration with and transition to engineering development and acquisition programs.\nWhat does DoN do to meet its National Responsibilities?\nAbove all, it seeks to keep the field healthy by giving it stability. ONR finds relevant programs and allocates resources to them. It keeps key areas of basic and applied research strong, and it balances theoretical, empirical and field work to sustain a research infrastructure. It actively seeks to attract talented investigators to the field through civilian and military fellowships, and by supporting entry-level faculty. And finally the ONR establishes centers, real and virtual, of integrated research when appropriate.\nWhat are the National Naval Responsibility Programs?\nONR-approved National Naval Responsibility initiatives include:", "label": "No"} +{"text": "1. Like any art, poetry is defined by Aristotle as what?\n2. In what three ways does Aristotle differentiate various art forms from one another?\n3. Aristotle explains that the medium specific to poetry is one that uses what?\n4. How does Aristotle differentiate poetry from prose?\n5. The object poetry portrays is what, according to Aristotle?\nThis section contains 6,101 words\n(approx. 21 pages at 300 words per page)", "label": "No"} +{"text": "What are some of the challenges with local anesthetic?\nOne of the parts of most visits to the dentist is local anesthetic or getting frozen as people often say. It is interesting to note that the first local anesthetic was actually cocaine. Cocaine was first isolated in the 1860’s and first used clinically in 1884. While the local anesthetic effect was a good thing, the addiction it produced, of course, was not. In 1905, chemists managed to change the cocaine molecule in such a way that the addictive effects were eliminated and much of the local anesthetic effect was retained creating procaine (Novocaine). The disadvantages of this new local anesthetic included a high allergic potential, it took a long time to produce numbness, and it wore off very quickly. The first modern local anesthetic was lidocaine which was invented in the 1940’s. Lidocaine produced much deeper local anesthesia, had a much shorter onset, and with the addition of epinephrine, lasted several hours. Lidocaine was the first of the broad category of the local anesthetics used today (called amide type anesthetics). The latest addition to the local anesthetic lineup is Articaine and represents a major advancement in anesthetic technology. It diffuses through bone much more effectively than previous types of anesthetic thus nearly eliminating the need for difficult and less reliable block type anesthesia on all but the lower molars. Articaine has been used in Europe since 1976, Canada since 1983, and was only approved for use in the USA in 2000. There are other kinds of anesthetic in this amide type group. Each has its own advantages and disadvantages.\nFor all but the lower molars, infiltration (placing the anesthetic right next to the tooth needing to be numb) is the method of choice. Infiltration is reliable, usually gets only a small area numb, and takes effect within only a few minutes. This type of anesthesia presents little challenge most of the time. However, for the lower molars, the situation is quite different. The bone in the lower molar region is too dense for infiltration to be effective. This area requires another anesthetic technique called block anesthesia. In block anesthesia, the anesthetic is placed near the entrance into the lower jaw of the nerve supplying the lower molars (the inferior alveolar nerve) quite far behind where the teeth are located. Individual anatomy presents a unique challenge to anesthetizing (freezing) the lower molars. The opening for the inferior alveolar nerve can be located in a spot that is not the most common spot. As well, there can be several openings for the nerve, all of which would have to be anesthetized in order to achieve numbness of the lower molars. There is little chance the dentist will have access to the kind of imaging required to know of these significant anatomic irregularities in his individual patient. Block anesthesia typically anesthetizes a much larger area than infiltration and takes quite a bit longer to take effect and to leave the area after the work is done. Success rates for profound anesthesia to the desired teeth approach 100% when infiltration can be used, but when block anesthesia has to be used (for lower molars), success rates for the first cartridge of anesthetic deposited in the area range between 21% and 67%. Another cartridge is often required, and sometimes a supplemental technique is also required in order to achieve the required amount of numbness in the tooth to be treated.\nOther challenges to anesthetizing patients include substance abuse. Patients who abuse alcohol regularly or are recreational drug users present unique problems to effective anesthesia for dental procedures. Often, these patients require more anesthetic and more time for the anesthetic to begin to be effective. Active glue sniffing presents significant anesthesia problems that often cannot be overcome with regular techniques. As well, the mind is a powerful force. People who are very afraid or who are certain they cannot become numb will have difficulty being anesthetized. Medications to alleviate anxiety can be considered for this kind of person.\nThere is ongoing research on alternate anesthesia techniques including electrical devices as well as acupuncture. Continued advancement in the chemistry of injection type anesthetics is probable. Make sure you communicate any fears you might have or other concerns about local anesthesia to your dentist. Ask your dentist if you would like more information about local anesthesia.\n- This article was written by Dr. Mike Christensen and published in the Daily Miner and News, and Enterprise. Local Kenora News Publicatons (1998-2006)", "label": "No"} +{"text": "PITTSBURGH (KDKA) – Identical twins Jocelyn and Haley Lehotsky have the same embarrassing problem — they sweat too much.\n“We would sweat through anything. Couldn’t wear, like, light clothing. You’d have sweat marks really bad,” says Jocelyn.\n“Presentations, too. When you get the anxiety and just make it even worse, then, and think, oh, am I sweating?” says Haley.\nThey have a condition called hyperhidrosis, or excessive sweating. It usually happens under the arms or on the palms of the hands or soles of the feet. It affects three out of every 100 people.\n“It can be made worse by things like feeling stressed or maybe feeling embarrassed, but even in moments when you’re not under stress, it will just sort of occur,” says Dr. Brian Horvath of Hovath Dermatology.\nIt can be hereditary. Less commonly, it can be from a medicine or a tumor, but the sweating tends to be all over in those cases.\nThe twins have tried special antiperspirants.\n“You’d put it on before bed, and it would burn your armpits, or you’d get cuts from it, because it was so strong,” Jocelyn said.\nThey also tried pills.\n“With the pills, you get the dry mouth, and it’s just hard to like, talk to people for extended amount of time,” says Haley.\nThey even tried Botox.\n“Botox is a very effective treatment, that stops sweating for about six months,” says Dr. Horvath.\nSo, the need for something better and less painful led to a new option that has just come on the market — a wipe called Qbrexa.\n“That medicine actually stops the sweat glands from getting the signal to start sweating. They never sweat in the first place,” says Dr. Horvath.\nYou would still be able to sweat in other places, so you don’t overheat.\nSome people still have dry eyes, even with wiping just the armpits.\nIn studies, it was only used under the arms.\n“We have great hopes it might help with other areas, like the hands and the bottom of the feet, which are the two other most worrisome spots for sweating,” says Dr. Horvath, “A lot of people have sweating at the top of their forehead. We’ll have to see if we can use it in that area without having the dry eyes.”\nIt takes three to four days of once-a-day use to become effective.\nAnd as a new product, it is likely to be expensive.\n“We don’t know yet what the price is going to be of the medication, we don’t know yet what the insurance coverage is going to be,” Dr. Horvath says.\nEven so, the twins would like to try them.\n“I would definitely try it. I mean, we’ve tried three other things, might as well try one more. But, if it works, I mean I’d try it. It probably would be the easiest, too, to apply,” says Haley.", "label": "No"} +{"text": "Sightline Maps is changing the way we view topographical mapping data with the help of 3D printing, and on the 8th of September they are launching a Kickstarter. The Californian based company created a web based platform that enables users to create custom 3D models of any area in the world.\nSightline Maps has many uses; construction, mining, city planning and even extreme sports like mountain climbing, but the most notable is education, and this is the focus of their Kickstarter. Two-dimensional images can explain only so much about the world we live in, so by easily creating 3D printed models students can have a much better learning experience. The aim of the Kickstarter is to get the platform into as many schools as possible. It works with any printer, and any operating system.\n“We initially created this software to improve the military’s mission planning capabilities – being Navy veterans – but quickly realized we could have an awesome impact in the classroom when we saw children work with our maps.” said Jason Ray, Operations Manager at Sightline Maps.\n“After giving the software to several schools, we realized a few things – 1) They all had great ideas for features that would make the tool better, all of which would cost money to implement, 2) selling to schools is a very challenging sales cycle, 3) we would have to figure out a way to raise money for the features so we can give the software to the schools,” added Ray. “So we came to the Kickstarter platform with the idea that not only will our backers get a really cool color 3D print of a topographical map for supporting us, but every penny they provide will go to sponsoring schools for subscriptions to our software and improving the site.”\nFor every $100 the Kickstarter raises, one school will receive a year long subscription to Sightline Maps. This includes:\n- Immediate access to existing and future features\n- Unlimited file downloads for every student and teacher\n- Lesson plans designed to support integration of Sightline Maps into existing curriculums\n- Direct influence on new feature development\nThe goal is to bring the platform to 400 schools, the Kickstarter preview page can be viewed here before it goes live on the 8th.\nFeatured image: Kim Rodriguez and her 5th grade class at Woodin Elementary with the Sightline Maps team. Image: Sightline Maps", "label": "No"} +{"text": "Ivy, the eternal green mystery\nA touch mysterious and quietly ever-present: ivy (Hedera) is the big provider of greenery which represents a stable element in the garden through all four seasons. This ground-covering or climbing foliage shrub is hardy and evergreen. There’s a wide range of leaf colours, whilst all ivy species grow quickly and are easily trained and can therefore cover fences, wire fencing, summerhouses or walls. As groundcover ivy gives weeds no chance, which makes it the most decorative garden helper ever.\nVarious ivy species are suitable for the garden. Green-leafed Hedera hibernica has large leaves and is very suitable as groundcover or to create partitions. H. colchica has more leathery leaves, whilst Hedera helix is the most common species and is available with various leaf shapes and colours such as green and variegated white or gold. Hedera helix ‘Arborescens’ is a more bushy plant which produces attractive black berries after flowering. A classic ivy is H. canariensis ‘Gloire de Marengo’, an impressive presence with its larger leaves and creamy white leaf edges, but not entirely hardy.\n- The name Hedera is derived from an ancient Indo-European sound which represents ‘seizing’ or ‘gripping’, which refers to the clinging roots.\n- Because the plant is evergreen, ivy symbolises eternal life.\n- Ivy also plays an important role in the garden’s ecology: birds like to nest amongst the greenery, and insects often drop by. Ivy therefore enriches the entire circle of life in its environment.\n- Ivy appears in ancient Celtic and Germanic legends as a protector (it provides excellent insulation against heat and cold when grown against a house), bringer of luck and provider of hope. Particularly when Nature is hibernating, ivy’s greenery reminds us that spring will come again.\nIvy is native to Asia, Europe and North Africa. In the wild the plant grows on trees and rocks and can climb to a height of 25-30 metres. It particularly thrives in cooler regions.\nWhat to look for when buying\n- The pot size and the number of stems or thickness of the plant must be in proportion.\n- With Hedera ‘Arborescens’ check the distribution of buds or berries.\n- Damaged or marked leaves are usually caused by the wrong storage or incorrect shipping.\n- Ivy is prone to red spider mite, which is shown by a faint grey discolouration of the leaf.\nSales and display tips for ivy\nDisplay ivy on a table in blocks or stripes by colour in order to draw more attention. Another way to bring this garden plant to life for consumers is to display it alongside other climbing plants such as clematis, passion flower or climbing roses for an inspiring effect. If you have the space, grow a green wall or hut using chicken-wire which can be re-styled appealingly every season.\nCare tips for consumers\n- Ivy thrives in both shady and light positions, but not in full sunlight.\n- The soil may not dry out, but excess water is also not good for ivy.\n- If the plant is in a sheltered spot, such as on a veranda or balcony, regular spraying helps to prevent red spider mite.\n- Give some plant food once a month, particularly if the ivy in is in a container or pot.\n- Good to know: the clinging roots can leave marks on walls.\n- Prune in late spring after the biggest growth spurt and in the autumn before winter arrives.", "label": "No"} +{"text": "Intro to cron and editing your crontab schedule\nWhen managing data across different environments, there are a number of recurring processes that are essential to maintaining data integrity. For example, taking regular database backups, sending out data health reports, and monitoring systems for slow queries. Writing scripts to schedule these operations helps relieve the pressure of remembering to perform these tasks and ensures critical operations are happening consistently.\nOne of the most popular ways to schedule tasks is by using a crontab file. For example, you can set up a cron job to run your backup every day at 6:00 p.m., which ensures that your data will always be recoverable.\nIn this article we'll walk through how to schedule recurring tasks using cron jobs. We'll discuss crontab’s structure and syntax, real-life use cases, and some limitations. We'll also touch on some alternatives to cron.\nIntroduction to cron and crontab\nCron is a time-based job scheduler used on Unix-like operating systems. It executes recurring tasks at specified intervals (e.g., hourly, daily, weekly, yearly, and so on) using the cron daemon. A daemon is a program used to run background processes that perform system tasks; the cron daemon uses a crontab file to specify what tasks to run and when to run them on the system.\nA cron job is a command run by the cron daemon at scheduled intervals.\nA crontab, short for \"cron table\", is a file that contains a list of commands that get run using a cron command to schedule tasks.\nHere’s a code snippet that shows a sample crontab task when you run\ncrontab -l in your terminal:\n# Begin Whenever generated tasks for: /Users/florencenjeri/projects/slackbot/config/schedule.rb at: 2022-03-24 13:14:20 +0300 0 * * * * /bin/bash -l -c 'cd /Users/florencenjeri/projects/slackbot && RAILS_ENV=production bundle exec rake notifications_schedule:create --silent >> log/cron.log 2>&1' # End Whenever generated tasks for: /Users/florencenjeri/projects/slackbot/config/schedule.rb at: 2022-03-24 13:14:20 +0300\nAs you can imagine, crontab files can be used for a variety of practical purposes. Here are a few common use cases:\nA company might schedule weekly database backups of the data they have collected during the week. Since running a full database backup can utilize a large amount of system resources—thus impacting performance—many organizations perform backups at night, when fewer people are using the system.\nBatch operations occur when a computer performs batches of jobs in sequential order. They’re typically used for very large tasks that get broken down into a group of processes to maximize efficiency. Consider an online e-commerce store, which might have thousands of customers subscribed to get email notifications when certain items are back in stock. Using a cron job, you could schedule a batch update that sends 100 emails out to users on 10-minute intervals until every subscribed customer receives an in-stock update.\nRegular system updates ensure that your system is up-to-date with the latest security patches. Most of these security patches are done monthly—you may have noticed monthly update prompts on your phone, tablet, or laptop. These monthly updates can be scheduled using cron.\nTask scheduling with crontab files\nRecurring tasks are scheduled to run at a specified time by adding them to a crontab file. In this section, we'll walk through how to implement cron jobs using crontab files.\nCrontab syntax and structure\nThe commands in a crontab file are written using a specific structure, as shown in the following code snippet:\n# * * * * * command to be executed # | | | | | # | | | | | # | | | | | # | | | | |_______________ Day of the Week (0 - 6)(Sunday to Saturday) # | | | | # | | | |_______________ Month of the Year (1 - 12) # | | | # | | |_______________ Day of the Month (1 - 31) # | | # | |_______________ Hour (0 - 23) # | # |_______________ Minute (0 - 59)\nHere’s a breakdown of the cron command structure as displayed above:\n- Minute: The value expected is between 0–59 minutes.\n- Hour: The value expected is between 0–23, representing the 24 hours in a day.\n- Day of the Month: The value expected is between 1–31, representing the 31 possible days a month.\n- Month of the Year: The value expected is between 1–12, representing the 12 months of the year. This value can also be defined using the first three letters of the month, like JAN, FEB, NOV, etc.\n- Day of the Week: The value expected is between 0–6, from Sunday (0) to Saturday (6). You can also use the first three letters of the day, like SUN, WED, etc.\nPutting this all together, a cron command that says\n0 5 6 2 * would run every year on February 6 at 5:00 a.m. UTC, regardless of the day of the week. Similarly, the cron command\n0 0-7 * 1 0 would run every hour at minute 0 from midnight to 7 a.m. UTC on Sundays in January, regardless of the day of the month.\nAdditional cron components\nThere are a variety of symbols that can be used within cron commands that help to better define time-related details. Here’s are some additional specifications that can be included:\n- Any value (*): Asterisks are used as wildcards, which match all possible characters (e.g., every minute, every hour, every day, etc.). For example,\n0 5 * * *runs the task every day at 5:00 UTC and\n* * * * *would run every minute all of the time.\n- Multiple values (,): Commas are used to separate multiple items in a list. For example,\n2,4,8 * * * * commandwill run the task on the second, fourth, and eighth minute. For example, 1:02 and 2:08 would match.\n- Multiple ranges (-): Dashes are used to define a range of values. For example,\n* * 2-5 * * commandruns the task between February and May.\n- Interval repetition (/): Slashes are used to signify frequencies within a given time period. For example,\n*/4in the month field (\n* * * */4 * command) will run the task every four months. (Note: This would be virtually the same as writing\n4,8,12on the month field.)\nCrontab commands are used to list, edit, or remove cron jobs from a crontab file. Here's how you can use them:\nList cron jobs\nTo view all the tasks scheduled on your local machine, run the command\ncrontab -l in your terminal. You should see output similar to the screenshot below, showing a list of all your scheduled tasks:\nEdit crontab file\nTo edit a crontab file or create a new one, run the command\ncrontab -e. You will be redirected to an editor similar to the one shown in the screenshot below. You can then add your tasks (one per line), save, and then exit from the editor.\nRemove crontab file\nTo remove the current crontab file, run the command\nEdit another user’s crontab file\nTo edit other users’ crontab files, run the command\ncrontab -u . (Note: running this command requires that you have system administrator privileges.)\nExamples of cron jobs\nBelow are a few examples of schedules you can use for your cron tasks.\nScheduling tasks every minute\nThe following command allows you to schedule tasks to run every minute:\n* * * * * /bin/bash -l -c 'cd /Users/florencenjeri/projects/slackbot && RAILS_ENV=production bundle exec rake notifications_schedule:create --silent >> log/cron.log 2>&1\nThe command in the example above runs a task in a Ruby on Rails rake file. It has three parts:\n/bin/bash -l -c: the shell used to run the cron commands\ncd /Users/florencenjeri/projects/slackbot && RAILS_ENV=production bundle exec rake notifications_schedule:create --silent: the path to the task, as well as the name of task,\nnotifications_schedule:create, to be scheduled\n>> log/cron.log 2>&1: specifies where to log the output of your scheduled tasks\nScheduling tasks every 15 minutes\nThe following command allows you to schedule tasks to run every 15 minutes:\n*/15 * * * * command\nScheduling tasks every two hours\nThe following command allows you to schedule a task to run every two hours:\n0 */2 * * * command\nScheduling daily tasks\nThe following command allows you to schedule a task to run every day at midnight:\n0 0 * * * command\nScheduling weekly tasks\nThe following command allows you to schedule a task to run every week on Sunday at midnight:\n0 0 * * 0 command\nScheduling yearly tasks\nThe following command allows you to schedule a task to run at midnight on the first of January every year:\n0 0 1 1 * command\nScheduling tasks between specific hours\nFinally, the following command allows you to schedule a task to run once an hour (at minute 0) every day from midnight to 7:00 a.m.\n0 0-7 * * * command\nThe limitations of cron\nDespite cron being the most widely used job-scheduling command, it has some limitations that derail its efficiency as a job-scheduling mechanism. Some of these limitations include the following:\nDifficult to maintain\nWhen using cron, you have to build your own monitoring and alerting systems to make cron jobs usable. Most tasks scheduled using cron are crucial, such as performing database backups. If a server goes down, for example, you'll need to be able to quickly identify which of your jobs are no longer running. With cron, these checks need to be manually added as there's no support for failure handling or alerts when jobs have failed.\nLack of security\nAs an organization scales, hundreds of cron jobs created by several different people can proliferate across several servers. Not only is this tough to maintain, but it's also problematic from a security perspective. It's a good security practice to limit access to production servers as a company scales, but if several people need to maintain cron jobs they've written in the past, it may be harder to lock down prod access.\nCron doesn't provide a central place to see, update, and manage all the cron jobs you have running. Especially as your organization grows, it becomes very difficult to have visibility into how many and which jobs are running on which machines since cron doesn't easily surface that information.\nCron doesn't log by default so you have to explicitly add in logic to capture logs for every cron jobs that you have running. Doing this for every script can be time-consuming and makes it challenging to monitor and remediate failed jobs.\nUsing Airplane to schedule tasks\nAirplane is a developer platform for building internal tools. Airplane has first-class support for features like permissions and audit logs that make it an easier-to-use and safer alternative to cron. Scheduling tasks using Airplane can help you overcome some of the limitations described above.\nSome of the advantages of replacing cron jobs with scheduled tasks in Airplane include the following:\nAudit logging: Airplane automatically logs all tasks. The Activity page shows a log of all events with event details, actors, and timestamps.\nFailure handling: On the Activity page you'll also see the task's status which will show if tasks have succeeded or failed. You'll automatically receive notifications via Slack and email when tasks fail for increased security and easier system maintenance. This should also make debugging easier.\nSecurity and access controls: Using Airplane, you can set granular permissions for who can view, request, execute, and be an admin on a task-by-task basis. You'll be able to create group-based access controls which are not supported with crontabs.\nEasy-to-use UI: You can view, create, and edit tasks all in one place from the Schedules page. This will provide a quick view of the schedule, when it's expected to run, and who has scheduled it. Cron jobs only show the tasks themselves (not who scheduled them). Editing a scheduled task is also simple with Airplane. You can do this directly from the UI.\nAirplane provides a number of benefits that make it a simpler and safer alternative to cron. Airplane tasks are serverless, come with audit logs, permissions, and notifications, and can be used for scheduled tasks or for one-off operations that need to be run on-demand rather than on a schedule (such as testing your REST API).\nAuthor: Florence Njeri\nSubscribe to new blog posts from Airplane:", "label": "No"} +{"text": "7cad 3D Unfold\nThis programming project began when I tried to make a pottery model in paper, as a toy. Then I found making a 3D Unfold app is great not only for CAD users, but also for myself to perfect my geometry and polyline programming system.\nClick the Add-in ribbon tab and you can see the 7cad 3D Unfold ribbon.\n7cad_Unfold command's window has 2 tabs. The first tab is to unfold a general 3D model shape. It is recommended the 3D model is a decimated 3D mesh.\nThe second tab is for the case of unfolding an octagon revolve shape. No need a 3D model here. You only need to specify the rotating curve polyline and the axis.\nAfter unfold command has done the job, you can run 7cad_FoldUp command to see how the flatten unfold faces can be fold up and get back to the original. This command will create a block names \"Fold Up Animation\". Within the block, all animation items are put into layers name \"Fold Up Animation 1\", \"Fold Up Animation 2\", ... Click the \"Forward\" and \"Back\" arrow to see the animation. This command is for demonstration purpose only.\nFinally, it is 7cad_Cutout command. This command joins unfold pieces together in union polylines. Print the unfold layouts to papers, cut the union polylines out, fold up and stick them together, then you can have your favourite real world paper model!\nA web version of the app is available here, powered by Autodesk Forge Design Automation:", "label": "No"} +{"text": "Conceptual Building Blocks of Geometry 3-1-17 and 3-2-17: No Fee for CKEC Member Districts, Closed to Non-Member Districts\npeaker: Mark Helton\nTarget Audience: Middle School General Education and Special Education teachers, Elementary Gifted/Talented teachers, Algebra 1 teachers, High School Special Education teachers, Middle School and High School Interventionists and Instructional Coaches\nThe Conceptual Building Blocks is a series of three modules designed to build a teacher’s capacity to work with students in various settings. The approach is rooted in a conceptual understanding of key concepts in middle school mathematics. The objectives are:\n- 1. To build teacher knowledge around the foundational concepts in middle school mathematics\n- 2. To provide strategies for teaching content and differentiating instruction\n- 3. To develop a conceptual understanding of the core components of proportional reasoning, algebraic thinking, and geometry\n- 4. To catalyze change within the school through coaching sessions\nThis module uses the middle school Kentucky Academic Standards around geometry to focus our work. We will explore the big ideas of geometric thinking, including the van Heile levels of geometric thought, discover how to use the concreteàsemi-concreteàabstract sequence of instruction, explore misconceptions, and much more!\nNote: This is a two-day module. Attendance at both days is expected.\nPGES Connections: 1a, 1b, 2b, 3c, 4e\nLocation: CKEC Training Center", "label": "No"} +{"text": "Fatigue is a syndrome, which is highly prevalent in the general population, especially among the young women. This is generally diagnosed with the symptom of a feeling of lack of energy and tiredness, without any significant physical exertions. This is a syndrome which can manifest itself among women for a variety of reasons ranging from a lack of iron in the body to chronic fatigue syndrome and hormonal imbalances to some extent also. Here, we are listing out some of the possible causes of the fatigue syndrome among the young women nowadays.\nCauses Of Fatigue In Young Women\nChronic Fatigue Syndrome\nIt is an extensively debilitating medical disorder, commonly affecting people of 15-45 years, mainly women, which can cause depressions, fatigue, cardiac and respiratory problems without any immediate physical exertion or other medical conditions. Its symptoms can persist for 6-12 months or more and is generally not relieved by rest. The cause of this syndrome is not yet known, so the treatment is symptomatic.\nIt is one of the prime causal agents of extensive fatigue and tiredness among women. Generally caused by an improper balance between the estrogen and progesterone levels in the body, it can have severe effects on the body.Primary causes of this disorder may range from intake of contraceptive pills to stress and from inadequate diet to even pollution. Some medical procedures like the hormone replacement therapy are also known to cause this disorder.\nAnemia Or Iron Deficiency\nIt is commonly caused due to blood loss through uterine bleeding, low iron intake, reduced RBC production, folic acid deficiency and gynecological and gastroenteritis problems. As the hemoglobin count in the body decreases, it causes excess fatigue in young women. Its treatment is based on its severity as well as its cause.\nThyroid Gland Problems\nThyroid glands either producing inadequate or excess of hormone can also cause fatigue syndrome in young women. It generally causes fatigue and weakness, without any apparent symptoms. Thyroid test is required to diagnose this problem.\nOne of the prime factors affecting most of young women in today’s times is stress or anxiety. It causes various problems, both mental and physical.Often the most notable effects of stress is sleep deprivation. Inadequate sleep in turn causes fatigue and mental tiredness. Factors responsible for this may vary from work to education to other personal problems and social dilemmas. It can be relieved by regular exercise and meditation along with a good night’s sleep.\nPersistent bouts of depression arising due to various reasons such as happenings in life, family problems, work, relationship issues and stress can also cause severe fatigue in young women. Anti-depressant drugs can be taken to relieve the symptoms after consulting a physician.\nInadequate food intake or improper food habits, a rising phenomenon among the young women today due to reasons such as losing weight and tight work schedules are the main causes of anorexia, which in turn are causing fatigue in an ever increasing numbers. It can only be taken care of by proper eating habits and adequate food intake.", "label": "No"} +{"text": "Back to Initiatives & Projects List\nQatar University Biofuels Project\nThe aim of the Qatar University Biofuels Project is to find a way of producing affordable, sustainable biofuels which do not rely on the use of valuable arable land and which can be produced efficiently in the harsh climate of Qatar.\nResearch & Development\nType of pathway\nStarting time and duration\nThe Qatar University’s project is a state-backed research program, carried out in cooperation with Qatar Airways and Qatar Science and Technology Park (QSTP). The first phase (USD 12 million) started in 2010 and is expected to finish end of 2013.\nIt focuses on the cultivation of single-celled photosynthetic organisms (cyanobacteria and microalgae) that are well suited to the Qatar local environment: extreme heat, strong sunlight and highly saline water. The main goals of the initial phase were to obtain candidate biofuel microalgae and test their performance outdoors in Qatar’s climatic conditions.\nThe plan for the second phase of the project is to capture CO2 generated by natural gas, oil and desalination industry for algal growth.\nThe ultimate goal is to build a pre-commercial pilot plant with an indicative volume of 1.5 million of litres and to produce one barrel of liquid biofuel per day.\nQatar University, Qatar Airways, Qatar Science and Technology Park\n|Achievements to date|\n- Selection of indigenous photosynthetic organisms with good growing capabilities under Qatar conditions, study of their growth characteristics, extensive biochemical and genetic characterization.\n- Successful outdoor cultivation trials in 1500 litres tanks.\n- Up-scaling to 25000 litres outdoor ponds underway (Qatar University Farm Demo Plant)", "label": "No"} +{"text": "\"If I have seen further, it is by standing on the shoulders of giants.\"This quote has been attributed to Sir Isaac Newton since it appeared in a letter he wrote to fellow English scientist Robert Hooke that was dated 5 February in either 1675 or 1676. There is no arguing that this quote in indeed Newton's.\nHowever, I suspect that the reason for your confusion is the phrase \"on the shoulders of giants,\" which was borrowed from earlier sources. This phrase was actually quite commonly used by authors and thinkers of the Middle Ages and Renaissance. Though Newton's reference is probably the best known today, 12th century theologian and author John of Salisbury was another well-known source of the phrase. I've come across many variations of his quote, but one of the more commonly cited versions is:\n\"We are like dwarfs sitting on the shoulders of giants. We see more, and things that are more distant, than they did, not because our sight is superior or because we are taller than they, but because they raise us up, and by their great stature add to ours.\"This quote appeared in a religious book called The Metalogicon that was written by John in 1159. However, John's thought was also inspired by an earlier Christian thinker named Bernard of Chartres. John was born in France and studied there during the early 12th century. It is likely that John learned the phrase at this time, for he later moved to England where he continued his theological research. The only example of Bernard's quote I've come across thus far was from Robert Merton's book On the Shoulders of Giants. Merton quotes Bernard as saying, in about 1130:\n\"We are like dwarfs standing [or sitting] upon the shoulders of giants, and so able to see more and see farther than the ancients.\"In addition, Merton goes on to point out that at least the idea Bernard was attempting to convey goes back to a 6th century grammarian named Priscian, who wrote:\n\"The younger the scholars, the more sharp-sighted.\"The common theme of these thoughts is that modern researchers owe much to the knowledge that earlier scientists have discovered. While many believe that was the sentiment being expressed by Newton in his letter to Hooke, some researchers have suggested he was actually using the phrase \"on the shoulders of giants\" as a veiled insult of Robert Hooke, who was a rather short man. Newton had a reputation as a petty and vindictive man whose ego clashed with those of his rivals in the scientific and mathematical communities. One of these rivals was Robert Hooke, who had been in a long-running feud with Newton over which one had discovered the inverse square law. Although Newton's letter to Hooke appeared courteous on the surface, some historians have concluded he cleverly employed the phrase \"on the shoulders of giants\" to ridicule Hooke's lack of physical stature and imply that he lacked intellectual stature as well.\nAlthough Newton may have borrowed the phrase \"on the shoulders of giants\" from earlier writers, the specific quote referenced on our site is his and his alone. The phrase is indeed a commonly cited one, as the following examples illustrate.\n\"We are like dwarfs standing [or sitting] upon the shoulders of giants, and so able to see more and see farther than the ancients.\"\n- Bernard of Chartres, circa 1130\n\"Bernard of Chartres used to say that we are like dwarfs on the shoulders of giants, so that we can see more than they, and things at a greater distance, not by virtue of any sharpness on sight on our part, or any physical distinction, but because we are carried high and raised up by their giant size.\"\n- John of Salisbury, Metalogicon, 1159\n\"A dwarf standing on the shoulders of a giant may see farther than a giant himself.\"\n- Robert Burton, The Anatomy of Melancholy, 1621\n\"Dwarfs on the shoulders of giants see further than the giants themselves.\"\n- Stella Didacus, Eximii verbi divini CONCIONATORIS ORDINNIS MINORUM Regularis Observantiae, 1622\n\"A dwarf on a giant's shoulders sees farther of the two.\"\n- George Herbert, Jacula Prudentum, 1651\n\"If I have seen further it is by standing on the shoulders of giants.\"\n- Isaac Newton, letter to Robert Hooke, 1676\n\"Newton won the race in part because, as he put it, he had stood on the shoulders of giants and in part because he just happened to be the biggest giant of them all.\"\n- Alan Cromer, Uncommon Sense: The Heretical Nature of Science, 1993\n\"In the sciences, we are now uniquely privileged to sit side by side with the giants on whose shoulders we stand.\"\n- Gerald Holton\n\"If I have not seen as far as others, it is because giants were standing on my shoulders.\"Such commonality in thoughts is not at all unique to this phrase alone. Consider the following, somewhat more amusing example as well.\n- Hal Abelson\n\"I think, therefore I am.\"\n- René Descartes, Le Discours de la Mèthode, 1637\n\"I am, therefore I think.\"\n- Friedrich Nietzsche\n\"I think that I think, therefore, I think that I am.\"\n- Ambrose Bierce, The Devil's Dictionary, 1911\n\"I think I am. Therefore, I am . . . I think.\"\n- George Carlin\n\"I don't think, so, therefore I'm probably not.\"\n\"I think, therefore I am. But I'm micromanaged, therefore I am not.\"\"On the shoulder of giants\" has generated a great deal of interest in recent years, particularly after Great Britain included the phrase \"Standing on the Shoulders of Giants\" on the edge of its £2 coin starting in 1997. A new coin of the series is released every year, each one celebrating a significant contribution to science made by a British citizen.\n- Scott Adams, Dilbert comic strip, 1997\nA teacher named Carla recently pointed out what appears to be a grammatical error in Isaac Newton's quote. She suggested that we change the text from the following:\n\"If I have seen further, it is by standing on the shoulders of giants.\"to this:\n\"If I have seen farther, it is by standing on the shoulders of giants.\"Carla's reasoning is farther refers to distance (e.g. \"I traveled FARTHER from home than my relatives\") while further designates degree (e.g. \"Critics charge that welfare encourages FURTHER dependence\"). Carla makes a valid point, but since the article describes a specific quote, we have chosen to leave Netwon's statement as is.\nRead More Articles:\n|Aircraft | Design | Ask Us | Shop | Search|\n|About Us | Contact Us | Copyright © 1997-2012|", "label": "No"} +{"text": "Circumcircle of a triangle\nFrom Latin: circum- \"around\"\nA circle which passes through all three vertices\nof a triangle\nAlso \"Circumscribed circle\".\nDrag the orange dots on each vertex\nto reshape the triangle. Note that the circumcircle always passes through all three points.\nThe circumcircle always passes through all three vertices\nof a triangle. Its center is at the point where all the\nof the triangle's sides meet. This center is called the circumcenter. See\ncircumcenter of a triangle for more about this.\nNote that the center of the circle can be inside or outside of the triangle.\nAdjust the triangle above and try to obtain these cases.\nThe radius of the circumcircle is also called the triangle's circumradius.\nFor right triangles\nIn the case of a\nof the circumcircle, and its center is exactly at the\nmidpoint of the hypotenuse.\nThis is the same situation as Thales Theorem,\nwhere the diameter\na right angle to any point on a circle's circumference.\nIf you drag the triangle in the figure above you can create this same situation.\nFor equilateral triangles\nIn the case of an equilateral triangle,\nwhere all three sides (a,b,c) are have the same length, the radius of the circumcircle is given by the formula:\nwhere s is the length of a side of the triangle.\nIf you know all three sides\nIf you know the length (a,b,c) of the three sides of a triangle, the radius of its circumcircle is given by the formula:\nIf you know one side and its opposite angle\nThe diameter of the circumcircle is given by the formula:\nwhere a is the length of one side, and A is the angle opposite that side.\nThis gives the diameter, so the radus is half of that\nThis is derived from the\nLaw of Sines.\nConstruction of a triangle's circumcircle\nIt is possible to construct the circumcenter and circumcircle of a triangle with just a compass and straightedge.\nConstruction of the Circumcircle of a Triangle has an animated demonstration of the technique, and a worksheet to try it yourself.\nRelated triangle topics\nPerimeter / Area\nCongruence and Similarity\nTriangle quizzes and exercises\n(C) 2009 Copyright Math Open Reference. All rights reserved\nMath Open Reference now has a Common Core alignment.\nSee which resources are available on this site for each element of the Common Core standards.\nCheck it out", "label": "No"} +{"text": "A new study coming out of the University of Guelph appears to have discovered why exposure to pesticides increases a person’s risk of developing Parkinson’s disease.\nWhile many studies in the past have demonstrated a link between Paraquat and Maneb (two commonly used agrochemicals) and Parkinson’s, this new study actually investigates the process and form that link takes within the cells themselves.\nProfessor Scott Ryan, lead researcher of the study, has determined that low-level of exposure to pesticides disrupts cells in such a way that mimics the mutations that cause Parkinson’s.\nWhen the effects of the chemicals are taken in concert with a genetic predisposition to Parkinson’s, the risk of Parkinson’s onset is drastically increased.\n“People exposed to these chemicals are at about a 250-per-cent higher risk of developing Parkinson’s disease than the rest of the population,” said Ryan, a professor in the Department of Molecular and Cellular Biology.\n“We wanted to investigate what is happening in this susceptible population that results in some people developing the disease.”\nParaquat and Maneb are used on a variety of Canadian crops with the former being used on crops during the growth period and the latter used in order to prevent spoiling after harvest.\nThe study, which was published in the Federation of American Societies for Experimental Biology, used stem cells from people with Parkinson’s disease using a mutation in a gene called synuclein which is associated with an increased risk of the disease. The study also used normal embryonic stem cells in which the mutation was introduced via gene editing.\n“Until now, the link between pesticides and Parkinson’s disease was based primarily on animal studies as well as epidemiological research that demonstrated an increased risk among farmers and others exposed to agricultural chemicals,” said Ryan. “We are one of the first to investigate what is happening inside human cells.”\nRyan’s research team made dopamine-producing neurons — the neurons affected by Parkinson’s — from both types of the stem cells and then exposed them to the chemicals.\nThe exposure of the neurons to the chemicals prevented energy-producing mitochondria from moving where they need to go inside the cells which in turn depleted the neurons of energy.\nAccording to the University of Guelph press release, “Neurons from the Parkinson’s patients and those in which the genetic risk factor was introduced were impaired at doses below the U.S. Environmental Protection Agency’s reported lowest observed effect level. Higher doses are needed to impair function in normal neurons.”\n“People with a predisposition for Parkinson’s disease are more affected by these low level exposures to agrochemicals and therefore more likely to develop the disease,” said Ryan. “This is one of the reasons why some people living near agricultural areas are at a higher risk.”\nRyan stated that the findings indicate that the current acceptable levels of these two agrochemicals should be reassessed.\n“This study shows that everyone is not equal, and these safety standards need to be updated in order to protect those who are more susceptible and may not even know it.”\nThis article was originally published by Natural Blaze", "label": "No"} +{"text": "Diet: needs differ for every person, but in general, some of the best foods you should regularly eat include: Tofu, tempeh, and other soy-based products are excellent sources of protein and are healthy alternatives to meat. Healthy fats are a great addition to every meal because we need the fat to absorb some of the vitamins from our greens and beans. When faced with foods in the category, search.\nA reduced-calorie eating plan that includes the right amounts of carbohydrates, proteins, and fats will also help you to lose weight. All meals are created by a chef and approved by their nutritionist. Wrap vegetables and seafood in rice and seaweed for a delicacy called sushi. Strive to consume foods from each group throughout the day. You'll be cutting your calories because you're not having the food as often. The food we eat and how we produce it determines the health.\nDried fruit is four times as sweet as its fresh equivalent, which is great if you've got an exercise class or a gym session planned for the afternoon. A balanced diet refers to balance of food groups or protein fat and carbohydrate, fluid, and calories. Diabetes, heart disease, high blood pressure, some cancers, gallstones and constipationimproves the immune.\nProtein from animal products is the best as it contains the complete range of important amino acids, but meat consumers must know that red meat has high levels of saturated fat that can lead to heart problems and other heart-related diseases. An article published in The of in noted that consuming adequate nutrients is an important contributing factor in strengthening and maintaining your immune system, while not eating sufficient nutrients could impair and suppress immune system.\nToo much salt can make you more at risk of high blood pressure and stroke. It is also found in biscuits, cakes, chocolate, toffees, takeaway foods, foods covered in batter and breadcrumbs as well as milk, cheese and yoghurt. They also contain calcium, which helps keep your bones healthy. Most nutrients are not stored in the body. It's also important to make sure your children's diet is well balanced Calories only come from food and only go through activity.\nNot only that, but seafood's high in protein. There are many ways you can eat to support your heart health and all of them are simple variations on a common dietary theme. Curciferous vegetables really have it all: vitamins, fibre, and disease fighting phytochemicals. The best sources of micronutrients in our diets are fruits and vegetables. Grains like bread, rice, quinoa, and pasta are an excellent.\nVisit our web for further information about healthy eating. But despite not having lost any weight, those who improved their diet experienced significant improvement in their symptoms, and one third of them experienced remission of their depressive disorder. Dive into our week-long healthy menu plans. Much of the energy in what we eat comes from carbohydrate. However, many.\nDon't assume that healthy-sounding dishes are always your best option. Sweet potatoes belong to vitamin food since half a cup of cooked sweet potatoes has mcg of biotin. A gluten-free diet is the primary treatment for celiac disease people with celiac sprue may have difficulty absorbing nutrients and vitamins, some people with this condition may also need calcium, iron, and vitamin supplements.\nIf you feel hungry after activity, choose foods or drinks that are lower in calories, but still filling. Eating a wide variety of superfoods daily will satisfy nutrient requirements for optimal body functioning. You need to know the commonly used food groups in order to advise the people in your community on how to have a balanced.\nFruit and vegetables and protection against diseases. What the diet guru says: ‘Every phase of the plan is based on proven scientific principles and is a completely safe, natural way to lose weight,' say. The provides recommendations on saturated fats as well as on solid fats because its aim is to improve the health of the U. In advance of her on the seminar, she shared of her top tips for healthy, mindful eating. Limit as much as.", "label": "No"} +{"text": "In laboratory studies, Johns Hopkins researchers say they have found that engineered stem cells from a patient’s own fat may have potential to deliver new treatments directly into the brain after surgical removal of a glioblastoma. The most common and aggressive form or brain tumor.\nCurrently, standard treatments for glioblastoma are chemotherapy, radiation, and surgery, but even a combination of all three rarely leads to more than 1.5 year survival after diagnosis. Glioblastoma tumor cells are particularly nimble, migrating across the entire brain and establishing new tumors. This migratory capability is thought to be a key reason for the low cure rate of this tumor type.\nCalled mesenchymal stem cells (MSCs), these cells derived from fat tissue have an unexplained ability to seek out damaged cells, such as those involved with cancer. This ability can be utilized by clinicians to access parts of the brain where cancer cells can hide and proliferate anew. The researchers say harvesting MSCs from fat is less invasive and less expensive than getting them from bone marrow, a more commonly studied method.\nFor their test-tube experiments, Dr. Quinones-Hinojosa and his colleagues bought human MSCs derived from fat. They engineered these MSCs to secrete a protein, BMP4, which has been shown by other research groups to inhibit the malignant characteristics of brain cancer. Dr. Quinones-Hinojosa and his colleagues found that these engineered MSCs were able to chase down brain tumors and reduce the growth of the tumor.\nWhile further studies are underway, it will be years before human trials on MSC delivery systems can begin. Ideally, if MSCs work, a patient with a glioblastoma would have some adipose tissue (fat) removed – from any number of locations I the body – a short time before surgery. The MSCs in the fat would be drawn out and manipulated in the lab to secret BMP4 or other cancer fighting agents. Then, after surgeons removed the rain tumor, they cold deposit these treatment-armed cells into the brain in the hopes that they would seek out and destroy the cancer cells.\nDr. Alfredo Quiñones-Hinojosa (often referred to as Dr. Q) was born in 1968 in a little village near Mexicali, Mexico. He spent his childhood in Mexico until came to the United States at the age of 19. Speaking no English at that time, he worked on farms outside of Fresno, California earning money to take English classes. From there he took classes at San Joaquin Delta College in California and earned his bachelor’s degree in psychology at the University of California, Berkeley with highest honors. Dr. Q went on to receive a medical degree from Harvard University, where he graduated cum laude, and completed his residency in neurosurgery at the University of California, San Francisco.\nDr. Q is now an internationally renowned neurosurgeon and neuroscientist who leads cutting edge research to cure brain cancer. Named as one of the 100 most influential Hispanics in 2008, Dr. Q was also selected by Popular Science magazine as one of their 6th Annual Brilliant Ten in their search for young genius influencing the course of science. He has also published an autobiography, “Becoming Dr. Q” about his journey from migrant farm worker to brain surgeon.