text:
U.S. Air Mail Service – 90th Anniversary
by John A Eney, eneyair@olg.com
Originally Published in Skyways Journal Magazine
Lt. George Boyle in JN-4H 38262 starts his takeoff from
Washington, DC with the first scheduled US air mail on May 15,
1918. Photo USAF 34145, Editor's collection
May 15th of 2008 marks 90 years since the inaugural launching of the
first scheduled air mail service sponsored by the United States Post
Office Department. On that fog shrouded mid-May morning in 1918,
President Woodrow Wilson handed his personal letter of greetings to a
very young and relatively inexperienced Army Air Service pilot at
Potomac Park polo grounds in Washington, DC, to be flown to the Mayor
of New York City, via a relay stopover at Philadelphia, PA.
Simultaneously, another Army pilot was departing from Hazelhurst Field
on Long Island, NY, for the same relay handover point in Philly. This
may sound simple to modern readers, but in wartime 1918, with
springtime dense morning fog over the entire northeast coast, and no
available pilots trained in ANY cross country navigation, let alone
instrument flying, this was taking extremely high risk. How this
entire event was conceived, funded, produced and directed, and by
whom, is a well documented tale of political ambitions, technical
naivete, and military courage worthy of a Hollywood movie or TV
miniseries. And this event is today recognized as the seed planting
for the U.S. airline industry we now take for granted.
The prime mover in this birth of the air mail was NOT the pilot
community, nor even the young aircraft industry. It was one Otto
Praeger, Second Assistant Postmaster General, himself a non-flyer who
simply sought to improve the speed of intercity mail shipments then
carried exclusively by train. Oblivious to the limitations of 1918
aircraft technology and performance, he convinced his boss, Postmaster
General Burleson, to suggest to the President that the Secretary of
War could order the Army Air Service to assume this new role, starting
in just a matter of several days! And so the executive orders were
quickly passed to War Secretary Newton D. Baker, thence to Chief of
the Army Air Service Col. "Hap" Arnold, who promptly summoned his
Executive Officer to his desk, one Major Reuben H. Fleet. The orders
were dated May 3, 1918. The orders read to initiate daily air mail
service between Washington and New York on May 15, 1918. Hap Arnold
and Reuben Fleet were professional soldier-pilots who knew all too
well that you didn't say "no" to the President, and they had to salute
and carry out the orders as best they could, given no suitable
airplanes, and no pilots with adequate cross-country navigational
training in good weather or bad.
And it is in major crises that clever men rise to become great men.
In this situation, Fleet needed to overcome his Air Service
inadequacies in men and equipment in just twelve days to avoid
embarrassing the President of the United States and the Air Service in
the eyes of the news media and the American public. His first action
was to request Col. Edwin A. Deeds, Chief of Air Service Production,
to place an immediate order to the Curtiss Aeroplane and Motor
Corporation, Garden City, Long Island, NY, for (6) new specially
configured JN-4H "Jenny" training biplanes with doubled fuel tank
capacity and without controls in the front cockpit, which was to be
covered over as a mail pit. This would give the mail plane Jenny
twice its standard range of only 88 miles so it could in fact make the
trip from DC to Philly nonstop. The "H" model Jennies were powered by
the 150 hp Hispano-Suiza ("Hisso") liquid cooled V-8 with enclosed
overhead cams and automatic valve lubrication, making them far more
reliable than the earlier 90 hp Curtiss OX-5 V-8s with open, hand
lubricated valve actions. Curtiss simply added a second standard
terneplate fuel tank in tandem with the regular tank between the
firewall and the mail pit. The airplane problem was solved in short
order through this instant cooperation between the
engineering-educated Fleet, his parent command staff, and the already
humming production line at Curtiss. (Could this ever happen today?)
Fleet then hand picked by name several of his best Army instructor
pilots who could at least dead-reckon with a road map in lieu of any
aeronautical charts which did not then exist. He had the new special
Jennies assigned to these four pilots with one for himself. The
airplanes were to be ferried to the necessary fields of deployment by
15 May. Fleet flew himself down from NY to DC early in the morning of
the 15th, delayed considerably by very low ceilings and poor
visibility all the way. He flew Jenny number A.S. 38262 into the polo
grounds before a waiting crowd of news media, onlookers, and a very
impatient President Wilson and his attending staff of Secret Service
guards. He motioned to his in-place enlisted men to service the
airplane for the flight back to Philly, and was then informed that the
pilots he had selected were to be replaced by two other fresh
graduates from Air Service primary flight school who happened to be
sons of .politically important officials. in the Wilson
Administration. The politically selected pilot for the DC to Philly
leg that morning was Lt. George Boyle, and the southbound pilot from
Long Island was to be Lt. James Edgerton, neither of whom had ever
flown out of clear sight of their home training fields. Once again
the professional soldier, Fleet realized he had again been snared by
political forces opposing both sound reason and sound physics. He
proceeded to brief Lt. Boyle on how to follow the mainline railroad
tracks that ran from DC to Philly, in a fairly straight northeasterly
heading, unhindered by any mountains or tunnels. All he needed was
the road map from Fleet, and the magnetic compass in the JN-4H cockpit
instrument panel. Potomac Park was a tiny peninsula extending from
the eastern shore of the Potomac River close to the center of DC and
parallel to the river, near the Jefferson Memorial and across from
what is now the Pentagon and Reagan National Airport.
With appropriate ceremony, the President made his public sendoff
speech and handed his personal letter to the crew chief loading the
mail pit while Lt. Boyle suited up and mounted the rear seat of
38262. The Army guards drew the crowd away from the Jenny so that the
engine could be hand propped to start. Well, the engine failed to
start after many tries. Fleet told the crew chief to dipstick the
fuel tank since even brand new float gauges had been known to mislead.
The tank dipped near empty. In the rush of the moment that morning,
they forgot to refuel the airplane after Fleet landed it.
With the fuel soon topped in both the tandem tanks and the mail bin
loaded and the hatch strapped closed, the Jenny now started on the
first swing of the prop and Lt. Boyle waved to have the chocks pulled
from his brakeless spoked wheels. He blasted the power to lift the
tailskid free of the turf polo field and turned to start his takeoff
into what little wind there may have been in that foggy condition.
The crowd cheered as his Jenny cleared the tall trees surrounding the
periphery of Potomac Park and disappeared into the mist as it flew off
toward destiny in Philly.
Major Reuben H. Fleet, just arrived at Potomac Park in
Washington, DC from New York via Philadelphia in Army Air Service
Jenny 38262 for the start of the first scheduled US air mail service
on May 15, 1918. President Woodrow Wilson and other officials were on
hand to witness this historic event. Photo: USAF 34209,
Editor's Collection
Well, sort of. Astute witnesses at the departure candidly reported
later that the sound of the departing Hisso engine seemed to indicate
that Boyle was not following a straight-out northeastern heading
through the mist, but was circling around at first. But, no matter
that, the southbound Jenny from Philly with the mail from New York
soon landed and the headlines across the nation proclaimed the
successful start of scheduled U.S. air mail service. A short time
later, a phone call was received at the polo field communications
tent. It was Lt. Boyle. He had gotten lost and made an emergency
landing in a farmer's field. The stub crops caught the landing gear
spreader bar and the prop dug in and flipped the JN onto its back. He
was unhurt. The mail was not damaged or lost. His location was a
farm in Waldorf, MD, southeast of Washington, not northeast. He had
followed the railroad tracks, but the wrong tracks. A branch line off
the mainline northeast railroad right-of-way went south to a coal
powerplant at Popes Creek, through the little town of Waldorf. But
nonetheless, the other legs of the DC-PA-NY air mail route had been
flown successfully that day, and the champagne corks were already
popped. Today, NASA would call this a 90% mission success, and indeed
Standard JR-1Bs, designed from the outset as mailplanes,
replaced the Army Jennies when the Post Office Department took over
the air mail from the Army Air Service in August, 1918. Photo:
The Army Air Service continued to operate one trip per day from DC to
NY along this 218 mile route using the mail-configured JN-4Hs on a
6-day week, with Sundays off (for the pilots, not the ground crews) up
until August 12, 1918, at which time the Post Office Department took
over the entire operation, using specially designed mail planes
ordered from the Standard Aircraft Company of Elizabeth, NJ. These
Standard JR-1B models were also Hisso powered, like the Army JN-4Hs,
but had a 200 pound mail capacity and a range of 280 miles. While
rarely if ever depicted in aviation history journals, these Standard
JR-1Bs remain milestones in being the first civil aircraft specified
and procured by the U.S. Government. According to Reference (1), the
scorecard of statistics on the mission performance of the Army pilots
and their (6) Jennies during their May-15-August 12 tour of duty on
the northeast corridor route were as follows:
92 percent of schedule flights successfully completed.