\nDr. Q conducts numerous research efforts on elucidating the role of stem cells in the origin of brain tumors and the potential role stem cells can play in fighting brain cancer and regaining neurological function. He has received R01 funding from the National Institute of Health for his work with stem cells and cancer and his awards include also grants from the Howard Hughes Medical Institute Physician-Scientist Early Career Award, the Robert Wood Johnson Foundation, an the Maryland Stem Cell Foundation . Dr. Q has given over 200 invited lectures nationally and internationally, including visiting professorships at several universities.", "label": "No"} +{"text": "- 1 Who was Jairus the synagogue leader?\n- 2 What is the name of the synagogue leader who comes to Jesus asking him to heal his daughter?\n- 3 Who died and came back to life in the Bible?\n- 4 Did Jesus raise the dead?\n- 5 Who healed Peter’s mother in law?\n- 6 Who was the first person Jesus brought back to life?\n- 7 What does Talitha Cumi mean?\n- 8 Where did Jesus go after he came back to life?\n- 9 Who will enter heaven?\n- 10 Who died and rose again apart from Jesus?\n- 11 Why did Jesus cry when Lazarus died?\n- 12 Who was Jesus betrayed by?\n- 13 How many times was Jesus seen after the resurrection?\nWho was Jairus the synagogue leader?\nJairus (Greek: Ἰάειρος, Iaeiros, from the Hebrew name Yair), a patron or ruler of a Galilee synagogue, had asked Jesus to heal his 12-year-old daughter. As they were traveling to Jairus’ house, a sick woman in the crowd touched Jesus’ cloak and was healed of her sickness.\nWhat is the name of the synagogue leader who comes to Jesus asking him to heal his daughter?\nJairus, the official from the local synagogue, had heard about Jesus’ reputation as a miracle worker and begged him to cure his sick daughter. Jesus was on his way to Jairus’ house when he was interrupted by a woman who touched his cloak to cure her bleeding.\nWho died and came back to life in the Bible?\nThe story of Lazarus is one of the most popular ones in the Bible. He was a close friend of Jesus Christ. Sadly, Lazarus of Bethany died two days after Jesus was told about his illness. He was later resurrected after being dead for four days.\nDid Jesus raise the dead?\nThis is the first of three miracles of Jesus in the canonical gospels in which he raises the dead, the other two being the raising of Jairus’ daughter and of Lazarus.\nWho healed Peter’s mother in law?\nThe Mighty Miracles Of Jesus Healing Of Simon Peter’s Mother-In-law. During His ministry, Jesus performed more than 40 miracles including healing the sick, changing the natural elements of nature and even raising people from the dead. A miracle is considered an event that occurs outside the bounds of natural law.\nWho was the first person Jesus brought back to life?\nThe miraculous story of Lazarus being brought back to life by Jesus is known from the Gospel According to John (11:1–45). Lazarus of Bethany was the brother of Martha and Mary and lived at Bethany, near Jerusalem.\nWhat does Talitha Cumi mean?\nTalitha (Classical Syriac: ܛܠܝܼܬ݂ܵܐ/ܛܠܻܝܬ݂ܳܐ ṭlīṯā or ṭlīṯō) is an uncommon feminine name meaning ” little girl ” in Aramaic, given in reference to the Biblical story in the Gospel of Mark in which Jesus Christ was said to have resurrected a dead child with the words “Talitha cumi” or “Talitha kum” or “Talitha koum,”\nWhere did Jesus go after he came back to life?\nIn Acts of the Apostles, Jesus appeared to the apostles for forty days, and commanded them to stay in Jerusalem after which Jesus ascended to heaven, followed by the coming of the Holy Spirit at Pentecost, and the missionary task of the early church.\nWho will enter heaven?\nJesus states in Matthew 7:21-23: “Not everyone who says to Me, ‘Lord, Lord,’ shall enter the kingdom of Heaven”, yet there are some who teach salvation by “faith only”, i.e. as long as someone believes, he/she will be saved.\nWho died and rose again apart from Jesus?\nLazarus of Bethany, also known as Saint Lazarus, or Lazarus of the Four Days, venerated in the Eastern Orthodox Church as Righteous Lazarus, the Four-Days Dead, is the subject of a prominent sign of Jesus in the Gospel of John, in which Jesus restores him to life four days after his death.\nWhy did Jesus cry when Lazarus died?\nThe sorrow, sympathy, and compassion Jesus felt for all mankind. The rage he felt against the tyranny of death over mankind. Finally, at the graveside, he ” wept in sympathy with their sorrow over Lazarus ‘ death”.\nWho was Jesus betrayed by?\nAs told in the New Testament Gospels, Judas betrayed Jesus for “30 pieces of silver,” identifying him with a kiss in front of Roman soldiers. Later the guilt-ridden Judas returns the bribe and commits suicide, according to the Bible. The Gospel of Judas, however, gives a very different account.\nHow many times was Jesus seen after the resurrection?\nMatthew has two post-resurrection appearances, the first to Mary Magdalene and “the other Mary” at the tomb, and the second, based on Mark 16:7, to all the disciples on a mountain in Galilee, where Jesus claims authority over heaven and Earth and commissions the disciples to preach the gospel to the whole world.", "label": "No"} +{"text": "I wish taxpayers who begrudge our summer break could see all of the June posts popping up on Facebook as World Language Teachers research and plan for the new school year.\nMany posts ask how to make a level one class 100% comprehensible so that both teachers and students can stay in the target language.\nI’ve always addressed this in pieces but it’s time to put it all three steps together as teachers recharge and envision the way they want their classes to run.\nIncorporate these three steps and you will have your 90% Target Language class . . . and superior classroom management.\n- Make a daily tech guide – it can be in PPT, ActiveInspire, Classflow, SmartNotebook, GoogleSlides, whatever works for you.\nCreate a slide for each activity and use a remote presentation device or remote mouse so you can click through the slides from any spot in the room, say near the students who go off task most frequently. Click here to download the first day and see videos of the first week to give you an idea.\nOther bundles are also Spanish Lessons here..\n2. Use transition videos before each slide to keep the students on task and in the target language.\n3. Use direct instruction to teach students 50 survival phrases set to music. Include the matching posters and desk reference sheet – focusing on the student – to – student slides so that they know how to talk to one another in the target language.", "label": "No"} +{"text": "A bird’s blind spot may be directly related to beak size\nLike many vertebrates – excluding humans – a bird’s eyes are located on the sides of its head. This anatomical specificity is believed to have several functions, including increased depth perception and greater visual coverage. However, not much has been known about the purpose of the blind spot in front of a bird’s head… until now.\nResearchers Luke Tyrrell and Esteban Fernández-Juricic from Purdue University published a study on Wednesday in the open-access journal PLOS ONE. In this study, they found that birds with longer beaks had a larger blind spot in front of their heads, which correlates to a narrower field of binocular vision.\nBinocular vision refers to vision that uses two eyes with overlapping fields of view, which allows for good depth perception. This is useful for a creature that might need to snatch an insect out of the air or land on a tiny branch without impaling itself.\nIn making this discovery, the researchers went through published data on the visual fields of 40 species of birds, and measured the beaks and skulls of museum specimens. Their findings suggest that the size of the blind area and the visibility of the beak play an important role in a bird’s vision.\nFurthermore, Tyrrell believes, “The evolution of binocular vision in birds appears to be driven, in part, by a blind area in front of the head.” This finding will help scientists better understand how individual species of birds use sight to their advantage, and how they progressed evolutionarily.\nBy Connor Ertz, Earth.com Staff Writer\nSource: PLOS ONE", "label": "No"} +{"text": "50,000 Australians visit hospital due to burns each year\nThe kitchen is the most dangerous room in the house for burns\n60 degree water can burn a child’s skin in only a second\nWhen exposed to fire, hot liquids or steam, or certain chemicals, your skin becomes damaged and its cells around the injured area die. Burns range from mild to severe – depending on how many layers of skin are damaged and how much of your body is affected. They cause redness, inflammation and blisters – and may lead to permanent scarring.\nCall for medical assistance immediately after any serious or extensive burn.\nTo avoid tissue damage, treat any burn straight away with a burn gel-infused dressing. This non-adherent dressing is non-toxic and the rapid cooling helps to relieve pain. It also hydrates the burn site, which encourages faster healing.\nWatch the video to learn how to apply a burn gen-infused dressing.\nFor effective healing and to prevent infection, it’s important to properly cover a burn with a sterile waterproof dressing – which acts as an antibacterial barrier. It allows the wearer to shower without needing to redress and can be kept in place for up to 7 days.\nWatch the video to learn how to apply a waterproof film dressing.\nDegrees of a burn refers to how much damage it’s done to the layers of skin, so how much damage does each degree do?\n1st degree burn\nAffects the top layer of skin only.\n2nd degree burn\nDamages the top layer of skin and the dermis underneath. Will blister and be sorer to the touch.\n3rd degree burn\nDestroys two layers of your skin completely and damages nerve endings.\n4th degree burn\nCatastrophically damages skin and muscles or tendons. Can be life threatening.", "label": "No"} +{"text": "If you had to estimate the amount of time you spent a day on digital devices, could you do it? What about, say, your kids? If your answer to either starts with some hesitation, don’t worry. It’s not easy to track deliberate usage of our digital devices – for example, to watch a movie – let alone incidental usage, every time we check our messages or reply to emails. Research finds that parents might be incorrectly estimating their children’s screen time.\nHow far were parents incorrectly estimating their children’s screen time?\nIt’d be even harder to estimate these numbers for our kids, especially when we don’t have the luxury of being beside them 24/7. A study published in 2020 reveals that, among a sample of 346 parents and guardians of children aged 3 to 5, around 70% either over or underestimated their child’s mobile device usage. The average amount that parents got it wrong by was 60 minutes and over, as compared to an app that monitors what mobile applications are being used, and for how long.\nThankfully, the study found that parents tended to overreport the time their child spent on mobile devices if their actual time was less than an hour. However, close to 60% of children whose parents or guardians took part in the study used their digital mobile devices for more than an hour a day. An hour isn’t a small amount of time – after all, we’ve only got 24 of them in a day. Shockingly, some 15% of children logged over four hours of usage a day. Just make sure they aren’t addicted!\nWith that much technology used every day, it’s no wonder parents are finding it difficult to accurately gauge their child’s usage. As we mentioned, incidental usage in short bursts was highlighted by researchers as one of the reasons why it’s difficult for parents to keep track of their child’s usage.\nFurther than that, it reveals how inaccurate our estimations tend to be. It’s important to note that if parents were aware that their child’s mobile device usage was being monitored they may have changed their usage patterns accordingly. It’s therefore unlikely that most parents would be significantly more accurate than what’s been reported here.\nHow can parents accurately track screen time then?\nTo help you monitor your children’s screen time when you can’t, look to the planoApp. Among encouraging other eye-healthy behaviours like keeping a suitable distance from one’s digital devices and finding a suitably-lit working environment, the planoApp’s child activity report yields a detailed breakdown of exactly when, and for what, your child is using their mobile device, taking the guesswork out of the equation.", "label": "No"} +{"text": "The D’Hondt effects, explains German Rojas, an expert in electoral mathematics plays in favor of the great strengths and is reflected in the composition of the current legislature. In 2013, 100 of the 137 legislators of the Alianza Pais (AP) party won, resulting this in an absolute majority. In districts 1, 2 and 3 of the Pichincha province 11 parties participated and ten parties participated in District 4. In total, AP reached 13 of 16 seats in the province. Although in any district it obtained more than 57% of votes, it reached 81% of the seats. The same happened in other regions. The clearest example is Azuay, where AP won 56% of votes. 12 parties participated but none of the other 11 reached even 10% of the ballot.", "label": "No"} +{"text": "Barium tests are used to help see the outline of the upper parts of the gut (gastrointestinal tract) such as the gullet (oesophagus), stomach and upper gut (small intestines).\nNote: the information below is a general guide only. The arrangements, and the way tests are performed, may vary between different hospitals. Always follow the instructions given by your doctor or local hospital.\nThe gut (gastrointestinal tract) does not show up very well on ordinary X-ray pictures. However, if you drink a white liquid that contains a chemical called barium sulphate, the outline of the upper parts of the gut (oesophagus, stomach and small intestines) shows up clearly on X-ray pictures. This is because X-rays do not pass through barium.\nDepending on what part of your gut is being looked at, you may have one or more of the tests listed below. In each test, the barium coats the lining of the gut being tested. Therefore, abnormalities in the lining or structure of the gut can be seen on the X-ray pictures.\nIn each of the following tests, several X-ray pictures are taken using low-dose X-rays. The total amount of radiation for each test is quite small and thought to be safe. The X-ray machine is usually linked to a TV monitor. Still pictures, or a video recording of X-ray pictures taken in quick succession, can be taken if necessary.\nIn this test you drink some barium liquid. The barium liquid is often fruit-flavoured so it is pleasant to drink. You stand in front of an X-ray machine whilst X-ray pictures are taken as you swallow. This test aims to look for problems in the gullet (oesophagus). These include a narrowing (stricture), hiatus hernias, tumours, reflux from the stomach, disorders of swallowing, etc. You will usually be asked not to eat or drink for a few hours before this test. A barium swallow test takes about 10 minutes.\nThis is similar to a barium swallow (above) but aims to look for problems in the stomach and duodenum such as ulcers, polyps, tumours, etc. You drink some barium liquid, but you then lie on a couch whilst X-ray pictures are taken over your abdomen. It may take a little longer to do than a barium swallow.\nSo that the barium coats all around the lining of the stomach, the doctor doing the test (radiologist) may do one or more of the following:\nAsk you to swallow some bicarbonate powder and citric acid before swallowing the barium. These 'fizz up' when they mix in the stomach and make some gas. (You may have to resist the urge to burp.) The gas expands the stomach and duodenum and also pushes the barium to coat the lining of the stomach and duodenum. This makes the X-ray pictures much clearer. It is the shape and contours of the lining of the stomach and duodenum which need to be seen most clearly on the pictures.\nAsk you to turn over on to your stomach on the couch. Various X-ray pictures may be taken whilst you are in different positions.\nGive you an injection of a drug that makes the muscles in the stomach and gut relax.\nYou will usually be asked not to eat anything for several hours before this test. (Food particles in the gut can make it difficult to interpret the X-rays.) However, you may be allowed sips of water up to two hours before the test.\nThis test is similar to a barium meal but aims to look for problems in the small intestine. Therefore, you drink the barium liquid but then need to wait 10-15 minutes before any X-rays are taken. This allows time for the barium to reach the small intestine. You may then have an X-ray every 30 minutes or so until the barium is seen to have gone through all the small intestine and reached the large intestine (colon).\nThis test is similar to a barium follow through. However, instead of drinking the barium liquid, a thin tube is passed down your gullet (oesophagus), through the stomach and into the first part of the small intestine. Barium liquid is then poured down the tube. This test is not commonly done, but can give some different information about the small intestine to the tests above.\nThis is a test to take X-ray pictures of the colon. See separate leaflet called Barium Enema.\nThis will depend on which of the tests listed above you need to have. Your local hospital will give you advice on what to do before the procedure.", "label": "No"} +{"text": "The Helping Your Child in S4 Evening, held on 3 November 2016, was designed to support parents and pupils with S4 attainment. There were three workshops delivered touching on important areas of focus for S4 pupils.\nMr Munogee led a workshop designed to inform parents and pupils of effective study strategies. His presentation also takes a solution focused approach to some of the barriers S4 pupils might experience when studying.\nMr Falconer delivered a question and answer session about the National 4 and 5 qualifications. This allowed parents the opportunity to ask questions about course structures and the type of work expected of their children. Mr Falconer also spoke to the parents about “Growth Mindset” and the importance of young people being resilient learners.\nMrs Watson presented a strategy that could be employed by parents to support their child’s learning. She discussed the importance of pupils having an independent and reflective approach to their learning, whereby they are honest with themselves if something has not been understood or has to be re-learned and they then take the necessary steps to tackle that area; either by approaching a teacher or by studying at home. She then went on to explain how parents could be part of their child’s learning by keeping a Learning Log with their child and discussing and checking their child’s learning with them.\nThe presentations above and support booklet (below) should allow any parents who were unable to attend on the 3 November 2016, a chance to access the information delivered at the S4 evening. It may also be useful to recap on the information from that evening for those parents and pupils who did come along.\nThank you to those who were able to attend the meeting, your support is very much appreciated.", "label": "No"} +{"text": "Featured Archive Item\nOn October 16, 1908, cowboy showman and kite enthusiast Samuel Franklin Cody became the first man in England to achieve self-sustained manned flight. To honor one of the kiting world’s most famous and certainly most illustrious personalities, the Drachen Foundation will be using this “Featured Archive” column to highlight some of the Cody items it houses in its archive.\nThis month focuses on a model of a Cody war kite, purchased by Executive Director Ali Fujino at the Sotheby’s auction of the S.F.C. Cody Archive. It was purchased grouped together with samples of fabrics used in kite construction, a sales brochure for the Cody War Kite and two copies of an advertising leaflet for Pearson’s Magazine entitled The Kite That Lifts a Man.\nThe model (25 cm wide by 15 cm long) is composed of card, wood and thread, and is complete with a hand carved lifting basket. On the front and the back of the kite sail, one can see the hand drawn pencil lines the maker used as guidelines. Only a minor amount of wear has damaged this early-1900’s model, as the kite is intact but for a detached back-right spar. Also, the glue used for affixation appears to have discolored the cardstock.\nCody’s purpose in having this model created is unclear, although speculation is that it was a promotional model created to show others the simplicity of his man-lifting system. This speculation is supported by the detail attended to the model—even the basket’s woven detail is hand-drawn in with pencil.\nBoth the brochure—written by Cody himself—and the Pearson’s Magazine leaflet included in the sale of this artifact promote the use of “the kite that lifts a man.” Together, they document Cody’s ambition “to play an important part in the complete conquest of the air.”\nFor more information about and images of this archive item, please email email@example.com .\nOaxaca's Day of the Dead Takes Flight\nIn collaboration with celebrated Oaxacan museums, the Drachen Foundation is organizing a celebration of arts, kites, and culture in Oaxaca, Mexico, for the Day of the Dead 2008.\n2007 JKA Fall Meeting, Aomori, Japan\nOn the northernmost tip of Japan's Honshu Island, in Fujisaki, Aomori, I and fellow Drachen board member Jose Sainz were the guests of Japan Kite Association President Masaaki Modegi at the JKA Fall meeting .\nDF Celebrates Drachen Kite Journal\nAfter 11 years and 25 issues, the journal team of Drachen says goodbye to our readers with this final issue. Under the research and journalistic expertise of Ben Ruhe, we have enjoyed learning new and exciting about the world of kites, its cultures and its people. Without fear and always with great enthusiasm, Ben has traveled more than four times around the world and visited almost every corner of kiting history, culture, art and sport. He yielded to no boundary—whether it geographic or political. He explored areas in kiting that hadn’t yet been touched, made many friends for Drachen and exposed many to kiting.\nThroughout this time, little information about Ben himself has been given to the journal’s readers. A professional journalist with some of the best US newspapers, he took time off to vagabond around the world. He visited castles, kings and monks, never afraid to take colorful jobs when he needed money. After his world travels, he settled back in the nation’s capitol, Washington D.C., as an information specialist for the Smithsonian Institution. Beside his job at the Smithsonian, he gave much time to a personal passion for the boomerang (another object that flies.) Interestingly, this passion gave him much of the background to go on and report on the world of kites.\nBen was an important confidante and advisor to me before the Drachen Foundation had been born. I had traveled with Drachen administrator Ali Fujino to Ben’s Washington D.C. apartment to talk about book possibilities. Nothing came of that, but I got a glimpse of this mildly eccentric and wonderful man.\nAfter closely examining every surface in the apartment, it was obvious that Ben was a voracious collector. More importantly, he had a variety of interests unlike anyone else—primitive spear points, modern art, boogie-woogie piano, and (his direct link to flying objects) boomerangs! A lasting memory from that visit was a visit to his artist friend’s apartment to see, first, his collection of art, but more importantly, his collection of marbles. Marbles! From then on, collecting, creating, and promoting kites seemed nothing more than mainstream to me.\nWhen the Foundation was born, Kitelines Magazine was ending its great run and German and French kite magazines were coming and going; it was understood that a publishing arm would be a part of Drachen’s functions. When we established the Drachen Foundation Kite Journal to this end, it was understood that Ben would be its editor and primary writer.\nBen helped to define the Foundation’s mission, and his legacy is the volume of original material contained in the Journal section of the Foundation’s website. He leaves us to begin another frontier, immortalized in a film documentary as the guru of boomerangs and will be a consultant for the film.\nBen Ruhe has been an indispensable part of the Drachen Foundation and has helped us to strive to always work harder. Our final issue is dedicated as a tribute to his work.\nI cannot thank you enough, Ben.\nNew Drachen Foundation Publications\nThe Drachen Foundation issues and offers a variety of publications, from scholarly studies of kite topics to overviews of kite cultures, pamphlets documenting special projects and special art “coffee table” books. Drachen has recently added two very special publications to its online store.\nIndia: Kite’s Eye View (sorry, no longer available in the Drachen store)\nBy Nico Chorier\nOffering majestic views of India captured through kite aerial photography, Nico Chorier’s new photography book India: Kite’s Eye View offers captivating documentation of India. Chorier’s unique images allow the viewer to appreciate the distinctiveness of Indian geography, archeology and humanity of this vast country.\nA full time professional kite aerial photographer, Chorier has wandered the world, capturing wonderful close-up views of the Taj Majal in, photographing whales in India, agricultural projects in Brazil and archeological sites in France.\nPaper in Flight \nBy Drachen Foundation\nWhat happens when you gather some of the best kite artists and turn them loose in the traditional paper making regions of Japan? Paper takes flight. This new publication from the Drachen Foundation gives a personal view of these artists as they are mentored in the appreciation of Japanese paper making and in joining these materials and their talent with the culture of Japan as their muse. Detailing a collaboration of kite artists István Bodóczky, Anna Rubin, Scott Skinner, Robert Trepanier, Nobuhiko Yoshizumi and their workshop guests Anthony Bodóczky, Eveline Bischof, Alessia Marrocu and Daniela Zitzmann, the process and results are documented in this colorful book.", "label": "No"} +{"text": "A quick and easy wax-dye art activity for kids.\nWax and Dye Pictures\nYou will need\n1. Let your child draw picture outlines with the wax crayons or alternatively, you draw a simple picture for your child.\n2. Paint over the drawing with some diluted food coloring or dye.\nIdeas for Wax-dye Art pictures\nPreschool Bible Craft - Golgotha Silhouette\nYou will need\nEasy crafts for kids submitted by visitors to this site.\nYou are invited to upload a pic and share your kids' craft activities too!\nA comprehensive list of preschool crafts listed in four categories: painting, drawing, cutting and pasting, and modelling and construction activities for kids.\nEnjoy this collection of printable crafts, including an alphabet coloring book, story-based lapbooks for children and other easy art projects.\nExplore some easy Christams craft ideas for kids to make gifts and decorations for the festive season.\nChristian Bible-based activities and Easter crafts for kids including recipes, art activities, Easter coloring pages, Easter poems/songs, background about Easter and the first Passover and more.\nNew! CommentsHave your say! Leave a comment in the box below.\nOcean Theme Lapbook\nUse this preschool ocean theme lapbook based on A House for Hermit Crab by Eric Carle to enhance your studies of marine life.\n[?] Subscribe To This Site\nCopyright © 2005-2016, Shirleys Preschool Activities.com|\nAll Rights Reserved.", "label": "No"} +{"text": "Did your grandparents have food allergies? Mine sure didn’t. A stark comparison to the growing epidemic of food allergies, worsening with every generation.\nSo why didn’t your grandparents have food allergies? It’s really quite simple…\n1) They ate seasonal real food.\nFood came from farms and small markets in the early 1900’s, and because food preservatives were not widely used yet, food was fresh. Because of the lack of processed food, their diets were nutrient dense, allowing them to get the nutrition they needed from their food.\nFor babies, breast milk was valued and it was always in season.\n2) They didn’t diet, and play restrictive games with their body and metabolism. They ate food when food was available.\nOur grandparents did not fall victim to fad diets, food marketing, calorie counting, and other detrimental dieting habits that are popular today (in part because the marketing infrastructure didn’t exist yet). Because of this, they had a healthy metabolism, and ate according to their body’s needs and cravings.\n3) They cooked food at home, using traditional preparation methods from scratch.\nBuying processed food was not an option, and eating out was a rare luxury. Lucky for our grandparents, these habits actually increased their health.\n4) They didn’t eat GMOs, food additives, stabilizers and thickeners.\nFood was not yet treated with additives, antibiotics and hormones to help preserve shelf life and pad the pockets of food producers in the early 1900’s at the expense of the consumer’s health.\n5) They ate the whole animal, which included mineral-rich bone broths and organ meats.\nAnimal bones were saved or bought to make broths and soups, and organ meats always had a special place at the dinner table. These foods were valued for their medicinal properties, and never went to waste.\n6) They didn’t go to the doctor when they felt sick or take prescription medications. Doctor visits were saved for accidental injuries and life threatening illness.\nWhen they got a fever, they waited it out. When they felt sick, they ate soups, broths, and got lots of rest. They did not have their doctor or nurse on speed dial, and they trusted the body’s natural healing process a whole lot more than we do today. Their food was medicine, whether they realized it or not.\n7) They spent lots of time outside.\nOur grandparents didn’t have the choice to stay inside and play on their phones, computers and gaming systems. They played on the original play-station: bikes, swing-sets and good ol’ mother nature!\nAnd what do these things have to do with food allergies?\nNutrition affects EVERY cell in our body. The health of our cells is dependent on diet and lifestyle. Cells create tissues, tissues create organs, and we are made up of a system of organs. If your nutrition is inadequate, the integrity of each cell, tissue and organ in your body will suffer, thus you may be MORE sensitive to certain foods.\nWhat do you think? Please share in the comments!", "label": "No"} +{"text": "5 June 2013\n1888, FRAME STAMPED WITH THE KIEV PECHERSK LAVRA MARKS IN CYRILLIC, 1885 AND 1886, 84 STANDARD, SILVER PLAQUE FURTHER STAMPED WITH THE KIEV PECHERSK LAVRA MARK, 84 STANDARD.\n35 by 26 cm.\nProvenance: Sold to the West from the Gatchina Palace and Museum through the All-Union Society Antikvariat in 1928-1934.\nPrivate collection, Europe.\nRelated Literature: For similar icons dedicated to the 1888 event, see Auction Catalogue, Russian Art, Icons and Works of Art, MacDougall's, 28 November 2012, p. 340, lot 507.\nThis icon commemorates the occasion when Emperor Alexander III and his family were saved from a train crash on 17th October, 1888. On this day, ten of the fifteen coaches of the Imperial train were derailed close to Borki station, near Kharkov. Sixty eight passengers were injured and twenty one killed. The fact that the entire Imperial family escaped unharmed was regarded as a miracle. The date of 17th October was declared a national holiday; the Holy Synod ordered a Solemn Liturgy and prayers to be offered in every Orthodox church; chapels were built and icons created.\nIcons commemorating the events of 17th October 1888 usually depicted the namesake saints of the Tsar’s family members – or the Holy Prophet Hosea and St Andrew of Crete, whose Feast days were jointly celebrated on this date. As distinct from other icons dedicated to the same miracle, our image is composed of symbols. At the centre, the Theotokos holds the Protecting Veil, symbolising miraculous protection for the Imperial family. Above, is the New Testament Trinity and in the foreground are the Venerable Martyr, St. Andrew of Crete and the Prophet Hosea. On the lower border is the inscription: “Depiction of the Saints celebrated on 17th October”. The texts on the scrolls are from the writings of the two holy men and highly appropriate to the miraculous event: on St Andrew’s scroll are the first words from his Great Canon “The Lord has become a help and protector for my salvation” and the verse on Prophet Hosea’s scroll is about the powerlessness of Hell before God and the promise of eternal life: “I will ransom them from the power of hell; I will redeem them from death” (Hosea 13:14). Of further significance is the depiction of the icon of Christ of Edessa held by St. Andrew – a direct reference to the icon that had been on board the train at the time and which became linked to the Imperial miracle.\nOur icon is strikingly distinguished by the Tsar’s family depicted in silhouette form in the central background, between the two saints. Despite the sketchiness, seven figures are recognisable: Alexander III (centre), the Empress Maria Feodorovna (right), Grand Duke Georgiy and the Tsarevich Nikolai – the future Nicholas II – (left), Grand Duchess Xenia (extreme right) and the little figures of Grand Duchess Olga and Grand Duke Mikhail (front right). These same characters were depicted on the medal In Commemoration of the Miraculous Deliverance of the Tsar’s Family on 17 October 1888, designed by A. Grilikhis and issued by the St Petersburg mint. A silver memorial plate on the reverse of the icon testifies that it was specifically painted for presentation to Emperor Alexander III: “Earnest offering of the Kiev Pechersk Lavra to the Most Pious Lord Emperor Alexander Alexandrovich III in memory of the miraculous deliverance of His Majesty and his Most August Family from very great danger on the railway 17th October 1888. Platon, Metropolitan of Kiev.” Thus, this icon – aside from its “historical” subject matter – is also connected with one of the oldest and foremost centres of Orthodoxy, the Kiev Pechersk Lavra. To judge by certain artistic characterisitics of the icon, it may have been commissioned in St Petersburg from the famous Peshekhonov Workshop, particularly if its long-standing connections with Kiev are taken into account (in 1843-1853, M.S. Peshekhonov restored frescoes at the St Sophia’s Cathedral, Kiev).\nThe icon was reproduced by E.I. Fesenko’s Chromolithography in Odessa, 1895. The image caption reads: “A copy of the icon, presented to the Emperor Alexander Alexandrovich III by the Kiev metropolitan Platon in commemoration of the miraculous escape of His Majesty and the august family from the great danger on railway on 17 October 1888”. This plate was included in the Album of Reproductions of Sacred Icons, published by E.I. Fesenko’s Chromolithography in 1897. Repeated reproductions of the present lot are evidence that the icon was considered as a model for prayerful remembrance of the miraculous rescue of the Tsar’s family in 1888.\nThe icon is a genuinely historic artefact and of special significance in the year when the House of Romanov's quatercentenary is celebrated.\nNotes on symbols:\n* Indicates 5% Import Duty Charge applies.\nΩ Indicates 20% Import Duty Charge applies.\n§ Indicates Artist's Resale Right applies.\n† Indicates Standard VAT scheme applies, and the rate of 20% VAT will be charged on both hammer price and premium.", "label": "No"} +{"text": "QGIS is an excellent piece of free GIS software. This tutorial explains how to use Site Scan and QGIS together to generate topo/contour plots for earthwork, client updates, planning civil work, and accurately estimating jobs.\n5. Now, create contours by navigating to the Contour tool via Raster>Extraction>Contour.\nIn the Contour dialog box, select the newly created clipped raster as the input and select an output filename and file type.\nYou can produce contour/topos in the following formats:\nIn a couple seconds, the contour shapefile will be created.\n6. Right click the newly created file which now appears in the Layers window and select “Save As”\nOnce saved, you can use this file in whatever planning or earth work program you need.\n7. To create a KML file for viewing in Google Earth, select “Keyhole Markup Language” as the output format, and select a filename for the output file.\n8. Open resulting KML file in Google Earth!", "label": "No"} +{"text": "Solution heat treated and stabilized\nSolution heat treated, cold worked and then artificially aged\nSolution heat treated, artificially aged and then cold worked\nArtificially aged and then cold worked\nStrain hardened only\nStrain hardened and partially annealed\nStrain hardened and stabilized\nAdded suffix digits 2, 4, 6, B, to the H1, H2, H3 symbols indicate the degree of strain hardening ,i.e., 2=1/4 hard, 4=1/2\nhard, 6r 3/4 hard, and 8= full hard.\n4-13. SAFETY REQUIREMENTS FOR HANDLING AND FABRICATION OF MAGNESIUM ALLOYS.\n4-14. There are two special major areas of safety precautions to observe in processing of magnesium alloys other than\ngeneral shop safety practices. One is the fact some alloys contain thorium, a radioactive element (e.g., HK31A, HM21A,\nHM31A) and the other is the low melting point/rapid oxidation (fire hazard) characteristics of the metal. Where the\napplication of heat is to be made to a thorium alloy, both of these areas must be considered.\nMagnesium thorium alloys shall be handled, stored and disposed of in accordance with T.O. 00-110N-4.\n4-15. MAGNESIUM-THORIUM ALLOYS (HK31, HM21, HM31, HZ32, ZH42, ZH62) are mildly radioactive but are within\nthe safe limits set by the Atomic Energy Commission (AEC) and represent no hazard to personnel under normal\nconditions. A standard of 0.1 milligram per cubic meter (mg/m3) of thorium in air is a safe limit for continuous\natmospheric exposure and is readily met in processing magnesium alloys cont2ining up to 10% thorium, For Example:\nStirring alloy melt of 5% thorium content resulted in 0.002 mg/m3 atmospheric contamination and grinding air alloy of 3%\nthorium content gave thorium contamination in the breathing zone ranging from 0.008 to 0.035 mg/m3. Only long\nexposure to fine dust or fumes need cause concern as to radioactive toxicity of magnesium thorium. Normal dust control\nprecautions, followed to avoid fire hazards, can be expected to control any health hazards that might result from fine dust\nin grinding the low thorium content alloys. In welding these alloys without local exhaust, concentrations of thorium above\nthe tentative limitof0.1 mg/m3of air were found in the breathing zone. Use of local exhaust reduced thorium\nconcentrations to well within acceptable limits. If ventilation is such that the visible fumes flow away from the welder, it is\nadequate, providing such fumes are not permitted to accumulate in the immediate vicinity. An alternate practice\ninvolves use of a ventilated welder's hood, if there is not sufficient room ventilation to control contamination of the\ngeneral atmosphere. Thorium containing scrap and wet grinding sludge may be disposed of by burning providing an\nABC amendment is secured for the basic AEC license. If burned, the ashes which will then contain the thorium, must be\ndisposed of in accordance with AEC Standards for Protection Against Radiation 10 CFR Part 20. As an alternative the\nashes or scrap may be turned over to an AEC licensed scrap dealer, through applicable disposal procedures. See T.O.\n4-16. For indoor storage of thorium alloy sheets and plates, the size of stacks should be limited to 1000 cubic feet with\nan aisle width not less than one-half the stack's height. Such storage is within the normal recommendations for fire\n4-17. Radiation surveys have shown that exposure of workers handling the referenced thorium alloys is well within the\nsafe limits set by the AEC. Assuming hand contact, the body one foot away from the alloy for an entire 40 hour work\nweek, the exposure would be 168 millirems (mr) to the hands and 72 mr to the whole body. These are maximum values\nwhich probably would not be approached in actual practice. The corresponding AEC permissible safe limits are 1500\nmr/week for the hands and 300 mr/week for the whole body.\n4-18. Despite the relative safety present in the handling, storage and processing of thorium containing alloys, it is\nmandatory that all such actions be made according to the requirements and restrictions of the 00-100 series technical\norders, as applicable, and ABC regulations. As previously stated, the normal precautions taken in the shop processing of\nmagnesium will suffice for safe handing of thorium alloys. These precautions are noted in the following paragraphs on\n4-19. SAFETY PRECAUTIONS FOR ALL ALLOYS (INCLUDING FIRE HAZARDS).\n4-20. Since magnesium will ignite and burn fiercely when heated to a point near its melting temperature, certain\nprecautions should be taken during working of it.\n4-21. Machining Safety Rules. During machining operations, observance of the following rules will control any potential\nKeep all cutting tools sharp and ground with adequate relief and clearance angles.\nUse heavy feeds to produce thick chips.", "label": "No"} +{"text": "In our continuing effort to enable the DIYer to build his own Air Data Computer, we’ve organized some code into a microcontroller-oriented standard library. The code is intended for the Teensy and Arduino boards. To let the user understand how the library can be used, we have prepared some fully working examples ([download id=”2584″] ).\nThis article presents the installation and operation of the library for a Teensy 3.1/3.2 board as a temperature logger.\nMain functions of the logger\nThis temperature logger is able to:\n- Record temperature readings to a Secure Digital (SD) memory card, as well as forward the measurements via USB\n- Accompany the recordings with a corresponding time stamp\n- Calculate certain physical properties of dry air using the AirDC library\nEach data packet contains the following information:\n- Air density,\n- Air temperature ()\n- Air temperature ()\n- Air temperature measurement uncertainty ( )\n- Reference pressure ()\n- Viscosity ()\n- Timestamp (year, month, day, hour, minute, second)\n- Program execution time ()\nPrerequisites and Components\nTo build a logger identical to the one presented, you will need the following hardware and software and basic soldering skills.\n- 1 x Teensy 3.1/3.2 microcontroller (Figure 4, pinout information)\n- 1 x DS18B20 temperature sensor, a low sampling rate digital temperature sensor from Maxim with a nominal accuracy of 0.5 (Figure 5)\n- 1 x Portable, battery powered USB charger with microUSB plug (Figure 6)\n- Some thin, multi-strand wire\n- 1 x 32.768Hz quartz crystal, to enable the real time clock operation of the Teensy (RTC) (Figure 7)\n- 1 x SD Card Adaptor for Teensy and SD card (Figure 9)\n- 1 x 4.7kΩ/0.25W resistor, regardless of accuracy\n- 1 x 3V coin battery and battery holder, to maintain RTC in case the USB charger is disconnected (Figure 8)\nDownload and install the latest public release of the AirDC Teensy library from our Github repository or here [download id=”2584″]. Once downloaded, place the whole AirDC folder within your Teenyduino libraries directory. Detailed third party libraries installation instructions for the Teensy/Arduino IDE can be found here.\nIf you want to keep your logger assembled and keep a small overall footprint, it is suggested that you solder every wire. Refer to Figure 9 for hints on soldering the SD Card Adaptor. Mounting the adaptor flush to the board will reduce the overall dimensions but soldering will be tricky. Instead, it is preferable to separate the adaptor from the Teensy board with pin header rows. There is also a relevant tutorial in the PJRC site. The adaptor schematics are available here.\nKeep in mind that the USB cable might obstruct you from ejecting the SD card, if you solder the adaptor in the position shown in Figure 9.\nThe coin battery holder should be connected to Vbat (+) and to Ground (-) pins.\nThree wires are required to be soldered between the temperature sensor and the Teensy board. Refer to the manufacturer datasheet. The following table describes the required connections.\nRun the Code\nYou can run the sketch without an SD card: just set:\n#define SDSAVE 0\nwithin the example sketch.\nThe complete, ready-to-run sketch your logger is “BasicSDDataLogger.ino”, situated within the Example folder. You can also find it from within the Arduino IDE in Files > AirDC > Examples. There are a few basic parameters you can set to personalize your temperature recorder. Open the “BasicSDDataLogger.ino” sketch and modify the following parameters values to fit your requirements. First of all you can choose the sampling period. Set the variable ios to the desired value in seconds. The minimum value is 2 seconds.\nThe logger calculates (among others) the air density and viscosity and log the values to the SD card and the print them in the serial output. We only have a temperature sensor onboard, so during the calculations for the density and viscosity, the ambient pressure is assumed to be 101325Pa by default. The relative humidity value is set to 0%. Still, those pre-supposed values can be changed within the sketch to reflect the desired pressure value and humidity. Pressure is given in Pa and relative humidity is a value between 0 and 1.\nYou can use the logger with or without a RTC. To operate without a RTC (No quartz crystal, no coin battery) you first need to declare the absence of the RTC:\n#define RTCPRESENT 0\nand then your desired initial log timestamp:\nsetTime(23, 40, 15, 8, 1, 2016);\nBy the default, time is set to 23:59:55 and date to 31/12/2016.\nTo use the RTC functionality, be sure to leave the relevant line of code intact.\n#define RTCPRESENT 1\nA demo video of the code execution can be found here below. The real-time output in the serial port can be seen.\n[youtube id=”S1dFmZvGPUA” align=”center” mode=”normal” maxwidth=”720″ grow=”yes”]\nConfiguring the RTC\nThe sketch will read the time from the RTC but is not able to setup the RTC time. To do so you can use the time library example File > Examples > Time > TimeTeensy3. You can configure the correct time and date and upload the logger sketch to the board afterwards. The RTC will maintain the correct time settings which will not be lost, as long as a battery is connected to the Teensy board\nWhen you upload the code, the board will immediately logging values. You will notice the serial port blinking every time new data is sent over Serial. If you use an SD card, be sure to insert it prior to power on.\nWhen you have finished data collection, unplug the power source from the board. Then, move the datalog.csv file from the SD card to your computer or any other convenient location. To plot, for example, temperature you can import the data file to Excel or LibreCalc. When you open the datalog.csv file from one of these applications, an import wizard will pop up. To convert the .csv file to LibreOffice or Excel select only comma (,) as separator for fields. With that conversion you can plot a graph similar to Figure 3 Suppose that every recorded measurement requires about 100 bytes of storage room on the SD (the size depends on measurement values) and the sampling period is 900 seconds. In one day the logger will write bytes. For every gigabyte of SD Card space, our logger can save 307 years of data. It’s apparent from this rough calculation that SD card capacity is not a critical design requirement for this device and application.\nThe employed temperature sensor has a “generous” measurement interval, in the order of 700ms. The measurement code is blocking (1000ms) and during that time the micro controller board is not executing other code. Consequently, this kind of sensor can be used only when fast response is not required from the program.\nThe sensor employed in our logger was shielded in a metal sheath, which can damp down the dynamic response of the sensor, in comparison to an unshielded sensor. The mass of the sheath implicates an increase in thermal inertia for the whole temperature probe, rendering any kind of fast dynamic application impossible. Considerations for sensor dynamics will be introduced when we deal with more demanding applications.", "label": "No"} +{"text": "Life on Titan?\nTitan, Saturn's largest moon, is a mysterious place. Its thick atmosphere is rich in organic compounds. Some of them would be signs of life if they were on our planet.\nHow do they form on Titan? Will they help us to discover how life began on Earth?\nTitan's atmosphere is mostly nitrogen but there are also methane and many other organic compounds. Organic compounds form when sunlight destroys methane. If sunlight is continuously destroying methane, how is methane getting into the atmosphere?\nOn Earth today, it is life itself that refreshes the methane supply. Methane is a by-product of the metabolism of many organisms. On Earth, the simplest biological sources, such as those associated with peat bogs, rice fields and ruminant animals, continuously supply fresh gas to replace that destroyed by oxidation. Could this mean there is life on Titan?\nTitan is not a pleasant place for life. It is far too cold for liquid water to exist, and all known forms of life need liquid water. Titan's surface is -180°C. According to one exotic theory, long ago, the impact of a meteorite, for example, might have provided enough heat to liquify water for perhaps a few hundred or thousand years.\nHowever, it is unlikely that Titan is a site for life today. But scientists are still currently puzzled by the amount of methane that persists in Titan's atmosphere. Could there be oceans of methane on or under the surface?", "label": "No"} +{"text": "By Jeffrey Zilahy\nDo you're thinking that \"math = extraordinary\" is a real assertion? After examining this booklet, you may swap your solution to a certain. With \"jargon avoidance\" in brain, this leisure math publication promises the lowdown on why math is enjoyable, fascinating and proper in trendy society. meant for a person who's taken with math and the place it's circa 2010. This publication is much less considering exploring the mathematical information than it's with exploring the final impression of assorted discoveries and insights, and goals to be insightful, slicing edge-y and mathematically rigorous.\nRead Online or Download A Cultural Paradox: Fun in Mathematics PDF\nSimilar study & teaching books\nIf freshmen within the school room are to be considering arithmetic, academics have to be either good proficient approximately present tasks and ready to see how what's anticipated of them could be translated into wealthy and stimulating lecture room innovations. The e-book examines present tasks that impact instructing arithmetic and identifies guidelines for motion within the school room.\nNew 4th version thoroughly revised and up to date with new DVD now to be had; ISBN 1-56368-283-4\nOffers an exam of the historical past to trying out vocabulary wisdom in a moment language and specifically considers the impact that notice frequency and lexical assurance have on studying and communique in a international language. content material: factors and definitions -- be aware hassle, be aware frequency and acquisition : lexical profiles -- Frequency and insurance -- Measuring vocabulary breadth : passive attractiveness vocabulary -- Measuring different points of vocabulary breadth -- Measuring effective vocabulary wisdom -- Measuring vocabulary intensity -- Vocabulary acquisition and checks of language point -- Vocabulary acquisition and lecture room enter -- Vocabulary acquisition and casual language enter -- Implications for studying and educating : conception and perform.\nDeutsch als Fremdsprache im Klinikalltag meistern! Der berufliche Erfolg eines jeden Arztes basiert auf der gekonnten Kommunikation mit Patienten und Kollegen. Sei es im Anamnesegespräch, bei der körperlichen Untersuchung oder der Diskussion von Differentialdiagnosen. Internationale Ärzte stellt die Arbeit in deutschen Kliniken und Praxen vor eine besonders große Aufgabe, da sie sich sowohl in der fachspezifischen Ausdrucksweise als auch mit kulturellen Besonderheiten der Sprache zurechtfinden müssen.\n- Teach yourself Russian grammar\n- What Mathematics Do Students Know and How is that Knowledge Changing?: Evidence from the National Assessment of Educational Progress\n- Dissertation Writing in Practice: Turning Ideas into Text\n- Algebra I: Textbook for Students of Mathematics\nExtra info for A Cultural Paradox: Fun in Mathematics\nHe also does not exhibit Savant traits, indeed it is postulated that he developed his skills through his genetics. If this is true, it could mean that more people will naturally develop \"genius abilities\" in the future. A bunch of Toothpicks 39 CH 16: History of the TOE and E8 It appears that the most famous genius to have lived, Albert Einstein, actually spent the majority of his professional life frustrated at how to reconcile his powerful theories of Relativity with those of Quantum Mechanics.\nA bunch of Toothpicks 39 CH 16: History of the TOE and E8 It appears that the most famous genius to have lived, Albert Einstein, actually spent the majority of his professional life frustrated at how to reconcile his powerful theories of Relativity with those of Quantum Mechanics. While his theory was remarkably accurate in describing physics of the very large, his equations could not work in conjunction with physics of the very small. From this mathematical inconsistency, the quest of generations of brilliant scientists has been to determine what physical theory can explain both the large and small.