193,021 pounds of mail carried
128,225 route miles flown without a signel fatality
All this was accomplished without aeronautical charts, no radios, no
gyros, in open cockpits, and all during the height of the east coast
summer thunderstorm season.
This first air mail service "experiment," using Air Service pilots and
JN-4Hs, owed a great deal to the management skills of a non-flying
Army ground officer, Captain Benjamin B. Lipsner. So impressed was
Otto Praeger with Lipsner's masterful coordination of the air mail
operation, he asked Lipsner to resign from the Army and sign on as
the head of the air mail for the Post Office Department. Lipsner had
wanted to see action in France before the war ended and hesitated to
resign his commission, so Praeger wrote to War Secretary Baker
requesting Lipsner be granted a leave of absence, but this request was
denied. Shortly thereafter, the Army did in fact allow Lipsner to
resign and assume his new civil service position as the first
Superintendent of the Aerial Mail Service (Reference 1). The new air
mail chief's first official act was to request the Post Office order
to (6) of the Standard JR-1Bs mentioned earlier.
The workhorse of the air mail service in the US, the
Liberty-powered US-built DH-4. Photo: Editor's Collection
The new Air Mail Service undertook immediate plans to methodically and
cautiously expand its service to other cities in other states toward
the Midwestern industrial population centers of Cleveland and
Chicago. This New York-Cleveland schedule began in May of 1919. In
September of that year, it was extended to Chicago. This was the
prelude toward realization of the ultimate goal of the Post Office,
which was a true transcontinental air mail route from New York to San
Francisco. The airplane of choice for these expanded routes with
longer ranges was the rebuilt ex-Army DeHavilland DH-4, a British
design built under license by several manufacturers in the United
States, and intended to be America's bomber at the Western Front in
France before the war ended in November, 1918. These DH-4s had been
stripped of wartime armament and had all new landing gears and
fuselages made of steel tubing. The redesign for mail service
included relocating the pilot.s cockpit well aft of the engine and
fuselage fuel tank, whereas the original wartime design had placed the
cockpit underneath the upper wing centersection and sandwiched
(sometimes literally) the pilot between the Liberty V-12 engine and
the main fuselage fuel tank behind that cockpit. (It was the British
wartime original design that had earned the nickname of "Flaming
Coffin" due to high fatality rates in crash landings.) These DH mail
planes were redesignated as DH-4Ms, and many of these conversions were
performed under government contract by the Boeing Airplane Company in
Seattle, WA. It was also during this transition to DH-4Ms that the DC
terminus for the air mail was located on College Park Airport in
College Park, MD, just outside the northeast border of the District of
Columbia. That site of many aviation firsts, including the
demonstrations and sales of Wright Brothers' aircraft, remains today
as the oldest continually active airport in the United States, going
back to 1909.