\nHe is unique due to the fact that he never maintained a permanent residence, never married, never had kids, shunned worldly possessions and basically lived an entirely nomadic existence. He lived to be 83 years old and was a mathematician from a very early age. While his decision to live such a life probably has earned him a bit of a reputation as an eccentric, it also afforded him the opportunity to spend his long life dedicated entirely to mathematics and in the process become perhaps the most prolific mathematician ever in history as of this writing.\nA Cultural Paradox: Fun in Mathematics by Jeffrey Zilahy", "label": "No"} +{"text": "With the colder months approaching, critters living in urban areas like raccoons are looking for dry, warm spaces to curl up and settle down. Our heated homes are like an oasis to these animals during winter.\nBefore we get into how to deal with these creatures, let’s get acquainted with the raccoon itself. These animals are about the size of small dogs. They can weigh over 20 pounds and measure up to 95 centimeters long. Raccoons are extremely adaptable animals, and eat both vegetables and meat. They are agile, can run up to 24 kilometres per hour, and fall 11 to 12 meters without injury. In the wintertime, raccoons can lose up to 50% of their body weight. Female raccoons can give birth from between one and five babies, generally in April or May.\nTo keep raccoons out of your home this winter, here are a few useful tips from your local wildlife experts:\n1.Secure all access points. Raccoons will scratch, claw, dig, and pry their way into your home. To prevent these fluffy, curious critters from getting into your house, be on the lookout for rotting siding or holes where through which your home can be accessed. Look for weakened structures in chimneys, decks, garages, attics, and basements.\n2.Trim your trees. Raccoons are cunning, and will exploit any opportunity to reach your home. If a tree in your yard has branches long enough to reach your roof, you should consider cutting back the branches to prevent raccoons from accessing the top of your house. Fruit trees, especially, can encourage these pests to hang out around your home.\n3.Rid your yard of food sources. You may not find frozen food appealing, but hungry raccoons will make a meal of it. To keep raccoons away, ensure your garbage containers are firmly shut or closed away in a lockable unit. Ensure that any pet food is kept inside.\n4.Use light to your advantage. Raccoons are primarily nocturnal creatures. Keeping a well-lit backyard, or one with motion-sensor “predator” lights, might discourage raccoons from settling in on your property.\n5.Contact a professional. If you feel like you’ve tried all possible options, but you’re still having raccoon trouble, contact a knowledgeable professional to help you deal with the problem. Raccoons can carry rabies, roundworm, and leptospirosis, all of which are transmittable to humans and pets.\nRaccoons may look cute and relatively harmless, but they can do irreparable (not to mention expensive) damage to your home. To keep you and your family safe, scan the outside of your house for any openings, and ensure your yard contains no food.\nIf you have a raccoon problem that requires professional help, get in touch with the professionals at Raider Wildlife Control today.", "label": "No"} +{"text": "Yoga Basics: What is Stretching?\nYoga is more than stretching. The definition of yoga is, in one word, is unity (of body, mind and spirit). Without discounting mind and spirit, understanding the physical aspect of yoga will enhance the overall experience of unity.\nAs you explore your body’s abilities on the yoga mat, you will undoubtedly experience the sensation of stretch. Stretching has many benefits including improved circulation, joint mobility and muscle elasticity. The common misunderstanding of yoga as merely “stretching” can lead to some not so smart or safe yoga practices. Understanding the science of stretching will improve your safety on the mat and your enjoyment.\nFour Stretching Methods In Your Yoga Practice\nThere are several methods of stretching. These include:\nStatic is considered to be a passive stretch (muscles not active during stretch) but pushed to end range/tolerance.\nPassive (or relaxed) stretching is a form of static stretching. However, with passive stretching, you relax into a pose letting your body weight, or gravity, stretch your muscles.\nActive stretching is when you use antagonistic muscle groups (muscles that oppose the muscle you are stretching) or agonist (the muscle group you are stretching) to facilitate a reflexive response that neurologically relaxes the muscle you are stretching. Active stretching is accomplished by the voluntary use of one’s muscles without external aid.\nBallistic is dynamic bouncing in and out of stretches\nThese methods of stretching can be combined. A stretch can start out passive but then become active as you contract muscle groups while in a yoga pose. Or, you may actively move into a position and then use your hands to assist holding your leg in a position. No method is right or wrong, but active stretching and active assisted stretching tend to offer more control and can therefore be safer.\nWhy the Type of Stretching Matters in Yoga\nWhen practicing yoga, it is important to move with control and to stay tuned to the sensations of the body. “No pain, no gain” is NOT a mantra of yoga. When doing static or passive stretching, it is useful to consider that we may be compressing a joint or straining a ligament which is usually accompanied by an unpleasant sensation. This is not generally a goal unless there is a therapeutic reason for doing so and you know what you are doing and why. More often a pleasant sensation of stretch in the center of a muscle is desired and therapeutic. This may seem obvious to some, but many people may feel that getting through the unpleasantness is part of the process. Perhaps this is true in rare cases, but for the most part, pain is a sign to back off.\nHow Hard Should I Push Myself in Yoga Poses?\nIt is generally not recommended to stretch a muscle at its tendon (its insertion point on a bone) or to stretch a ligament. This may happen if you push too hard, have weakness in a muscle, and/or lack the strength to control joint movement. Stretching a tendon doesn’t feel very good. If you find that certain poses result in discomfort despite your efforts to control the motion, you may need to work on muscle strength or modify until the sensation is less intense. Improving your body awareness and understanding your body’s limitations will help you determine when it’s safe to push, and when it’s smarter to yield.\nWhy am I so….Inflexible?\nLimitations in flexibility are due to more than just muscle tightness, and include joint structure, ligaments, tendons, neural mobility and genetics1. In fact stretching does not necessarily lengthen muscle fibers. Improved flexibility and range of motion in joints is due to increased stretch tolerance rather than increased muscle length.\nThe word “tolerance” in this context means adaptation. To tolerate also means to accept and endure. Through practice, repetition and technique we learn to let go (rather than accept and endure) which creates a shift in not only our physiology, but perhaps also in the psyche. Flexibility is defined as range of motion in your joints, but also as the ability to bend without breaking, or willingness to compromise. To consider these polysemous words in the bigger context of yoga, we start to understand that practicing yoga embodies more than the physical.\nStaying Safe in Yoga\nThe safest way to apply the principle of strength with flexibility is to stretch with the muscle around the joint while toned (in an active state). An example of this would be in Dhanurasana (Bow Pose). When you are on belly grasping ankles, you press the ankles into the hands to use the quadriceps (agonist) while you are stretching them. Likewise in Padangustasana (Hand-to-Foot Pose, mimicking a hamstring stretch) you activate the quadriceps (antagonist) to reciprocally relax the hamstrings. Actively moving into a pose and then gently contracting either the muscle(s) being stretched or the opposing muscles is the safest method of stretching. Passive stretching may be more intense, but is intensity necessary or safe?\nHatha yoga should be a balance between strength, flexibility and relaxation. An overly flexible muscle that has little strength may not function properly in everyday life. Similarly a very stiff muscle or joint may be unable to function properly. If we gently activate muscles while in stretching positions we protect the joints and we learn to respect our limitations and vulnerabilities at any given moment. The balance of wanting to go further and knowing when to stop is experienced, as is the understanding of what yoga is truly about. Now that is practicing smart, safe, yoga!\nYou May Also Enjoy:\nYoga basics: connective tissue, or fascia and stretching: explore more on this subject with YogaUOnline writer, Meagan McCrary.\nExplore gentle and relaxing yoga stretching with YogaUOnline’s back to basics course: Healthy Back, Healthy Body: Yoga for Flexibility and Back Pain Relief.\nReprinted with permission from SmartSafeYoga.com\nChristine Carr is the owner of Synergy Physical Therapy and Yoga, Inc. in Evergreen, Colorado. She incorporates both physical therapy and yoga in her work helping clients (synergyptyoga.com). She has been a physical therapist for 18 years and a yoga therapist for 11 years. Christine has studied with various yoga teachers and styles being drawn most to the Iyengar lineage and therapeutics in general. She now assists workshops in therapeutics for both the Professional Yoga Therapy Studies and Rachel Krentzman’s Yoga for a Happy Back Program. Her passion for learning and contributing to her field led her to Dr. Matthew Taylor, PT, PhD, E-RYT 500 for whom she is now contributing articles for his SMARTSAFE yoga blog.", "label": "No"} +{"text": "Junior Solar Sprint Professional Development\nWednesday, March 4th from 9:00am - 12:00pm\nLocation: Cradle of Aviation\nDescription: Do you or your neighbors receive electricity for your home from solar panels?! Can you imagine cars running off the same panels?! The Junior Solar Sprint (JSS) incorporates uses solar technology to reinforce the need for renewable energy resources through engineering!\nJSS challenges students to use their knowledge of science, creative thinking, and teamwork to design and build solar electric vehicles. Then, students will have the opportunity to race to the finish!\nAt our workshop, you’ll engineer your own solar car and learn how math is essential to building the most efficient solar vehicle!", "label": "No"} +{"text": "Welcome to 4th Grade!\nDiscover what makes this year special, from world biomes dioramas and the Schooner Sultana, to St. Leonie Aviat's Mass and our spring show.\nEnglish Language Arts\nStudents focus on daily reading and writing. Instruction covers reading, writing, grammar, spelling, listening, and speaking.\nStudents are exposed to novels, short stories, articles, and the MacMillan/McGraw-Hill reading series, Treasures, from which reading strategies and vocabulary words are learned and applied. Weekly spelling, review, and challenge words are also an element of the program.\nFocusing on the Six Traits of Writing: Ideas, Organization, Voice, Word Choice, Sentence Fluency & Conventions, and Presentation, students apply their writing skills to mini-lessons, grammar exercises, and a writing journal.\nThe backbone of the Singapore Math program is number sense instruction, model drawing, and mental math, which teaches students to progress from concrete to pictorial to abstract representations. Concepts covered include place value, comparing numbers, multiplying, dividing, fractions, decimals, line plots, calculating measures of central tendency (mean, median, mode, range), graphing, measuring angles using a protractor, and finding area and perimeter.\nStudents explore science through the LabLearner program. Units of study include: Microscopes & Magnification, Chemistry, Forms of Energy, Ecosystems & Adaptations, Light & Optics, and Nutrition. Investigations follow a pre-lab, hands-on lab study, and post-lab format.\nCurriculum consists of the U. S. government, the five major regions of the United States, including their people and customs, early American history, a study of the state of Maryland and its Colonial history, and map studies. Students learn all 50 states & capitals, as well as their location on the map.\nThrough the series, Christ Our Life, students know, proclaim, and share the Catholic faith. Each lesson integrates Scripture, Catholic doctrine and tradition, as well as the Church's social teachings. The Sacraments are studied in depth, as well as the Commandments and the Beatitudes.", "label": "No"} +{"text": "On Wednesday 6 January four scientists from the Centre for Ecology & Hydrology gave an hour-long background press briefing on the science behind flooding.\nYesterday we posted a summary of the introductory hydrological points made by Professor Alan Jenkins, our Deputy Director and Director, Water and Pollution Science.\nToday’s post, by Prof Jenkins and colleagues Nick Reynard and Jamie Hannaford, is based on the parts of the briefing that examined natural flood management techniques such as tree planting, creation of woody debris dams and changes to upland management practices. In most cases the text below is based on the wording used by the scientists on the day. Questions from the audience were wide-ranging, so they’ve grouped the answers they gave on the day under a number of common areas.\nExamining the scientific evidence – what do we know about natural flood management?\nby Prof Alan Jenkins, Nick Reynard and Jamie Hannaford\n“Hydrology at large catchment scale is an extremely complex mixture of natural and man-made water processes, pathways and storages.”\nThe use of ‘natural’ techniques for managing floods is much in the news at present. Here at the Centre for Ecology & Hydrology we have a long history of research on catchment science covering upland and lowland areas across the UK (and further afield). CEH scientists have been involved with work at research catchments including Pontbren, Plynlimon, Balquhidder, and many more, as well as national scale hydrological monitoring and modelling over the last five decades.\nOn Wednesday the three of us attended a press briefing in London where we were asked a number of questions on natural flood management techniques. We’ve summarised our responses below. It’s important to note that our answers are based on our varied experiences as hydrologists working on a variety of projects. We haven’t provided references here and would be very happy to expand on the points, and engage further. Our contact details can be found in the links at the bottom of the post.\n“There is much still to be learnt about natural flood management techniques, and there is a pressing need to systematically review all the evidence to determine what works best in any particular catchment.”\nAt the very start of the briefing we were asked about the overall state of the evidence for flood management techniques. We replied,\nThere are many things that we believe can be done to mitigate floods, to stop floods happening or to reduce flood impact. Some of these things are perhaps manmade but some are more natural, such as rewilding of the environment which has been suggested many times over the last few weeks. All of them will work to some extent in some location. But hydrologically it's unlikely that any one of them will work to the same extent everywhere, or will provide a panacea for protecting all communities, all sites, against flooding.\nPhoto: Mixed land cover in an upland catchment, Plynlimon. (c. Simon Grant)\nThe discussion then moved onto the role of different types of upland management techniques. In response to a question about whether upland management could have reduced the flows seen during the extreme rainfall in the uplands during December 2015, we said,\n…there is very little published scientific evidence that changes in the way we manage the uplands would have helped to reduce the flood impact in those flooded areas over the last few weeks.\nWe went on to explain why we held this view…\n…although there's very little documented scientific evidence that different upland management would have helped, we were not saying that planting trees, or blocking drains, or removing sheep, would not have prevented flooding. We simply don't have the evidence to say that removing the sheep, covering the uplands with trees and building beaver dams, or having beavers build dams, would or would not have prevented the recent extreme flooding. Based on the published scientific evidence we don't yet know the answer.\nUnderstandably we were then asked by the audience whether “…is that a lack of evidence, or rather that you don't suspect it would be of beneficial...consequence? Because we've heard an awful lot about managing catchments, upper areas, might actually make a bit of impact.”\nWe replied that it's to do with scale and magnitude.\nA crucial point is the scale at which these kinds of scheme can operate and provide some kind of mitigation against flood peaks, and they will work in local and small catchments. They can provide some reduction in the flood peak or a slowing down of some of the water in local areas.\nWe added that it is also about the magnitude of the event, so they will work probably for events that are less extreme. However the more extreme events will overcome all of those sorts of schemes, and they'll cease to be effective on a large catchment scale for these very big events.\nWhat we have seen so far this winter is remarkable; the wettest calendar month on record and some extraordinary daily totals, including the new 24h record. Extreme rainfall was observed over very large areas of upland Britain. Fuller analysis will be released on Friday 15th January within the December 2015 Monthly Hydrological Summary for the UK.\nGraph right shows rainfall accumulation at COSMOS-UK sites during storm Desmond.\nSo it's not to say they don't work, there is some evidence from some of these schemes that have been put in with monitoring associated with them, which shows some attenuation for flood peaks, at local scales. The danger is then extrapolating that from a local scale benefit, to a national or even a large catchment scale, that it will reduce large flood peaks.\nTo conclude; there is some evidence from some smaller scale studies. The problem is that there’s quite a limited amount of research that's been done, and a lot of the work that has been done has all come to a similar conclusion that there would be some effect on some smaller flood peaks, but as soon as you get more extreme events then those local scale measures aren’t going to make much difference.\nAnother part of the briefing covered the need for a wide range of measures to help manage floods. We said,\nFlood management is about a basket of measures. Some of them about engineering, such as the flood defences we have in towns, and so on. But they work as absolute defences, and upland management schemes will contribute to those. So we think if you have a basket of measures you'll protect against some events, and you’ll protect against others using high-class engineering. So we're not saying one thing will solve it. We're not about flood defence, we're about flood management, so it's a whole range of things that will contribute to managing it.\nWe also talked about the work on infiltration rates at Pontbren, Wales, which was carried out by CEH scientists.\nOn the afforestation issue specifically, there's been a lot of selective use of results from the Pontbren experiments which CEH were involved in, there's a lot of quoting the figure around, “infiltration in forested areas being 60 times more than in grassland”. You have to be very careful in interpreting those things. The result is important, but going back to what we said earlier about very extreme events, the additional infiltration is very useful but just because water goes into the soil doesn't meant that that's problem solved.\nThink about the uplands, you've got very thin soils and the rocks underlying them are impermeable, i.e do not absorb water. So water doesn't just flow on the top of the soils, in fact often it doesn't, you've got flow in the soil itself, so just having more infiltration is not necessarily beneficial. Put simply you can't just extrapolate from these small plot experiments showing you have more infiltration to saying that forests will instantly be the solution. Even with greater storage, with big enough events stores will fill up.\nA good analogy is a sponge, people again have made analogies of the uplands needing to be like a sponge. However even a sponge has a capacity and once stores start to become full up then of course they start to contribute to flow further downstream.\nNext, there were questions on other types of natural flood management, such as debris dams. We said,\nDebris dams can be part of this raft of measures that we’ve talked about and they can be very small, log dams that just hold back some of the water and some of the sediments. They're good for all sorts of reasons, such as water resources, for water quality, for carbon storage, so there's lots of good reasons to do that and they also contribute to flood mitigation at a local scale. So it's the same sort of issue though, you can have these dams and they might work but remember, for example, flood retention areas only work if they're empty or half empty, once they're full then there's no more capacity for them to hold back any more water so they only work to a certain level as well.\nThe audience at the briefing also wanted to know what needs to be done next. On new experiments we said,\nThere are different ways of doing experiments…We could go out and undertake field experiments. They're difficult, we’ve talked about the difficulty of the extrapolation from the small scale. We can only do small scale, plot scale we would call them, a few tens of meters on a short time scale, for a whole catchment we have to monitor for a long time period. So you would have to make an intervention, either take the sheep away, or put the trees in, and then you've got to wait for some time, in fact you've got to do some pre-manipulation monitoring and hope that you get some storms, and then you've got to do some post-manipulation monitoring. So what we’re saying is it takes a lot of years. We do have the opportunity to look around at catchments that are similar from the historical record which we could go away and start to do because we've got a lot of data from a lot of catchments.\nWe also have a number of models, hydrological models that we can perturb, and have a look at the outputs, but some would argue that that's not really evidence, but rather give you an indication of what's likely to happen. So we can start that immediately. But the hard evidence is really in observing a changed response, and that's not easy in a short time span. So in terms of experiments, the EA, SEPA, Natural Resources Wales and the Forestry Commission, and others, they are all putting in quite a lot of these types of schemes, and they're putting them in with monitoring. So they've just started over the last few years, and this is happening across Europe as well, actually, so there will be data coming in about how the response might have changed, hopefully at places where we have historical records where we can compare against. So there are going to be data coming in on the effectiveness or not of these schemes. That still leaves the problem of scaling up. How do we then build up to a national picture, how will that contribute to flood mitigation? Much more science is needed here.\nAs the briefing drew to a close, we concluded:\nNatural flood management is one of those things that is 'no regrets', to use climate parlance. So we think that, although the evidence is limited, that on a big catchment scale, those measures will mitigate flooding, it is very likely that they will have some beneficial effect and that they will also have a lot of other positive environmental benefits. So it makes good sense to look into those policies where one can.", "label": "No"} +{"text": "Oh! Are you looking at the globe and trying to understand the continents?\nLet me guide you with this.\nLet me guide you about all of it.\nAs you know the Planet Earth is like a huge ball with the surface made up of land and water.\nIf you look at the globe you will see that we can see only one side of the Earth at a time but if we strech the surface to get a map, it will look like this one.\nThis show the entire surface of the Earth: the dark blue areas are water, and rest of the area is land.\nThe whole land area of the Earth is divided into 7th parts, these are called: continents.\nThese continents are continuous Earth landmasses.These continents are: North America; Europe, Asia, Africa, South America and Antarctica.\nLet's learn an easy way to remember these names, look at these sentence: \"Erin Ate Nine Sticky Appricots At Aprils\". \"E\", is for Europe, \"A\" is for Asia, \"N\" is for North America, \"S\" is for South America. Again, an \"A\" here is for Africa, another \"A\" for Australia, and yet another \"A\" for Antarctica. Remember: \"Erin Ate Nine Sticky Appricots At Aprils\". And now you can remember the names of all the continents.\nLet's now go to each continent to know more about these. Oh! Wow! You are riding an elephant! You are in Asia! It is the biggest continent. It is about one third of all land on the Planet Earth. And also, six out of every ten people on the Earth live here. Which is the world 60% of the population. China and India, World's most populated countries are here. Also, do you know that the ten highest mountain peaks of the World are in Asia? Mount Everest, the highest mountain in the World is also in Asia. Most of the World's religions like Hinduism, Islam and Buddhism originated here.\nOh! Well! You are wearing diamonds and you are eating a chocolate. You seem to be in Africa! Half of the World's diamonds come from Africa. Also, most of the chocolate which you and I love, comes from here. Which is around 50 percent of the total chocolate produced in the World.\nWorld's largest desert Sahara and the Wordl's largest River Nile, is also in Africa. It is the second largest continent among 7 continents. It is also said that the first human lived here. It is situated on the Equator, and that is whay it is very hot.\nOh! Don't be scared! These are kangaroos! These are found only in the Australian continent. In the Australian continent there is only one country which is Australia itself! Apart kangaroos, there are many other unique animals in this continent like Koala and Emus. It also has a sizable sheep population. They say there are 14 times more sheep in Australia than humans. Australia is also the largest Island in the world. In Australia seventy-five percent area is just dessert.\nOh my God! Save yourself! It is an Anaconda! The largest snake in the world. It is only found in South America. Hello! Cool down, have some coffee. Brazil. This country in South America is the World's largest producer of coffee. This continent has the World's Largest river, Amazon, the World's largest Mountain Range and the World's largest Salt Lake. It also has the World's highest volcano and the World's highest waterfall.\nOh! Look at that penguin dancing! This tells you we've come to Antarctica. 98% of this continent is covered with ice. That's why it is called the white or frozen continent. It is the World's coldest, windiest, driest and highest continent. Like desert, there's very less rain here. And that's why it is also called \"the cold desert\". There are no villages or cities here.\nWow! We are in Europe! the only continent with no deserts. The World's smallest country, Vatican City, is here. The Pope also lives here. All the countries in Europe have a single currency named Euro. The world's largest country by area, Russia, is situated here. Other important countries are: Britain, France and Germany.\nOh! You see the Statue of Liberty! Uh! We are in North America! Home of the world's largest innovative companies like Apple, Google and Facebook. It is also known as \"New World\" as it was discovered very late. You see this owl!? It's name is \"Elf\" and it is the World's smallest owl. It is found in this continent. It is the World's largest producer of mais, weat and soya bean. the world's thrid longest river, Mississipi is also in North America.", "label": "No"} +{"text": "General Program, Ponte Vedra: Manatees\nJun 1, 2009\nManatees are on the endangered species list. Their numbers have been increasing, but in 2008, a record number of infant Manatees died, raising the question of their continued survival.\nWe will find out about the successes and issues surrounding these gentle “sea cows” from Dr Gerald Pinto, Associate Research Scientist at Jacksonville University. Dr. Pinto helped develop and implement the state approved Manatee Protection Plan for Duval and Clay Counties. He also has an interest in research on the impact of freshwater withdrawals, sea level rise, and the impact of harbor deepening effects on our own St. Johns River.\nNortheast Florida Group\nThe main meeting room of the Ponte Vedra Beach Public Library on Library Road at AIA\n(blinking light south of the intersection of AIA and Solana Road, on A1A about two miles south of Butler Boulevard)", "label": "No"} +{"text": "An integrated project has been launched for the restoration of greenery to lessen the levels of pollution in the city and stabilise the groundwater table. The Srivarahalakshmi Narasimha Swamy Devasthanam has launched the Simhagiri Vanasamrakshana Yagnam, and plans have been made by the Simhachalam Devasthanam to take up a one lakh plantation programme by the end of December 2018.\nThe Simhachalam hills spread over a radius of 15 KMs have the potential to lessen carbon emissions by at least 10,000 tonnes per annum. They are one of the best sources of flora and fauna in the Eastern Ghats. The rapid urbanisation in the city has left the biodiversity damaged with exposed rock left on the hills. Several water springs along the hill have vanished with many on the verge of it.\nAndhra University studied the environmental emergencies on the hill and provided the devasthanam with a master plan. It was found that 74 varieties of plants existed on the hill, out of which 34 were extinct. The devasthanam has been alerted and asked to take immediate measures if it wants to conserve the flora and fauna on these hills. 200 varieties of fauna were also found at the hill, but a huge number of flora and fauna has disappeared in the last three decades.\nHudhud in 2014 also let the Simhachalam hills severely damaged. The devasthanam has accepted the master plan and kickstarted the SVY project last year. During the 2016 monsoons, they planted 16,000 saplings. The devasthanam has also started its own nursery, and at present, 32,000 varieties of saplings are ready at the nursery for plantation. This year, they will be planting 20,000 saplings by the end of August/September.\nOut of the 34 varieties lost, 30 have been recovered. 800 KGs of seeds have been covered with cow dung and the seedlings are expected to sprout during the monsoon rains. Arrangements are in place to plant one lakh saplings by the monsoon of 2018. Regarding the exposed rock, the devasthanam is adopting water seed management. Construction of trenches, circulation tanks and check damns have been taken up to conserve rain water.", "label": "No"} +{"text": "Agricultural Chemicals in Iowa's Ground Water\nThe Iowa Department of Natural Resources, Geological Survey Bureau (GSB); the University of Iowa Hygienic Laboratory (UHL); and the U.S. Geological Survey (USGS) have been working together to address this question. As part of the Iowa Ground Water Monitoring (IGWM) Program, water samples have been collected from selected Iowa municipal wells since 1982. An examination of this data identified two trends: 1) concentrations of atrazine were generally decreasing over time, and 2) concentrations of metolachlor were generally were increasing. Continuing ground-water sampling can determine if these trends represent long-term changes in chemical concentrations.\nIowa has some of the most productive farmland in the world. Agricultural chemicals (pesticides and nitrogen fertilizers) have become an integral part of farming in Iowa, where some of the most intensive applications are used (Battaglin and Goolsby, 1995). Intensive chemical use has focused investigations on Iowa to determine the occurrence of agricultural chemicals in ground water (Libra and others, 1987; Detroy and others, 1988; Hallberg, 1989; Kross and others, 1990). Research has documented that alachlor, atrazine, cyanazine, and metolachlor historically have been the most frequently detected pesticides in Iowa's ground water. This research has increased public awareness of the occurrence of agricultural chemicals in ground water. A public concern has been whether concentrations of agricultural chemicals have changed over time. Few studies, however, have provided the consistency and longevity to adequately address this issue on a regional scale (Barbash and Resek, 1996). In response to this concern, the Geological Survey Bureau, the University of Iowa Hygienic Laboratory, and the USGS formed the IGWM in 1982 to monitor agricultural chemicals in Iowa's ground water. From 1982-95, 2,041 nitrate samples from 1,024 municipal wells and 1,375 pesticide samples from 730 municipal wells were collected for the IGWM (fig. 1).\nFigure 1. Location of the municipal wells repeatedly sampled from 1982-1995 for the IGWM.\nLaboratory measurements of nitrate, alachlor, atrazine, cyanazine, and metolachlor were examined to determine if concentrations of agricultural chemicals have changed over time. These compounds were selected because they tend to be the most commonly detected agricultural chemicals in Iowa's ground water (Detroy and others, 1988; Hallberg, 1989). Samples collected over time from the same set of wells are the best samples to use to evaluate whether chemical concnetrations in ground water are changing. From 1982-95, 89 of the municipal wells in the IGWM were samples repeatedly (fig. 1). An examination of the data from these 89 wells indicated no significant change between the 1982-86 and 1987-91 time periods for any of the chemicals examined. No significant changes were found in nitrate, alachlor, or cyanazine between the 1987-91 and 1992-95 time periods. Concentrations of these compounds increased or decreased in roughly equal numbers of wells (fig. 2). However, atrazine concentrations generally decreased through the later time periods, and metolachlor concentrations generally increased (fig. 2).\nFigure 2. Concentration differential for selected agricultural chemicals. This concentration differential was calculated by subtracting the median 1987-91 concentration from the 1992-95 concentration for the 89 wells having the longest record of agricultural-chemical data. The nitrate data is in parts-per-million and the herbicide data is in parts-per-billion.\nWHAT MAY BE CAUSING THE OBSERVED CHANGES?Two factors that could cause changes\nin the concentrations of agricultural chemicals in ground water are changes in precipitation (recharge) and in the amounts of chemicals applied to the land. Although precipitation is important, there are no obvious relations between precipitation and the temporal patterns found in this study for atrazine and metolachlor. However, changes in state-wide chemical use and application rates (table 1) suggest a link to the temporal trends of decreasing atrazine and increasing metolachlor concentrations in ground water. The more frequently and intensively a chemical is used, the more likely that it might reach ground water. Statewide atrazine use decreased and estimated 12 percent, along with an estimated 40 percent decrease in intensity of use (mass per unit area), whereas statewide metolachlor use increased an estimated 50 percent.\nTable 1. Estimated use of selected agriculural chemicals in Iowa, 1982-95.Average chemical use Compound (1000 pounds/year of Average intensity of use active ingredient) (pounds/acre) ------------------------------------------------------------------------------------------------ 1982-85 1987-91 1992-95 1982-85 1987-91 1992-95 ------------------------------------------------------------------------------------------------ Nitrogen fertilizer(1) 1,931,824 1,844,520 1,839,168 138 129 118 Alachlor(2) 13,800 8,246 5,180 2.01 2.25 2.28 Atrazine(2) 8,179 7,451 7,195 1.46 0.96 0.90 Cyanazine(2) 9,440 5,852 6,988 2.06 2.06 2.32 Metolachlor(2) 6,744 10,910 10,378 2.40 2.05 2.09\n1. Vroomen, 1989; U.S. Department of Agriculture, 1995\n2. Hartzler and Wintersteen, 1991; U.S. Department of Agriculture, 1995; Hallberg and others, 1996 Agricultural Chemicals in Iowa's Ground Water -- Are Things Changing?\nWHERE ARE THESE CHANGES OCCURRING?\nChanging concentrations of atrazine and metolachlor in ground water were most likely to be observed in shallow wells (fig. 3). This relation between temporal variability and well depth occurs because, as the distance between the land surface and the open interval of the well decreases, the ground water generally is younger (fig. 4). Consequently, changes in chemical applications at the land surface are indicated most rapidly in the youngest ground water.\nThe changing concentrations of atrazine (decreasing) and metolachlor (increasing) were most apparent in alluvial aquifers (fig. 5). Alluvial aquifers are sand and/or gravel water-bearing deposits beneath floodplains along stream valleys (figs. 6,7). Chemical changes were observed most frequently in alluvial aquifers because water from these aquifers tends to be younger than that from other aquifer types. Research by others has also found alluvial aquifers to be more susceptible to contamination by agricultural chemicals than most other types of aquifers (Hallberg, 1989; Kolpin and others, 1994; Kolpin and others, 1997).\nFigure 3. Concentration differential for selected agricultural chemicals by well depth. This concentration differential was calculated by subtracting the median 1987-91 concentration from the 1992-95 concentration for the 89 wells having the longest record of agricultural-chemical data.\nFigure 4. Generalized ground-water movement and pesticide transport in the subsurface (modified from Roberts and Jones, 1996).\nFigure 5. Concentration differential for selected agricultural chemicals by aquifer type. This concentration differential was calculated by subtracting the median 1987-91 concentration from the 1992-95 concentration for the 89 wells having the longest record of agricultural-chemical data.\nFigure 6. Conceptual geologic ross-section and aerial view of typical alluvial aquifers in Iowa (Prior, 1991).\nFigure 7. Aerial view of an alluvial aquifer in northeast Iowa (Prior, 1991).\nMORE DATA NEEDEDIdentifying changing agricultural chemical concentrations in ground water is a primary benefit of a long-term program such as the IGWM. It is important, however, that data continue to be collected for the IGWM for several reasons. First, by collecting additional data can, it be determined if the changes in chemical concentrations observed for this study will continue over time.\nBecause the variability in rainfall has been extreme in recent years -- from the drought of the late 1980s to the record floods of 1993 -- more time and data are needed to fully understand the impact of these climatic trends.\nSecond, the types of chemicals being used in Iowa are continually changing as their marketing rises and falls (just think how the chemical advertisements you see have changed). Without adequate data, it cannot be determined how these changes in chemical use affect ground-water quality. Third, recent research (Kolpin and others, 1996, 1997; Potter and Carpenter, 1995) has shown that pesticides can degrade into other compounds (degradates) that are being commonly found in ground water throughout the United States. Without data on these degradates, an understanding of the environmental fate of agricultural chemicals will remain incomplete. Finally, more data may be needed to observe chemical changes in older ground water.\nThe results presented in this report were summarized from a previously published research paper. Additional information on the results of this study is available in this paper:Kolpin, D.W., Sneck-Fahrer, D.A., Hallberg, G.R., and Libra, R.D, 1996, Temporal trends of selected agricultural chemicals in Iowa's groundwater, 1982-95: Are things getting better?: Journal of Environmental Quality, v 26, n. 4, p.1007-1017.\nBarbash, J.E., and Resek, E.A., 1996, Pesticides in Ground Water: Distribution, Trends, and Governing Factors: Ann Arbor Press, Inc., Chelsea, MI, 588 p.\nBattaglin, W.A., and Goolsby, D.A., 1995, Spatial data in geographic information system format on agricultural chemical use, land use, and cropping practices in the United States: U.S. Geological Survey Water-Resources Investigations Report 94-4176, 87 p.\nDetroy, M.G., Hunt P.K.B., and Holub, M.A., 1988, Ground-water-quality- monitoring program in Iowa: Nitrate and pesticides in shallow aquifers: U.S. Geological Survey Water-Resources Investigations Report 88-4123, 32 p.\nHallberg, G.R., 1989, Pesticide pollution of groundwater in the humid United States. Agriculture Ecosystems & Environment, v. 26, p. 299-367.\nHallberg, G.R., Riley, D.G., Kantamneni, J.R., Weyer, P.J., and Kelley, R.D., 1996, Assessment of Iowa Safe Drinking Water Act monitoring data: 1988-1995: The University of Iowa Hygienic Laboratory Research Report No. 97-1, 132 p.\nHartzler, R., and W.K. Wintersteen, 1991, A survey of pesticides used in Iowa crop production in 1990. Iowa State University Extension Service Publication Pamphlet 1441, 11 p.\nKolpin, D.W., Burkart, M.R., and Thurman, E.M, 1994, Herbicides and nitrate in near-surface aquifers in the midcontinental United States, 1991: U.S. Geological Survey Water-Supply Paper 2413, 34 p.\nKolpin, D.W., Thurman, E.M., and Goolsby, D.A., 1996, Occurrence of selected pesticides and their metabolites in near-surface aquifers of the midwestern United States: Environmental Science & Technology, v. 30, p. 335-340.\nKolpin, D.W., Kalkhoff, S.J., Goolsby, D.A., Sneck-Fahrer, D.A., and Thurman, E.M., 1997, Occurrence of selected herbicides and herbicide degradation products in Iowa's ground water, 1995: Ground Water, v. 35, n. 4, p. 679-688.\nKross, B.C., and others, 1990, The Iowa State-wide rural well-water survey -- Water-quality data, initial analysis: Iowa Geological Survey Technical Information Series Report 19, 142 p.\nLibra, R.D., Hallberg, G.R., and Hoyer, B.E., 1987, Impacts of agricultural chemicals on groundwater in Iowa: in Fairchild, D.M., ed., Ground water quality and agricultural practices: Lewis Publisher, Inc., Chelsea, MI, p. 185-217.\nPotter, T.L., and Carpenter, T.L., 1995, Occurrence of alachlor environmental degradation products in groundwater: Environmental Science & Technology, v. 29, p. 1557-1563.\nPrior, J.C., 1991, Landforms of Iowa: Iowa City, University of Iowa Press, 153 p.\nRoberts, L.M., Jones, J.L., 1996, Pesticides found in ground water below orchards in the Quincy and Pasco Basins: U.S. Geological Survey Fact Sheet 171-96, 4 p.\nU.S. Department of Agriculture, 1995, Agricultural chemical usage: 1994 field crops summary. National Agricultural Statistics Service and Economic Research Service. U.S. Dept. of Agric., Report Ag CH 1 (95).\nVroomen, H., 1989. Fertilizer use and price statistics, 1960-1988. Economic Research Service, U.S. Department of Agriculture, ERS Statistics Bulletin 780, 56 p.", "label": "No"} +{"text": "- Flickr / Howard Ignatius\nYellowstone National Park may be best known for its Old Faithful geyser and its stunning wildlife, but the national park also sits atop a supervolcano that simmers just under the surface.\nYou can see evidence of the volcano’s active state in the park’s famous hydrothermal activity, including Old Faithful, which shoots water every few hours.\nBecause the area’s still active, researchers have been trying to determine when it might erupt again. And according to new research presented at the International Association of Volcanology and Chemistry of the Earth’s Interior conference, it might take much less time for the supervolcano to go from not a problem to erupting than experts realized. Based on minerals from the last major eruption, the researchers found that the changes leading up to an eruption may happen in a matter of decades rather than thousands of years in advance as previously thought.\n“It’s shocking how little time is required to take a volcanic system from being quiet and sitting there to the edge of an eruption,” Hannah Shamloo, a graduate student at Arizona State University who conducted the research told The New York Times.\nEven so, she said, it’s still too early to determine an exact time scale of when the supervolcano will erupt. And scientists still don’t think Yellowstone’s supervolcano will erupt anytime soon (at least not in the next thousand years).\nWhat constitutes a supervolcano\nYellowstone has had three major volcanic events in the past 2.1 million years, which led to the creation of the calderas, or large craters.\n- BI Video\nThe impact of an eruption\nThe odds of the supervolcano erupting within a given year are one in 730,000, according to the US Geological Survey. But if it did blow, it could have extreme effects on surrounding areas.\nFor starters, the eruption could emit ash that would expand over 500 miles. For comparison, this map shows the area that the ash reached in the 1980 Mount St. Helens eruption in Washington.\n- BI Video\nThe eruption would likely cover the ground with as much as 4 inches of gray ash, which could be detrimental to crops growing in the Midwest.\nMolten lava at temperatures up to 1,000 degrees Fahrenheit could also ooze out, though that’d be less of a concern than the ash. And the supervolcano would spew a whole bunch of gasses as well, including sulfur dioxide, which can lead to acid rain as well as global cooling as it reflects sunlight away from the Earth.\nThe explosion likely wouldn’t wipe out human life, but it certainly would be destructive, especially to the western half of the US.\nIn the meantime, researchers are keeping a close watch on Yellowstone to check for warning signs that an eruption might be underway.", "label": "No"} +{"text": "Criminals, terrorists, and others who wish to penetrate an airport’s business operations have gotten smarter about how to use the Internet to commit a host of cyber crimes. They have gotten more organized and sophisticated, using a diverse set of tactics to launch multi-pronged attacks aimed at specific targets. In response, airports are now considering a variety of technologies to help them to do a better job of screening travelers and personnel. The exact role of technology continues to be debated within the industry and at the federal level.\nThat said, if an airport business should choose to implement technology for additional security measures, and while it would certainly advance the security of the operations, there comes a hidden risk: identity theft.\nIn order to ensure security, the federal government and airports themselves are demanding more thorough background checks on employees. The Transportation Security Administration holds lists of banned or suspect travelers. All of this information is highly sensitive and subject to security risk. Determining who has access to this information and ensuring that only authorized personnel get access should be a priority.\nOne measure for airports to consider implementing is stronger authentication of employees. Passwords alone are no longer secure, no matter how complex or how often they’re changed. Password crackers (freely available on the Internet) have made it nearly impossible to choose a password that a user can remember but that cannot be quickly cracked. Forcing more complex passwords (and more changes), causes users to write down the password, which certainly does not improve security.\nToday, many organizations are exploring the use of strong authentication, which allows access based on at least two parameters: something you have and something you know — like ATM cards for the Internet.\nThis differs from the most prevalent authentication technologies in use today, which require a “shared secret” between the user and the application — usually a password — that the user must send over the network. The problem with this method is that identity thieves and hackers can intercept passwords, or they can break in, to back end directories and steal blocks of hashed passwords.\nMany of the mechanisms used today for strong authentication still have this vulnerability. For example, one-time password tokens, a widely deployed form of two-factor authentication, still require the user to send a secret (the one-time password) over the network and to store a secret (the seed) in a server at the back end.\nThough solid technology, one-time passwords need additional protection to be completely secure — the channel over which they are sent needs to be secured, and the seed should be stored in a specialized piece of hardware.\nAnother common form of two-factor authentication is the smart card, which provides very strong protection but does require physical provisioning of the cards. The underlying PKI infrastructure can be expensive and difficult to manage.\nIn formulating and implementing a strategy to ensure for proper identity information protection, airports must be proactive and account for current and future threats. Staying ahead of the bad guys requires just a few things:\nSecurity specialist shares what the feds, industry groups are doing\nThe Next Phase General aviation airports and businesses brace for tighter security By Jeff Price July 2002 About the Author Jeff Price is a consultant with...", "label": "No"} +{"text": "BACKGROUND: Bilateral tympanic membrane perforation may cause a loss of hearing resulting in impaired social interactions and academic performance, delayed language and cognitive development, and lower learning abilities in children, the overlay and the underlay techniques are the two standard methods for perforation repair, with much debate between which of the two is better, especially from the functional point of view. We compared the perforation closure rates and hearing improvement after surgery with the overlay and the underlay techniques to determine which of the two is preferable for tympanic membrane perforation repair in children. METHODS: This retrospective study involved 149 patients who had undergone myringoplasty. Pure tone audiometry was conducted before and after surgery and functional results were defined considering the air bone gap. RESULTS: The overall perforation closure rate was 91.9% in underlay and 90% in overlay technique and the air-bone gap <10 dB was respectively 60.6% and 38%. CONCLUSIONS: In conclusion, myringoplasty may be safe even in younger children and both techniques can achieve high rates of anatomical success. The optimal results after the underlay technique suggest that it should be more widely used and that it should be the first option when considering repair of tympanic membrane perforation.\nUnderlay or overlay myringoplasty in children: Which approach is better? / Canale, A.; Albera, A.; Gervasio, C. F.; Bruno, G.; Lacilla, M.; Albera, R.. - In: OTORINOLARINGOLOGIA. - ISSN 0392-6621. - 68:1(2018), pp. 6-11.\n|Titolo:||Underlay or overlay myringoplasty in children: Which approach is better?|\n|Data di pubblicazione:||2018|\n|Digital Object Identifier (DOI):||http://dx.doi.org/10.23736/S0392-6621.17.02145-2|\n|Appare nelle tipologie:||1.1 Articolo in rivista|\nFile in questo prodotto:\n|2018 - Underlay or overlay myringoplasty in children - which approach is better?.pdf||2a Post-print versione editoriale / Version of Record||Non Pubblico - Accesso privato/ristretto||Administrator Richiedi una copia|", "label": "No"} +{"text": "« PredošláPokračovať »\nfavourer of church-reform and a personal friend of Hus. He shared the latter's admiration of the writings of Wycliffe, and accepted the theories of the English church-reformer far more unconditionally than Hus ever did. Stanislas several times defended the famous articles of Wycliffe before the University of Prague. He afterwards entirely changed his views and became, with Palec and the infamous Michael de causis, one of Hus's bitterest enemies. It was, of course, the principal task of these enemies to maintain that Hus had expressed heretical opinions, and that they attacked him for this reason, not because he blamed the evil life of the Bohemian priests. Stanislas had written a book, known from its opening words as Alma Venerabilis. This book has not been preserved and we can only judge of its contents by Hus's refutation. It is certain that in his work Stanislas dealt largely with the power and authority of the pope, which he appears to have defined in a manner similar to that of the most extreme modern ultramontanes. His opinions were thus in direct opposition to those of Hus.\" As Hus very openly stated, Stanislas was to a great extent influenced by fear. Hus did not omit to draw attention to the strange contrast between Stanislas's former exaggerated praise of Wycliffe and his present equally exaggerated denunciations of the English divine. Replying to Stanislas's panegyric of the papal power, Hus naturally, though perhaps hardly fairly, alluded to the infamous character of Pope John XXIII., who then held the dignity of pontiff. After denying that it could be proved from Scripture that God had given unlimited power to a pope chosen at an election influenced by the favour of man, fear, and cupidity, Hus challenges Stanislas to prove John XXIII.'s claim to the throne\" by the sanctity of his\n· Stanislas quoted by Hus-stated that the pope was the head of the church in quo capite est fontalis et capitalis plenitudo ecclesiasticae potestatis supra terram propter quod illud caput omnes alias simul super terram dignitates officiarias, ecclesiasticas et seculares, Patriarchales, Episcopales, Sacerdotales, Clericales, Magistrales, Imperiales, Regales, Ducales, Marchionales, Comitales, Baronales, Militares, Consulares, etc., in dignitate transcendit innumerabiliter, in profunditate sicut fons, in altitudine sicut caput, in latitudine sicut alveus.” Responsio ad Scripta Stanislai (Hus Opera, 1715, vol. i. p. 324).\nlife and of his deeds, not by his desire for the comforts and honours of the world, not by the fulminations of terrible censures to show his power, not by the plundering of the subject fold, not by extortion and simony; for Christ hath said: 'Ye shall know them by their fruits.'\"1 The book generally somewhat recalls the treatise De Ecclesia. We meet here again with the defence of the claim of the temporal power to control the papacy and the church. They were the same views that had appeared so prominently in the writings of Marsiglio of Padua and of the other theologians of the court of Louis of Bavaria, as well as in those of Wycliffe. We find again in this controversial work of Hus allusions to the two great fables of the Middle Ages, the one papal, the other anti-papal. I refer to the \"donation of Constantine \" and the tale of the Popess Joan, whom Hus calls “Agnes.” Hus here again affirms that Jesus Christ, not the pope, is the head of the Catholic Church. In this mass of argument founded on the writings of earlier theologians, we meet here and there with opinions very characteristic of Hus, who always wished to be a moralist rather than a theologian. Thus, when animadverting on the evil choice often made by popes when appointing bishops, he writes: “Christ, the bridegroom of the church, would far better and more readily choose for the people of the Bohemian nation a bishop learned in its law, able to preach the gospel in Bohemian, one living soberly, chastely, piously, and justly.”\n?“ Non sufficit doctori (Stanislas) humana electio, quae ex favore humano, Timore vel cupidine processit, imo claudicat doctoris positio, nisi ipsam stabilitat a posteriori scilicet ex vitae et operum sanctitate ipsius Joannis, non ex aspiratione ad seculi commodum vel honorem, nec ex fulminatione censurae terrificae ad ostendendam dominationem, quam Petrus sequendo Christum prohibet, nec ex tonsione gregis subjecti per temporalium extorsionem, nec ex fomento publicanatus vel Simoniae. Cum dicat Christus, Dominus Joan, 10, Operibus credite; et Matth. 7, A fructibus eorum cognoscitis eos.” (Ibid. p. 342.)\n2 Hus Opera, 1715, vol. i. p. 348.\nHUS AT CONSTANCE\nHus and his companions, who had left Prague on October 11, 1414, were joined on their journey at Plzen (Pilsen) by Lord Henry of Chlum, surnamed Lacembok, who appears to have been sent by King Venceslas as a protector of Hus, and by John of Rejnstein, surnamed \"Kardinal.” John of Rejnstein, a parish priest of Prague and a great friend of Hus, had, with Lord John of Chlum, undertaken to represent at the council the University of Prague. Mainly through the influence of Gerson and Cardinal d'Ailly they obtained no hearing, and the University of Prague was, like King Venceslas, unrepresented at Constance. The Bohemians passed the frontier of their country at Bärnau and arrived at the free imperial city of Nuremberg on October 19. On their way through German territory they were everywhere well received by the people, who saw in Hus the champion of church-reform, which all thoughtful men and the worthier members of the clergy also desired. The difference of nationality proved no barrier, and it may here be mentioned that nothing can be less true than the ancient statement which accuses Hus of having been an enemy of the Germans generally. It is certain that Hus disliked the Germans in Bohemia who had taken possession of most of the ecclesiastical benefices and other important appointments in his country, while they-not only at the time of Hus-looked down on the Bohemians as intellectually their inferiors. Hus's views on this question have already been mentioned, and I shall again have to refer to them. The feelings of the Bohemians of this period were somewhat similar to those which the Italians of the earlier part of the nineteenth century entertained towards the tedeschi, who were considered as intruders. When Italy became free the hatred of Germans gradually ceased. Of Hus's stay at Nuremberg, Mladenovic, his faithful companion\non his last journey, writes: 1 “When he (Hus) then arrived at Nuremberg with the lords, whom I have mentioned, after they had dined, some magister, I think he was one Albert, parish priest of St. Sebaldus, came to them saying that he wished to discourse with them in a friendly manner. After he (Hus) had consented, some other priests came, among whom was a doctor of theology) and several members of the council of the town. They then discoursed with the master for four hours on various matters connected with him, and on what rumour had reported, and when they had conferred on each one of these matters, they said: 'For certain, master, this which we have heard is catholic (doctrine). We have for many years taught and held these doctrines and we now teach and believe them, and if there is nothing else against thee, thou wilt certainly leave the council and return from it with honour.' And then they all parted in a friendly fashion.\" At Nuremberg Hus was informed that King Sigismund had now prepared the letter of safe-conduct for him, and it was suggested that he should proceed to Spires, where Sigismund then stayed, to receive the letter and place himself under the king's immediate protection. Hearing that many members of the council had already arrived at Constance, and that Pope John XXIII. was already on his way there, Hus decided to continue his journey directly to Constance. He begged his friend Lord Venceslas of Duba to proceed to the imperial court and receive the letter of safe-conduct for him. Hus has often been blamed for this decision, which certainly bears witness to his innate belief in the goodness of human nature, and perhaps to his want of worldly wisdom. Yet if we take the nature of Sigismund into account and remember that he was acting in accordance with a preconceived plan, it is difficult to believe that the final result would have been different had Hus proceeded to Spires. From Nuremburg the Bohemians continued their journey through Southern Germany by Ansbach and Ulm to Biberach, then a free city, now an insignificant and decaying town in the kingdom of Würtemburg. Here, as everywhere, the Bohemians\n· Palacky, Documenta.\nshowed that fondness for theological discussions which was then characteristic of their nation and which only disappeared when, after the battle of the White Mountain, all religious liberty perished for centuries. When a discussion on religious matters began at Biberach, Lord John of Chlum took so prominent a part—while Hus spoke little-that the citizens believed him to be a doctor of theology. His companions henceforth gave Lord John the nickname, doctoralis de Pibrach. From Biberach the Bohemians proceeded by Ravensburg to Buchhorn, on the lake of Constance. They crossed the lake in a boat and arrived at the city of Constance on November 3, 1414. Hus was lodged in the house of “a good widow named Fida,\" as Mladenovic writes, which was situated in St. Paul's Street-now called Hus's Street-near the Schnetz gate. The house, which is probably little changed, is shown to visitors. A medallion with a bust of Hus and an inscription in Bohemian and German was placed on it some years ago. In his first letter 1 after his arrival at Constance Hus writes, on November 4: \"We arrived at Constance on the Saturday after All Saints without any annoyance, after having passed through different cities and after having everywhere distributed our proclamation (stating that Hus was going to Constance freely to clear himself of the accusation of heresy), written both in Latin and in German. We live at Constance near the pope's dwelling-place, and have arrived without safeconduct. The day after my arrival Michael de causis placed on the door of the church (cathedral) an information against nie written in large letters and stating that he accuses John Hus, a man excommunicated, pertinacious, and suspected of heresy and other such things. But with God's help I will not heed this, knowing that God sent him against me that he (Michael) should curse me because of my sins, and also to try me (my strength) whether I could and would endure suffering.” 2\n· Palacky, Documenta. When the contrary is not stated I have always quoted Hus's letters from Palacky's work, which contains far the most complete collection of documents referring to Hus.\n* The letter-written in Latin-ended with the words: Datum in Constantia. Oretis Deum pro constantia in veritate.\"", "label": "No"} +{"text": "Meets immovable object.\nFeb 23, 2009, Vol. 14, No. 22 • By ALONZO L. HAMBY\nTruman & MacArthur\nOn April 11, 1951, in the midst of the stalemated Korean war, Captain Harry S. Truman, 129th Field Artillery, 1917-19, aka, president of the United States, summarily fired General of the Army Douglas MacArthur, commander in chief, Far East (CINCFE). The widespread public reaction was shock and outrage. Few Americans thought that Truman, whose fragile popularity was already in decline, had the credentials to sack a five-star general widely believed to have been the greatest military leader of World War II.\nMacArthur, who had not set foot in the United States since 1935 when he left to develop and command the Philippine army, returned in a way that Julius Caesar would have envied. Making his way from San Francisco to Washington to the cheers of millions of Americans, he arrived in the nation's capital on April 19 to deliver a nationally broadcast speech to Congress. His gifts for oratory and self-dramatization undiminished by his 71 years, he charged the administration with denying him the opportunity for victory in the Korean War and concluded by telling his listeners, \"Old soldiers never die; they just fade away.\"\nMissouri Republican congressman Dewey Short voiced a widespread sentiment when he declared, \"We heard God speak here today.\"\nA Caesar, brought to the seat of power on such a tide, would have dispatched his enemies, assumed power, and waged war as he wished. If in a generous mood, he might have assigned Captain Harry to a tiny Pacific atoll. As it was, MacArthur simply faded away, remaining an icon to a cadre of hard-core supporters, but soon forgotten by a larger public drawn to the more enduring appeal of another five-star general, MacArthur's onetime aide Dwight D. Eisenhower.\nThe Truman-MacArthur controversy is most often remembered as a real-life morality tale that vindicates the vital importance of civilian control of the military. President Truman, so the narrative goes, was a doughty small-d\nThe Korean peninsula, divided between Soviet and American occupiers in 1945 at the 38th parallel, existed on the fringes of the Cold War in June 1950. China had, by then, fallen to Mao Zedong's Communist insurgency with little regret from the Truman administration. American civilian and military officials were contemptuous of Chiang Kai-shek's ineffective Kuomintang regime, convinced in any case that the United States could not defend every anti-Communist government, and hopeful that Mao would be an independent Communist in the mode of Yugoslavia's Marshal Tito. (American statesmen perennially assume their adversaries are rational actors: \"Fifty years later,\" Pearlman comments, \"Washington was still searching for reasonable leaders in Serbia, Iraq, and Iran, as well as the Taliban government of Afghanistan.\")\nImpoverished and strife-ridden, the new nation of South Korea had staggered along on the brink of anarchy under its autocratic president Syngman Rhee. American military forces were withdrawn in 1949. In January 1950, Secretary of State Dean Acheson delivered a major address at the National Press Club, outlining a Pacific defense perimeter that pointedly excluded both South Korea and Chiang's last redoubt, Taiwan.\nAcheson's pronouncement reflected an administration consensus that America could dominate the Pacific but not the Asian mainland. The major object of American foreign policy had to be the strategically and economically valuable regions of Western Europe, the Mediterranean, and the Middle East. The task required aid to Greece and Turkey in 1947. The Marshall Plan, approved by Congress in 1948, provided Western Europe the means for economic recovery. The North Atlantic Treaty and the establishment of NATO followed in 1949.\nAt the beginning of the effort, the president had proclaimed the Truman Doctrine: \"It must be the policy of the United States to support free peoples who are resisting attempted subjugation by armed minorities or by outside pressures.\" This bold statement resonated much more loudly than Truman's qualifier that such help would be mainly through economic aid. Having left the impression of a universal commitment to block Communist expansion, Truman made reliance on economic assistance all the more necessary by drastically cutting the defense budget.\nBy 1950, the European strategy was a manifest success, but a significant section of the Republican party--much of it isolationist before World War II--had emerged as \"Asia Firsters,\" criticizing the administration for the loss of China and arguing for support to Chiang. On June 25, the North Korean invasion of the South brought Asia to the center of American attention.\nHaving written off South Korea and sharply reduced American military capabilities, why did the Truman administration decide to fight there? If South Korea had fallen to internal subversion, the United States would have done nothing. But could it ignore a cross-border invasion of a client state without undermining the credibility of a NATO structure that existed mainly on paper? Munich, less than a dozen years in the past, was a living memory. Truman's instincts, moreover, were for intervention, whatever the difficulties.\n\"Dean, we've got to stop the sons of bitches no matter what,\" he told Acheson. The Europeans, responding with fulsome praise, seemed to agree. A United Nations resolution legitimized the effort.\nDriven into a perimeter around the southeastern port of Pusan, American troops and the remnants of the South Korean Army held the line. On September 15, 1950, a flawless amphibious landing at Inchon turned the tide. About two weeks later, with explicit permission from Washington,\nMacArthur sent his troops across the 38th parallel in an ill-coordinated dash for the Yalu River. China, he assured Truman in a mid-October meeting at Wake Island, would not intervene.A month later, at least a quarter million Chinese troops moved into North Korea without detection, struck hard at American units, and sent them on a long retreat. European allies who had lauded the decision to intervene were soon obsessed with the fear that American power and attention would be sucked into the quicksand of Asia.\nWhat the Europeans feared, MacArthur saw as an opportunity. Asia had been the focus of his career for a decade and a half. Convinced that Europe was the past and China the future, he saw the Korean conflict from the beginning as a vehicle for liberation of the mainland. Swallowing his own doubts about Chiang and not bothering to seek authorization from Washington, he had flown to Taiwan for talks with the Kuomintang leader. He thereby established the appearance of an alliance and fed Mao's paranoia.\nMacArthur astoundingly would tell Washington in February 1951 that 100,000 Kuomintang troops, landed with American support, could achieve \"the domination of South China behind the protective line along the Yangtze River.\" Neither the White House nor the Pentagon bought into this optimistic scenario, but the politics of the war compelled a commitment to the defense of Taiwan, previously written off as militarily insignificant.\nIn early 1951 Americans and South Koreans, under the command of General Matthew B. Ridgway, managed to stop the overextended Chinese offensive, then push the enemy back to the vicinity of the 38th parallel. Like most historians, Pearlman commends Ridgway's reinvigoration of a beaten army, and he especially lauds Marine General Oliver P. Smith, whose brilliantly executed retreat from the Chosin reservoir preserved his own force while doing great damage to the Chinese.\nThe Truman administration was ready for negotiations to end the war; it signaled MacArthur to establish a strong defense line and concentrate on inflicting maximum casualties. Eager to assuage European fears, it had already drafted General Eisenhower from retirement to command NATO. Now committed to a military buildup, it bolstered Ike's reassuring presence by sending fresh divisions to Europe rather than Korea.\nMacArthur, contrary to a widely held belief, seems never to have requested authority to use atomic bombs against the Chinese. Nonetheless, his protests were loud and clearly intended to benefit Asia-First Republicans. Truman, drawing on his study of the Civil War, had been inclined to leave military matters to the generals and give them support. Superficially plausible, his approach in practice failed to make a distinction between battlefield tactics and grand strategy. The president tolerated MacArthur's misadventures and insubordination until the general more or less openly aligned himself with the Republicans.\nBy then, MacArthur's dismissal was possible only because Truman could count on the support of General George Marshall (now secretary of defense), General Omar Bradley (chairman of the Joint Chiefs of Staff), and General J. Lawton (\"Lightning Joe\") Collins (Army chief of staff). Eisenhower, who had no love for MacArthur, remained silent, but his presence at the head of NATO did much to convince the American public of Europe's importance. They and other military eminences had already played key roles in the Truman presidency. Just three days before MacArthur's recall, the New York Times columnist James Reston had written that \"prominent soldiers are supplying much of the balance, statesmanship and confidence so sorely needed by the Administration.\"\nResolutely passing up every opportunity to dramatize a dramatic story, Pearlman eschews grand narrative. He uses military acronyms (especially the ghastly CCINFE) too freely, displays a sometimes confusing lack of respect for chronology, and seems to end every second sentence with a dangling clause. What distinguishes his work is its extensive research and an evenhanded skepticism that delineates the failures and weaknesses of both Truman and MacArthur.\nHe dissects Truman's temperament plausibly. It may be impossible to explain to a contemporary audience just how an elderly general who affected a corncob pipe and a ridiculous combover of a bald pate could overawe the American public, the Pentagon, and, for a time, the president. Still, the author has researched his subject extensively, frequently displays a fine sense of irony, and has produced probably the best study of this subject to date.\nMacArthur, he reminds us, was only the most spectacular example of a series of military officers after World War II who too openly argued with civilian leadership and were shunted aside. Ridgway himself would be forced into retirement in 1955 for arguing with President Eisenhower's budget cuts. Wesley Clark's zeal for combat in Kosovo 40 years later ended similarly. Admiral William Fallon's open skepticism about the surge in Iraq terminated his career. In these and other cases, the cashiered officers went quietly and with little public notice. All, in one way or another, protested against a policy that did not appear to be backed by adequate resources. Expansive ends and limited means still constitute a central dilemma of American grand strategy.\nToday, a prosperous South Korea seldom remembers the Korean war, pursues a romantic vision of reunification with the North, and as recent mass demonstrations show, seems gripped by the menace of U.S. beef. China has made a transition from Mao's primitive Communist socialism to a flourishing fascistic state capitalism. It has begun a long-term program of amassing naval power that could lead to the occupation of Taiwan in the not-so-distant future.\nAs in 1951, the United States remains the world's major defender of liberal values, possessing enormous firepower and technical capabilities. It also has an undersized military, allies even more reluctant to share in heavy lifting, and a far more uncertain sense of national purpose.\nAlonzo L. Hamby, distinguished professor of history at Ohio University, is the author, most recently, of For the Survival of Democracy: Franklin Roosevelt and the World Crisis of the 1930s.", "label": "No"} +{"text": "Tokyo Electric Power Co. is expected this month to begin taking out fuel rods from a pool inside a reactor building at the tsunami-hit plant, in a technically challenging operation that will test the utility’s know-how after months of setbacks and glitches.\nExperts say the operation is a tricky but essential step in the decades-long decommissioning process after the worst atomic accident in a generation.\n|This file picture taken by Tokyo Electric Power Co. on April 17 shows members of the International Atomic Energy Agency’s Division of Nuclear Fuel Cycle and Waste Technology inspecting the No. 4 reactor building of TEPCO’s crippled Fukushima Dai-ichi nuclear power plant in Okuma town, Fukushima prefecture, Japan. (AFP-Yonhap News)|\nMore than 1,500 nuclear fuel assemblies ― bundles of rods ― need to be pulled out of the storage pool where they were being kept when the tsunami smashed into Fukushima in March 2011.\nThe reactor the pool serves ― No. 4 ― was not in operation at the time but hydrogen from Reactor No. 3 escaped into the building and exploded, tearing the roof off and leaving it at the mercy of natural hazards like earthquakes, storms or another tsunami.\nTEPCO says it has not yet found any damage to the assemblies at No. 4, which contain a mixture of uranium and plutonium, but will be monitoring for abnormalities.\nThe removal of fuel is part of regular work at any nuclear power plant, but “conditions are different from normal because of the disaster,” said company spokeswoman Mayumi Yoshida.\n“It is crucial. It is a first big step towards decommissioning the reactors,” she said. “Being fully aware of risks, we are determined to go ahead with operations cautiously and securely.”\nChunks of debris that were sent flying into the pool by explosions have largely been removed and a crane has been installed. A protective hood has been erected over the building‘s skeleton to contain any radioactive leaks.\nA remotely-controlled grabber will sink into the pool and hook onto a fuel assembly, which it will pull up and place inside a fully immersed cask.\nThe 4.5-meter bundles weighing 300 kilogram have to be kept in water throughout the operation to keep them cool.\nThe 91-ton cask will then be hauled from the pool ― containing as many as 22 fuel assemblies and a lot of water ― to be loaded onto a trailer and taken to a different storage pool, where the operation will be reversed.\nExperts warn that any slip-ups could quickly snowball and even minor mishaps will create considerable delays to the already long and complicated decommissioning.\nIf the rods are exposed to the air they could heat up, a process that if left unchecked could lead to a self-sustaining nuclear reaction. TEPCO says that is unlikely, but skeptics say that with so many unknowns in the novel operation, there is potential for a catastrophe.\n“This is the first practical milestone for the project,” said Hiroshi Miyano, a nuclear systems expert and visiting professor at Hosei University in Tokyo.\n“Any trouble in this operation will considerably affect the timetable for the entire project,” he said. “This is an operation TEPCO cannot afford to bungle.”\nMiyano’s comments reflect an increasingly widespread view that the giant utility is not capable of dealing with the mess its nuclear plant has created.\nMonths of setbacks have included multiple leaks from tanks storing the water used to keep reactors cool, and a power outage caused when a rat electrocuted itself on a circuit board.\nTEPCO’s management of the problems has been criticized as haphazard and uncoordinated, with one government minister saying it was like watching someone playing “whack-a-mole.”\nThe full decommissioning of Fukushima is likely to take decades and include tasks that have never been attempted anywhere in the world.\nMeanwhile, villages and towns nearby remain largely empty, their residents unable or unwilling to return to live in the shadow of the leaking plant because of the fear of radiation.", "label": "No"} +{"text": "Three years ago, in May 2001, the World Health Assembly came to the\nconclusion that it was safe for the majority of infants to be exclusively\nbreastfed for the first 6 months of life, and extending the period of exclusive\nbreastfeeding to that age would also be beneficial. This conclusion was\ntranslated into a recommendation of exclusive breastfeeding for 6 months,\nand while complementary feeding of high-quality should be introduced at\nthat age, breastfeeding should preferentially be continued beyond the second\nyear of life.\nImmune tolerance is an essential mechanism which maintains a state of\nunresponsiveness to autoantigens and food while generating protective\nimmunity against pathogens. This phenomenon was discovered by the fact\nthat exposure to an antigen before the development of an immune\nresponse specifically abrogates the capacity to respond to that antigen in\nlater life [1, 2]. Tolerance-inducing strategies have been demonstrated in\nanimal models of autoimmunity, allergy and transplant graft rejection and\ntherefore have opened the way for testing such approaches in human\ndiseases. Immune tolerance can be established by respiratory or oral\nexposure to the allergen.\nThe normal immunological response to food antigens is geared to the\ninduction of tolerance, that is to say, unresponsiveness in the case of their\nfurther ingestion. Allergic sensitization may be considered as a failure or a\nbreaking of immunological tolerance. It is becoming clearer and clearer that\nthe development of oral tolerance is highly dependent on the intestinal microflora;\nindeed the intestinal bacteria have the ability to induce the formation of\ncytokines of Th1 immunity (particularly of INF) and also IL-10 and IL-12,\nwhich counteract the Th2-dependent allergic sensitization and favor the state\nof Th1/Th2 equilibrium that prevails later in life in normal children .\nFrom the weaning period and onwards the intestinal mucosa is exposed\nto an increasing number of antigens, e.g. food components and microorganisms.\nOf all the antigens that reach the systemic circulation from the\ngut lumen, only a minority are potentially harmful to humans and need to\nbe defended against. The majority of intestinal antigens do not require a\nprotective immune response, but may even be beneficial for the individual.\nThus, the mucosal immune system must have the capacity to discriminate\nbetween when an appropriate protective immune response to harmful\nforeign antigens is required and when a muted or non-response is preferable.\nThe indigenous microbiota of an infant’s gastrointestinal tract is created\nthrough complicated contact and interaction with the microbiota of the\nparents and the infant’s immediate environment. Nature-induced initial\ncolonization is enhanced by galacto-oligosaccharides in breast milk and the\nmicrobiota of the mother. This process directs the later microbiota succession\nand health of the infant throughout the rest of his/her life [1, 2]. Thus,\nunderstanding and positive guidance of the process through dietary means is\nan important target when facilitating the mother–infant relationship through\nbirth, breastfeeding, weaning and the first years of life. This process forms\nthe platform for healthy gut microbiota throughout the entire life and is\ndescribed in figure 1 [3, 4].\nCarbohydrates are responsible for 25–50% of daily energy intake. The\ncarbohydrate composition of the diet changes with age. In breast milk and\nstandard infant formulas, lactose is the only or predominant carbohydrate;\nstarches and other sugars follow with the introduction of ‘beikost’. In the\nhealthy, balanced diet of children and adults starches (and fiber) should\nprevail. The small bowel only absorbs monosaccharides, so dietary carbohydrates\nhave to be hydrolyzed into their constituent monosaccharides\nglucose, galactose and fructose.\nOver the past half century, the entity known as chronic nonspecific\ndiarrhea of childhood or toddler’s diarrhea, has followed a path from case\ndescriptions to disease and finally, within the past 10 years, to a defined\nfunctional disorder. Chronic nonspecific diarrhea of childhood was originally\nthought to be part of the ‘celiac syndrome’. As Davidson and Wasserman \nnoted in their seminal paper published in the Journal of Pediatrics in\nDecember of 1966, the pioneering pediatric gastroenterologists of the time,\nhad defined a number of specific disorders within what was then called the\n‘celiac syndrome’, including gluten-induced enteropathy, disaccharidase\ndeficiencies, lympangiectasia and abetalipoproteinemia.\nAdvances in neonatology over the past 2 decades have resulted in the\nsurvival of very preterm infants. However, the major limiting factor to survival\nof such infants is the ability to initiate and maintain adequate nutrition.\nMultiple maturational events are necessary for successful enteral nutrition\nof the infant: coordination of sucking and swallowing; effective gastric\nemptying; forward propagation of small intestinal contents, and finally, colonic\nelimination. Since normal gastrointestinal function relies on the integrated\nmaturation of absorptive, secretory and motor function, a delay in any one of\nthese processes will result in disturbed gastrointestinal function. Immature\ngastrointestinal motility manifested by vomiting, abdominal distention, delay\nin stooling and constipation commonly postpone the time of full enteral\nfeeding in premature infants.\nFood allergy occurs in 6–8% of children and 1–2% of adults and is\npermanently increasing throughout the world [1, 2]. Most of the adverse\nreactions to food are immune-mediated reactions, and food antigens may\ncause IgE and non-IgE immune responses. Of the numerous symptoms of food\nallergy, at least in the early stages, gastrointestinal disorders, from food\nprotein-induced enterocolitis to constipation, are of paramount importance\nand are often associated with proctitis.\nSince the 1970s the importance of dietary fiber for human health has been\nacknowledged and investigated. In the 1970s a relation was found for the first\ntime between constipation, hemorrhoids and fiber-depleted food. The term\ndietary fiber is familiar to most people, although many do not fully\nunderstand the nature of dietary fiber and its role in the diet. Dietary fiber is\na normal constituent of healthy food. Both in enteral and oral feeding the\npresence of fiber is necessary; not only in the face of problems like\nconstipation and encopresis but also for a wide range of other disorders in\nadults and children such as diabetes mellitus, hypercholesterolemia, high\nblood pressure and colon cancer. In this chapter we will review the\nnomenclature, physiological properties and fate of fiber in man and its\napplications in pediatric gastroenterology .\nIn this review, the ‘early influences’ considered include genetic, prenatal,\nearly postnatal and childhood influences on perception and taste preferences.\n‘Taste’ is used in its broad sense, including taste, flavor, and texture.\n‘Preferences’ include responses to tastes and flavors, as well as to foods and\nDespite the widespread epidemic of overweight and obesity, little attention\nhas been given until recently to the potential of ‘junk foods’ in its causation.\nThis essay discusses the role of ‘junk food’ in nutrition-related disorders and\nsome associated factors that affect this problem. It also considers whether\n‘junk foods’ are intrinsically unhealthy, whether their pattern of consumption\nis contributory, and whether the term ‘junk eating’ is useful.\nAn epidemic of obesity is occurring in the US and many other developed\ncountries, and appears to be responsible for an associated increase in the\nprevalence of type-2 diabetes, dyslipidemia, and hypertension. Alarmingly,\nthis trend for increasing adiposity and its comorbidities is not limited to\nadults, but is also threatening children at younger and younger ages. Over\nthe last three decades, the prevalence of overweight among children age\n2–19 years has nearly doubled in the US .\nType-1 diabetes is an autoimmune disease which attacks insulin-producing\nß cells in the pancreas. This autoimmune process is characterized by the\nappearance of circulating autoantibodies against ß-cell antigens, such as\ninsulin, glutamate decarboxylase (GAD) and tyrosine phosphatase. The\ninfants of mothers with type-1 diabetes do not have autoimmune diabetes\ndespite the transfer of IgG antibodies, including autoantibodies to ß cells, to\nthe child via the placenta.\nMuch is known about the short-term effects of complementary feeding\n(CF), especially how an optimal diet can prevent poor growth, malnutrition\nand nutrient deficiencies. The CF period has always been identified as a period\nduring which the infant has a high risk of developing stunting, protein-energy\nmalnutrition and specific nutrient deficiencies such as iron-deficiency anemia\nand rickets. Furthermore, during this period, the risk of infectious diseases\nincreases dramatically and the mortality from infectious diseases during this\nage is closely associated with the nutritional status.\nThere is relatively little systematic evidence on which to base any informed\nadvice about the introduction of foods other than breast milk or breast milk\nsubstitutes. Arguably once solids have become the major component of a\nyoung child’s diet there is even less evidence about optimum feeding .\nTypically diversification of an infant’s diet has been very much influenced by\nparental belief and cultural practice.\nIn the post-war period in the Western world, consumption of food has\nchanged from a daily activity to fill the stomach to a social event. Daily meals\nplay an important part in family life. Diners are used to tie friendships,\nrelations, to create a suitable climate for business deals and to celebrate. But\nat the same time concern about food as a factor that will influence health and\ndisease has been growing rapidly.", "label": "No"} +{"text": "Analysis of temperature and other data from more than 1,000 meteorological stations worldwide has found 2013 was the seventh-warmest year since 1880, adding more evidence to the long-term rise in global warming, according to NASA’s Goddard Institute for Space Studies (GISS) in New York. Nine of the 10 warmest years in the 134 years covered by the analysis have occurred since 2000, and the 10th was 1998. The latest GISS analysis finds 2013 tied with 2009 and 2006 in global ...\nTHIS CONTENT REQUIRES SUBSCRIPTION ACCESS\nYou must be a paid subscriber to access \"Global Warming Trend Continues, NASA Reports\".\nCurrent Aviation Week Intelligence Network (AWIN) enterprise and individual members: please go to http://awin.aviationweek.com for access.\nNot currently a subscriber? Click on the \"Learn More\" button below to view subscription offers.", "label": "No"} +{"text": "Excavations – Important – Punjab\nBara (30°17′; 76°47′), Dt Rupnagar, Punjab.\nBara is located 6 km east of Ropar and was excavated in 1955 and 1971 by Y.D.Sharma on behalf of the ASI. The 4 m thick accumulation here revealed a single culture throughout, although the deposit has been divided into lower, middle and upper levels.\nThe site is extremely rich in a distinct class of pottery made of well-levigated clay, the pottery is wheel-turned and possesses a fine and consistent texture. It is self-slipped or slipped with a brown-coloured clay which gets burnt to shades of brown-red. The designs consist of either painted in black or chocolate-brown or are incised with wooden points or brushes. Some of the basic pottery types bring to mind Harappan parallels, such as the dish-on-stand, large basin or bowl with flaring sides and large jar with a bulging convex profile, all possessing a thick and sturdy section. There are however certain features in these shapes where the correspondence breaks down; for instance, most of the Bara ware is embellished with painted or incised patterns, while a large proportion of the Harappa Ware is plain. The stem of the Bara dish-on-stand is generally short and wide, as distinct from the long and slender stem of the Harappa counterpart. The long stem of Bara has a projecting ledge below the dish. Among diagnostic shapes or features of the Bara pottery are: the large bulbous jar with long neck and flaring rim, jar with collared rim, the body being bulbous or bluntly carinated at the belly, cooking utensil or water jar incised on shoulder and rusticated at the bottom with ‘honeycombed’ ridges, brush-made spirals or fingered patch-work-all executed in Wet Ware technique.\nConversely such characteristic Harappa designs as intersecting circles, horizontally drawn opposed loops enclosing cross-shaped motif, pipal leaf, peacock and fish-scales are absent in the Bara paintings. Wavy, zigzag or looped lines form a basic element both in painted and incised Bara decoration. Characteristic among the painted motifs are: ‘horn’ like curve crowned by an arrowhead or some other motif; opposed triangles or semicircles; willow leaves in vertical or horizontal series; parallel wavy lines enclosing ‘eyes’ or lozenges; hatched ‘net’; loops with humps surmounted by lines; grouped triangles; squares or rectangles with alternate hatching in different directions; series of solid dots enclosed by horizontal bands; ‘eyes’ fringed by vertical lines; ‘wings’ surmounted by lines; square with ‘bastions’ or scrolls at corners; chain; and plain wide band on neck. Among fauna the fish is common, but other animals are rare. Several of these designs are absent from the Harappa repertoire but occur op the pottery of pre-Harappan Kalibangan, Kot-Diji, Amri (both in Pakistan), Mundigak (Afghanistan) and sites in north Baluchistan. All the characteristic elements of the Bara ware are present at the site right from the lowest levels.\nAmong the animal bones were those of Elephas maximus Linn. (Indian elephant), Bos indicus. Linn. (zebu or domesticated humped cattle of India), Bubalus bubalis Linn. (Indian domesticated buffalo), Capra hircus aegagrus Erxleben (domesticated goat), Ovis aries dolichura Duerst (domestic sheep), Axis axis Erxieben (chital or spotted deer) and Sus scrota cristatus wagner (domestic pig). Bara has given four C-14 dates,among the other three dates, two, 1890 + 95 and 1845 +155 B.C., come from the middle levels and the third, 1645+90 B.C., from the upper levels. Considering that there is a substantial deposit of 1.8 m below the level yielding the date of 1890 + 95 B.C., Bara would date at least to a span of 2000 to 1600 B.C.\nKotla Nihang Khan (30°57′; 76°32′), Dt Rupnagar, Punjab\nLying about 2 km s.-e. of Ropar on the eroded and flat SiwaIik formations. The mound is badely destroyed by modern construction and agricultural activities. Vats (1929) surmised that the value of his discovery lay in extending the zone of the Indus civilization to the Sutlej- Yamuna doab.\nKotla Nihang Khan continued to be regarded as an outpost of the Harappa culture till the excavation of Roper. The site was again excavated in 1955 by Y.D. Sharma on behalf of the ASI and three Periods: Harappa, Kushan and medieval were identified. Period I suggests two phases. The e. sector, with typical mature Harappa deposit while in the w. sector the Harappa deposit the Harappa pottery is interlocked here with some quantity of the Bara ware from the bottom to the top of Period I, suggesting that in Phase I the Harappans occupied the e. sector and subsequently in Phase 2 they spread also to the w. sector where the Bara people also joined them.\nThe evidence of Period II is provided by a very thin but unmistakably identifiable deposit of Kushan pottery overlying the Harappa levels in the w. sector. No structures or other objects of this Period have been noticed. Period III, medieval, is however substantial, with an average thickness of 2 m. The deposits are fairly rich in fragments of medieval glazed ware and Well-planned structures of lakhauri brick Archaeological importance of Kotla Nihang Khanlies in the fact that it is the only site\nknown so far on the Sutlej where mature Harappa pottery is prolific, with the Bara Ware accounting for not more than 5% of the total. Apparently it represents an earlier phase than that of the Harappa levels of ROPAR, where the characteristic shapes like the Indus goblet and flat thall are very scarce and where the Bara ware vies with the Harappa.\nRupar, Ropar (300 58; 76O 32′),Dt Rupnagar, Punjab\nLying on the left bank of the Sutlej. The excavations yielded a sequence of six Periods: I (Harappa, c. 2100 to 14OOB.C,); II (PGW, c. 1000 to 600 B.C.); III (NBPW or early historical, c. 600 to 200B.C.); IV (middle to late historical, c. 200 B.C. to A.D. 700); V (late historical, c. 700-1200); and VI (medieval, c.l200-1700). Some of these Periods are divided into-Sub Periods. There are three mounds at Ropar, n., S., and w. The s mound is occupied by the present-day town. Excavations were confined to the n. and w. mounds, the latter concealing a Harappa cemetery. Ropar has the distinction of being the site where the remains of the Harappa civilization were excavated for the first time in post-partition India.\nApart from mature Harappa objects named above, mention may also be made of beads and bangles of faience triangular terracotta cakes and chert weights. Compared with the mature Harappa as asemblage at Harappa and Mohenjo-daro, it is the absence of the goblet with pointed base and terracotta figurines including the mother goddess which strikes one most. In I A levels only one mud-brick wall of three\ncourses has been encountered. The bricks are irregular in size but have a uniform thickness of 10 cm. The only wall noticed in I B at RPR-2 is built of river pebbles. Phase I C is however rich in housing remains with seven structures assignable to five phases. The building material consists of kankar stone, mud brick and kiln-burnt brick. One of the well-built houses has foundations of kankar stone and superstructure of mud brick. The kiln burnt bricks measure 20x 10×40 cm.\nA single Harappa seal found in RPR-1 in I C levels is made of steatite and bears three familiar symbols on the obverse and two concentric circles on the reverse. It is thin and small without any holding device. Another burnt clay lump with a hole to pass a string through bears impressions of three typical seals with bull motif and legend in the familiar script. Graffiti on pottery include the Indus script.\nA cemetery of the Harappa, recalling Cemetery R-37 of Harappa, lies to the w. of the n. mound. It has been considerably disturbed by later occupants, mainly by the users of the row, but some of the burials are sufficiently intact to give an adequate idea of the method of burial. The body is laid in a grave pit, measuring 2.45 x .91 m and 60 cm in depth. The head is placed usually on the n.-w. Most of the burials contain an assemblage of typical pots, and some of them also reveal personal ornaments, such as bangles of faience or shell, beads of faience and semiprecious stones and ring of copper. A faience bangle was intact on the left wrist of the wearer and a copper ring on the middle finger of the right hand. A single grave pit contained the skeleton of a dog at the bottom and that of a human being, presumably its master, above it. There is very little Bara pottery in the the graves and it is not known if the cemetery was common for both the Harappa and the Bara folks.\nAmong the animal bones of Period I are Chitra indica Gray, Gallus sp., Canis familiaris Linn. (the Domestic Dog), Rattus rattus Linn. (the common Indian Rat), Elephas maximus Linn. (the Indian Elephant), Bos indicus Linn. (the Zebu or Domesticated Humped Cattle of India), Bubalus bubalis Linn. (the Indian Domesticated Buffalo), Capra hircus aegagrus Em. (the Domestic Goat), Ovis aries dolichura Duerst (the Domestic Sheep) and Sus scrofa cristatus Wagner (the Domestic Pig).\nInformation on town layout and house-plans is lacking at Ropar, since the concerned levels were reached overan extremely limited area. The s. mound with its present habitation could not be probed, and one does not know if Ropar too did have twin settlements in the Harappa days as at Kalibangan, Rakhigarhi and Banavali. The excavators of Kalibangan date Kalibangan I to c. 2400-2250 B.C. on uncorrected 14C basis. With Kalibangan I pottery lying overlapped with the Harappa at the bottom layers of Ropar, c. 2100 B.C. could be thought of as the safest date for the beginning of Period I with an average thickness of over 2 m a span of 700 years, ending at c. 1400 B.C. appears reasonable. The evidence of Bhagawanpura where Bara and PGW cultures are found interlocked would also lend an indirect support to this date, for the Bara complex at Bhagawanpura appears to be only a devolution of the Sutlej complex.\nPeriod II. After a long break the site was occupied by the users of the row, identified with the early Aryans by some and with the contemporaries of the later Vedic texts by others. Wheel-turned from well-levigated fine- grained clay, the PGW is sometimes self-slipped orcovered with grey wash, but often it seems to have no surface treatment. After it is painted with designs in black it is subjected to even and gradually reduced tem- perature. The sagger-based dish with incurved side and deep bowl with straight side are the most common shapes in the PGW. The painted designs comprise bands, grouped verticals, oblique and criss-cross lines, Z sigmas, svastikas, apirals, chains, rows of dots and dashes and concentric circles or semicircles. Apparently; the PGW was mainly used for purposes of dining. The discovery of a PGW water-pot (lotii) at Ropar completes ,the normal set of dining utensils, consisting of a plate or dish (thali) bowl (katori) and a water-pot (loti). The design is sometimes whitish-grey, which is obtained by blocking the design from the application of the slip. Other associated wares in these levels are plain grey ware, Black-slipped Ware and dusty-red ware. The former two cover the same shapes as the PGW, but the vessels of the dusty-red ware are largely used for cooking and storage, such as the frying pan, cooking pot (handi), large bowl basin, water pitchers and storage jar.\nPeriod. III The introduction and disappearance of the NBPW define the span of Period III. Ropar was sufficiently removed from the Ganga plains of e. U.P. and Bihar, where the NBPW had its beginnings, yet over 450 sherds recovered from the limited excavated depths here proclaim its great popularity. It must have reached here obviously through pilgrinls and traders. That it was not locally manufactured and was a treasured piece of pottery is clear from the fact that broken NBPW vessels are often found joined with copper wire.Period III may be divided into Sub-Periods, m A and m B. In trench RPR-2, out of nearly 300 NBPW sherds 85% occur in III A and only 15% in m B, which, however, is richer in structural remains.\nPeriod IV. The beginnings of Period IV are identified more easily by the terracotta art forms than by new fabrics and types in pottery, although these do exist. The long span of Period IV, from c. 200 B.C. to A.D. 700, is divided into four Sub-Periods corresponding roughly to the rule of the Sungas (IV A), Saka-Kushans (IV B), Guptas (IV C) and the post-Guptas (IV D). Nude yaksha figures with wearing rich ornaments and beautifully modelled figures of yakhas standing under trees are among the terracotta cult images of the the Sunga period. Plain red ware and some grey ware are typical of Period IV A. The pear-shaped vase with rim section approximating to a vertical lozenge and pitcher with fluted neck and out-rurned rim are among the popular ceramic types. Potter stamped with motifs like svastika, nandi-pada, tri-ratna, human figure, fish, conch, etc., appears but becomes more prolific in the succeeding Sub-Period. Coinage now comes fully onto its own. A coin of the Indo-Bactrian Antialcidas, another of the nameless, possibly Indo-Parthian,ruler with the title of Soter Megas and a clay mould made from a coin of Apollodotus II bespeak at least contact with the dominions of the Indo-Bactrians and Indo-Parthians. Contemporary tribal coinage is represented by the coins of the Kudindas and Audumbaras, the latter in a fair frequency, suggesting that Ropar may have been a centre of the Audumbara authority.\nThe remains of Periods V and VI have been probed on a limited scale by sinking a trench in the courtyard of a house in the town. The excavation laid bare several houses of kiln-burnt brick one above the other bespeaking considerable prosperity. Among the pottery types of Period V are the jar with mace-headed or internally beaked rim and ribbed neck; carinated cooking pot (handi) with out-turned rim; bowl-cum-lid with internal carination; and handled incense-burner. Glazed polychrome ware is found in top fillings. Walls of lakhauri bricks,dated to the Mughal times, peep out of the exposed sections of the s.mound. A kiln of the lakhauri bricks is located at then.w. corner of the n. mound. A coin from the top fillings belongs to Mubarak-Shah, Sultan of Delhi (died 1434), while another coin from the surface belongs to Ibrahim Lodhi (1517-26).", "label": "No"} +{"text": "If the Great War of 1914-18 had any single root cause it surely was the desire of the French Army and Nation to avenge the humiliations of the Franco-Prussian or Franco-German War of 1870-71. Aware that France would never acquiesce to the unification of Germany under a Prussian King (or the appalling prospect of a German prince on the vacant Spanish throne), the ‘Iron Chancellor’ , Otto von Bismarck, manoeuvred the inscrutable (but weak and vacillating) French Emperor, Napoleon III, into declaring war (19 July 1870).\nContrary to all expectations the Imperial armies of France quickly proved inadequately prepared, equipped and led. Neither Austria nor the supposedly anti-Prussian states of South Germany showed the least inclination to form an anti-Prussian alliance. The German campaign was masterminded by Moltke. The Germans crossed the frontier on 4 August 1870 and won a series of victories over Marshal Bazaine’s optimistically named ‘Army of the Rhine’, culminating in his encirclement with 173,000 men at Metz. Napoleon III and Marshal MacMahon attempted to raise the siege but were surrounded at Sedan on 1 September 1870 and obliged to surrender with 83,000 officers and men. The Empress Eugenie fled from Paris to begin half a century in exile and the Third Republic was founded. A Prussia-dominated German Empire was proclaimed at Versailles 18 January 1871.\nWhen Paris was shortly afterwards besieged, fiery Republican minister of the interior, Leon Gambetta escaped by hydrogen balloon to organize a levee en masse in the still unoccupied provinces. The garrison and National Guard of Paris, faced heavy odds after the ignominious surrender of Metz (27 October 1870). General Trochu continued to defend the capital and even counterattacked until January when near-starvation and heavy bombardment made further resistance impossible. The armistice was succeeded by the draconian ‘Peace of Frankfurt’.\nTerms of the Treaty of Frankfurt 10 May 1871\n- 1. Cession of provinces of Lorraine & Alsace (less Belfort)\n- 2. German army of occupation to be stationed in 43 depts\n- 3. Reparations of 5 billion francs (£200 million) to be paid by instalments\n- 4. Trade: Germany to enjoy ‘Most Favoured Nation’ status vis-a-vis France\nThe last German garrison (at Verdun) quitted France in September 1873.\nLess than two months after the fall of Paris, a provisional government of Socialist and far-left Republicans was elected by the ‘Commune’ of Paris in response to an attempt by the right-wing National Assembly to disarm the Paris National Guard. Civil war broke out. In ‘Bloody Week’ (May 1871), MacMahon stormed the capital and at least 20,000 Communards and innocent citizens were massacred: ‘The last stage of the Commune was not a battle but a massacre… The victors were embittered by the shame of having to fight a fresh war against their own countrymen under the disdainful eyes of the Prussians … Despite … orders. from MacMahon that the lives of prisoners should be spared, the victors killed without mercy’ (The Development of Modern France by Sir Denis Brogan, London 1967).