The old and the new of mail delivery.The Pony Express was the
fastest means of sending mail during the great western movement of the
19th century United States. The airplane, symbolized by the DH-4
mailplane in this photo, took the lead in speed in the early 20th
century. Photo: Editor's Collection
Loading mail into DH-4 No. 68 with its big Liberty engine
warming up. Photo: Editor's Collection
Looks like the end of the line for old number 400; or, maybe
she's tucked away in an old barn somewhere, long forgotten and just
waiting to be found! Photo: Editor's Collection
Several attempts were made to improve the DH-4's load-carrying
ability including the addition of Bellanca lift struts. Photo:
Another load-carrying improvement to the DH-4 was this big
winged modification by the Whitteman Co. in 1921. Photo: Editor's
L.W. F. (Lowe, Willard & Fowler) converted the workhorse
deHavilland DH-4B into a twin engine mailplane with disappointing
results. Service ceiling was reportedly 1,500 feet, and takeoff speed,
cruising speed, and landing speed were the same! Photo: Editor's
The transcontinental air mail service route was completed in
September, 1920, extending westward through Omaha, North Platte,
Cheyenne, Rawlins, Rock Springs, Salt Lake City, Elko, Reno, and into
San Francisco at Crissy Field. Air mail flying remained a
daytime-only operation up until 1921, though maintenance and overhauls
proceeded around the clock at each waypoint shop hangar. Night time
air mail flights were first tried as an experiment starting on
February 22, 1921. On that date, two pilots flying DH-4s left from
San Francisco eastbound, and two other pilots left from Hazelhurst
Field on Long Island westbound, also both in DH-4s. The goal was for
at least one member of each team to successfully link up at a transfer
relay point in Chicago within a total elapsed time of 36 hours, flying
through the night as well as day. The westbound team had one ship
forced down by weather in western PA, a mountainous region with
unpredictable weather still known today by airline pilots as "hell's
stretch." The two separated east bound ships had changed pilots at
Reno and again at Salt Lake City and Cheyenne, and North Platte, where
the relief pilot was one Jack Knight. Weather was ominous as Knight
took off for Omaha, but news accounts of the air mail events were
already causing enthusiastic residents along the prescribed route to
light huge bonfires in open fields to guide the pilots through the
night. By 1 am, when Knight made the outskirts of Omaha, he found
the entire city lit up for his guidance, and he landed at the
destination turf landing field between rows of old 55-gallon drums of
gasoline set afire to light the runway for him. He had flown 276
miles and was due to be relieved for the last leg eastward into
Chicago. But that relief pilot was weathered in at Chicago and could
not get to Omaha. Knight was totally unfamiliar with the leg from
Omaha to Chicago, but after a hot slug of coffee, decided to re-man
his DH and press on to Chicago himself, with the help of the bonfires
set along the way. The station manager gave him a Rand McNally road
map of the 435 leg to Chicago, via Des Moines and Iowa City. Knight
overflew Des Moines due to weather and landed for fuel at Iowa City in
a snow squall. After that brief stop at around 5 AM, he again took
off for the last 200 miles into Chicago through light snow and icing
conditions which severely threatened weight and drag of the strut and
wire covered DH. At early dawn light, he spotted the railroad main
line parallel tracks and followed them in to Maywood Airport in
Chicago where he landed and turned over the mail to the eastern route
pilot at 8:40 am on February 23rd, 1921. The nation had been linked
by overnight air mail with an elapsed time of just 33 hours and 25
minutes, with just under 26 hours of actual flying time. Jack Knight,
the air mail pilot, became a national hero and was featured in
newsreels at movie theaters coast to coast. An elated Otto Praeger,
speaking for the Post Office Department, made a public announcement
that overnight air mail service nationwide was now a regular scheduled
operation and that a radio network of ground stations would be
promptly activated during the 1921-1922 period to hasten the exchange
of weather reports needed for the safety of both pilots and ground
crews.
Jack Knight became a national hero for his daring role in the
first overnight transcontinental air mail service.
Photo: Editor's Collection
The first air mail flights in the US authorized by the
Postmaster General were made by Earle Ovington at the International
Aviation Meet held at Garden City Estates, Long Island, NY from
September 23 to October 1, 1911. A temporary post office was set up
and Ovington carried the mail sack on his lap while flying his Bleriot
monoplane on the 7-mile trip to Mineola, NY. Here, Postmaster General
Frank H. Hitchcock hands the first sack of air mail to Ovington
seated in his Bleriot. The Cradle of Aviation Museum on Long Island
has a reproduction of Ovington.s Bleriot. Photo: Editor's
Early attempts at carrying air mail and, in this case, parcels
as well, were mostly short-lived. Considering the type of aircraft (an
early pusher biplane), this must have been one of the earliest
attempts. Photo: Editor's Collection
Standard biplanes carried the air mail for Colorado Airways.
The Post Office Dept. ordered a mailplane version of the Glenn
L. Martin MB-1 bomber that could carry 1500 lbs. of mail in a bulbous
nose. Six of these huge mail carriers known as the Martin Model MP
were put in service on the New York-Chicago run during the winter of
1919-20, one of the most severe on record. Rough weather and rough
airfields quickly claimed 4 of the MPs and the Post Office transferred
the remaining 2 to the Army. Photo: Editor's Collection
Three Martin MP Mailplanes await delivery at the Martin factory
in Cleveland. Photo: Editor's Collection
Martin MP No. 203 was severely damaged at Heller Field, NJ in
1920. Photo: Editor's Collection
In 1923, after Army experiments with beacon-lighted "airways" proved
viable, the Post Office Department began installing tower-mounted
rotating gaslight beacons every 25 miles along its routes with
emergency landing fields adjacent to each of these beacons, staffed
with mechanics for aircraft servicing and repair. Full
transcontinental air mail service along this lighted airway became a
reality in 1924.