\nThe trauma of these catastrophic events was so severe that in 1889 a shallow opportunist general and Minister of War (Boulanger) was nearly able to provoke a war with his anti-German speeches. Seven years later, an accusation that Captain Alfred Dreyfus, born of a Jewish family at Mulhouse (Alsace), had betrayed the specification of France’s revolutionary soixante-quinze (75mm) quick-firing field-gun to Germany, sparked off a protracted series of crises. These more than once threatened to tear French society apart. Although the entirely innocent Dreyfus was brought back from the living hell of Devil’s Island (near the modern Kourou space centre), declared innocent on appeal and reinstated in his military rank (1906); the venom spewed out during the Affaire should have been a warning that if, and when, the opportunity ever arose for a renewed Franco-German trial of strength it could easily escalate into a bestial struggle for national survival.Moreover, this anticipated conflict would be made even more terrible and widespread by a whole series of so-called ‘defensive’ pacts and alliances concluded between 1878 and 1907. Germany – now an empire under William I – had allied herself with Austria. They were joined by Italy in 1882. This ‘Triple Alliance’ could also count on a large measure of support from the German-born rulers of Rumania, Bulgaria and Greece. In reply, France concluded military and political pacts with Russia (1892-4). Between 1902 and 1907 Britain concluded the so-called ‘Triple Entente’ with France and Russia and formed an alliance with Japan. Thanks in some degree to the influence of a Francophile English king, Edward VII, the Entente Cordiale was negotiated in 1904. A similar understanding between Britain and Imperial Russia was reached in 1907. The Kaiser’s ministers and generals responded by forging a close understanding with the ‘Young Turks’, the largely German-trained radical officers who seized power at Constantinople in 1908. A Turco-German treaty of alliance was signed in early August 1914.\nBoth Russia and Austria were eager to dominate the Balkans, where the once-omnipotent Ottoman armies of occupation had been pushed back almost to the gates of Constantinople in 1912-13. Germany, too, aimed at securing a trans-Balkan corridor as a key element of a grandiose Berlin-Baghdad rail link for which she had received a concession in 1899.All the European Powers (except moribund Russia) had colonial ambitions. They had partitioned Africa from the 1880s and exercised an almost complete stranglehold over the trade and economic life of China, whose ancient, but defunct, empire had collapsed in 1911. Japan, too, would soon demand a rich slice of the ‘Chinese cake’ as a reward for her continued adherence of the Allied cause, alter the occupation of Germany’s Asiatic and Pacific possessions by Japanese/British Empire forces in August-November 1914.\nImperial Germany nursed the conviction that she had been cheated of a fair share of the spoils in the 19th-century ‘Scramble for Africa’ proper. Between 1884 and 1890 she had established protectorates over Togoland, the Cameroons, South-West Africa and Tanganyika. But compared with France’s richly endowed and populous territories, stretching from Morocco to the lower Congo and east to the ‘Great Red Island’ of Madagascar, German Africa was of little account. Even so, Berlin felt impelled to initiate Tirpitz’s naval expansion programme from 1897, to safe ‘guard her developing overseas trade routes. This soon escalated into a deadly ‘Naval Race’ with Britain.\nFrom 1904 to 1914 a series of crises increasingly threatened the long-established European balance of power - Algeciras (1906); Bosnia-Herzegovina (1908); Agadir (1911); Italo-Turkish War (1911-12); First and Second Balkan Wars (1912-13); Sarajevo (1914). On 28 June 1914 the Archduke Francis Ferdinand, heir to the venerable Austrian Emperor Francis Joseph, was assassinated by Serb-armed nationalists during an official visit to the town of Sarajevo. Austria declared war on Serbia, 28 July 1914, with the aim of achieving a rapid, local conquest of a perceived South Slav nuisance. When Russia mobilized in that Balkan kingdom’s support, Germany declared war on Russia and France and invaded neutral Belgium, a country whose ‘perpetual neutrality had been guaranteed by all the Great Powers since the 1839 Treaty of London. Britain declared war on Germany (4 August) and Austria (12 August 1914).\nAlthough not legally bound to do so, the self-governing former British dominions, Canada, Australia and New Zealand joined forces with the Motherland in the hour of supreme trial. So did the Princes of the vast Indian Empire. Only South Africa hesitated. However, a pro-German Boer rebellion war was suppressed by Smuts and Botha and South Africa entered the war. Italy, invariably treated with condescending patronage by Germany and Austria (and not consulted by the latter after Sarajevo), saw no good reason to rush to the support of her Triple Alliance partners. Accordingly, she remained neutral until May 1915.The Great War was the apocalyptic climax of the Age of European (and American) Imperialism. But what had begun as a relatively straightforward struggle for territorial and economic gain, and (in the cases of Austria and France) for revenge on perennial neighbouring foes, inexorably developed into what the German strategist Ludendorff called ‘Der Totale Krieg’ (‘Total War’). In other words, not merely a contest between the armies, navies and embryonic air forces, but a life-or-death struggle between Peoples in which all the human, material and moral resources of the nation were utilized to the utmost.\nThree dynastic mighty empires – Germany, Austria and Russia – were swept into the dustbin of history. And a far flung but decrepit oriental despotism – Ottoman Turkey – also fell to be transformed into a compact westernized secular republic; her outer provinces ultimately becoming the new Middle East states of Arabia, Iraq (Mesopotamia), Syria and Jewish-settled Palestine.\nOut of the European melting-pot there soon emerged Communist Russia, a restored independent Poland, the new states of Yugoslavia and Czechoslovakia, and later Fascist Italy followed by Nazi Germany.", "label": "No"} +{"text": "Tikal is a magnificent Maya site. It holds remnants of the Maya culture, one of the many Ancient Civilizations that I saw during my travels.\nFrom the Tikal entry in Wikipedia:\nTikal is the ruin of an ancient city, which was likely to have been called Yax Mutal, found in a rainforest in Guatemala. It is one of the largest archaeological sites and urban centers of the pre-Columbian Maya civilization. It is located in the archaeological region of the Petén Basin in what is now northern Guatemala. Situated in the department of El Petén, the site is part of Guatemala's Tikal National Park and in 1979 it was declared a UNESCO World Heritage Site.\nTikal was the capital of a conquest state that became one of the most powerful kingdoms of the ancient Maya. Though monumental architecture at the site dates back as far as the 4th century BCE, Tikal reached its apogee during the Classic Period, c. 200 CE to 900 CE. During this time, the city dominated much of the Maya region politically, economically, and militarily, while interacting with areas throughout Mesoamerica such as the great metropolis of Teotihuacán in the distant Valley of México. There is evidence that Tikal was conquered by Teotihuacán in the 4th century CE. Following the end of the Late Classic Period, no new major monuments were built at Tikal and there is evidence that elite palaces were burned. These events were coupled with a gradual population decline, culminating with the site's abandonment by the end of the 10th century.\nTikal is the best understood of any of the large lowland Maya cities, with a long dynastic ruler list, the discovery of the tombs of many of the rulers on this list and the investigation of their monuments, temples and palaces.\n|Name (or nickname)||Ruled||Dynastic|\n|Yax Ehb' Xook||c. 90||1||Yax Moch Xok, Yax Chakte'l Xok, First Scaffold Shark|\n|Foliated Jaguar||c. 292||?||–|\n|Animal Headdress||?||10?||Kinich Ehb'?|\n|Sihyaj Chan K'awiil I||c. 307||11||–|\n|Unen Bahlam||c. 317||12?||–|\n|K'inich Muwaan Jol I||? –359||13||Mahk'ina Bird Skull, Feather Skull|\n|Chak Tok Ich'aak I||360–378||14||Jaguar Paw, Great Paw, Great Jaguar Paw|\n|Yax Nuun Ayiin I||379 –404?||15||Curl Snout, Curl Nose|\n|Sihyaj Chan K'awiil II||411–456||16||Stormy Sky, Manikin Cleft Sky|\n|K'an Chitam||458–c. 486||17||Kan Boar, K'an Ak|\n|Chak Tok Ich'aak II||c. 486–508||18||Jaguar Paw II, Jaguar Paw Skull|\n|Lady of Tikal||Kaloomte' B'alam||c. 511–527+||19||Curl Head|\n|Bird Claw||?||20?||Animal Skull I|\n|Wak Chan K'awiil||537?–562||21||Double Bird|\n|Animal Skull||c. 593–628||22||–|\n|K'inich Muwaan Jol II||c. 628–650||23 or 24||–|\n|Nuun Ujol Chaak||c. 650–679||25||Shield Skull, Nun Bak Chak|\n|Jasaw Chan K'awiil I||682–734||26||Ruler A, Ah Cacao|\n|Yik'in Chan K'awiil||734–c. 766||27||Ruler B, Yaxkin Caan Chac, Sun Sky Rain|\n|Ruler 28||c. 766–768||28||–|\n|Yax Nuun Ayiin II||768–c. 794||29||–|\n|Nuun Ujol K'inich||c. 800?||30?||–|\n|Jasaw Chan K'awiil II||–869+||?||–|\nSite map by Burchell, Simon. 'Tikal Map.' Ancient History Encyclopedia.\nLast modified October 05, 2014. https://www.ancient.eu/image/3101/ (31k)\nThe Tikal National Park is a UNESCO World Heritage Site.\nAll pictures are © Dr. Günther Eichhorn, unless otherwise noted.\nThis page contains 38 pictures\nMain page for Guatemala\nPage last updated on Fri May 21 15:21:49 2021 (Mountain Standard Time)\nTikal on www.guenther-eichhorn.com", "label": "No"} +{"text": "Examples include NavAid installations, making minor facility renovations, and reconstruction of perimeter or security fencing. A CatEx is based on the FAA’s experience with a particular kind of action and its environmental effects. The FAA has studied the action in previous EAs, found no significant impact on the environment based on the analyses, and validated the lack of significant impacts after the implementation.\nWhen a proposed action is included in the FAA’s CatEx list, the airport must demonstrate and the FAA must check to make sure that no extraordinary circumstances exist that may cause the proposed action to have a significant effect in a particular situation. Examples of extraordinary circumstances include effects to endangered species, protected cultural sites, and wetlands.\nIf there are no extraordinary circumstances indicating that the proposed action effects may be significant, then FAA can approve the CatEx and allow the airport to proceed with implementation of the proposed action. Because of the FAA CatEx list and the experience FAA has within those categories, the CatEx is a simple and direct document that provides an airport the ability to satisfy NEPA requirements without enduring a lengthy process.\nThe EA is a more intense examination of the same NEPA criteria as a CatEx, and is intended to determine the significance of the environmental effects and to look at alternative means to achieve the FAA’s objectives. The public, other federal agencies, and outside parties may provide input into an EA — and then comment on the draft EA when it is published. According to FAA, an EA is intended to be a concise document that provides sufficient evidence and analysis for determining whether to prepare an EIS.\nIf the EA demonstrates there is no significant impact to the environment, FAA will issue a Finding of No Significant Impact (FONSI). The FONSI (which still can’t escape a wry smile when repeated to unknowing participants) is a document that presents the reasons why FAA has concluded that there are no significant environmental impacts projected to occur upon implementation of the proposed action. The FONSI may address measures that FAA will take to reduce or mitigate potentially significant impacts.\nEnvironmental impact statement\nWhen the EA determines that the environmental consequences of a proposed action may be significant, an EIS is prepared. An EIS is the most detailed evaluation of the proposed action and alternatives. The public, other federal agencies, and outside parties may provide input into the preparation of an EIS and then comment on the draft EIS when it is completed.\nIf FAA anticipates that a proposed action may significantly affect the environment, or if it is environmentally controversial, FAA may choose to prepare an EIS without having to first prepare an EA. After a final EIS is prepared and at the time of its decision, the FAA will prepare a public record of its decision, addressing how the EIS findings — including consideration of alternatives — were incorporated into FAA’s decisionmaking process.\nA Record of Decision (ROD) is the final step in the EIS process. The ROD is a document that:\n- states what the decision is;\n- identifies the alternatives considered, including the environmentally preferred alternative; and\n- discusses mitigation plans, including any enforcement and monitoring commitments.\nIn the record of decision, FAA discusses all the factors — including any considerations of national policy that were contemplated when it reached its decision — on whether to and how to proceed with the proposed action.\nThe terms CatEx, EA, FONSI and ROD are common framework elements that form the basis of NEPA documentation for federal actions. The terms and actions are not complex when understood from the perspective of NEPA’s basic interdisciplinary intent. From the CatEx to the ROD, each of these elements shares common characteristics and terminology that build on one another.\nUnderstanding NEPA as a multi-level framework serves to simplify an airport’s explanations when it engages the community and staff.\nDrilling for natural gas on land at Pittsburgh International Airport won't have a significant impact on the environment, Federal Aviation Administration officials\nMWAA’s proposal includes constructing an additional north-south and east-west runway, parallel and connector taxiways, Tier 3 concourse development, and navigational aids.", "label": "No"} +{"text": "New Jersey Theatre Alliance - American Sign Language Interpretation For The Theatre\nBased upon the last US Census and stats from the Center for Disease Control, there are approximately 800,000 citizens who are Deaf or Hard of Hearing in New Jersey.\nTheatrical sign language interpretation translates from spoken language to American Sign Language (ASL) utilizing specific techniques for signing plays, and musicals.\nThis video provides you with some basic steps on what is involved in producing a theatrical interpreted performance. For assistance in preparing for a theatrical interpreted performance, please contact the New Jersey Theatre Alliance at firstname.lastname@example.org or call 973-731-6582, ext. 15.", "label": "No"} +{"text": "At steady state, in the governing equation of one-stage thermoelectric cooler, the heat resulting from Fourier conduction is balanced by heat generation due to the Joule and Thomson effects inside semiconductors. Since the heat flux observed at the junction of a semiconductor, r pair includes the Peltier effect and the Fourier heat flux caused by both the aforementioned contributions, the Thomson effect is easily masked by the Joule heat, which makes it elusive. With the aim of highlighting the contribution of the Thomson effect, measurements were carried out in the temperature range from 363 K to 213 K on different Peltier modules. The temperature dependence of the Seebeck and Thomson coefficients was evaluated as well as the electrical resistivity, and thermal conductivity of the Peltier modules examined. The results obtained show that the temperature dependence of the thermoelectric properties can reduce the cooling capacity of the Peltier module compared to what is declared in the technical datasheets of the commercial devices. The analyses allow us to conclude that an increase in the Thomson effect could have a positive effect on the performance of the Peltier only if it were possible to reduce the Joule contribution simultaneously.\nThe elusive thomson effect in thermoelectric devices. Experimental investigation from 363 k to 213 k on various peltier modules / Giaretto, V.; Campagnoli, E.. - In: METALS. - ISSN 2075-4701. - 10:2(2020), p. 291.\n|Titolo:||The elusive thomson effect in thermoelectric devices. Experimental investigation from 363 k to 213 k on various peltier modules|\n|Data di pubblicazione:||2020|\n|Digital Object Identifier (DOI):||http://dx.doi.org/10.3390/met10020291|\n|Appare nelle tipologie:||1.1 Articolo in rivista|", "label": "No"} +{"text": "The US Department of Homeland Security (DHS) Science and Technology Directorate (S&T) has begun working with the Transportation Security Administration (TSA) to evaluate the results from trials using contactless fingerprint verification technology.\nThe proof-of-concept tests involve assessing the effectiveness of touch-free scanners, developed by Advanced Optical Systems, which allow a traveler’s fingerprints to serve as their boarding pass and identity document.\nUse of the technology is currently limited to TSA Pre members, who provide their fingerprints when they enroll in the program. Once the scanner matches fingerprints to those in the TSA Pre system, it obtains the traveler’s boarding pass information and allows them to continue to their gate.\nArun Vemury, program manager, S&T Homeland Security Advanced Research Projects Agency, said, “A biometric process can actually be faster than scanning tickets and can identify travelers automatically with few errors. However, performance depends dramatically on the choice of technology and process.\n“Failure to acquire biometrics can be a major source of error for biometric systems, especially those serving hurried travelers who may not understand how to present their biometrics properly,” he added.\nThe proof-of-concept assessment is based on the results of trials taking place at Atlanta Hartsfield-Jackson International Airport in Georgia, USA, and Denver International Airport in Colorado.\nWhile contact-based fingerprint technology has existed for some time, non-contact fingerprinting is still relatively new, so rigorous evaluation is needed to determine its effectiveness and impact on how passengers move through security.\nSpeaking about the trials, one of the evaluators said, “Based on prior data collected at the Maryland Test Facility, we developed specific classes of use errors associated with fingerprint biometrics. Two of these include incorrect hand positioning and improper hand movement and speed. Our field observations with actual travelers were very similar to our simulated scenario tests in the lab.”", "label": "No"} +{"text": "An increasing number of developers are using Python scripts daily. Without a proper organizational tool, too many scripts can result in a mess of different folders, CLI commands, and individual files. Airplane can help with this!\nWe'll cover the following:\n- Prerequisites for this tutorial\n- Get set up in Airplane\n- Create Airplane Tasks using the CLI\n- Leverage Airplane Resources in Python tasks\nBy the end of this post, you should be able to organize your Python scripts into Airplane Tasks quickly and efficiently.\nWe'll look at two straightforward scripts running on Linux.\nIn this tutorial, you’ll need:\n- A free Airplane account\n- Access to a machine running Linux\n- Git, Curl, and Python 3 installed (most Linux distributions have them installed by default)\n- Familiarity with basic Unix commands like\n- SSH public/private keys set up (check out the instructions below on how to do so)\nSet up SSH authentication for Python scripts\nAdditionally, copy the public RSA key to the remote server. If you want to use a server other than\nlocalhost, you can use ssh-copy-id to distribute your public key.\nObtain the code\nYou can get a copy of the repository with the following code:\nNow, install the dependencies using a virtual environment:\nWhat do the scripts do?\nThe first script collects the SHA256 checksums of the files on a remote directory into your local machine. This is helpful for keeping track of unauthorized changes on sensitive files by saving their SHA256 checksums to a safe location.\nLet's run it using the following:\nThe output of running the script will be like the following, depending on the files on the remote server:\nThe second script\nsha256_to_table.py creates a table from the report generated by the\nremote_sha256.py script used earlier. Run it using this code:\nThis is the resulting table report of the original SHA256 checksum:\nThis simple two-script scenario already presents a few challenges:\n- The packaging of external dependencies is documented in the\nrequirements.txtfile, but installation likely requires creating a virtual environment and installing the dependencies with a tool like setuptools\n- Orchestrating the scripts’ proper execution is tedious. First, you need to call the SHA256 calculator/collector, then the table generation script. You may even need to write a third bash or a shell script to call them in the proper order\nImagine doing this for all your scripts! You might be able to invest significant time automating their deployment using a solution like setuptools, but that can still be exceedingly difficult — especially for loosely coupled scripts.\nFortunately, using Airplane can help solve these issues. Let’s go over what you need to prepare in order to create Airplane Tasks using Python scripts.\nGet set up in Airplane\nLet's start by ensuring that the Airplane environment is properly set up. We'll walk through installing the Airplane CLI on Linux.\nConsider enabling the auto-completion shell feature. This way when you start typing a command and press the Tab key, Airplane will predict and fill in the rest of the command. The following code will enable this feature:\nThe next step is to authenticate with Airplane using\nairplane auth login, which provides you with the URL needed:\nThen visit the provided URL in your browser and copy the API token as shown below:\nIn the terminal, type\nairplane auth login and then paste in the API code:\nFinally, confirm that you can communicate with the server using the command\nairplane tasks list.\nIn this example, you’ll see the test tasks created on the Airplane website. Your output will show something similar to the output below after typing\nairplane tasks list:\nNow you’re ready to start using the Airplane CLI.\nCreate Airplane Tasks using the CLI\nTo create a new task for the\nremote_sha256.py script, enter\nairplane init and then answer the questions when prompted. The output is shown below:\nYou now have a task file called\nremote_sha256.task.yaml. Time to check its contents using the following:\nThe task definition needs a few parameters so you can execute the script:\n--server— this tells you which machine contains the files\n--remotepath— this is the directory you want to inspect\n~/sha256-localhost-httpd-files— this is the name of the final report with the SHA256 checksums\nInclude the above parameters in the following code:\nAirplane scripts called from Python need a special function called\nmain to use as an entry point.\nmain function obtains the dictionary that’s used to receive parameters that you will specify when you call the script as an Airplane Task:\nThe refactored code is similar. For this, encapsulate the\nwrite_report method inside the\nmain method using the following code:\nThe next step is to replace the original\nremote_sha256.task.yaml contents with the arguments needed to pass to the\nremote_sha256 script using the following:\nYou can now test the task by executing it locally using the following:\nYou may receive the following error message:\nYou can fix this by installing the Airplane SDK with pip. This isn’t necessary during testing, but it’s helpful to see how the output will look when it’s run from inside Airplane.\nNow, set up the virtual environment to install the Airplane SDK using the commands below:\nThen, call Airplane on the developer mode, also passing the arguments on the command line instead of letting Airplane ask for it on an interactive mode:\nType the following to run your script in developer mode:\nAnd then you will get an output like this:\nNow that it is working, let’s deploy the scripts by typing\nairplane deploy remote_sha256.task.yaml:\nAnd you have now successfully defined an Airplane Task.\nBut what if you want to connect external systems to essential tasks in Airplane? Airplane Resources are a great way to do just that.\nLeverage Airplane Resources in Python tasks\nAirplane Resources allow you to quickly connect to external systems, such as databases and APIs, and use them in your tasks. Examples of resources that Airplane supports include REST API, Snowflake, Slack, and more.\nTo attach resources to tasks using the UI, go to the Build your task page. Find the Resources section and select Attach resource:\nAfter selecting the above, use the dropdown menu under Search resources to select the desired resource to attach:\nOnce done, hit Update task.\nLet's say the resource you'd like to attach isn't in your Airplane Resources repository yet. To create a resource using the UI, navigate back to the Build your task page and select the plus icon next to the Search resources dropdown:\nThis will open a window where you can select which resource you'd like to connect and attach to your existing task:\nUsing this process, you can connect external systems to your Airplane Tasks quickly and efficiently.\nUsing Airplane to turn useful Python scripts into tasks will help improve your productivity by organizing your scripts and eliminating repetitive tasks such as setting up virtual environments. It also allows you to control how to execute code in a production environment and define relationships between scripts.\nNow you’re ready to explore some more possibilities with Airplane. With Airplane, you can create SQL-based tasks, schedule API requests, and more. If you'd like to test out Airplane's extensive features, you can sign up for a free account or say hello at [email protected].", "label": "No"} +{"text": "The process for selecting Sustainable Development Indicators (SDI) is as important (or perhaps more important) than the SDI themselves. If people have faith in the selection process, they will believe in the SDI. Fair and open selection with wide participation will produce a comprehensive set of SDI relevant to a broad range of views and philosophies. Only a well documented process will assure the broad participation necessary to select useful SDI. To this end, this defines the process, procedures, and rules used by the SDI Group to select SDI for the United States.\nThe SDI Group's annual selection process chooses a small number of indicators most relevant to sustainable development. The process repeats every year to assure that the selected indicators evolve over time as our knowledge and experience on sustainable development increases. Anyone can participate in the selection process. The SDI Group will provide participants with appropriate procedures and instructions.\nStep 1, Define Goals and Objectives: The SDI Group will develop the goals and objectives of sustainable development indicator selection process. As the primary goal, the SDI Group will select the 1997 SDI by the end of the 1996 calendar year. The SDI Group will also construct an SDI Framework and develop a suitable selection process.\nStep 2, Define SDI Framework: The SDI Group will create an SDI Framework SDI Framework based on the concept of endowments, their output, and the processes that act upon them. The SDI Framework should be all-inclusive, use existing classification systems (when possible), and relate to other frameworks.\nStep 3, Develop Candidate SDI List: The SDI Group will develop a list of Candidate SDI. A Candidate SDI is an indicator identified as related to or relevant to sustainable development. Each Candidate SDI must relate to the SDI Framework and to issues of concern as well as meet form and format requirements.\nStep 4, Review Candidate SDI and Select Proposed SDI: The SDI Group will select a set of 10-20 Proposed SDI from the Candidate SDI List. A Proposed SDI is a Candidate SDI that most directly measures at least one aspect of sustainable development in the United States. Selection criteria ensure that Proposed SDI represent those multi-generation, large-scale, high-cost (or high gain) phenomena most related to sustainable development.\nStep 5, Review Proposed SDI: The SDI Group will present the Proposed SDI List for internal and external review. Review criteria ensure consistancy and balance.\nStep 6, Get Data: The SDI Group will select the most appropriate data available for each Proposed SDI. Schedule and budget constraints limit the selection to \"off-the-shelf\" data sets already routinely published by the Federal government. Selection criteria will assure that the SDI Group will choose the best data available that most closely represents the Proposed SDI.\nStep 7, Write Final Report: The SDI Group will write a report summarizing the results of the 1996 selection cycle.", "label": "No"} +{"text": "Techniques to compensate for the effects of parasitic inductances and capacitances have been developed as part of an effort to improve the performances of low-pass filters in electronic power circuits. As used here, \"parasitic\" refers to departure from an ideal inductive or capacitive characteristic. No inductor, capacitor, or other electronic component is ideal: wherever a current loop exists, there is inductance, and wherever two conductors are near each other, there is a capacitance between them. Parasitic capacitances in inductors and parasitic inductances in capacitors degrade the performances of low-pass filters, especially at high frequencies.\nHeretofore, the usual approach to improving the high-frequency performance of a low-pass power filter has involved adding filter stages and components, thereby adding significantly to cost and weight. The present compensation techniques make it possible to achieve order-of-magnitude reductions in effects of parasitic inductances and capacitances with smaller increases in cost and weight.\nThe compensation techniques, denoted inductance cancellation and capacitance cancellation, are useful for improving the high-frequency performance of a filter capacitor or a filter inductor, respectively. The details of implementation of these techniques are complex and highly susceptible to application- specific variation. Notwithstanding this complexity, the underlying principles can be stated simply:\n- Inductance Cancellation — The effect of parasitic inductance in a capacitor can be shifted from a circuit branch where it is undesirable to other circuit branches where it is desirable or at least acceptable. In inductance cancellation, this shift is accomplished by use of magnetically coupled windings. From the perspective of traditional lumped-element circuit analysis, the net effect is to place a negative inductance in series with the parasitic inductance while placing larger positive inductances in the other circuit branches. Although the total inductance is increased, the effective decrease in the parasitic inductance improves the high-frequency performance of the affected capacitor.\n- Capacitance Cancellation — The undesirable effect of parasitic capacitance in a filter inductor is to couple highfrequency current from a noisy input port to an output port that is desired to be quiet. In capacitance cancellation, one introduces additional passive components to inject a high-frequency current approximately equal in magnitude and opposite in sign to the current flowing through the parasitic capacitance so that the net high-frequency current arriving at the output port is greatly reduced. In the example illustrated in the figure, capacitance cancellation of a toroidal filter inductor is effected by adding a compensating winding in series with a compensating capacitor. To a first approximation, cancellation could be achieved by choosing m(1-m)Ccomp = Cp, where m is the ratio between the number of turns in the compensating winding and the main winding, Ccomp is the compensating capacitance, and Cp is the parasitic capacitance of the main winding.\nThis work was done by Timothy C. Neugebauer, Brandon J. Pierquet, and David J. Perreault of Massachusetts Institute of Technology for the Naval Research Laboratory. For further information, download the free white paper at www.defensetechbriefs.com under the Electronics/Computers category. NRL-0003\nThis Brief includes a Technical Support Package (TSP).\nCompensating for Parasitic Effects in Low-Pass Filters\n(reference NRL-0003) is currently available for download from the TSP library.\nDon't have an account? Sign up here.", "label": "No"} +{"text": "Maps | Excavation Images\n|1. What is the site?\n|The Fort Des Moines\nsite (officially called the Fort Des Moines No. 2 site, 13PK61)\nwas a U. S. military post from 1843-1846. This fort was the core\nfrom which modern Des Moines grew. Over the years, the site has\nbeen covered by flood deposits from the Des Moines River and historic\nlandfill, which is why the site is now located under the current\nground surface. The area being excavated was the center of the fort,\nthe officers’ quarters extended to the north along Water Street,\nand the enlisted men’s quarters extended to the west along\nElm Street. In the excavation area several fort buildings once stood.\nView west on south side of Elm showing\ncurrent levee to be removed\n2. Why is the site being excavated?\nThe Fort Des Moines site will be impacted\nby a new road and bridge that will connect Martin Luther King Jr. Parkway\nwith the east side of Des Moines. Archaeologists are excavating the\nsite to investigate the impacts and save information about the people\nwho once lived here.\n|3. Who are the archaeologists?\n|The University of\nIowa’s Office of the State Archaeologist (OSA) was selected\nby the City of Des Moines to conduct the archaeological investigation\nof the Fort Des Moines Site. The supervisors and crew members are\nhighly qualified archaeologists with extensive previous experience\nthroughout the U.S., especially in Iowa and the Midwest.\nView east from west side of SW 2nd\nSt. showing the 13PK61 mitigation area\n|4. How was the site\nView east showing current levee\nto be removed and historic cabin to be preserved in place\n|Fort Des Moines has\nalways been known to exist in this general area, but the exact location\nwas not discovered until archaeological excavations encountered\nfort foundations. Other portions of the fort were excavated by the\nfirm Brice, Petrides and Associates in 1985 and by Louis Berger\nAssociates in 2001 during other city projects.\n5. What happened at Fort Des Moines?\nFounded in 1843 by the First U.S. Dragoons\nled by Captain James Allen, the fort was established to oversee the\nwestward expansion of Euroamerican settlement. The fort was comparatively\nsmall and was never stockaded, consisting of five officers’ quarters\nalong the west side of modern First Street and an undetermined number\nof soldiers’ barracks to the west, which was called Raccoon Row.\nOther features of the fort were guard houses, stables, pastures, a hospital,\nand a well. The fort was abandoned by the Army in 1846, when the area\nwas fully settled by Euroamericans and the Indians removed. The fort\nbuildings were immediately taken over by settlers.\n|6. What are the archaeologists\n|They are trying to\nfind remains of foundations, cellars, fireplaces, refuse pits, tools,\nand food debris left by the fort’s occupants and the residents\nof the early town of Fort Des Moines, as well as earlier Indian\npeople that may have lived in the area.\nProject Archaeologist Bill Whittaker\nwith ground-penetrating radar at 13PK61 prior to archaeological\n|7. Why is this site\nCrew Chief Carrie Christman with\nground-penetrating radar at 13PK61 prior to archaeological investigation\n|The Fort Des Moines site was occupied\nduring a period of great change in the American frontier. The system\nof long-distance trade and exchange established by Indians and traders\nwas rapidly disappearing, as was the traditional Indian life of\nfarming and hunting. Indians were being pushed out of the Midwest,\nto make way for Euroamerican settlers. Soldiers brought new technologies,\ngoods, and ways of living, but their presence was short-lived, and\nis poorly understood. The modern city of Des Moines emerged from\nthis fort, but we know very little about these early days.\n8. Are there any human remains?\nNo human remains were found during previous\ninvestigations of the Fort Des Moines site, and none are anticipated\nduring these excavations. The City of Des Moines the OSA, and Iowa’s\nIndian community have procedures in place in the unlikely event that\nany human remains are found. Iowa's burial site protection and reburial\nprogram has been a national model for more than 25 years.\n9. What happens to the excavated objects?Click here to see more images of the Fort Des Moines Site excavation.\nAll artifacts collected will be cleaned\nand studied at the University of Iowa. These materials will be retained\nin secure and climate controlled storage for future research. A public\nexhibit of some of the more interesting artifacts is being planned for\nDes Moines. Archaeologists will complete reports on the site in compliance\nwith State and Federal laws and provide updates to the community. The\nknowledge gained from the archaeological work being conducted at this\nsite will help increase the understanding and appreciation of the lives\nof Des Moines’ early inhabitants.\n|For more information\nCity of Des Moines\nJohn F. Doershuk, Ph.D.\nOffice of the State Archaeologist\nUniversity of Iowa\nhere for larger and more detailed maps of the site.\nhere to view a printable pdf file of information on\nthe Fort Des Moines Archaeology Site Excavations.\nMaps | Excavation Images\nUpdated by Tricia R. Bender, Web Designer\nMary De La Garza, Web Master\nClick here to go back\nto the OSA homepage.\nClick here to go to\nThe University of Iowa website.", "label": "No"} +{"text": "(Click on any image below for a larger version)\nChinstrap Penguins are widely distributed in Antarctica. We saw them on Elephant Island, Deception Island and Livingstone Island.\nChinstrap Penguins leap out of the water like a school of dolphins.\nChinstrap Penguins are easily distinguished by the narrow black stripe under the white face.\nThe Chinstrap Penguin rookery is thickly coated in pink penguin guano. The constant dampness supports a thick, old fish market kind of odor.\nDirty Chinstrap Penguins are constantly waddling into the water as clean penguins haul themselves onto land along the spit.\nThe air is filled with the constant display cries of male penguins looking for mates.\nHear the Chinstrap Penguins.\n\"I don't know. Where do you want to go for dinner?\"\nChinstrap Penguin chicks sit waiting patiently for their parents to return with food.\nChick feeding is a constant operation in the rookery. The gray chicks tickle the beaks of the adults to trigger a regurgitation of the krill stored in their crops. It is possible to see the pink, shrimp-like crustaceans come up into the mouths of the adults before the chicks reach in to grab them. Krill grow to be nearly two inches long, and large krill wouldn't look out of place on a cocktail shrimp platter.\nThe downy chicks accumulate a crust of guano on the lower parts of their bodies.\nThe Chinstrap Penguin chicks rest their heads behind their wings as they napped.\nThe penguins pay scant attention to the Zodiacs cruising through the strait.\nThe flat areas near the rocky outcrop are covered in penguins. Other penguins have to climb to higher ground to find a place to raise their chicks.\nSome of them climb several hundred feet up the slope to find their chicks.\nIt must take hours for some of them to climb up to their chicks on the mountainside above the cape.\nSheathbills perch on a high point, keeping an eye out for an opportunity to get some food.\nA lone Chinstrap Penguin standing on the shore of Whaler's Bay on Deception Island. The rookeries are all on the perimeter of the island. Penguins don't rook inside Port Foster because they need direct access to the open ocean.\nBoth Gentoo Penguins and Chinstrap Penguins rook at Hannah Point on Livingstone Island. Their colonies are right next to each other, but they do not mix with each other very much.\nThe Chinstrap Penguin rookery is much messier than the Gentoo Penguin rookery.\nChinstrap Penguins advertise their availability for mating by flapping their wings and singing at the sky.\nHear the Chinstrap Penguins.\nAdult Chinstrap Penguin.\nThe Chinstrap Penguin Chicks accumulate a coating of guano as they sit around the rookery waiting for their parents to return from feeding at sea.\nThere are occasional disagreements over territory between the adult penguins.\nThe pairs of chicks beg the adult penguins to cough up some lunch.\nA Chinstrap Penguin and a Gentoo Penguin encounter each other at the boundary between the rookeries.\nBackground information about the Chinstrap Penguin.\nYou can buy a 2016 Calendar featuring my photographs of penguins taken in Antarctica and the Falkland Islands.\nA dozen pictures of penguins taken in Antarctica and the Falkland Islands. Penguin species pictured include:\nLocations where the photographs were taken in the Falkland Islands include:\nAntarctic locations include:\nCape Lookout on Elephant Island. Put a copy of the Penguins 2016 Calendar in your Lulu.com shopping cart for $14.95.\nSend a message to Brian.", "label": "No"} +{"text": "Grace's Guide is the leading source of historical information on industry and manufacturing in Britain. This web publication contains 129,293 pages of information and 204,290 images on early companies, their products and the people who designed and built them.\nJohn Fowler and Co, agricultural engineers of the Steam Plough Works, Leeds.\nSee sub-sections on -\n1850 John Fowler, Junior started work on application of steam-power to agricultural uses, in the first instance for drainage.\n1861 July. Leed's trial of steam ploughing. Fowlers steam cultivator of 12 hp ploughed and scarified four acres in four hours. It is made by Kitson and Hewitson Fowler's apparatus which he manufactures in his own factory at Leeds in connection with Kitson and Hewitson \n1862 January. Mention of the Steam Plough Works \n1862 The works were expanded. Around 100 employed.\n1862 May. Refers to a locomotive at the Airedale works of Kitson, Hewitson and Fowler \n1862 June. Refers to the steam plough business at Kitson, Hewitson and Fowler \n1862 August. Refers to the cultivator of Fowler powered by a 14 hp engine of Kitson and Hewitson. \n1862 November. Refers to Kitson and Hewitson's steam plough works \n1863 Established John Fowler and Co.\n1863 August. Steam Ploughing trials at Linton-on-Ouse mentions Fowler's plough and a 14 hp engine by Kiton and Hewitson. \n1864 400 employees\n1864 John Fowler was killed in a hunting accident aged 38 years. His brother Robert Fowler became a partner in the company.\n1865 The Steam Plough Works enters the locomotive building trade \n1867 Patent by D. Greig of the Steam Plough Works, Leeds for improvements in railways and railway engines \n1870 November. 800 men employed \n1871 Making agricultural machinery for Germany, locomotives for Brazil and winding engines for Cleveland \n1871 Employing 950 hands and Robert W. Eddison is in charge \n1872 Beam engine. Exhibit at Anson Engine Museum. (See photo).\n1876 Exhibitor at the Royal Agricultural Show at Birmingham with engines of 6, 8 and 14 hp in a new very dark green colour. \n1876 Members of the Iron and Steel Institute visited their works. \n1881 Employing 1,100 hands and Robert W. Eddison is in charge \n1881 December. The works are badly damaged by fire. 1,500 men affected. David Greig is a partner in the company. Premises are on a nine acre site and border those of Kitson and Co and close to Shepherd and Hill \n1882 Patent to David Greig and Max Eyth for improvements in governors. \n1886 The name John Fowler and Co (Leeds) Ltd was registered and listed as a manufacturer of steam traction engines. The company, John Fowler and Co (Leeds) Ltd was registered on 13 August, to acquire the business of engineers of the firm of the same name. \n1887 Started manufacturing lead-covered electric cables under the patents of Eddison and Tatham.\n1888 Robert Fowler died\n1888 Building locomotives for an American railway company \n1889 Showed a compound horizontal engine at the RASE at Windsor. \n1891 Supplied horizontal twin-cylinder, Cornish and drop valve winding engine for Abercynon Colliery. Works number 6029.\n1891 David Greig J.P. of the Steam Plough Works dies at Headingley Hill age 63. \n1894 Burton-on-Trent Electric light Works. Article and illustration in 'The Engineer'. \n1894 Eight-furrow turnover steam plough. Article in 'The Engineer'. \n1894 June. Royal Agricultural Society's Show. Turnwrest Plough for Steam Cultivation. \n1900 Article and illustration on armoured train made. \n1900 June. Royal Agricultural Show at York. Showed 'Several fine engines'. \n1908 June 24th. Made a Private company \n1910 Produced agricultural tractors and machinery.\n1911 Smithfield Club Show. Exhibited steam cultivating tackle, road locomotives etc. \n1913 'The manufacture of Road Locomotives, Traction Engines, Tractors, Steam Ploughing Engines, and Road Rollers was commenced at the Steam Plough Works about the year 1850, and our modern engines are the outcome of accumulated experience gained since then. Our works cover an area of over fourteen acres and about 2,800 to 3,000 men and boys are now employed almost exclusively in the manufacture of various types of Steam and Oil Engine and Implements, an obvious proof of the constantly increasing demand for our engines.'\n1913-1917 For a list of the models and prices of Steam Motor Wagons, Tractors and Ploughs etc. see the 1917 Red Book including the Tiger range.\n1913-1917 For a list of the models and prices of Petrol Motor Commercial Vehicles see the 1917 Red Book\n1920 Royal Agricultural Show at Darlington. 8-Furrow Turning Plough. \n1920 October. New steam ploughing engine rated at 70 hp and 6,000lb on the rope. \n1924 Built steam powered lorries until 1935 and built 117 in this period.\nIn 1927 the Gyrotiller was produced, having been designed to work on sugar cane plantations. Its rotary tines could penetrate the soil to a depth of 500 mm. It was successful not only at the sugar estates but also gained interest from contractors. The last Gyrotiller was produced in 1937.\n1927 See Aberconway for information on the company and its history\n1931 Produced the Marathon 6, their first diesel powered lorry for 6/7ton payloads.\n1935 Ceased production of lorries and railway locomotives. It is estimated that they made between 150-300 of the latter.\n1937 The last steam engine, a road roller, was produced.\nWWII Made Churchill tanks; invented the gyro tiller.\n1944 Producing the 2DY diesel marine engine.\n1945 June 9th. Made a public company \n1947 June 24th. The petrol and diesel industrial engine part of the business was sold to Associated British Engineering\n1948 November. Share prospectus \n1949 As part of the Marshalls group, Fowlers were making tractors at Leeds coordinated with the production at Gainsborough; continued to make diesel-engined rail locomotives up to 300hp\n1961 Manufacturers of diesel crawler tractors and diesel locomotives. 1,100 employees. \n1964 & 1966 Chairman is Arnold Carr \n1974 Company ceased trading.", "label": "No"} +{"text": "Last week, The Associated Press reported that in California, Latinos have reached population parity with whites. Both groups represent 39 percent of the population of the nation's largest state.\nThis demographic landmark was followed by the prediction that the parity would be short-lived. The state Department of Finance that released these figures further noted that by early next year, Latinos would be the largest ethnic population, exceeding whites. The increase in the Latino population, moreover, will continue to rise so that in 2030, it will account for 44 percent and in 2060, for close to 50 percent.\nThe report did not explain the reasons for the Latino increase, but most demographers say it is a combination of higher birth rates among Latinos -- since they represent a younger population than whites, blacks and Asians -- and immigration, though scholars also note that even if immigration were to be cut off, this increase would still occur because of high birth rates.\nLatinos in California are already the largest so-called minority group, but now they are the largest group, period. Many of the same Latino demographics are also occurring in other states, such as Texas. But in the case of California, the future is already here. Demographically, Latinos will be dominant in California, which sets the trend in many ways for the rest of the country.\nOne trend is political. Latinos are now the backbone of the Democratic Party. No candidate for statewide office, whether Democrat or Republican, can win without the Latino vote. While Latinos have voted Democratic since the New Deal days of the 1930s, the surge in Latino support for the Democrats came in the wake of Proposition 187 in 1994, in which voters passed a resolution that would deny all state benefits to undocumented immigrants and to their undocumented children, excluding them from public schools.\nLatinos, whether immigrants or not, were outraged, particularly at Republicans for leading the charge that implied that all Latinos were undocumented and welfare cheaters. Proposition 187 was not just about immigrants; it was perceived by most Latinos as an anti-Latino movement. Not only did even more Latino citizens vote for the Democrats in a backlash against the Republicans, but many unnaturalized Latino residents moved to become U.S. citizens to vote overwhelmingly Democrat. This Latino voter surge has made California into a secure blue state and impressed politicians, though not all Republicans, with Latino political power. The demographic increase of Latinos has only furthered this process. Demography has political implications.\nThis is the reality now spreading throughout the country as Latinos grow in numbers in many key electoral states. This is the reality that the national Republican Party has to face and that increases the political stakes on the passage of comprehensive immigration reform. Some Republicans are finally waking up to what has happened in California and what is happening and will happen in many other states over the next decades. The Latino vote already was perhaps the most determining factor in the 2012 presidential elections, pushing swing states such as Florida, Virginia, Colorado and Nevada into President Barack Obama's column. Unfortunately, many other Republicans still don't get it, especially the House Republicans who appear to be prepared to vote against comprehensive immigration reform that in particular provides legalization to the millions of undocumented in the country. But they do so at the political peril of the future of their party in national elections. What has happened in California will happen nationally, and the Republicans will be the biggest losers.", "label": "No"} +{"text": "For individuals living with a treatment-resistant form of the seizure disorders known as “the epilepsies,” each day can bring debilitating seizures as well as challenges from co-occurring conditions that dramatically impair quality of life. This brochure, for people with the disorders, their caregivers, and advocates, outlines the state of progress made in the past decade toward achieving the Epilepsy Research Benchmarks, a set of widely recognized objectives aimed at prioritizing the efforts of scientists and health care providers to find cures for the epilepsies. Much of this work has been funded by grants from the National Institute of Neurological Disorders and Stroke (NINDS), part of the National Institutes of Health (NIH).\nAt least 2.3 million adults and nearly 500,000 children in the U.S. currently live with some form of epilepsy, a disorder in which clusters of nerve cells, or neurons, in the brain sometimes signal abnormally, causing seizures. Each year, another 150,000 people are diagnosed with epilepsy. The disorders affect both males and females and can develop at any age. In the U.S. alone, the annual costs associated with the epilepsies are estimated to be $15.5 billion in direct medical expenses and lost or reduced earnings and productivity.\nThe disturbances of neuronal activity that occur during seizures may cause strange sensations, emotions, and behaviors. They also sometimes cause convulsions, abnormal movements, and loss of consciousness. In some people, seizures happen only occasionally. Other people may experience hundreds of seizures a day. There are many different forms of epilepsy, and symptoms vary greatly from one person to another. Recent adoption of the term “the epilepsies” underscores the diversity of types and causes.\nAbout three-quarters of the individuals diagnosed with the epilepsies can control their seizures with medicine or surgery. However, about 25 to 30 percent will continue to experience seizures even with the best available treatment. Doctors call this treatment-resistant epilepsy. In some cases, people experience a type of seizure called status epilepticus, defined as seizures that last for more than five minutes or seizures that recur without recovery of consciousness. Prolonged status epilepticus can damage the brain and may be life-threatening.\nSection 1: About Epilepsies\nSeizures can be classified as focal or generalized. Focal seizures begin in one area of the brain and may or may not spread to other areas. Generalized seizures are the result of abnormal neuronal (nerve cell) activity on both sides of the brain from the beginning of the seizure.\nAbout 60 percent of people with epilepsy have focal seizures. Some focal seizures cause unusual sensations, feelings, or movements, but do not cause loss of consciousness. Other focal seizures cause a change in or loss of consciousness and may produce a dreamlike experience or strange, repetitive behavior. Focal seizures are often named for the area of the brain in which they originate. For example, temporal lobe epilepsy, or TLE, begins in the temporal lobe located on either side of the brain. TLE is the most common type of epilepsy to feature focal seizures and can sometimes be difficult to treat with available medications.\nGeneralized seizures impair consciousness and distort electrical activity of the whole or a large portion of the brain, leading to falls or abnormal movements. There are several different types of generalized seizures. In absence seizures, which usually begin in childhood or adolescence, an individual may appear to be staring into space or may have jerking or twitching muscles. Tonic seizures cause stiffening of muscles. Clonic seizures cause repeated jerking movements of muscles on both sides of the body. Myoclonic seizures cause jerks or twitches of the upper body, arms, or legs. Atonic seizures cause a loss of normal muscle tone, which may lead to falls or sudden drops of the head. Tonic-clonic seizures cause a combination of symptoms, including stiffening of the body and repeated jerks of the arms or legs as well as loss of consciousness.\nEpilepsies with Childhood Onset\nCompared to adults, infants and children have a relatively high risk of developing the epilepsies. Many epilepsy syndromes, such as infantile spasms, Lennox-Gastaut syndrome, and Rasmussen’s encephalitis, begin in childhood. Infantile spasms usually begin before the age of six months and may cause a baby to bend forward and stiffen. Children with Lennox-Gastaut syndrome have severe epilepsy with several different types of seizures, including atonic seizures, which cause sudden falls called drop attacks. Rasmussen’s encephalitis is a rare, chronic inflammatory neurological disease that usually affects only one hemisphere of the brain. It causes frequent and severe seizures and a loss of motor skills, and can lead to severe intellectual disability. Hypothalamic hamartomas can cause another rare form of epilepsy that presents during childhood and is associated with malformations in the hypothalamus at the base of the brain. People with hypothalamic harmatomas have seizures that can resemble laughing (gelastic) or crying (dacrystic). Such seizures frequently go unrecognized or are difficult to diagnose.\nSome childhood epilepsy syndromes, such as childhood absence epilepsy, may go into remission or stop entirely as a child matures, although this is not true in all cases. Other syndromes, such as juvenile myoclonic epilepsy and Lennox-Gastaut syndrome, are usually present for the rest of the person’s life.\nChildren with delayed brain development and neurological disorders are more likely to have seizures. Seizures are more common, for example, among children with autism spectrum disorder, cerebral palsy, tuberous sclerosis complex (TSC), or Rett, Aicardi, or Down syndromes. In one study, one-third of children with autism spectrum disorder had treatmentresistant epilepsy.\nFor about half of all people with an epilepsy, a cause for the disorder is not identified. In other cases, the epilepsies are clearly linked to genetic factors, infection, head trauma, stroke, brain tumors, or other identifiable problems.\nThe epilepsies have many possible causes. Almost anything that disturbs the normal pattern of brain circuit activity—from abnormal brain development to traumatic brain injury (TBI) or illness—can lead to seizures and epilepsy. For example, seizures may develop because of an abnormality in brain wiring that occurs during brain development, an imbalance of neuronsignaling chemicals called neurotransmitters, or a combination of these factors. Researchers believe that some people with epilepsies have abnormally high levels of responsiveness to excitatory neurotransmitters, chemicals that increase the activity of nerve cells. Other people may have an abnormally low level of responsiveness to neurotransmitters that inhibit nerve cell activity. Either situation can result in too much neuronal activity and cause epilepsy. In some cases, inflammation and neuronal damage after a head injury, stroke, or other trauma may lead to epilepsy. In addition, the brain’s attempts to repair itself after such injury may inadvertently generate abnormal nerve connections that lead to seizures. Supportive cells (known as glial cells) in the brain may play a role in certain types of epilepsy.\nSidebar: The Role of the National Institutes of Health\nThe U.S. Federal government supports research to better understand the epilepsies and to reduce their burden through improved treatments and prevention. Much of this research support comes from the National Institutes of Health (NIH). The National Institute of Neurological Disorders and Stroke (NINDS) is the lead NIH institute for research on the epilepsies. Several other NIH Institutes also fund epilepsy-related research. Representatives from NIH institutes, the Centers for Disease Control and Prevention (CDC), the Department of Defense, the Department of Veterans Affairs, and the U.S. Food and Drug Administration (FDA) work together as part of the Interagency Collaborative to Advance Research in Epilepsy (ICARE), which was formed to facilitate communication and opportunities for coordination among institutes and agencies sponsoring research related to the epilepsies.\nSection 2: Research Progress on the Epilepsies\nIn 2000, NINDS and epilepsy research and advocacy organizations co-sponsored a White House initiated conference, “Curing Epilepsy: Focus on the Future.” The conference has been viewed as a turning point for research on the epilepsies by shifting the focus from treating seizures to identifying cures, defined as “no seizures, no side effects, and the prevention of epilepsy in those at risk.” The first Epilepsy Research Benchmarks grew out of the momentum created by this conference, as a way to communicate and address important research priorities and as a framework for periodically “benchmarking” progress. A second conference in 2007, “Curing Epilepsy: Translating Discoveries into Therapies,” reassessed the state of research on the epilepsies and revised the Epilepsy Research Benchmarks, adding emphasis to the conditions that co-occur with the epilepsies and sudden unexpected death in epilepsy (SUDEP). A third conference in 2013, “Curing the Epilepsies: Pathways Forward,” provided an update on the state of research and will result in another revision of the Benchmarks.\nToday, more than a decade since they were first developed, the Benchmarks are increasingly embraced by the entire epilepsy community, including NIH, researchers, and professional and advocacy organizations. While the ultimate goal of curing the epilepsies has not yet been achieved, researchers have made substantial progress. Research on the epilepsies has yielded exciting advances across all areas of the Benchmarks.\nWhat New Discoveries Have Been Made About the Causes of the Epilepsies?\nTo understand how to prevent, treat, and cure the epilepsies, researchers first must learn how they develop. Where, how, when, and why do neurons begin to display the abnormal firing patterns that cause epileptic seizures? This process, known as epileptogenesis, is the key to understanding the epilepsies. Researchers are learning more about the fundamental processes—known as mechanisms—that lead to epileptogenesis. The discovery of each new mechanism involved in epileptogenesis has the potential to yield new targets that can be affected by medications or other therapies to block that mechanism. Among this growing list of candidate mechanisms, two stand out as being closest to yielding potential targets for drug therapy: 1) the mTOR (mammalian target of rapamycin) signal transduction pathway; and 2) activation of the cytokine protein interleukin-1ß (IL-1ß).\n- The mTOR pathway is a master regulator that is involved in several genetic and acquired forms of epilepsy. An inhibitor of the mTOR pathway is being studied for the prevention of seizures related to tuberous sclerosis complex (TSC), a rare genetic disease that causes the growth of noncancerous tumors in the brain and in other organs such as the kidney, heart, eyes, lungs, and skin.\n- In various types of epilepsy, inflammatory processes may play a key role. Cytokines are signaling molecules that, among other functions, help regulate the body’s inflammatory responses. Researchers are exploring why IL-1ß appears to be activated in different types of epilepsy. An inhibitor of IL-1ß synthesis is being tested in people with treatment-resistant epilepsy.\nOther Areas of Epileptogenesis Research Include:\n- Proteins in the cell membrane are crucial for generating the electrical impulses that neurons use to communicate with one another. For this reason, researchers are studying the membrane structure and the channels that allow molecules like sodium, calcium, and potassium to move across them to generate electrical impulses. A disruption in any of these processes can cause changes that may lead to epilepsy.\n- Studies have suggested how a breakdown of the blood-brain barrier may lead to seizures. When proteins from the blood cross this important barrier between the circulatory system and fluid surrounding the brain, they trigger a reaction that leads to hyperactivity of neurons in the area of the brain surrounding the breakdown.\n- Glial cells are non-neuronal cells that play a critical supportive role in the brain. For example, astrocytes are a type of glial cell that acts as a “housekeeper” by removing excessive levels of glutamate, a major neurotransmitter that mediates excitatory signals in the central nervous system. When astrocytes are impaired, levels of glutamate rise excessively in the spaces between brain cells, which may then contribute to the onset of seizures. In animal studies, the introduction of ceftriaxone, an antibiotic that supports the housekeeping role of astrocytes, has been shown to reduce seizure frequency.\n- The body’s immune system may contribute to the development of certain forms of epilepsy. In aggressive forms of the disorders, antibodies may impair the function of brain receptors, leading to abnormal neuronal activity. Testing for many of these antibodies is already available, and findings from early-stage clinical trials suggest that strategies aimed at adjusting the body’s immune system may provide a means of treating these otherwise untreatable forms of epilepsy.\nResearchers are studying the membrane structure and the channels that allow molecules like sodium, calcium, and potassium to move across them to generate electrical impulses. A disruption in any of these processes can cause changes that may lead to epilepsy.\nRecent studies have yielded substantial progress in the identification of genetic mutations involved in the epilepsies. Several types of epilepsy have been linked to defective genes for ion channels, the “gates” that control the flow of ions in and out of cells and that regulate neuronal activity.\nMutations in single genes have been found among family members affected by certain epilepsy syndromes. For example, some infants with Dravet syndrome, a type of epilepsy associated with seizures that begin before the age of one year, carry a mutation in the SCN1A gene that is believed to cause seizures by affecting sodium channels in the brain. Surprisingly, the SCN1A mutations and other epilepsy mutations are often de novo mutations, meaning that they are not present in the parents. Building on that genetic discovery, researchers have created models of Dravet syndrome in the fruit fly, zebrafish, and mouse that are now being used to test potential therapies for controlling seizures. In addition, researchers have successfully taken connective tissue cells from individuals with Dravet syndrome, reprogrammed them to create induced pluripotent stem cells (cells that can become any type of cell in the body), and differentiated them into neurons that also can be used to test potential drugs and to study the mechanisms that lead to Dravet syndrome.\nContinued progress in the identification of genetic causes of the epilepsies could guide the care and medical management of individuals. In the case of heritable mutations, this will help affected families understand their risks.\nA major driver of success on the genetics front is the advent of next-generation sequencing—highthroughput methods of genetic sequencing that have revolutionized the search for the genetic underpinnings of diseases and disorders. Next-generation sequencing has significantly cut the time and costs required to identify genes involved with the epilepsies, as well as other diseases.\nMajor collaborative efforts have enabled researchers to efficiently investigate the effects of many risk factors, including genetic ones, among large populations of people affected by the epilepsies.\nResearchers have taken skin cells from people with Dravet syndrome, turned them into stem cells, and then turned those stem cells into brain cells. Electrical activity among the brain cells can be measured, creating a testing ground for studying the disorder.\nIdentify Biomarkers of Seizure Onset and Epileptogenesis\nResearchers see a potential opportunity to prevent the epilepsies before the onset of recurrent spontaneous seizures. Surrogate measures of epileptogenic processes, or biomarkers, could aid in the development of interventions that would prevent epilepsy in at-risk individuals. Other types of biomarkers could help researchers and health care providers better identify and monitor seizure-onset zones or predict seizure occurrence, which could enable more targeted treatments. The identification of reliable biomarkers for the epilepsies is one of the more critical areas in need of research advances.\nA number of changes in the brain shown on imaging and electroencephalography (EEG) are known to be associated with epilepsy-related processes. The challenge is that people without epilepsy also can have similar brain changes and there is little evidence to show clearly which of these changes is predictive of someone who will develop a form of epilepsy.\nNewer technologies are allowing researchers to map epileptic networks and track seizure generation with increasing resolution. Implantable “microelectrodes” are revealing complex brain activity during seizures. Using microelectrodes, researchers are able to better characterize high-frequency oscillations (HFOs). Abnormal HFOs have been linked to seizureonset zones and may serve as a biomarker of epileptogenesis; this could help identify people at risk for developing epilepsy after an initial insult to the brain, such as a stroke or TBI.\nInvestigators also have improved devices for measuring electrical activity in the brain. New electrode arrays are flexible enough to mold to the brain’s complex surface, providing unprecedented access for recording and stimulating brain activity. While these arrays have not yet been used in humans, they are a promising advance toward expanded options for epilepsy diagnosis and treatment.\nEpilepsy researchers have increasingly explored how connections between different brain regions—structurally and functionally—may explain how seizures start in the first place. Much of this research grows out of observations that seizures are not merely the result of focal areas of hyperactivity, but arise from the complex interactions of the network. A better understanding of how this network operates may explain, for example, why some people do not improve even after focal areas of hyperactivity, which appeared to be the source of seizure, are surgically removed.\nDiffusion tensor imaging, a type of magnetic resonance imaging (MRI) that shows microstructural detail of tissues based on the diffusion of water molecules, has shown abnormal structural connectivity during focal and generalized seizures. Advances in MRI have shown that functional connectivity patterns in people with epilepsy differ from those of normal controls. Interestingly, patterns of abnormal functioning occur both during seizures and during the “resting-state” period between seizures.\nNewer technologies are allowing researchers to map epileptic networks and track seizure generation with increasing resolution. Implantable “microelectrodes” are revealing complex brainactivity during seizures. Using microelectrodes, researchers are able to better characterize high-frequency oscillations.\nDevelop New Animal Models for Studying Epileptogenesis and for Testing Treatments\nThe diversity of epilepsy syndromes and their causes precludes investigators from using any single animal model system for learning about the epilepsies and for testing potential therapies. Multiple syndrome-specific models are therefore needed to advance research on the epilepsies.\nSeveral substantial advances in the development of animal models have occurred over the last few years, including new models of Dravet syndrome, infantile spasms, cortical dysplasia, and viral encephalitis, as well as for stroke, TBI, and other conditions that can lead to acquired forms of epilepsy.\nThe zebrafish has emerged as a promising model for screening new drug compounds for antiseizure activity. Fish that are bred to express mutations known to be associated with particular types of epilepsy can be quickly and cost-effectively produced for research. The drosophila, or fruit fly, is another model developed to investigate the cellular mechanisms of the epilepsies.\nParamedics stopped status epilepticus seizures earlier thanks to drug delivery with an autoinjector. Similar to the EpiPen used by people with serious allergic reactions, the autoinjector may someday be on hand for people with epilepsy and their families.\nDevelop New Treatment Strategies and Optimize Existing Treatments\nThere have been several key advances in diagnostics, therapeutics, and technologies that are either approved or in various stages of approval in the U.S. and Europe. New chemical entities have been developed for treatment-resistant epilepsy. For example, ezogabine (also called retigabine) was approved by the U.S. Food and Drug Administration (FDA) in 2011 for the prevention of focal seizures by a novel mechanism of action. Several other potential drugs and chemical compounds (brivaracetam, perampanel, YKP3089, VX-765) are in development and also are aimed at preventing seizures by novel mechanisms.\nIn addition, several agents have been approved for specific seizure types or syndromes: rufinamide (Lennox-Gastaut syndrome), stiripentol (Dravet syndrome), adrenocorticotropic hormone also known as ACTH (infantile spasms), and vigabatrin (infantile spasms). mTOR inhibitors (such as everolimus) are being tested for the treatment of seizures and other manifestations of tuberous sclerosis complex (TSC). The drug everolimus has been approved by the FDA for preventing the growth of tumors in individuals with TSC.\nProgress has been made in determining the best single-agent therapy for childhood absence epilepsy (CAE), the most common pediatric epilepsy syndrome, occurring in 10 to 17 percent of all children with epilepsy. People with CAE tend to have several seizures each day. In the interest of finding a drug regimen that would limit an individual’s exposure to drug-related side effects, researchers compared ethosuximide, lamotrigine, and valproic acid to treat CAE. Ethosuximide was found to be the best single-agent therapy because of its optimal balance between effectiveness and relatively few side effects.\nNINDS-funded researchers have made significant strides in improving the management of individuals with status epilepticus seizures. These prolonged seizures can be particularly challenging to treat given the difficulty of establishing an intravenous line (IV) when a person is having convulsions. The results of the randomized controlled trial, known as Rapid Anticonvulsant Medication Prior to Arrival Trial (RAMPART), showed that seizures stopped significantly earlier in people treated with midazolam delivered by an autoinjector compared to individuals treated with lorazepam by IV. The autoinjector is similar to the EpiPen drug delivery system used to treat serious drug reactions. Faster resolution of seizures also translated into fewer people requiring hospitalization.\nOngoing basic research efforts continue to identify targets for therapy development. For example, studies have focused on the role of gamma-aminobutyric acid (GABA), a key neurotransmitter that inhibits activity in the central nervous system. Other studies are investigating ways of blocking the activity of the excitatory neurotransmitter glutamate.\nGiven that the epilepsies involve so many different underlying mechanisms, the development of a single therapy is unlikely. Instead, management approaches will need to be tailored for specific syndromes.\nSidebar: Anticonvulsant Screening Program\nIn 1975, NINDS established the Anticonvulsant Screening Program (ASP) to promote the development and evaluation of new antiseizure drugs. At the time, few incentives existed for the pharmaceutical industry to support epilepsy research on the development of therapeutic agents. Since its launch, the ASP has been instrumental in bringing new antiseizure medications to the marketplace by giving researchers a common platform for submitting potential therapeutic agents to standardized testing in animal models. The resources provided to researchers through the ASP can save years in development time.\nASP’s priorities have evolved to focus on the development of therapies aimed at preventing epileptogenesis, modifying the course of disease progression, finding therapies for the cases that do not respond to currently available treatments, and identifying specific epilepsy subtypes and their unmet needs. The ASP maintains a database of more than 30,000 submitted compounds, and plans are underway to improve the usefulness of the data for researchers pursuing novel compounds. NINDS continues to look for new ways to improve the ASP. New assays and procedures are being developed and implemented to significantly expand the sensitivity of the traditional screening approach to identify novel pharmacotherapies targeting the major unmet medical needs in epilepsy.\nSurgery remains an effective option for individuals with treatment-resistant epilepsies. The most common type of surgery involves the removal of a seizure focus, the small area of the brain where seizures originate. In some extremely severe cases, surgeons perform a procedure called multiple subpial transection, which involves making cuts designed to prevent seizures from spreading into other parts of the brain while leaving the person’s normal abilities intact. Doctors also may use surgical procedures called corpus callosotomy (severing of the nerve fibers that connect the two sides of the brain) or hemispherectomy (removal of half of the brain). Researchers continue to refine surgical techniques to make them less invasive and to prevent cognitive and other neurological deficits that can result from surgery.\n- New imaging technologies are key advances for localizing the effects of surgery and minimizing adverse events. Many epilepsy centers have begun to use functional magnetic resonance imaging (fMRI) to “map” language and memory zones prior to surgery. NIH-funded researchers are aiming to verify whether fMRI actually improves surgical outcomes and to standardize best practices for its use.\n- Researchers also are looking for ways to combine imaging modalities to more accurately map language zones. In one study, for example, diffusion tensor imaging (DTI) is being used along with fMRI and magnetoencephalography (MEG), another brain mapping technique based on magnetic fields, to evaluate preoperative language processing and preserve key language zones during surgery for temporal lobe epilepsy.\n- Evidence suggests that high-frequency oscillations (HFOs) measured in the neocortex and temporal lobe may be biomarkers of epileptic networks, and can therefore help in surgical mapping and predicting outcomes after epilepsy surgery. Retrospective studies show that the removal of zones generating HFOs is associated with improved results following surgery.\n- Minimally invasive MRI-guided laser surgery is being studied for the treatment of epilepsies associated with tumors, such as hypothalamic hamartomas and tuberous sclerosis complex. The technique involves drilling a very small hole in the skull through which a thermal laser is inserted to ablate an epileptogenic zone under MRI-guidance.\nNew imaging technologies are key advances for localizing the effects of surgery and minimizing adverse events. Many epilepsy centers have begun to use functional magnetic resonance imaging to “map” language and memory zones prior to surgery.\nElectrical stimulation of the brain remains a therapeutic strategy of interest. The types of stimulation include: deep brain, intracranial cortical, peripheral nerve, vagal nerve, and trigeminal nerve. So far, deep brain stimulation has involved either the thalamus or the hippocampus, and only thalamic stimulation has been tested in a large clinical trial.\nA clinical trial of deep brain stimulation in the anterior thalamic nucleus showed significant seizure reduction over the long term, and the majority of participants saw benefit. Thalamic stimulation has been cleared for use in Europe, but not in the U.S.\nA report on trigeminal nerve stimulation showed efficacy rates similar to those for vagal nerve stimulation, with about half of the people responding (a responder is defined as having greater than a 50 percent reduction in seizure frequency). Freedom from seizures, although reported, remains rare for both methods.\nNINDS-supported investigators are developing methods to predict seizures by analyzing brain activity patterns that precede their onset. A promising application of this research is the development of implantable devices that can detect a forthcoming seizure. Once detected, the implanted device administers an intervention, such as electrical stimulation or a fast-acting drug to prevent the seizure from occurring. The first generation of seizure control devices in clinical trials uses such seizure prediction technology. The NeuroPace RNS system is among these devices, known as responsive stimulation or closed-loop devices.\nOptogenetics is an emerging experimental technique that may eventually lead to future generations of closed-loop devices. It involves the genetic delivery of light-sensitive proteins to specific populations of brain cells. The lightsensitive proteins can be inhibited or stimulated by exposure to light delivered by fiber optics. Although optogenetic methods are not currently used in humans, such an approach could allow highly targeted regulation of network excitability, providing a means for intervening at or before the onset of a seizure.\nA high-fat, very low carbohydrate ketogenic diet is an age-old treatment for medicationresistant epilepsies and there has been a renewed interest in recent years in how it works. The diet effectively reduces seizures for some people, especially children with certain forms of epilepsy. Studies have shown that more than 50 percent of people who try the ketogenic diet have a greater than 50 percent improvement in seizure control and 10 percent experience seizure freedom. However, for some people, the regimen is difficult to maintain.\nResearchers are trying to learn exactly how the ketogenic diet prevents seizures. They hope to find ways to mimic its seizure-blocking effects without the dietary restrictions. Studies have advanced the understanding of the connection between energy metabolism and neuronal excitability, and in the process and may contribute to a better understanding of how the ketogenic diet promotes seizure control.\nIn addition, researchers are looking at modified versions of and alternatives to the ketogenic diet. For example, studies show promising results for a modified Atkins diet and for a low-glycemicindex diet, both of which are less restrictive and easier to follow than the ketogenic diet. However, well-controlled randomized controlled trials have yet to assess the approaches, and many questions remain about the optimal circumstances of their use.\nResearchers are trying to learn exactly how the ketogenic diet prevents seizures. They hope to find ways to mimic its seizure-blocking effects without the dietary restrictions. Studies have advanced the understanding of the connection between energy metabolism and neuronal excitability..\nGene and Cell Therapies\nThe discovery of genetic mutations that are linked to specific epilepsy syndromes suggests the possibility of using gene-directed therapies to counter the effects of these mutations. Gene therapies remain the subject of many studies in animal models of epilepsy, and the number of potential approaches continues to expand. A common approach in gene therapy research, called transfection, uses modified components of viruses to introduce new genes into brain cells, which then act as “factories” to produce potentially therapeutic proteins.\nSeveral proteins have been targeted for transfection. Animal studies have shown that it is possible to introduce a new protein into a cell, and in some cases, there has been an associated reduction in the frequency, duration, and severity of seizures.\nCell therapy differs from gene therapy in that instead of introducing genetic material, it involves the transplantation of whole cells into a brain. In animal studies, for example, NINDS-funded researchers have successfully controlled seizures in mice by grafting special types of neurons that produce the inhibitory neurotransmitter GABA into the hippocampus of their brains.\nGene and cell therapies remain attractive and promising strategies for treating, and potentially curing, some forms of epilepsy. However, their advancement as a viable treatment option in people will require new technologies and methods that can target specific neurons in the brain. These approaches need to be able to create more long-lasting changes.\nViruses are introduced into brain cells, which then act as “factories” to produce potentially therapeutic proteins.\nPreventing the Development of the Epilepsies\nUntil recently, therapy development for the epilepsies focused largely on treating seizures in people already affected by the disorders. Now, in addition to efforts to develop new and improved antiseizure treatments, researchers are striving to prevent the epilepsies among people at risk.\nMeasures that reduce the risk of head injury and trauma—such as improvements in automobile safety and the use of seat belts and bicycle helmets—can prevent epilepsies related to TBI. Good prenatal care, including treatment of high blood pressure and infections during pregnancy, can prevent brain damage in developing babies that may lead to epilepsy and other neurological problems later in life. Treating cardiovascular disease, high blood pressure, infections, and other disorders that affect the brain during adulthood and aging also may prevent some types of epilepsy.\nHowever, while such measures can prevent brain damage from occurring in the first place, there are currently no interventions known to specifically reduce the risk of seizure onset once damage to the brain has occurred. None of the available antiseizure medications have been shown to modify the development of the epilepsies in people. Researchers are working to change this.\n- Recent animal studies have helped clarify the mechanisms of hypoxic-ischemic encephalopathy (HIE) seizures (caused by a lack of oxygen in the brain), and clinical studies involving newborns have begun to assess potential treatment strategies. These include drugs both alone and in combination with each other or in combination with a strategy that involves deliberately cooling babies with HIE for the prevention of epilepsy.\n- Adenosine is an inhibitory neuromodulator that is believed to promote sleep and suppress arousal. Studies in animal models have shown that increasing adenosine levels in the brain can inhibit the development of spontaneous recurrent seizures after an initial injury.\nSection 3: Reducing the Risk of Conditions that Co-occur with the Epilepsies\nCo-occurring psychiatric conditions are relatively common in individuals with epilepsy. In adults, depression and anxiety disorders are the two most frequent psychiatric diagnoses. Attention Deficit Hyperactivity Disorder and anxiety frequently affect children with epilepsy.\nTherapies commonly used to treat depression in the general population have been shown in randomized controlled trials to be effective in treating depression in people with epilepsy. In those trials, depression medications did not appear to be associated with an increased risk of seizures. However, larger trials with longer followup would be required to provide reliable estimates of seizure exacerbation risk.\nBasic research investigations currently are exploring the possibility that the development of depression, anxiety, and seizures may involve similar causes. In addition, studies of antiseizure drugs have focused on determining whether there may be an increased risk of suicide associated with specific medications.\nPeople with neurodevelopmental disabilities, such as autism spectrum disorder, attention deficit disorder, and learning disabilities are known to be at higher risk for epilepsy. Further investigation is needed to better understand these associations and if there is a shared mechanism between these neurodevelopmental disabilities and the epilepsies. Sleep disorders are common among people\nwith the epilepsies. By one estimate, fully 70 percent of people with epilepsy had some form of disordered breathing during sleep. In another study, researchers found that certain types of seizures were associated with sleeping, while others were more common during times of wakefulness—suggesting that more research is needed on how these patterns might inform medication adjustment.\nSudden Unexpected Death in Epilepsy (SUDEP)\nSome people with epilepsy are at risk of SUDEP, which for years was largely unrecognized. Estimates of SUDEP risk vary, but some studies suggest that each year approximately one case of SUDEP occurs for every 1,000 people with the epilepsies. For some, this risk can be higher, depending on several factors. People with more difficult-to-control seizures tend to have a higher incidence of SUDEP.\nOne study suggested that use of more than two antiseizure drugs at one time is a risk factor for SUDEP. However, it is not clear whether the use of multiple drugs causes SUDEP, or whether people who use multiple antiseizure drugs have a greater risk of death because their epilepsy is more severe or more difficult to control. People with tonic-clonic seizures, uncontrolled seizures, or epilepsy combined with other neurological disorders also have an elevated risk for SUDEP.\nFindings from an analysis of four studies showed that the highest risk of SUDEP can be seen in men younger than 60 years of age with at least a 15-year history of epilepsy from unexplained causes, who had frequent generalized tonicclonic seizures, and who were taking multiple antiseizure drugs. Although SUDEP is considered rare in children, some evidence suggests that children with certain types of epilepsies, such as Dravet syndrome, may have an elevated risk for SUDEP.\nSeizures are known to alter breathing and cardiac activity. Research suggests that drug therapies that address respiratory arrest and implantation of cardiac devices may reduce the risk of SUDEP in some individuals.\nEarly studies have described certain EEG patterns that may help identify people at elevated risk for SUDEP. In addition, several devices in the early stages of development aim to provide a warning when a seizure has the potential to put someone at risk for SUDEP.\nNINDS, nonprofit lay and professional organizations, and the CDC are providing significant funding toward studies aimed at better understanding SUDEP risk factors and mechanisms, which may yield strategies for screening and prevention. Plans are underway for an Epilepsy Center without Walls initiative devoted to multi-disciplinary research on SUDEP and increased surveillance and epidemiology studies.\nProgress in Managing Specific Populations\nPregnancy and the Epilepsies\nUnderstanding how to treat epilepsy in pregnant women and the impact of antiseizure medications on an unborn child are of paramount importance and have been the focus of several studies. The American Academy of Neurology and the American Epilepsy Society conducted evidence-based systematic reviews of pregnancy-related studies among women with epilepsy.\nEmerging data from the NINDS-funded Maternal Outcomes and Neurodevelopmental Effects of Antiepileptic Drugs study, as well as multiple hospital- and population-based registries, are helping to better characterize the risk of birth defects associated with antiseizure medications. In general, higher doses of these\nmedications are associated with an increased risk of major congenital malformations. Findings from the registries and other studies include:\n- Valproate is consistently associated with an increased risk of major congenital malformations, and studies suggest a specific increased risk of neural tube defects, such as spina bifida. Prenatal exposure to valproate has been shown to be associated with symptoms of autism in humans and animals. Valproate exposure in utero also has been shown to adversely affect a child’s cognitive function, particularly verbal abilities.\n- Carbamazepine may increase the risk of neural tube defects, but this is not a consistent finding. Verbal cognitive skills also have been shown to be impaired among children who were exposed to carbamazepine during gestation.\n- Topiramate increases the risk of oral clefts (birth defects in which the tissues of the lip or mouth do not form correctly during fetal development) as demonstrated in multiple studies. The FDA has classified it as a category D drug in pregnancy, meaning that evidence shows that the drug involves risk to a developing fetus, but the potential benefits from the drug may warrant its use in pregnant women despite potential risks.\n- Levetiracetam appears to have a lower risk of major congenital malformations than other antiseizure drugs.\n- Motor, adaptive, and emotional behavioral functioning were impaired in children of mothers who had taken phenytoin, lamotrigine, valproate, or carbamazepine during pregnancy, with dose-response effects seen with valproate and carbamazepine. Breastfeeding did not affect cognitive health of the studied children.\nInfants and Children\nFebrile seizures occur in infants and young children and involve convulsions brought on by high fever. The vast majority of febrile seizures are brief and harmless. In rare cases, however, some children—including those with cerebral palsy, delayed development, or other neurological abnormalities—have an increased risk of developing epilepsy.\nResults from an ongoing NINDS-funded study suggested that MRI and EEG may help determine which children with febrile seizures are subsequently at increased risk of developing epilepsy.\nEpidemiological studies demonstrate that the elderly are at a substantially higher risk for the development of the epilepsies. In addition to stroke (hemorrhagic and ischemic), seizures in the elderly may be associated with brain tumors, TBI, and Alzheimer’s disease.\nNIH-funded researchers have found that blood concentrations of antiseizure medications fluctuate markedly among many residents of nursing homes even when there is no change in dosage and no change in other medications the resident may be taking. Prospective studies will continue to follow older adults in nursing homes to help determine optimal levels of antiseizure drugs and to identify factors that may contribute to such fluctuations in drug levels.\nDiagnosing, Treating, and Preventing Non-epileptic Seizures\nAn estimated five to 20 percent of people diagnosed with epilepsy actually have nonepileptic seizures (NES) which outwardly resemble epileptic seizures but are not associated with seizure-like electrical discharges in the brain. A history of traumatic events is among the known risk factors for psychogenic nonepileptic seizures, which are largely thought to be psychological in origin.\nA NINDS-funded pilot trial showed a reduction in NES frequency when individuals with psychogenic non-epileptic seizures were treated with sertraline compared with a placebo. Two other studies showed a reduction in seizures and fewer comorbid symptoms following treatment with cognitive behavioral therapy.\nSection 4: Furthering Research on the Epilepsies\nThere are several ways in which individuals with epilepsy and their families can help move research forward. Resources include:\n- People with epilepsy can help researchers test new medications, surgical techniques, and other treatments by enrolling in clinical studies. Information about finding and participating in clinical studies can be found at the NIH Clinical Trials and You website (www.nih.gov/health/clinicaltrials). Additional studies can be found at www.clinicaltrials.gov and through many pharmaceutical and biotech companies, universities, and other organizations. A person who wishes to participate in a clinical trial must ask his or her physician to work with the doctor in charge of the trial and to forward all necessary medical records.\n- To learn more about why clinical trial research is important, visit the Human Epilepsy Research Opportunities (HERO) website at www.epilepsyhero.org.\n- Pregnant women with epilepsy who are taking antiseizure drugs can help researchers learn how these drugs affect unborn children by participating in the Antiepileptic Drug Pregnancy Registry. This registry is maintained by the Genetics and Teratology Unit of Massachusetts General Hospital. For more information, call 1-888-233-2334 or visit the website at\n- People with epilepsies can help further research by making arrangements to donate tissue either at the time of surgery for epilepsy or at the time of death. Researchers utilize the tissue to study epilepsy and other disorders so they can better understand what causes seizures. Some brain banks accept tissue from individuals with epilepsy. Each brain bank may have different protocols for registering a potential donor. Individuals are strongly encouraged to contact a brain bank directly to learn what needs to be done ahead of the time of tissue donation. These banks include:\nNICHD Brain and Tissue Bank for Developmental Disorders\nUniversity of Maryland School of Pediatrics\n655 West Baltimore Street, 13-013 BRB\nBaltimore, MD 21201-1559\nUniversity of Miami Brain Endowment Bank\nUniversity of Miami Department of Neurology\n1951 NW 7th Avenue, Suite 240\nMiami, FL 33136\n305-243-6219 or 800-862-7246\nNational Disease Research Interchange/National Human Tissue Resource Center\n8 Penn Center, 15th Floor\n1628 JFK Boulevard\nPhiladelphia, PA 19103\n215-557-7361 or 800-222-6374\nThe Human Brain and Spinal Fluid\n11301 Wilshire Boulevard (127A)\nBuilding 212, Room 16\nLos Angeles, CA 90073\nThe pace of research on the epilepsies has accelerated considerably over the past few decades. Progress has been made in understanding how and why the epilepsies develop and how they might be prevented. Investigators have identified a variety of potential new treatments, and they may soon be able to use knowledge about genetic variations and other individual differences to tailor treatment for each person. With time and continued work, the missing pieces of the puzzle will be filled in to form a complete picture of how to treat and prevent all types of epilepsy", "label": "No"} +{"text": "As a commonly used insulating material in industry, glass fiber not only has many types, but also has outstanding performance, and has applications in many fields.\nGlass fiber cloth overview:\nGlass fiber is a kind of inorganic non-metallic materials with excellent performance, and there are many kinds of them. The advantages are good insulation, strong heat resistance, good corrosion resistance and high mechanical strength; but the disadvantages are brittleness and poor wear resistance. Glass fiber is usually used as a reinforcing material in composite materials, electrical insulation materials, thermal insulation materials, and circuit boards in various fields of the national economy.\nGlass fiber cloth features:\n1. Used for low temperature -196℃ to high temperature 300℃, with weather resistance.\n2. Non-adhesive, not easy to adhere to any substance.\n3. Chemical resistance, resistance to strong acid, strong alkali, aqua regia and various organic solvents.\n4. With low friction coefficient, it is the best choice for oil-free self-lubrication.\n5. The light transmittance is 6-13%.\n6. With high insulation performance, anti-ultraviolet, anti-static.\n7. High strength. Has good mechanical properties.\n8. Drug resistance.\nGlass fiber cloth application:\nGlass fiber cloth is mostly used in hand lay-up process. Glass fiber reinforced material grid cloth is mainly used in ship hulls, storage tanks, cooling towers, ships, vehicles, tanks, and building structural materials. Glass fiber cloth is mainly used in industry: heat insulation, fire prevention and flame retardant. The material absorbs a lot of heat when it is burned by a flame and can prevent the flame from passing through and isolate the air.", "label": "No"} +{"text": "State of the World's Minorities and Indigenous Peoples 2013 - New Zealand\n|Publisher||Minority Rights Group International|\n|Publication Date||24 September 2013|\n|Cite as||Minority Rights Group International, State of the World's Minorities and Indigenous Peoples 2013 - New Zealand, 24 September 2013, available at: http://www.refworld.org/docid/526fb739b.html [accessed 20 August 2017]|\n|Disclaimer||This is not a UNHCR publication. UNHCR is not responsible for, nor does it necessarily endorse, its content. Any views expressed are solely those of the author or publisher and do not necessarily reflect those of UNHCR, the United Nations or its Member States.|\nMāori, New Zealand's indigenous people, make up approximately 15.4 per cent of the country's population, with nearly a quarter living in the greater Auckland area. The relationship between the Māori and the New Zealand government is grounded in the Treaty of Waitangi, which contains a powerful expression of the Crown's moral obligations to act honourably in its dealings with Māori.\nThere are also more than 22 different Pacific communities in New Zealand – each with its own distinctive culture, language, history and health status. Collectively known as Pasifika, the biggest Pacific groups in New Zealand are the Samoan, Cook Islander, Tongan, Niuean, Fijian, Tokelauan, and Tuvaluan communities. To date, the majority of the Pacific communities in New Zealand originate from Polynesian states, however migration to New Zealand from Melanesian states has also increased, and predictions indicate that New Zealand can expect much larger numbers of migrants from Melanesia in the coming decades.\nIt is also important to note that there has been a rapid increase in the last decade of the number of Asians in New Zealand. By 2001, Asians had displaced the Pasifika communities as the third most populous ethnic group, with the 2006 Census data estimating the Asian population of New Zealand at around 9.2 per cent, with predicted growth to up to 16 per cent of the national population by 2016. Chinese (46 per cent) and Indian (29 per cent) are the majority groups, with populations from other Asian communities including Koreans, Filipinos, Japanese, Sri Lankans, Cambodians and Thais.\nDespite significant gains in recent years, Māori continue to have the poorest health of any New Zealand group. Māori have a higher mortality rate than non-Māori, as well as higher rates of illness. Māori infants die more frequently from SIDS (sudden infant death syndrome), have lower birth weight than non-Māori and also experience higher rates of illness. Māori are 2.3 times more likely to experience and die from cardiovascular disease than non-Māori and Māori life expectancy is also significantly lower than the life expectancy for non-Māori.\nOther minority groups in New Zealand also experience poorer health than the majority New Zealand European population. In particular, Pasifika still experience poorer health outcomes than the majority population. For example, Māori and Pacific communities have higher rates of diabetes. Māori and Pacific communities experience consistently higher infant mortality rates than the total New Zealand population, although this appears to be decreasing. Moreover, the obesity rates are greater for Māori and Pasifika.\nThe New Zealand government has taken some important strides to address Māori health disparity. He Korowai Oranga: Māori Health Strategy sets the direction for Māori health development in the health and disability sector. The vision of He Korowai Oranga is the achievement of whānau ora (healthy families), and recognizes the desire of Māori to have control over their future, and to seek their own solutions and to manage their own services.\nThe New Zealand government has developed targeted action plans that set objectives for Māori health. Whakatātaka – the Māori Health Action Plan – was implemented in 2002, and was built upon by the second Māori Health Action Plan, Whakatātaka Tuarua 2006-2011.\nAs part of Whakatātaka Tuarua, the Ministry of Health has identified the following areas for priority: building quality data and monitoring Māori health; developing whānau-ora-based models; ensuring Māori participation; and improving primary health care.\nUnder the 2000 New Zealand Public Health and Disability Act, health services require community participation and have been decentralized. The Act created 21 district health boards (DHBs), which provide services that meet local needs. This system is important for Māori health as every board is legally required to have at least 2 Māori members out of its 11, and Māori membership of the board must also be proportional to the number of Māori in the district's resident population. Moreover, DHBs must include Māori health and whānau ora as priority criteria in resource allocation and disincentives decisions, and should set funding targets for investment in Māori health and disability, and report on targets for their regions to increase funding for Māori initiatives. However, in the 2012 assessment the auditor general found that DHBs have not always performed adequately and noted a lack of monitoring and reporting.\nAnother important initiative for Māori health is the fact that each DHB must develop a Māori Health Plan (MHP), which aims to improve Māori health and reduce the disparities between Māori and non-Māori. As key planning and monitoring documents, the MHPs provide a summary of a DHB's Māori population and their health needs. The plan then documents and details the interventions and actions the DHB plans to undertake to address health issues in order to achieve indicator targets set nationally, regionally and at district level.\nThe New Zealand Ministry of Health has also been working together with Māori traditional healing practitioners. Rongoā Māori, the traditional healing, is formulated in a Māori cultural context; it encompasses the understanding of events leading to ill health and its impacts are addressed through a range of culturally bounded responses. These responses include rakau rongoā (native fauna herbal preparations), mirimiri (massage) and karakia (prayer). In December 2011, a new national Rongoā governance body – Te Kāhui Rongoā Trust – was established to protect, nurture and promote Rongoā Māori, and aimed to become fully operational by June 2012.\nAlthough it is too early to measure the success of the initiative, it remains significant, in particular in light of old repressive laws which banned traditional Maori healers (Tohunga) and outlawed Rongoā Māori. Although the law was repealed in 1962, the new Trust is one of the first initiatives to formally promote Rongoā Māori on the national level.\nHealth of Asian New Zealanders\nIt appears that many Asian migrants who arrive in New Zealand are relatively healthy, however this has been attributed to the 'healthy immigrant effect', which requires most migrants to be in good health in order to be allowed to immigrate to a new host country. However, this positive effect on health is reported to gradually diminish with increased length of residency.\nIn particular, data has demonstrated low use of primary health care, emergency health care and cancer screening for Asian people in New Zealand, particularly for Chinese New Zealanders. For youth this is particularly worrying, and 15 per cent of young Chinese New Zealanders reported accessing no health services at all, which was over three times the rate reported by other New Zealanders.\nAnother key issue is cardiovascular disease and diabetes for South Asian people. Indian people show the highest rates of self-reported diabetes of any ethnic group in New Zealand and they also show high levels of cardiovascular disease, similar to Māori.\nSome of these challenges appear to arise from underlying structural obstacles for Asian New Zealanders as a minority group: these include a lack of knowledge of the New Zealand health system, cultural beliefs and approaches to health care that differ from the New Zealand system, and linguistic barriers. Mental health also remains a challenging area because of the degree of stigma attached to such illness in many Asian cultures, resulting in potential treatment delay and possible worsening of prognosis.\n17. New Zealand Government, Third periodic report to the CESCR, E/C.12/ NZL/3, para. 472, available at: http://www2.ohchr.org/english/bodies/cescr/cescrs48.htm.\n18. See: Controller and Auditor-General NZ, 'Part 5: Reducing health disparities for Māori', in Health Sector: Results of the 2010/11 Audits, retrieved July 2013, http://www.oag.govt.nz/2012/health-sector/part5.htm.", "label": "No"} +{"text": "The Problems of Obesity, Obesity is problematic overweight caused by excessive accumulation of fat. It is a serious problem that can have serious ramifications in the long run. Recently, it has become a worrying issue due to numerous public health problems.\nObese people encounter social stigmatization, negative stereotypes and discrimination in society. They are endangered to many life-threatening diseases, such as diabetes, high blood pressure, sleep apnea, cancer, heart disorders, etc. Additionally, the World Health Organization reveals that the greatest epidemic in the 21st century is obesity.\nIn this essay, I will discuss several bad effects that cause obesity. Thus, there are three main causes of obesity involved in eating unhealthy foods, neglecting physical activities and following wrong practices.\nFirst and foremost, obesity is caused as a result of eating unhealthy foods. There are plenty of unhealthy food items which people think are healthy. A very good example is fast food and food additives. The former is like hot pies, burgers, chips, pasties, donuts, pizza, etc. The latter is like flavored yoghurt, flavored milk, flavored ketchup, flavored beverages, etc. People are tempted to eat fast foods because they have no time to wait for fresh foods. They also crave for food additives because of its flavor and delicious taste. In addition, frozen foods and some snacks fall under unhealthy foods which are the best friend of obesity. Therefore, if we believe in avoiding such types of foods is not the problem; then, eating unhealthy foods is will not be the solution. In fact, fast food is typically low in nutrition and high in sodium, calories, saturated fat and trans fat that lead to fatness.\nMoreover, it is found that neglecting physical activities gives rise to obesity. Many people neglect aerobics, and are lazy to do different types of physical activities in their life, such as walking, jogging, bicycling, swimming, etc. Because of ignoring aerobics and the state of laziness, fats are heaped up in the body with the course of time.\nConsequently, the body gains weight and brings about fatness. For this reason, people need to be taught the significance of these physical activities, and that ignoring them would lead to overweight and obesity.\nFurthermore, obesity is caused as a consequence of following wrong practices. For instance, obesity results when people regularly take in imbalanced diet, immoderate calories and excessive sleep. For this reason, the body stores these undue calories as body fat, and over time the extra pounds add up.\nNowadays, some people go for a serious diet or toe the line of unhealthy foods that affect the metabolism which ends up with fatness. Therefore, they endanger themselves to obesity by following their own prescriptions and false instructions. So, metabolism affects the body as a result of following wrong practices in life.\nIn summary, obesity is merely caused by consuming too many calories, lack of physical exercises, unbalanced diet, flavored drinks etc. In this regard, Lee Haney recommends that “exercise is one of the best ways in preventing the rapid growth of obesity”. Besides, we should bear in mind that “rich, fatty foods are like destiny: they too, shape our ends”. Meanwhile, unbalanced diet leads to the illness of obesity. In short, this essay demonstrates several factors that cause obesity, such as eating unhealthy foods, neglecting physical activities and following wrong practices.", "label": "No"} +{"text": "Misidentifying Twos and Fives\nThis is an extremely unlikely mistype. Few people of either type would be likely to mistype themselves as the other type, but others might occasionally be fooled. Surprisingly, it is more likely for some Fives to be mistaken for Twos, but only in very narrow circumstances. Because Fives do not form emotional bonds easily, they can be highly dependent on the few they do form, and can become needy with their significant others. At such times, they do not want their loved ones far from them, somewhat like average Twos.\nOtherwise, these types are almost opposites. Twos are emotionally expressive and highly people-oriented. Fives are emotionally detached and can be the true loners of the Enneagram. Both feel rejected easily, but Twos cope by winning people over and Fives cope by detaching from the hurt and isolating themselves further. Twos go by their feelings and can get flustered or irritated by overly intellectual approaches or complex ideas and procedures. Fives get flustered or irritated by sentimentality and gushiness: Fives feel that they are in their element with intellectual concepts and complexity. Twos tend to move toward others: Fives tend to withdraw from others, and so forth.", "label": "No"} +{"text": "Stress hormones help firm up memories of emotional events so that we can avoid or deal with the challenge if it occurs again. For example, cortisol, produced by the adrenal glands, has receptors in many parts of the brain—especially the hippocampus, a nexus of emotion and memory.\nMany disorders can result from improperly functioning cortisol, including anxiety, post-traumatic stress disorder, and some forms of depression. Scientists seeking treatments need a detailed picture of how cortisol works through its receptors to affect the brain. One player in the relay appears to be mitogen-activated protein kinase (MAPK), which previous studies show is activated in tandem with cortisol receptors.\nIn the May issue of Nature Neuroscience, Pier Vincenzo Piazza of the Bordeaux Institute for Neurosciences, France, and colleagues set out to establish cause and effect. They found that in cultured cells, activating cortisol receptors with the hormone increased levels of MAPK and the genes under its control.\nIn mice, the researchers found that the stress of being briefly restrained increased MAPK expression. When the mice were injected with a MAPK inhibitor, they lost the ability to form fear-related memories: in a conditioning test involving a mild shock to the foot, the treated mice showed none of the normal “freezing” behavior.\n“Our data indicate a direct link between cortisol receptor activation, the MAPK signaling pathway and its target genes, and stress-induced enhanced memories of emotionally arousing experiences,” the researchers write.", "label": "No"} +{"text": "“How Shall We Then Laugh?” in his Literature and Theology as Amiable Companions\nVan der Weele, Steve J.\nprivately published, 2010\n“Just what it is that prompts laughter has engaged some of the best minds in history. It is a phenomenon which Christopher Fry calls ‘the surest touch of genius in creation.’ From Aristotle and Plato down to the present, the fact that man is the only creature that laughs has evoked great interest and voluminous comment.” Freud, for example, in a two-hundred-page treatment said that laughter, comedy, humor are deeply connected with the highest of human gifts, with music, literature, the arts. “Laughter, he says, happens when a breakthrough in one’s perception occurs, when old things are suddenly exhibited in new patterns.” Laughter can also be a potent weapon to expose folly, as every satirist knows. But the great comedic writers (especially Shakespeare) know that laughter is cousin to joy. In Shakespeare, satire is relegated to the subplots, and joy to the main street. There are plenty of troubles, but in the end, restoration, reconciliation, joy. Every one of Shakespeare’s comedies ends “with multiple weddings.”", "label": "No"} +{"text": "White Paper: Medical\nThe Liquid Lens Evolution\nBefore liquid lenses, a user would have to design some type of mechanical focusing into their optical system, which meant having a device to raise and lower the optics to enable them to refocus on different heights of an object. With liquid lenses and EDOF software, a user can expand depth of field and eliminate the need for mechanical refocusing, leading to simpler and faster inspection.\nDon't have an account? Sign up here.", "label": "No"} +{"text": "Mesothelioma is a rare but deadly form of cancer that occurs in the mesothelium, the thin layer of issue surrounding major organs. Mesothelioma can grow in a number of places within the body including the lungs (pleural mesothelioma), the abdomen (peritoneal mesothelioma), testicles, and the heart (pericardial mesothelioma). Pleural mesothelioma accounts for about 70% of all cases. Mesothelimoa rarely appears without the negligence of someone else. If you or a loved one has or had mesothelimoa, call 800-553-8082 or get a free on-line case review.Overview of the Asbestos Exposure\nMesothelioma is caused by exposure to asbestos. Asbestos is a naturally occurring mineral. Because asbestos fibers are resistance to heat, asbestos has been used for insulation, brakes, flooring, electrical wiring, and many other common products.\nDuring the process of mining and using asbestos, dust is often created. If inhaled or ingested, the dust particles settle in the lungs or stomach and can eventually lead to mesothelioma. It usually takes between 30 and 40 years for exposure to result in cancer. Mesothelioma has also been reported in people who were not directly exposed to the asbestos particles. Common examples include spouses who washed the clothes of contaminated workers or who were otherwise in close contact with those workers. This is referred to as second hand mesothelioma and can be deadly.Symptoms and Treatment\nMesothelioma symptoms vary depending on where the cancer has grown. Plural mesothelioma symptoms include shortness of breath, chest pain, painful coughing, weight loss, and lumpy tissue in the chest area. Symptoms of peritoneal mesothelioma include abdominal pain, swelling, and weight loss.\nTreatment options often combine surgery, chemotherapy, and radiation therapy. After diagnosis the average patient lives, tragically, only for 18 months.The Mesothelimoa Tragedy\nPeople working with asbestos and those living with exposed workers are at an increased risk for developing mesothelioma. Even after the risks of exposure had been established, asbestos companies continued to use the mineral thus exposing thousands of construction workers, military members, and others. Because of the industry's efforts to profit off of a substance they knew to be dangerous, US courts have established asbestos trusts in the amount of $30 billion. These trusts are meant to compensate victims who developed cancer after exposure. Most asbestos settlements are tied to the costs of related medical expenses. Where a plaintiff can prove that a manufacturer actively concealed the dangerous nature of their product or where they failed to provide adequate worker protections, the damages can be much higher.Maryland Asbestos History\nMaryland holds a unique place in the history of asbestos use, exposure, and litigation. The state is home to over 20 asbestos deposits and at least four have been mined. Further, Maryland residents have a statistically increased risk of exposure because of the state's shipyards, power plants, chemical factories, and construction companies that boomed during and after World War II. Overall, Maryland ranks 16th in a nationwide survey of mesothelioma cases. There were 1,074 mesothelioma deaths from 1979-2001. At least 553 - more than half - of these fatalities were in Baltimore.\nMaryland has a statute of limitations for asbestos claims that applies to injured parties as well as their heirs. The statute begins to run when the plaintiff has knowledge of the asbestos- related injury. If you or a relative have been exposed to asbestos, we encourage quick action to ensure that your claim can be considered.\nStrict liability - also called \"enterprise liability\" or \"absolute legal responsibility\" is when a defendant has legal responsibility for damages or injures regardless of whether or not the person or company was at fault for the harm caused. In its pure form, it means that the defendant is responsible for the plaintiffs losses even if they did absolutely nothing wrong.", "label": "No"} +{"text": "A Fulbright Teacher in Bogota, Colombia, A Special Series – Air Travel in Colombia – by Laura Blasena. The North Star Reports: Global Citizenship and Digital Literacy, at NorthStarReports.org and facebook.com/NorthStarReports\nColombia isn’t a big country. About 1.15 km2. For comparison (because that number means very little by itself), the United States is about 9.85 km2.\nTherefore, traveling using the country’s extensive private bus companies is easy, right? Wrong. The issues is that three giant ridges of the Andes mountains run right through Colombia, meaning that, historically, ground travel in the country was an issue (which lead to the huge regional differences that we see today) and remains an issue today.\n(The different regions of Colombia presented on a clay map made by one of my elementary students. Learning the geography of the country seems to be a very integral part of the school system here.)\nTo get from Bogota…\nView original post 1,159 more words", "label": "No"} +{"text": "At least 40 visible sea stars were alive and well in the Treasure Island tide pools in South Laguna at noon this past Saturday. But by 3 p.m., eight had disintegrated like wet bread.\nAn epidemic, which has destroyed sea stars along the West Coast beginning last June, has reached the shores of Laguna Beach.\nSnorkelers reported finding sea star legs piling up in underwater rocky crevices near Crescent Bay and Shaw’s Coves in North Laguna and rolling eerily along the ocean bottom. The limbs will eventually wash up on shore.\nOf 76 sea stars spotted last Sunday at Treasure Island, a quarter of the population exhibited signs of what scientists have named sea star wasting disease, said Jeff Rosaler, director of education and research at the Laguna Ocean Foundation and a Treasure Island tide pool educator.\nScientists categorize sea stars as a “keystone” species, which means they keep their prey – mussels, snails and urchins — in check. Without them, as with the extinction of other species, the balance of nature runs amuck. Urchins have been known to overpopulate and do deadly damage to local kelp forests.\nIn the tide pools on Sunday, observers watched as legs fell off the sea stars, their bodies split in half, small lesions became rips in the sea stars’ spiky skin, and white flesh and orange gills spilled out.\nAn octopus, about 15 inches long, crept out from under a nearby rock and tore a dangling leg off a melting sea star. The next day, only the empty external skeleton of two limbs remained. Seagulls fought and feasted over other dismantled sea stars lodged in rock crannies.\nWhile the affliction is not an anomaly, scientists are stumped and finding the massive outbreak “particularly troubling,” said Pete Raimondi, of UC Santa Cruz, who is the lead investigator into the disease.\nIn the past, unusually warm water caused the wasting of sea stars, particularly during an El Nino, but that’s clearly not the case this time, said Raimondi. “That’s what’s so concerning about this. In the past, when the die-off was associated with warm water, you had this idea that things would get back to normal. But it’s not warm water. We’re in a cool water period.” Sea stars usually thrive in normally cool Pacific Ocean temperatures.\nAlso disturbing to Raimondi is how far the disease is spreading and the number of sea stars it’s affecting.\nThe culprit is believed to be an infectious microorganism, which appears to be attacking a specific marine species and would not likely affect humans, scientists say. Raimondi said researchers are “pretty clear” what the infectious agent is but they are unsure of its origin and decline to disclose whether it’s naturally occurring or manmade.\n“These guys are epidemiologists and they have a protocol that they follow,” said Raimondi. ”They don’t release anything until they follow the protocol. They’re in the process now of challenging organisms. Once that work is done, they’ll be able to release the information.”\nThe sea star death-rate along the West Coast was described as “catastrophic” by Ian Hewson, an assistant professor in microbiology at New York’s Cornell University, who is collaborating with Raimondi in collecting data and testing possible causes of sea star wasting. Raimondi contributed to a report released last month, published by UCSC’s ecology and evolutionary biology department’s Pacific Rocky Intertidal Monitoring project.\nHewson is overseeing experiments at UCSC and the University of Washington to establish the suspected cause of the disease. Scientists are inoculating two healthy sea stars with possible infectious agents. If healthy sea stars also contract the disease, which could be as soon as two days, the cause will then be definitive and results will be published in scientific journals before being released to the public, which could take up to six weeks.\nTsunami debris and radioactive fallout from the Fukushima nuclear power plant melt-down in Japan have not been entirely ruled out as a cause Hewson said, but Raimondi called it unlikely.\n“The path of the debris and presumably the radiation is far to the north of here,” said Raimondi. “It’s mostly in the Pacific Northwest. No one’s been able to detect levels of radiation that are even above background in North America. There’s no possibility at this point that the stuff has gotten here.”\nHewson added that human pollutants are also being considered. “The ocean is really subject to a great deal of human influence,” he said, “everything from run-off and fertilizer use to actual toxicants in various products and treatments that end up in the sea. We haven’t been able to disprove any of these pollutants as a cause.”\nSigns of the current epidemic in Laguna were noticed last fall, when water temperatures were more summerlike, hovering around 70 degrees, said Laguna Ocean Foundation’s chair, Louise Thornton.\nOver the past two weeks, the mortality rate has become epidemic, said Rosaler, the tide pool educator.\nFormer episodes of the wasting disease occurred in the early 1980s and late ‘90s. Warm El Nino currents washed in from Mexico and destroyed sea stars as well as the local kelp forests, which were scavenged by ravenous sea urchins that had lost a once-abundant food source.\nBiologist Nancy Caruso, who helped replant the 100-acre kelp forest now flourishing off Laguna’s coastline, doesn’t expect a surge in the urchin population or damage to kelp forests because of the die-off of sea stars.\n“I don’t see anything going on with the kelp,” she said. “It’s a stress-induced problem with the sea stars and we need to figure out what the stress is.”", "label": "No"} +{"text": "An Introduction to Connective Knowledge\nRevised and Updated (minor corrections and typos only) and placed in MS-Word Document form, November 27, 2007. Click here. The version that follows below is the original (uncorrected) version).\nYet another article, describing new forms of knowledge as probablistic, has crossed my desk today, and consequently it seems appropriate at this time to type a few words on the nature of distributed knowledge.\nIt should go without saying that these are my own thoughts, and this discussion should not therefore be considered an authoritative reference on the subject. Moreover, this is intended to be a brief overview, and not an academic treatise on the subject.\na. Types of Knowledge\nYou probably grew up learning that there are two major types of knowledge: qualitative and quantitative. These two types of knowledge have their origin in major schools of history and philosophy, the former in the works of the ancient Greeks, and the latter in Arabic and then later Renaissance philosophy.\nDistributed knowledge adds a third major category to this domain, knowledge that could be described as connective. A property of one entity must lead to or become a property of another entity in order for them to be considered connected; the knowledge that results from such connections is connective knowledge.\nThis is more than just the existence of a relation between one entity and another; it implies interaction. A relation - such as 'taller than' or 'next to' - is a type of quality. It describes a property of the object in question, with reference to a second object. But the fact that I am, say, 'taller than' Fred tells us nothing about how Fred and I interact. That is something different.\nThis is why it is incorrect to represent distributed knowledge merely as a type of probabilistic knowledge. The logic of probability implies no connection between correlated events; it merely observes a distribution. A connected system will exhibit probabilistic characteristics, but it is not itself probabilistic.\nProbabilistic knowledge is a type of quantitative knowledge. It is based on the counting of things (or events, or whatever) and of comparisons between one count and another (one needs only to read Carnap to see this clearly). A poll, for example, gives us probabilistic information; it tells us how many people would vote today, and by inference, would vote tomorrow. But the fact that Janet would vote one way, and I would vote one way, tells us nothing about how Janet and I interact.\nConnective knowledge requires an interaction. More to the point, connective knowledge is knowledge of the connection. If Janet votes a certain way because I told her to, an interaction has taken place and a connection has been established. The knowledge thus observed consists not in how Janet and I will vote, nor in how many of us will vote, but rather, in the observation that there is this type of connection between myself and Janet.\nWhat we 'know' about the world is irreducibly interpretive. That is to say, we do not through our senses and cognition obtain any sort of direct knowledge about the world, but rather, interpret the sensations we receive. This is true not only of connective knowledge, but of all three types of knowledge.\nConsider qualities, for example. We take it as basic or atomic (see people like Ayer for example) that a statement like 'this apple is red' represents a pure and unadjusted fact. However, looking at this more closely tells us how much we have added to our original sensation in order to arrive at this fact:\nFirst of all, the apple itself has no inherent colour. Colour is a property (specifically, the wavelength) of light reflecting off the apple. In different coloured light, the apple will appear to us differently - it appears white in red light, for example, or grey in diminished light. Yet we say the apple is 'red' - standardizing our colour descriptions to adapt to the natural light that surrounds us day to day.\nSecond, our perception of the apple as 'red' depends on our organizing light patterns in a certain way. When I was a child, the spectrum had six colours - red, orange, yellow, green, blue and purple. As an adult, I find that a seventh - indigo - has been added. It's not that a new colour came into existence when I was twenty, it's that our nomenclature changed. In a similar way, we can divide the colours of the spectrum in numerous ways: 'red', for example, can include shades as varied as 'crimson' and 'cherry'. Or '#ff0000'.\nAnd third, when we say that 'the apple is red' we are drawing on our prior linguistic ability to use the words 'apple' and 'red' correctly and apply them to appropriate circumstances. Indeed, our prior knowledge often shapes our perceptions themselves: were you shown an apple in diminished light, so that all you could see was grey, and asked what colour it was, you would still respond 'red' because of your prior expectations about apples and redness.\nLess intuitively so, but equally clearly, interpretation applies to quantitative knowledge as well. It is easy to say that a sentence like 'there are twenty schoolchildren in the yard' is a basic fact, but this all depends on how you classify schoolchildren. Suppose, unknown to us all, one of the children had just been expelled; is our statement now false? Not obviously so. Perhaps one of them is over sixteen - is this person still a child (and hence, a schoolchild)? It depends on your point of view.\nQuantification is essentially the enumeration of members of a category or set. Consequently, it depends crucially on how that set is defined. But membership in a set, in turn, is (typically) based on the properties or qualities of the entities in question. So such membership is based on interpretation, and hence, so is counting.\nOne might be tempted to say that even though applied instances of counting are based on interpretation, mathematics itself is not. But in my view, this too would be mistaken. For one thing, as people such as Mill and Kitcher argue, the rules of mathematics depend on empirical verification for their importance: we say that one plus one is two, not out of some innate sense of goodness, but because when we put one sheep together with another, we observe that there are two. Nothing but our observations prevents us from saying that one plus one is three, and in some contexts such a statement makes perfect sense.\nEmergence is a hard concept, but at this point I can gloss it with a simple characterization: emergence is interpretation applied to connections.\nThere are two (equally valid) ways of thinking about this:\nFirst, we may perceive an actual set of connections linking a group of entities as a distinct whole. For example, when one domino topples another, and so on, in turn, and we observe this from a distance, we may observe what appears to be a wave moving through the dominos. The wave that we observe can be said to be an 'emergent phenomenon' - it is not a property of the dominos themselves, or even of the falling of the dominos, but of the connectedness of the falling - because one domino causes the next to fall, we see a wave.\nSecond, we may perceive something as a distinct whole and interpret this as a set of connections. For example, when we look at the image of Richard Nixon on the television, we do not perceive the individual pixels, but rather, the image of a person. But our inference goes beyond merely the observation of the person; if asked, we would say that the appearances of the pixels are connected to each other, through the mechanism of having a common origin (Richard Nixon himself) and the mechanism of video broadcasting.\nEmergence is fundamentally the result of interpretation. As mystics (and Spinoza) are fond of arguing, everything is connected. At a certain point, as the old saying goes, when a butterfly flaps its wings in China, the result is a thunderstorm in Halifax. But broadcasters in Halifax do not watch butterflies in China in order to predict the weather, because this connection will be of no use to them. Typically, they will look at more intermediate events, themselevs emergent properties, such as waves of air moving through the atmosphere (known locally as 'cold fronts').\nIn the same way, the observation of sets of connections between entities depends a great deal on what we already believe. That is why we see swans in clouds or faces on Mars when, manifestly, there are none. We have brought our prior knowledge of connected entities to bear on our interpretations of these phenomena. As Hume would say, our 'perception' of a causal relationship between two events is more a matter of 'custom and habit' than it is of observation.\nWe generally think of knowledge as being about facts, and about facts in turn as being grounded in an independent reality, a physical reality. Consequently, it is natural for us to say, for example, that when we see that something is red, that there is a physical basis for that statement, that even if we bring some interpretation to bear, there is some physical fact of the matter than makes the apple red, and not blue.\nCertainly, were we not to think of things this way, we would be hard pressed to say anything about anything. Physicality provides us with a substrate on which to hang our interpretations, as Kant would say, a necessary condition for the possibility of perception. Physicality moreover offers us a means of sorting between what might be called 'correct' interpretations and 'misperceptions', between reality and a mirage.\nAll this may be the case, but nonetheless, there is nothing in our interpretations that is inherently based in physical reality, and hence, nothing that precludes our discussion of them without reference to this foundation. Indeed, this has been enormously useful in other domains. Despite the empirical basis of mathematics, it is much more productive and useful to refer to quantity without reference to the physical entities being counted, to (in other words) think of quantity in the abstract. The same is true of quality. Thinking of quality in the abstract leads to Aristotle's syllogisms and the basis of categorical reasoning.\nMoreover, non-physical entities may have (or be attributed) properties that are themselves (on this theory) based in physical properties. In our ideas and dreams, we think of vivid colours and large numbers. And the ideas are transferable. Consider the concept of 'purple prose' - an expression which is in all cases either meaningless or false, yet of significant utility and meaning.\nWhat is to be learned from this? That the entities in the various categories of knowledge - be they properties or numbers - are themselves not real. When we talk about 'redness', we are not talking about something that has an independent, concrete existence in the world, but rather, in something that exists (insofar as it exists at all) only in our own minds. When we talk about the number 'four', we are not describing some Platonic entity, but rather, nothing more than our own thoughts or sensations.\nThat does not make them less 'real'. Our perception of the colour 'red' is as real as any phenomenon in the world. It is merely to distinguish between the perception, which results from a complex of factors, from the physical entity, which ostensively caused it.\nIn a similar manner, our interpretations of connections is distinct from the actual set of interactions that may exist in the world. Consider, for example, conspiracy theories - the postulation of a complex and inter-related set of people and events leading to the conclusion that someone is out to get you. Such theories, notoriously, have no basis in the physical world. But they may nonetheless be contemplated, and discussed, and passed along, as though they were real. And the experience of a conspiracy theory may be, to the perceiver, every bit as real to the person having the experience.\nThere is a tendency on the part of readers, whether of talking about crickets, or of Shirky talking about power laws, to represent connections as something 'natural' and 'real' that is simply 'out there' - as though what is said about networks of connections represents some immutable law of nature. Quite the converse is the case; our understanding of the existence of connections, and the nature of the networks they form, is something we bring to the table, an interpretation of what we think is salient.\ne. Salience and Inference\nOur knowledge consists of interpretations of perceptions, which are in themsleves distinct from any physical reality that may have caused them. In this sense, one might say that these interpretations are 'constructed' - that is, they are the result of some mental or cognitive process, rather than something that comes delivered to us already assembled.\nInference is, broadly speaking, the manipulation of these bits of knowledge, in the abstract, to produce new bits of knowledge. In our mind, for example, we can postulate that if a red light is added to a yellow light, the result will be an organce light. Or that two sheep added to two sheep will result in four sheep. Often, subsequent perceptions will confirm such predictions, thus leading us to rely more greatly on the manipulations that resulted in them (and less greatly on manipulations that did not result in them, though the human mind is notoriously fickle in this regard).\nAll such inferences, however, are the result of a complex process of selecting what might be called the most 'salient' data. The counting of sheep, for example, is of utility only to people who own sheep (or are reading philosophy papers). Normally, during the course of our everyday lives, we have little need to count sheep, and so for the most part we ignore the actual number of sheep present to us at any given time. In a similar manner, when we perceive an orange light, we do not typically view it as a confirmation of the idea that red and yellow make orange. Unless we are visual artists we see it merely as an instance of 'orange'.\nOur inferences, therefore, are based on salience, where salience may be thought of as the importance, relevance or vivacity of some property or perception. We 'pick out' those perceptions that will be of use to us, and disregard the rest. This is not often even a conscious process; it is based in part on innate reactions (such as jumping when we hear a loud sound) and largely on prior expectations. Our past knowledge has led us to recognize that something that looks and sounds like a tiger is something we should pay attention to, and so our inference engine kicks into high gear.\nIn the same way, some connections are more salient than others. Think about your sense of place or location. It is centered on the city or town in which you are located, the streets spreading out from you in a pattern unique to your position. Change your location, and your map of the world changes with it; WalMart, which was once 'two blocks away', is now 'one block away'. Or consider your circle of friends: again, you are at the centre, with your closest associates at near proximity, with acquaintances more distance. Your friend, however, will count a different set of people as being most proximate, and others, including some you hold more close, as more distant.\nThings become even more complex when considering the mind. We know that the mind is a massively connected set of neurons, but where is the point of view from which we regard these connections? While we can consider the bird's eye view in the abstract, and speak dispassionately about the hippocampus or the corpus callosum, we cannot adopt such a frame of reference with respect to our own thinking. And yet, it seems manifest that there is a point of view with which we regard our own mind; it is the essence of conscious thought, that we are aware of our mental processes at the same time we are having them.\nAgain, it is that which is most salient that comes to the fore here. You may have mental representations of hundreds or even thousands of people but, if you are enamoured, be thinking only about one. Your body consists of millions of nerve ends, but if you have a toothache, your attention is focused only on those few related to the tooth. In a similar manner, it is only your most active and your most consistent thoughts that intrude on your consciousness, and it is through the lens of those thoughts that you interpret phenomena (and through phenomena that you have those thoughts).\nInference is the observation of salient similarities among thoughts and perceptions. It is the recognition of common properties - qualities, quantities and connections - among varied perceptions, and the consequent drawing of connections between those entities, and between other properties of those entitites. Seeing that two sheep and two sheep make four sheep, you are led (via the salience of quantity, and the newly found salience of cows) to contemplate the idea that two cows and two cows might make four cows.\nThis process of inference has a history in philosophy under the heading of 'associationism', a type of reasoning associated with (until the advent of logical positivism) empirical philosophy and people such as Hume and Mill.\nThe central idea of associationism is this: two things that are relavantly similar become connected in the mind. This connection or association in turn allows knowledge about one to be inferred of the other. Thus, if we experience one tiger-like creature, and it tried to eat us, then if we see a relevantly similar tiger-like creature, we are led (as hume would say, naturally and senselessly) to believe that it will try to eat us as well. Eventually, a complex of beliefs about tiger-like creatures is formed, and some indeed become strong enough to allow us to contemplate a new (and dangerous) category of entity, given the name 'tiger'.\nVarious types of associationism exist, from association of impressions postulated by Hume to the similarity of phenomena described by Tversky. Two major types of associationism are relevant to us here:\nThe first is simple associationism, sometimes known as 'Hebbian associationism', which is postulated to be (and probably is) foundational in the forming of neural connections in the mind (its applicability to the world outside the mind is much less evident). The principle, specifically, is that if two neurons fire at the same time, a connection will tend to be formed between them. This is, of course, an 'all else being equal' hypothesis: the neurons have to be the sort of neurons than can form connections, there needs to be some sort of proximity between them, and they need to be (computationally and physically) compatible with each other. A lot like a love story.\nThe second may be classified under the (inaccurate) heading of Boltzmann associationism. Derived from the idea of the Boltzman machine, this sort of associationism is an expression of (something like) thermodynamic forces. Think of it as the network attempting to settle into a 'balanced' or 'harmonious' state. The idea behind Boltzman associationism is that a certain amount of energy applied to a system will create a certain amount of kinetics - in other words, your brain goes on thinking even though its not receiving input. In the absence of external influences to cause Hebbian connections, the brain settles into a (thermodynamically) stable configuration.\nWhether such modes of associationism, or any other method of connection-forming, is at work within any particular system, is a question for empirical observation. Probably, in any given system, it will be a combination. And as before, in addition to specific connection-building mechansisms, there will be a requirement for enabling factors, such as proximity.\nWe understand similarity well enough with respect to quality and quantity. Things can be more or less alike - large, round and orange, say. And we can see how though this similarity how an association can be formed - our perception of (what we interpret to be) orange phenomena leads us to draw an association between them. Quantities, as well, are associated: we have never experienced a rainfall of six inches of milk, but we can easily imagine what it would be like, based on our experiences with six inches of water.\nIn the case of connections, the concept of similarity is less intuitive, but breaks into two major categories:\nFirst, we can say that two entities are connectively similar if they share connections with the same set of entities. For example, Michael and I may be connectively similar, even if we have never met, if we share the same group of friends. Of course, such a similarity makes it more likely that a connection would form between us: but it is important to note the directionality here. The similarity preceeds the connection.\nSecond, we can say that two entities are connectively similar if they share similar sets of connections. For example, Paul and Michelle may be political activists, but working for different political parties. In such a case, they will share the same types of connections, but with different sets of friends. Such sets of connections are (more of less) isomoprphic. It is worth noting that this isomorphism will tend to lead to a connection between the two groups (political paries tend to interact with other political parties, but much less so with hockey teams) which in turn again leads to connections between the members.\nAt this point we reach a central concept of distributed knowledge, that of distribution itself.\nIn the previous section we looked, a bit glibly, at the possibility of political parties interacting with each other. And this is a concept we can intuitively grasp; we see it every day in political debates, in the legislature, and as represented in political polls and newspaper articles.\nBut a political party is not (per se) a self-contained entity: it is an assemblage of individual people where these people are connected through some sort of common process (usually but not always involving a commonality of belief and participation in a membership process, such as signing a membership card and paying five dollars, along with an organized and often guided set of interactions between the members, such as are evidenced through a primary process or political convention).\nThe political party is a distributed entity. What is important to note is that it is more than merely a collection of associated or even similar people. A group of people, even if they all hold the same beliefs, and even if they all know each other, does not constitute a political party. Nor is it a question of quantity: a group of five people may constitute a (very unpopular) political party, while a very large group may not have any political existence at all. What makes a political party (and similar entities, such as corporations, hockey teams and university faculties) is the set of connections between its members, the existence of which is often manifest and recognized with special documents and legal standing.\nIt's a nebulous concept. The political party does not exist, is not contained, in any of its members, nor is it a mere aggregation of the properties or number of its members, but it would not exist without its members. The existence of the political party is distributed - there is no single place it could be said to be, but many places in which its existence could be said to be manifest. Each member forms a part of the political party, but they are not a miniature version of the party as a whole. The properties of the party are separate and distinct from those of the members.\nWe have here once again reached the concept of emergence, but from a different direction. Any property the political party may have is an emergent property. Consequently, it is a property that exists (in our minds) solely by virtue of it having been recognized or interpreted as such (which is why we have a formal process of 'recognizing' political parties). And yet, while this property depends on the constituent members, it is not in turn a property of the members (Davidson calls this 'supervenience'). The emergent properties of a distributed entity exist solely as a consequence of the organization of its parts, and not its membership, and specifically, from the fact that these parts are connected in a certain recognizable way.\nStrictly speaking, every entity in the world is a distributed entity (save, perhaps, indivisible subatomic particles - and (in my view) these may exist only by virtue of a reverse distribution, consisting entirely of entities that are larger than they are, much like a point in a moire pattern - but this is very speculative). Every entity is composed of additional entities, and the properties of the entity in question are not all mere reflections of the smaller entities, but rather, unique properties, that come into existence because of the organization of those entities. Thus the same collection of carbon atoms may result in very soft charcol or a very hard diamond.\nWhen we speak of one of those properties, therefore - say, the hardness of a diamond - there is no place that we can point to where this property is located. There is no specific instance of the hardness of the diamond, save in our perception and interpretation that carbon atoms, when organized this way, are what we call 'hard'. The property of being hard, in addition to being distributed across the carbon atoms that constitute a diamond, in addition exists only as a result of our perception of it. Strictly speaking, were there no perceivers to recognize diamonds as being 'hard', there would be no 'hardness' for diamonds to have.\nAbove, we discussed the possibility of considering properties separated from the physical entities that are instances of them. Thus, for example, we can think of 'red' without thinking of a 'red thing'. At the time, we said that it does not follow that there is any specific entity such as 'redness'. But now we have to ask, in what does 'redness' consist. Because there is a sense in which 'redness' is real: it is something we all understand, a concept that is useful in our daily lives. The sentence, \"This photo needs more redness\" is not something we would immediately dismiss as nonsense.\nThe concept of 'redness' is an example of distributed meaning. There is no particular place we could point to where the 'meaning' of 'redness' is located. Indeed, that we have a concept such as 'redness' in our minds is in itself only something that we could know through interpretation of the myriad patterns presented in our consciousness and our behaviour. No doubt we have numerous other similar concepts, however, because they are not salient - because they never play a role in higher order cognitive behaviour - we do not recognize them. We are, in a sense, blind to them, until through some process (such as a Rorschach test) they are searched for and observed.\nIn a sense, having the concept of 'redness' in our own mind is similar to having 'liberal' as a description of a political party. low-level subsymbolic concepts exist in our minds - collections of connected neurons that themselves do not have meaning we would recognize, but which in combination eventually form higher-order structures that do correspond with the meanings of words (or melodies, or icons, etc), such as 'redness'. Saying that we have the concept of 'redness' in our mind is to pick our a particularly salient set of collections of connected neurons.\nWe can understand intuitively how the meaning of a word is distributed in this way if we reflect on the meaning of a specific word. For example, consider the word 'Paris'. We would at first blush take this word to refer to - and be - something concrete and definite, a city in north-central France. But the use of the word 'Paris' conjures different associations for different people. For example, 'city', 'France' and 'Eiffel Tower'. And some people think of plaster, other people think of Hilton, other people think of the left bank, other people think of Kurt Vonnegut.\nBut more: when we say that the meaning of the word 'Paris' is distributed, what we mean in addition is that the meaning of the word is constituted in part out of the same elements that constitute the meanings of these other words. We might say (loosely) that the connection between subsymbolic entities A,B,and C constitute the meaning of 'Paris', while the connection between B,C and D gives us the meaning corresponding to 'plaster' (obviously this is a vast oversimplification). When the meanings of words are distributed, the basis of their meanings - the smaller subsymbolic entities that make up the meanings - are intermingled. In a certain sense, you can't understand what 'Paris' means unless you at the same time understand what a set of other words, and indeed, other concepts (such as 'naming') mean.\nThis may seem like a hard, even impossible, concept, but it is one that we work with and manage every day. One might ask, for example, \"where is Edmonton?\" The answer to that question does not exist as some sort of determinate, singular entity; it is mixed in with a variety of other concepts. \"Edmonton is in Alberta,\" we might answer, which draws the concept of 'Alberta' into our understanding. \"Edmonton is in the Palliser Triangle,\" a geographer might say, which in turn draws in another set of associations as part of the answer. Edmonton is at latitude 52 north, a cartographer might respond, involving in our underlogiststanding the nature and employment of Cartesian geometry. The answer to the question 'where is Edmonton' and the meaning of the word 'redness' are of a similar nature, entrenched in a complex and interwoven networks of other meanings.\ni. Shared Meaning\nFrom the writings of people like Wittgenstein we get the idea that meanings, in the truest sense, exist only when they are shared by a community of speakers. Wittgenstein even went so far as to say there could be no private language, that meaning is possible only if it is shared publicly.\nThis strikes many people as wrong because they think of meaning as reference or (following Kripke) following a necessary order of things in the world. The Tarski definition of truth - \"'Snow is white' is true if and only if snow is white\" strikes an intuitive chord with people, as it establishes an observable empirical basis in the meanings of words.\nAnd indeed, it is our common experience of an independently existing physical world that also leads us to such intuitions. Never mind old folk tales like \"The Eskimos have 22 words for 'snow,\" the fact remains that when an Inuit says 'snow' and when a Brazilian says 'snow' they mean the same physical entity, specifically, crystalline H2O.\nAnd yet - an Inuit would say 'snow' in Inuktitut, and a Brazilian in Portugese, and the words in these two languages are different, and reflect different interpretations of reality. Languages are not isomorphic (Chomsky notwithstanding). The basis of English structure lies in the distinction between myself and the other, while in the French it is myself, my body, and the other. Neither is factually incorrect; snow is 'white' in each instance, and yet meaning diverges (or may diverge; as Quine says, we can't know for sure).\nMeaning, for Wittgenstein, is established in the act of communicating. From the perspective of the current discussion, we would say something like this: the shared meaning of the word 'Paris' is an emergent property of the set of specific interactions between people involving the use of the word 'Paris' or of words accociated with the word 'Paris'. Or as Wittgenstein said it, \"Meaning is use.\"\nIt is important at this juncture to understand that this account of meaning does not contradict, nor even compete with, the account of meaning given above. Just as we can examine two different people to find different meanings of the word 'Paris', so also can we examine two distinct types of entity - a person and a society - in order to understand its meaning. Because there is no single and distinct entity which the meaning of the word 'Paris' must be. What connections are salient, what entities are salient, in our determination of the meaning of the word is a matter of context, a matter of interpretation.\nWhen Wittgenstein says that there can be no private langauge he is, strictly speaking, wrong. I have numerous private words (which I won't share here, for otherwise they wouldn't be private, and I wouldn't have an example any more) and could in principle have a private langauge. Because having a language is not a case of knowing the language, as Wittegenstein (on some interpretations) argues. Having a language is being organized in a certain way. This organization is the 'black box' that gives us, as Ryle would say, \"dispositions\" to behave in certain ways, to (for example) utter the word 'Paris' when presented with a certain phenomena.\nIndeed, to turn this around, 'knowing' anything is of a similar nature. To 'know' something is not to be possessed of a certain fact. There is no 'instance' of a piece of knowledge in our head. To 'know' is to be organized in a certain way, to have, if you will, a certain regularly occurring pattern of neural activity (and consequently, disposition to behave). Knowledge is, as Hume said, a 'habit of the mind'.\nIndeed, if speaking a language, using a language, required 'knowing' a language (in the cognitive sense), then a child would not be able to speak a language, for a child employs linguistic constructions that he or she could not possibly identify or name (as a student of French, it is very frustrating to see a six year-old exercise more capacity in the langauge than I can). This is the sort of phenomenon that was perplexing to Chomsky: how could someone speak a language without the mental capacity to 'know' it? But this is not sufficient reason to suppose Chomsky's syntactic structures are innate; it makes as much (if not more) sense to believe that they are (subsymbolic) organizations of neural connections.\nNone of this, though, should be interpreted to mean that language is merely a mental phenomenon. We remarked above that the meaning of the word 'Paris' could be understood both from a personal and social point of view. But additionally, it should now be noted, that the personal and the social do not operate independently of each other. It is, after all, no coincidence that children grow up speaking the same langauge as their parents. The experience of linguistic elements as perceptions leads to the formation of linguistic elements as neural and mental structures, and the interaction of these back and forth lead to their being associated, and over time, more similar. Use of the language influences the speaker; use of the language influences the language.\nIt may seem odd at this juncture to speak of a language as a social phenomenon, and a language as a mental phenomenon, in much the same terms, and indeed even, interchangable.\nBut it is not odd, nor even unintuitive, when it is recognized that meaning, both socially and neurally, have the same origin: meaning is an emergent phenomenon, arising from the connections between underlying entities. Socially, the underlying entities are speakers of the language, while mentally, the underlying entities are neurons and sybsymbolic neural structures.\nHow could these be the same? One might ask. But that's a bit like asking how a neural cell and a popsicle could both be pink. Or a bit like asking how there could at the same time be a thousand neural cells in a layer and a thousand people in a market. What makes language, both social and personal, similar is that both are derived from the same set of principles. And, indeed, it due to their following the same principles that makes language possible at all! If we could not in society replicate the same sort of things that happen in our own minds, there would be no means by which we could communicate at all. Consider rabbits, who have active (though rabbit-like) mental lives: without the capacity to share meaning though networks of organized interaction, they are utterly unable to form a language.\nThe principles of organized networks of connections have received much attention in recent years, and deservedly so. We understand a great deal about how such networks work and about their properties. Conceptually, they have been studied under the heading of graph theory. Concrete instances of networks have been studied in the words of Watt and Buchanan, among others. Computationally, networks have been the locus of investigation by people like Minsky and Papert, Rumelhart and McClelland. Social networks, and social networking software, have become a minor industry. And, of course, the internet itself has given us a large scale network to study up close and in detail.\nMost work (to my observation) has been centered in two major areas: first, the properties of different types of networks (for example, random networks, loosely coupled networks, etc), and secondly, properties of the propogation of information through networks (as instanced in, for example, the 'six degrees' phenomenon). Additionally, though the investigation of dynamic networks, it has been shown how networks can grow naturally, with no intent or design, on the basis of a few very simple principles. Observation of these phenomena have explained such things as power laws, which describe disparate numbers of connections between nodes in the networks, and cascade phenomena, in the process of examining the propagation of ideas and diseases through a society (or through a human body).\nMuch less has been said about what is probably the most important implication of this work: if a human mind can come to 'know', and if a human mind is, essentially, a network, then any network can come to 'know', and for that matter, so can a society. Just as the meaning of a word can be both personally based and culturally based, so also can knowledge itself be both personally and culturally based. Moreover, because we know that people can learn, we can now also that societies can learn, and conversely, through the study of how a society can learn, we can understand more deeply how a person can learn.\nk. Social Knowledge\nSocial knowledge is to a society what personal knowledge is to a person. It is a result of the connections between the individual members of society, resident in no single one of them, but rather a property of the society working as a whole. Numerous instances of such connections occur; where certain of those connections become salient, and are frequently activated through use, they are recognized as forming a distinct entity, producing a distinct type of knowledge.\nAs an example, consider the knowledge of 'how to fly a person from England to Canada in a 747'. No single person possesses this knowledge, because it is the result of combining numerous instances of personal knowledge - from how to make tires to how to navigate a 747 to how to execute a landing while keeping the airplane intact. What makes these individual bits of knowledge combine to form an instance of social knowledge is that they are connected; knowing how to land an aircraft depends on, and makes sense, only in the context of knowing how to fly an aircraft, or to build an aircraft.\nThough many instances of social knowledge go unobserved and unremarked, numerous examples may be adduced. For example, the knowledge of 'the value of wheat' at a given time is a type of social knowledge; it is the knowledge that results through the connections of millions of wheat buyers and wheat sellers in a marketplace. No individual has a grasp of 'the value of wheat' - they each make decisions to buy or to sell based on their own individual knowledge and needs. It is true that there is a 'market value' of wheat - but again, this is an interpretation of that social knowledge - not all instances of wheat-trading are taken into account, only those expressed in financial terms, and not all wheat-traders are considered (the child receiving wheat from her mother, for example).\nSmith's 'invisible hand of the marketplace' is but one way of looking at particular types of social knowledge, specifically, those that may be expressed quantitatively, and on the basis of quantitative reasoning. Wheat may be valued non-quantitatively - by its taste, for example. Consider how society values chocolate, in comparison. The 'value of wheat', looked at from a connective perspective, is a consideration of the interaction between all statements concerning 'value' and all statements concerning 'wheat', and an interpretation of those statements. That we today express the value of wheat in economic terms says as much about the salience of financial value in today's society as it says about wheat.\nSocial knowledge has recently attained recognition (and value) under the heading of Surowiecki's 'wisdom of crowds'. But it is worth noting that many of Surowiecki's examples are cases where individual guesses \"aggregated and then averaged.\" While Surowiecki stresses (correctly) the autonomy of those guesses, he does not so stress the equally important fact that those guesses are not independent events - they are connected, in some key way, to each other (for example, the people guessing the temperature of a room have also the property of being in the same room; those estimating the weight of objects all see the same objects, and in trhe same way).\nSocial knowledge is not merely the aggregation and averaging of individual knowledge (as if there could be such a thing - consider how in guessing weights we use a medium, which in electing leaders we use a mode). That is why such aggregation is not necessarily reliable - an aggregation that is considered independently of the connections between entities is like a count that is considered independently of the membership of a set. Consider, for example, counting sheep without worrying about whether what is being counted is a sheep. It can work sometimes - in sheep-filled rooms, for example. But more often, it will mislead.\nl. Power Laws and Inequalities\nMuch of the work in networks has been on what are called 'scale-free' networks. A scale-free network is (as people like Barabasi have shown) distinct from a random network in that some entities in the network have a much higher degree of connectedness than others. True, in a random network, there will be a certain variance in distribution, but in a scale free network this variance is extreme. Consider, for example, a network like the internet, where some sites, such as Google, have millions of visitors, while other sites have only one or even none.\nA scale-free network of this sort forms through a dynamic process where the presence of one entity leads others to connect to it. For example, consider the act of creating links on a web page. In order to create a useful link, it is necessary to connect to a site that already exists. This means that, all other things being equal, a site that was created first will obtain the most links, because it will have been a candidate for linkage for all subsequent websites, while a site that was created last will have the fewest links, because it has never been a candidate for links.\nThis effect can be magnified when preferential attraction is considered. For when creating a link on a web page, a designer wants not merely to link to a random page, but to a good page. But how does one judge what counts as a good page? One way is to look at what other people are linking to. The probability that the first page created will be found is greater than that for any other page, which means that the first page will obtain even more links that it would receive through random chance. With this and similar drivers, some websites obtain millions more links than others.\nWhat's interesting is that though a similar process leads to the formation of scale-free networks in other areas, not in all cases is such an extreme inequality reached. What happens is that in some cases a structural upper limit is reached. Consider, as Barabasi does, the cases of airports and the power grid. Both are developed according to similar principles (airlines want to land flights, for example, where other airlines land flights). And, not unexpectedly, a power-law distribution occurs. But there is an upper limit to the number of aircraft that can land in a single airport, and consequently, a limit to the size of the inequality that can occur.\nVarious writers (for example Shirkey) write and speak as though the power law were an artifact of nature, something that develops of its own accord. And because it is natural, and because such systems produce knowledge (we will return to this point), it is argued that it would be a mistake to interfere with the network structure. This argument is remarkably similar to the argument posed by the beneficiaries of a similar inequality in financial markets. The rich get richer, benefiting from an inequal allocation of resources, but efforts to change this constitute 'intereference' in a 'natural phenomenon', the invisible hand of the marketplace, intelligently allocating resources and determining priorities.\nThis may be true, if we think of networks as natural systems. But the absence of limits to the growth in the connectivity of some nodes should alert us that there is something else going on as well. And it is this: the networks we describe, and in some cases build (or through legislation, protect), are interpretations of the multifarious connections that exist in an environment or in a society. They depend, essentially, on a point of view. And, arguably, the inequalities of links on the web or money in society represent the prevalance of one point of view, or some points of view, over others. But to understand how this could be so, we need to look at networks, not as physical systems, but as semantical constructs, where the organization of links is determined as much by similarity and salience than by raw, epistemologically neutral, forces of nature.\nWhat does it mean, even to say that a sentence has semantical import? To say, similarly, that we 'know' something? As suggested above, most of us remain committed to something like a Tarski semantics: we know something just in case what we know happens to be true. But of course, thi fails to tell the whole story. The knowledge needs to be, in some way, in our mind (or in our society); it needs to be a 'belief'. And (so goes the argument) it needs to be in some way justified, through a process of verification, or at the very least, says Popper, through the absence of falsification.\nThis view has its difficulties, as the Gettier counterexamples suggest. But (in my view) its most significant difficulties emerge when we try to articulate what it is that we know. Consider, for example, 'snow is white'. Sure, one could check some snow in order to determine that it is white, but only of one first understood what is meant by 'snow' and 'white' (not to mention, as Clinton taught us, 'is'). But as discussed above, that constitutes the meaning of, ay, 'snow', is far from clear. there is no such single entity. What it means is a matter of interpretation. So, for example, does enumerating what constitutes instance of snow. Does 'yellow snow' count? Does snow procuded by artificial ice machines count?\nThe behaviourist response to such dilemmas is to define 'knowing' that snow is white as a disposition to utter the word 'white' when presented with the question, 'what colour is snow'. And while we most certainly employ such tactics in the evaluation of knowledge (measuring responses is, after all, the basis of testing and examinations), it remains unsatisfactory, because we need to know what puts the disposition to say 'white' into a student's mind in the first place. Is it the whiteness of snow? Is it the memorization of the sentence 'snow is white'? Is it a comprehensive understanding of the process of crystalizing H2O?\nFrom the discussion above, it should be clear that on the account being given here, to 'know' that 'snow is white' is to be organized in a certain way (one that is evidenced by uttering 'snow' when asked). To be organized in such a way as to have neural and mental structures corresponding to the words 'snow', 'is' and 'white', where those structures are such that the concept 'snow' is closely associated with (in certain contexts) the concept 'white' (obviously this is a gloss). Knowing that 'snow is white' is therefore being organized in a certain way, but not in any particular way (we couldn't examine one's neural organization and be able to say whether the person knows that snow is white).\nThis is a very different model of what it means to 'know' - for one thing, because it is beased on organization and connectedness in the brain, the concept of justification and even of belief are nowhere present. What we 'know' is, if you will, a natural development that occurs in the mind, other things being equal, when presented with certain sets of phenomena; present the learner with different phenomena and they will learn different things. Like the Portugese word for 'snow', for example. And whether something counts as 'knowledge' rather than, say, 'belief' or 'speculation', depends less on the state of the world, and more on the strength or degree of connectedness between the entities. To 'know' something is to not be able to not know. It's like finding Waldo, or looking at an abstract image. There may be a time when we don't know where Waldo is, or what the image represents, but once we have an interpretation, it is not possible to look without seeing Waldo, without seeing the image.\nNo wonder Dreyfus and Dreyfus talk about 'levels' of knowledge, up to and including an almost intuitive 'expert' knowledge. As a particular organization, a particular set of connections, between neural structures is strengthened, as this structure becomes embedded in more and more of our other concepts and other knowledge, it changes its nature, changing from something that needs to be triggered by cue or association (or mental effort) into something that is natural as other things we 'know' deeply, like how to breathe, and how to walk, structures entrenched through years, decades, or successful practice. Contrast this to a cognitivist model of knowledge, where once jutification is presented, something is 'known', and cannot in later life be 'more known'.\nThere is no 'magic' to obtaining knowledge, no secret short-cut, save for practice and reflection - Hebbian and Boltzman connectivism.\nn. Public Knowledge\n'Public knowledge' is the explicit representation of social knowledge in language or some other concrete form. Public knowledge is what most people think of as 'knowledge' per se, it is what we attempt to teach our children, it is what is embodied an a canon and passed on to successive generations.\nThere are things known only by myself (cf again, Wittgenstein's private language argument), such as who I like and why, or where I last stubbed my toe, that society either cannot or has no desire to come to know as a part of social knowledge. Such knowledge, personal knowledge, does not externalize, because there is either no need or no mechanism with which to place it in the public domain.\nKnowledge that is, for example, subsymbolic defies communication (it is not imposible to communicate, through a shrug, a sigh, a knowing look). In order for private knowledge to become public knowledge, it must have some means of connecting with everything else that is considered public knowledge - through commonly understood utterances or actions.\nBut the mere communication of private knowledge in the public domain does not thereby convert it to public knowledge. It must be interpreted as such, recognized as such, in the public domain. In order for this to happen, the set of utterances ('Paris is the capital of France', say) must form a part of of the communications, of the interactions, in the social network as a whole. Then this pattern of communication must in turn be recognized by some perceiver (or group of perceivers) as constituting a relevant underlying organization of communication informaing (say) the behaviour of a society as a whole. Merely saying 'Paris is the capital of France' doesn't make it so; many other people must say it, and even then, the mere public utterance doesn;t make it so; it be recognized as a constituent element of the body of knowledge possessed by a society.\nIt becomes evident that one's demonstration of having acquired 'knowledge' is very different in the case of public knowledge than it is for private knowledge, even when the instance known is the same. Knowing privately that 'Paris is the capital of France' may consist merely of writing the appropriate word on a piece of paper, but knowing the same thing publicly involves a complex of interactions and behaviours, consisting essentially of immersion (becoming a part of, and entity within the organization) in the knowing community, so that utterances of the word 'Paris' reflect, and are seen to reflect, an instance of the (generally recognized fact that) 'Paris is the capital of France'.\nKnowing publicly is, as Kuhn said, knowing 'how to solve the problems at the end of the chapter'. It involves being able not only to produce specific behaviours, but in providing evidence of sharing in the same network of associations and meanings as others in the community, sharing a language, methodologies, riverbed assumptions. Failure to personally know something creates only a personal risk - one might travel to Leiges looking for the French parliament instead of to Paris. Failure to know publicly carries a greater risk: that of not being considered to be a part of the knowing community, of being, therefore, excluded from its interactions, and of being misunderstood when attempting to communicate.\nThis is why writers such as Wenger find such importance in communities of practice, and more, see such involvement as a process of (as he says) personal becoming. Interaction in a community of practice is to a significant degree an alignment of (certain parts of) one's personal knowledge with public knowledge - immersion produces a salience of certain utterances, certain practices, and thus promotes the developement of corresponding (but probably not isomorphic) structures in the mind. It exposes a person to instances of knowledge statements and pratcices which, if they are sufficiently similar to pre-existing organizations of neural and mental structures, increase, through association, their strength and importance. personal knowledge is distinct from public knowledge, but the two go hand in hand, and a person who is considered 'highly learned' is one who has internalized, to an expert degree, a great deal of public knowledge.\nBut on what do we base public knowledge? What is the process of interpretation and recognition by which we, say, accept the theory of gravity and reject stories about flying saucers? What makes some knowledge part of 'social knowldge' and other knowledge (merely?) personal knowledge? Why would a community accept some things as 'known' and not others?\nKnowledge is a network phenomenon, to 'know' something is to be organized in a certain way, to exhibit patterns of connectivity. To 'learn' is to acquire certain patterns. This is as true for a community as it is for an individual. But it should be self-evident that mere organization is not the only determinate of what constitutes, if you will, 'good' knowledge as opposed to 'bad' (or 'false') knowledge.\nConsider public knowledge. People form themselves into communities, develop common language and social bonds, and then proceed to invade Europe, or commit mass suicide, or in an example that poppup up today, starve themselves to death. Nor is personal knowledge any reliable counterbalance to this. People are as inclined to internalize the dysfunctional as the utile, the self-descructive as the empowering.\nThese are examples of cascade phenomea. Such phenomena exist in the natural world as well. The sweep of the plague through medieval society, the failure of one hydro plant after another, the bubbles in the stock market. Cascade phenomena occur when some event or property sweeps through the network. Cascade phenomena are in one sense difficult to explain, and in another sense deceptively simple.\nThe sense in which they are simple to explain is mathematical. If a signal has more than an even chance of being propagated from one entity in the network to the next, and if the network is fully connected, then the signal will eventually propagate to every entity in the network. The speed at which this process occurs is a property of the connectivity of the network. In (certain) random and scale free networks, it takes very few connections to jump from one side of the network to the other. Cascade phenomena sweep through densely connected networks very rapidly.\nThe sense in which they are hard to explain is related to the question of why they exist at all. Given the destructive nature of cascade phenomena, it would make more sense to leave entities in the network unconnected (much like Newton escaped the plague by isolating himself). Terminating all the connections would prevent cascade phenomena. However, it would also prevent any possibility of human knowledge, any possibility of a knowing society.\np. Structure and Process\nNothing guarantees truth. It is tempting to suppose that we could easily sure the excesses of cascading communities through a simple application of knowledge obtained through other domains, but in practice we gain no increased certainly or security.\nConsider, for example, qualitative knowledge. We are as apt to be misled by the information given by our senses as by any wayward community. Descartes records simple examples, such as miraches, or the bending of a stick in water, to make the point. Today's science can point to much deeper scepticism. Perception itself consists oif selective filtering and interpretation. The mind supplies sensations that are not there. Even a cautiously aware and reflective perceiver can be misled.\nQuantitative knowledge, the cathedral of the twentieth century, fares no better. Though errors in counting are rare, it is a fragile a process. What we count is as important as how we count, and on this, quantitative reasoning is silent. We can measure grades, but are grades the measure of learning? We can measure economic growth, but is an increase in the circulation of money a measure of progress? We can easily mislead ourselves with statistics, as Huff shows, and in more esoteric realms, such as probability, our intuitions can be exactly wrong.\nIn the realms of observation and mathematics, we compensate for these weaknesses by recognizing that a single point of view is insufficient; we distribute what constitutes an 'observation' through a process of description and verification. If one person says he saw a zombie, we take such a claim sceptically; if a hundred people say they saw zombies, we take it more seriously, and if a process is described whereby anyone who is interested can see a zombie for themselves, the observation is accepted.\nEven then, we demonstrated caution though an explicit recognition that in the process of seeing we are interpreting. An observation of a certain phenomenon may be labled the observation of 'zombies', but we consider alternative explanations. This is aided by ensuring that the observers of the phenomena have different sets of prior experiences, different worldviews, different ways they could interpret the phenomenon. Having every member of a religious sect report seeing zombies is less reliable than having members of different sects, scientists and sceptics report the same thing.\nIn quantitative reasoning, we take care to ensure that, in our measurements, we are measuring the same thing. Through processes such as double-blind experimentation, we additionally take care to ensure that our expectations do not influence the count. In statistical reasoning, we take care to ensure that we have a sufficiently random and representative sample, in order to ensure that we are measuring one phenomenon, and not a different, unexpected phenomenon. I(n both we employ what Carnap called the requirement of the total evidence: we peer at something from all angles, all viewpoints, and if everybody (or the preponderance of observers) conclude that it's a duck, then it's a duck.\nq. Reliable Networks\nConnective knowledge is supported through similar mechanisms. It is important to recognize that a structure of connections is, at its heart, artificial, an interpretation of any reality there may be, and moreover, that our observations of emergent phenomena themselves as fragile and questionable as observations and measurements - these days, maybe more so, because we do not have a sound science of network semantics.\nWhere structures of connections (ie., networks) differ from sets of observations or measurements is that there is in principle no external entity to which we can appeal in order to check our understanding. In a networked society, every person is a member of the network, and all things being equal, there is not some other networked society against which we can test our conclusions (prior to the days of global communications, societies did test themselves one against the other, but unfortunately though war and other conflict, a solution that was worse than the problem and which clouded their ability to interpret connections in a rational and dispassionate way).\nWe have already seen that there are different types of networks - different ways sets of connections between entities can be generated and organized. Where the mechanisms that support knowledge in other realms come into play in the world of networks is that these mechanisms become properties of the networks we rely upon to generate and contain knowledge.\nIn a network, a cascade phenomenon is akin to jumping to a conclusion about an observation. It is, in a sense, a rash and unthinking response to whatever phenomenon prompted it. The mechanisms that push a stock market into a bubble are skin to a person being convinced by looking at the same thing over and over again. A network in the throes of a cascade needs the internal equivalent to a 'second set of eyes' to act as the bearer of sober second thought.\nThis capacity is crucially dependent on the structure of the network. Just as a network with no connections has no capacity to generate knowledge, a fully connected network has no defense against jumping to conclusions. What is needed is to attain a middle point, where full connectivity is achieved, but where inpulses in the network ebb and flow, where impulses generated by phenomena are checked against not one but a multitide of competing and even contradictory impulses.\nThis is what the human mind does naturally. It is constructed in such a way that no single inpulse is able to overwhelm the network. A perception must be filtered through layers of intermediate (and (anthropomorphically) sceptical) neurons before forming a part of a concept. For every organization of neurons that achieves an active state, there are countless alternative organizations ready to be activated by the same, or slightly different, phenomena (think of how even a seed of doubt can destabilize your certainty about something).\nKnowledge in the mind is not a matter of mere numbers of neurons being activated by a certain phenomenon; it is an ocean of competing and conflicting possible organizations, each ebbing and subsiding with any new input (or even upon reflection). In such a diverse and demanding environment only patterns of organization genuinely successful in some important manner achieve salience, and even fewer become so important we cannot let them go.\nr. Network Structure\nIt is with these considerations that we return to the consideration of scale-free networks.\nAs mentioned above, a scale free network is characterised by a small number of entities is numerous connections, and a large number of entities with much fewer connections. It is worth noting that such networks are very tightly connected - in a scale free network a piece of information can reach an entire network very quickly.\nWhile the human brain exhibits some scale-free properties, it is nonetheless not as imbalanced as even things like the economic system or the World Wide Web. Some neurons (or neural clusters) play important and central roles in the brain, but they are not millions of times more connected than most of the others. The brain is densely connected, but the connections are more equitably distributed.\nThis is no doubt a result of the physical limitations of neurons. But even more importantly, reducing the scale of the inequality between neurons also slows the propoagation of impulses through the brain. It allows sub-organizatuons to develop - the alternative interpretations we can experience when observing a Gestalt phenomenon, for example. Were the structure of human thought to be replicated at the social level, what we would see is essentially a community of communities - the part of us (society) that likes knitting, the part of us that is a hedonist, the part of us that enjoys a good novel.\nNetworks that exhibit extreme power law distributions are untable. Because, though the mechanism of highly connected nodes, a single impulse can be broadcast and accepted by the entire network all at once, there is no constraint should the impulse prove to be destructive or dysfunctional. The extremes in human social behaviour, wrought on a smaller scale by chieftans and kings, and on a global scale by mass media, should serve as ample evidence of this. With nothing to counteract an irrational impulse, the charateristic of the one becomes the characteristic of the whole, and the society spirals into self-destruction.\nChieftans, kings and broadcast media are inventions. They are ways we represent, in physical form, the set of connections we perceive to be extant in a society. But as interpretations of a complex set of connections, they are subject to individual points of view, prior conceptions and prejudice. As Rousseau observed, when the mechanisms of the whole are put into the hands of the few, the very nature of the whole is interpreted in such a way as to serve the needs of the few.\nIn order therefore to successfully counterbalance the tendency toward a cascade phenomenon in the realm of public knowledge, the excesses made possible by an unrefrained scale-free network need to be counterbalanced through either one of two mechanisms: either a reduction in the number of connections afforded by the very few, or an increase in the denisity of the local network for individual entities. Either of these approaches may be characterized under the same heading: the fostering of diversity.\nFor, indeed, the mechansism for attaining the reliability of connective knowledge is fundamentally the same as that of attaining reliability in other areas; the promotion of diversity, through the empowering of individual entities, and the reduction in the influence of well-connected entities, is essentially a way of creating extra sets of eyes within the network.\nRecently a series of discussions took place regarding the relative 'truth' of entries in Wikipedia, a collection of articles created through a process of collective authoring, and Encyclopedia Britannia, a collection of articles about similar topics written by a series of experts.\nSuch discussions are difficult to resolve because, as we have seen, what constitutes the 'truth' of the matter is very much a matter of interpretation. Truth, as commonly conceived, is said to be based on facts (and mediated through 'truth-preserving' inference), but if even the simplest observation depends to a great degree on interpretation, then the foundation of truth itself is equally suspect.\nAnd yet this post-modernist attitude to knowledge is difficult to reconcile with our intuitions. We do rely on facts, there is knowledge, and what counts as knowledge has the virtue of being true. And when a body of work such as Wikipedia is examined, some statements are regarded as, and universally aknowledged to be, true, while others (happily a much smaller set) are found to be 'not true'. This, indeed, was the basis on which the Nature comparison of the two encyclopedias was based.\nWhat distinguishes Wikipedia from Britannica is not so much the account of truth it embraces as the process through which it arrives at truth. Wikipedia, much more so than Britannica, represents an instance of connective knowledge - it is an attempt to capture, as public knowledge, what can be observed via the interactions of numerous instances of private knowledge.\nIt should be clear and obvious at the outset that this is not some process whereby individual points of view are aggregated and averaged - such mechanisms are more evident in entities such as Google and Technorati and Digg. Rather, Wikipedia, through iterations of successive editing, captures the output of interactions between instances of private knowledge. The majority, typically, does not rule on Wkipedia; what matters is what is produced through the interaction.\nIn the case of Britannica, the same is the case. The authors, as experts, are typically those immersed in a knowledge community, who have in turn internatized the knowledge (both social and public) possessed by that community. The expert serves as a dedicated interpreter of that knowledge, an interpretation that is additionally subject to subsequent interactions with proof-readers and editors.\nA priori, each approach has an equally plausible claim to being an effective (and reliable) generator of knowledge, which raises the question of how we will resolve the truth of the matter when (inevitably) there exists a point at which one encyclopedia says a statement is true and the other says the opposite.\nTruth, in such a case, will come to depend not so much on the facts of the matter, but rather, through an examination of the process through which various types of knowledge are accumulated and interpreted. Just as the reliability of an observation report depends on how the observation is made, so to will the proclamations of connected communities of knowers.\nt. Knowing Networks\nArguably, the following criteria will determine the difference:\nFirst, diversity. Did the process involve the widest possible spectrum of points of view? Did people who interpret the matter one way, and from one set of background assumptions, interact with with people who approach the matter from a different perspective?\nSecond, and related, autonomy. Were the individual knowers contributing to the interaction of their own accord, according to their own knowledge, values and decisions, or were they acting at the behest of some external agency seeking to magnify a certain point of view through quantity rather than reason and reflection?\nThird, interactivity. Is the knowledge being producted the product of an interaction between the members, or is it a (mere) aggregation of the members' perspectives? A different type of knowledge is produced one way as opposed to the other. Just as the human mind does not determine what is seen in front of it by merely counting pixels, nor either does a process intended to create public knowledge.\nFourth, and again related, openness. Is there a mechanism that allows a given perspective to be entered into the system, to be heard and interacted with by others?\nIt is based on these criteria that we arrive at an account of a knowing network. The scale-free networks contemplated above constitute instances in which these criteria are violated: by concentrating the flow of knowledge through central and highly connected nodes, they reduce diversity and reduce interactivity. Even where such networks are open and allow autonomy (and they are often not), the members of such networks are constrained: only certain perspectives are presented to them for consideration, and only certain perspectives will be passed to the remainder of the network (namely, in both cases, the perspectives of those occupying the highly connected nodes).\nEven where such networks are open and allow autonomy (and they are often not), the members of such networks are constrained: only certain perspectives are presented to them for consideration, and only certain perspectives will be passed to the remainder of the network (namely, in both cases, the perspectives of those occupying the highly connected nodes).\nThis new knowledge is not inherently any more reliable than the old. A community that limits its diversity, that becomes closed, is as liable to err as a person who refuses to look around, refuses to take measure. A person, exposed only to limited points of view, with limited opportunities to interact, will be similarly bereft of insight.\nIt is, after all, a form of knowledge we have had all along, just as we have always have qualities, always had quantities.\nConnective knowledge is no magic pill, no simple route to reliability. As the examples mentioned above (part o) demonstrate, a knowledge-forming community can be easily misled or deluded, just as as a person can suffer from delusions and misunderstandings.\nIndeed, if anything, the sort of knowledge described here is perhaps even more liable to error, because it is so much more clearly dependent on interpretation. Knowledge derived from a pattern may be formed from a partial pattern; the perceiving mind fills in the gaps of perception. From these gaps spring the seeds of error.\nMoreover, as we enter the connected age, we live with remnants of the previous eras, years when connectivity in society was limited, control over perspective maintained by the beneficiaries of scale-free communications networks. History is replete with examples of the mind of one man, or one group in power, distorting the mechanisms of media to their own ends.\nThe examples range from very large to very small, from the rise of totalitarianism to the propagation of genocide to gender sterotypes, mass media marketing, and propaganda. Practitioners vary from dictators to slave owners to misogynists. The history of repression walks hand in hand with the history of the distortion of connective knowledge.\nThe purpose of this paper is not to provide truth, but to point the way toward the correction of these errors, both in ourselves and in our society. To show that, through attention to the underlying framework informing social and public knowledge, we can find a new renaissance, not perfection, but perhaps, a world less filled with ignorance and superstition.\nFreedom begins with living free, in sharing freely, in celebrating each other, and in letting others, too, to live free. Freedom begins when we understand of our own biases and our own prejudices; by embracing autonomy and diversity, interaction and openness, we break through the darkness, into the light.\nSUBSCRIBE TO OLDAILY DONATE TO DOWNES.CA\nWeb - Today's OLDaily\nWeb - This Week's OLWeekly\nEmail - Subscribe\nRSS - Individual Posts\nRSS - Combined version\nJSON - OLDaily\nNational Research Council Canada\nAll My Articles\nAbout Stephen Downes\nAbout Stephen's Web\nSubscribe to Newsletters\nPrivacy and Security Policy\nStephen's Web and OLDaily\nHalf an Hour Blog\nGoogle Plus Page\nHuffington Post Blog", "label": "No"} +{"text": "We are searching data for your request:\nRapid increase in the diabetes incidence rate: By 2030, around 1.5 million people in Germany will be diagnosed with type II diabetes\nAccording to an analysis by the German Diabetes Center, the number of diabetics will increase by 1.5 million people by 2030. This increases the number of people affected more than has been generally assumed by health experts. A healthy and nutritionally conscious lifestyle could, however, stop the rapid increase even without medication.\nAround 1.5 million people aged 45 and over will develop Type II diabetes in the next 20 years. A large proportion of new cases would be avoidable, experts warn. Because a healthy diet and a lot of exercise could prevent the breakdown of the chronic metabolic disease. The estimate is based on a survey by the German Diabetes Center DDZ.\nMore and more people are developing type II diabetes\nAround six million people in Germany suffer from type 2 diabetes. A few decades ago, older people were particularly affected, but today there are more and more children, adolescents and young adults who become diabetics at a young age. The main reasons for this are overweight and a mostly unhealthy diet. Despite numerous education campaigns, many young people resort to fast food, cola and Co.\nMen particularly affected\nA particularly rapid increase is forecast by the Diabetes Center in the male age group of 55 to 74 year olds. In a model-based calculation, the researchers predict an increase of around one million new male patients in the next two decades. That corresponds to a whopping plus of 79 percent compared to today. Since women generally live healthier, an increase can also be seen here, but this is somewhat smaller than that of men. By 2030, around 500,000 women will be diagnosed with type II diabetes. This corresponds to an increase of 47 percent.\nEast-south divide in disease rate\nMeasured by the total share of the German population, around eight percent of adults already suffer from type 2 diabetes. It is striking that according to analyzes by the Vice Director of the Institute for Biometry and Epidemiology at the DDZ in Düsseldorf, Dr. med. Wolfgang Rathmann, there is a clearly recognizable northeast-southwest gradient in the disease rate. While twelve percent of older people aged 45 and over already suffer from diabetes in Halle, it is only six percent in southern Augsburg, for example. Germany also has a sad top position in a European comparison. \"Germany holds a top position in the Diabetes Atlas of the International Diabetes Federation,\" explained Dr. Rathmann. However, the data must be used with caution, because there are differences in the data collection, restricted the physician. \"What is certain, however, is that the incidence of type 2 diabetes mellitus will continue to increase over the next few decades,\" said the doctor.\nA proportion of new cases that should not be underestimated would be avoidable, as experts report. Numerous studies have already shown that a lifestyle change in the form of physical exercise, maintaining or gaining normal weight and a main diet consisting of whole grains, vegetables and fruit could avoid around half of all diabetes diseases. \"According to the current study, if every second adult in the older population with a pre-diabetes stage successfully and permanently took part in measures for better nutrition and weight loss, 21 percent of future diseases in men and 31 percent of cases in women could be avoided,\" emphasizes Dr. Rathmann.\nSensible prevention can protect against diabetes\nThere are a number of studies that consistently show that diet and exercise are two essential elements for diabetes prevention. According to a study by the University of Leicester, green leafy vegetables in particular reduce the risk of illness. Cabbage vegetables such as broccoli, cauliflower and spinach in particular had an extremely positive effect during the course of the study. When subjects ate about 100 grams of cabbage vegetables a day, the risk of diabetes was reduced by 14 percent. Another evidence-based study by the \"Harvard Medical School\" examined the effects of wholemeal products. If you use wholemeal bread, brown rice or wholemeal pasta instead of white flour products, you can reduce your risk by a further third No more worries and long-term protection against type II diabetes. The first signs of type II diabetes are excessive thirst, visual disturbances and poor wound healing. If you notice such symptoms, you should take a blood test at your family doctor. (sb)\nWhole grains can prevent diabetes\nDiabetes is not a fate\nHerbal active ingredient for diabetes discovered\nHigh-fat fish prevents diabetes and heart disease\nDiabetes: sports and nutrition beneficial\nActive ingredients in milk protect against diabetes\nImage: Thomas Schubert / pixelio.de", "label": "No"} +{"text": "Virtual reality therapy has been on the rise in popularity among mental healthcare professionals.\nA recent study from the American Psychological Association found that VR therapy is being used to treat a variety of conditions including PTSD, anxiety, and addiction. In just a few decades, virtual reality has expanded from strictly an entertainment device into one that can offer therapeutic relief for many people. What's more, it's a more affordable option for those with low-incomes or without access to insurance coverage.\nThe move towards virtual reality therapy is the latest example of the way technology is changing mental health care. Doctors are taking advantage of video chat services like Skype to offer remote therapy sessions at a reduced cost. These services are more accessible than ever before and allow people to get treatment when they need it most, instead of waiting for an appointment or struggling to find an in-person therapist in their area.\nArtificial Intelligence is the process of converting raw data into information that leverages computers to mimic the problem-solving and decision-making capabilities of a human mind. This obviously leads us to the ultimate question - will machines replace us (at least in the job market)?\nThe purpose of Computer Vision in the field of Law Enforcement enables officers with a powerful tool that helps detect, analyze and produce information that results in reduced response time, increased efficiency and will eventually lead to safer neighborhoods.\nThe current process to maintain road assets is a time-consuming, manual labor-intensive process, error-prone and costly.\nComputer Vision will eliminate the limitations of the traditional survey process & deliver efficiency across the value chain. This will result in better response time to fix road asset issues, making roads and highways safer.\nComputer Vision (CV), your everyday term for some of the most cutting-edge technologies, is set to turn into your second-in-command (and may eventually get to be the first). The term applies to any tech-innovation that can enable computers to see (visualize) and interpret digital content, such as, images and videos. The concept straddles between the ever-evolving fields of AI (artificial intelligence) and machine learning. Today, computer vision successfully dominates major global sectors, starting from healthcare and finance to emergency and automotive industries. In fact, it is the latter where this phenomenon appears to be leaving its most noticeable mark. With much progress having already been made, experts are looking to optimize the role of computer vision in assisting both drivers and road-safety projects in the near future.", "label": "No"} +{"text": "Fed up with Thoreau trying to convince you how much better trees are than people? Then let the beavers chew them down and save a Scottish hamlet from flooding in the process. Welcome to the strange world of rewilding: the revamped call of the wild.\nThere are multiple usages of the term ‘rewilding’, however these can be broadly grouped into two interconnected strands; the rewilding of society and the rewilding of landscapes.\nRewilding of society is founded on the premise that Western society has prioritised culture at the expense of nature for too long. It points to the existence of ‘genetic memories’, residual traces of nature that exist in society, which society attempts to sate through synthetic substitutes. It argues that reintroducing nature to the equation could be for the benefit of society as a whole, as demonstrated by studies which have shown more frequent interactions with nature lead to better health, lower blood pressure, and higher levels of happiness.\nThe rewilding of landscapes is based on the recognition that we live in an ecological shadowland, one in which the ghosts of extinct species haunt an almost vacant landscape. This shadowland is maintained by decisions made to conserve it. This is due to ‘shifting baseline syndrome’, each generation defines the ‘natural’ environment to be what was present when they grew up. The issues with this are exemplified by the case of the Cambrian mountains, which have been ‘sheepwrecked’. Sheep grazing has created a putting green carpet of grass over much of these Welsh uplands, which is now conserved by environmentalists and propagated by farmers. This landscape, as well as being a biological desert, is economically unproductive, with these farmers’ main harvest being neither wool nor meat, but subsidies.\nHowever, there is a solution. Once re-introduced, apex predators could unwittingly re-engineer the environment, down to the very composition of the soil itself. These ‘keystone species’ would generate trophic cascades; shockwaves which would reverberate down the food chain, reconfiguring the proportion of species at each trophic level and creating a more productive ecosystem.\nRewilding of these landscapes could have environmental, economic and social benefits. Upstream rewilding of catchments has been proposed as a way to mitigate damaging downstream floods, with beavers especially effective in creating natural flood barriers. Subsidised, unproductive farming could be replaced by a more financially lucrative eco-tourism industry.\nRewilding is a plausible solution as, due to globalisation of the food market, there has been a retreat of farming from unproductive areas. It is estimated that an area of Europe the size of Poland will have been abandoned by farmers by 2030.\nHowever, there are significant issues with rewilding, such as a naïve lack of engagement with rural politics and doubts over the potency of trophic cascades. Furthermore, there is a certain spatial bias to rewilding: it tends to focus on a certain types of place at specific spatial scales.\nThere is an overly romanticised emphasis on large areas with small populations which can be properly independent of the influence of man. At the moment rewilding does not engage with nature in urban or semi-urban places, or even in lowland farmed areas. Currently, all it stands as is a continuation of the David Attenborough brand environmentalism, one in which wolves roam on vast empty plains and people are conveniently hidden behind the lens. This is just not realistic in a world predicted to contain 9.6 billion people by 2050.\nRewilding focuses on the regional, or national scale. On the global scale, rewilding flirts with environmental neoimperialism in its treatment of poorer countries. The land abandonment and expansion of nature in the developed world would be built on the back of industrialising agriculture and curtailing nature in the developing world. If more people can shoot megafauna in Scotland, would they travel to the Serengeti? Rewilding fails to solve the environmental problem, it just shifts it spatially.\nRewilding is undoubtedly based on an important observation; that the Earth’s sixth mass extinction event is rapidly approaching. However, ultimately it uses the same romantic argument, that nature must be left alone in wild, large places. It just argues using modern parlance to rehash an old argument. Rewilding has no fresh input on the old division between nature and culture, the very term reinforces the distinction between ‘wild’ nature and ‘tame’ society. To this end, rewilding is a spatial contradiction, it aims to reconnect people and nature while separating them. In order to actually achieve the ‘rewilding of society’ the ‘wild’ and society must be spatially conflated; the messy, in-between spaces that capitalism forgot in the urban landscape are just as important as large tracts of upland Wales. Conservation is like an ageing rockstar: it must stop playing the old classics, move with the times and focus on its next hit.\n1,455 total views, 2 views today", "label": "No"}