The Kelly Air Mail Act
The Kelly Air Mail Act of 1925 became a watershed event that set into
motion the creation of commercial air mail and passenger travel in the
United States. U.S. Representative Clyde Kelly convinced the
U.S. Congress in February of that year that the government should get
itself out of the air mail business and let private air carriers
compete for contracts to operate various portions of the national
route system already established. The first five Contract Air Mail
(CAM) small feeder route contracts were awarded by Postmaster General
Harry J. New on October 7, 1925. The first contract to actually get
underway was not one of these five, but a later one awarded to one
Henry Ford, the automobile manufacturer in Detroit, MI. Ford had
hired airplane designer William B. Stout, since 1923, to lead the
development of all-metal monoplane transports produced under the
respected Ford corporate name. This air mail contract award for
service between Chicago, Detroit, and Cleveland, hastened the fielding
of the legendary Ford Tri-Motor with its signature corrugated aluminum
skin covering the entire airframe. At first, these air mail contract
carriers were paid by the pound of mail actually carried, but this led
to fraudulent abuses whereby the carriers were mailing bricks inside
mail bags back and forth to up their winnings on invoices submitted to
the Post Office Department. The fee schedule was soon changed and
paid the carriers according to the volume of the mail compartment in
their aircraft. This had a secondary benefit in that it accelerated
the purchase of larger aircraft with larger payload capacities that
eventually included space for paying passengers as well as mail
sacks. The U.S. airline industry was thus born in the process.
The Boeing Model 40A (shown here) and 40B could carry
passengers as well as air mail and were used primarily on routes in
the western US. Photo: Editor's Collection
The Douglas Mailplanes, M-2s, M-3s, and M-4s (shown here) were
developed to replace the aging DH-4s. Photo: Editor's
An innovative method of picking up mail in rural areas without
landing was developed by Lytle S. Adams and is shown here in use with
one of Clifford Ball's Fairchild FC-2s on CAM 11 in 1930. The pickup
system was developed further and used extensively by All-American
Aviation which became Allegheny Airlines. Photo: Editor's
U.S. Air Mail usage surged with each new success, and the DH-4Ms
soldiered on in air mail service until they began to wear out. In
1927, the government sponsored a design competition for new, higher
performance mail planes and the winner was the Douglas Aircraft
Company of Santa Monica, CA. They were to produce (51)
Liberty-engined, purpose-built biplanes that carried twice the
500-pound load of the DHs and cruised at 175 mph. Those Douglas ships
were designated the M-2 and one survives today fully restored to
flying condition in the Smithsonian National Air & Space Museum in
Washington, DC. Only a couple of mail-configured DH-4s remain in
U.S. collections. The former Paul Mantz-owned DH-4M used in the 1957
Warner Brothers feature film, "The Spirit of St, Louis," resides now
in the Evergreen Air Museum collection in Tillamook, OR. Another
recently restored DH-4M flies occasionally out of the Historic
Aircraft Restoration Museum at Creve Coeur Airport, west of St. Louis,
Mo. The U.S. Post Office Building in downtown Washington, DC,
contains a little-publicized museum hall deep inside the building
which displays a privately reconstructed DH-4 mail plane and a 1939
Stinson SR-10 Reliant that was used for aerial mail pickup by
grappling hook with the All-American Airways contract carrier for
several years. The Smithsonian NASM has an original American-built
DH-4 bomber on display, fully restored with full military equipment,
not as a mail plane.
As more and more contracts were let for commercial air mail carriers
in various regional feeder routes, more civil aircraft of various
makes and models began to appear in air mail liveries. These included
old Curtiss Jennies (again) as well as new production biplanes with
steel tube construction by such manufacturers as Swallow, Travel Air,
Waco, and Stearman. The Boeing Airplane Company operated a Boeing Air
Transport contract carrier in the Pacific Northwest states, and they
developed their own very large single-engined biplane, the Boeing 40,
which was equipped with a heated and lighted fuselage compartment that
would hold not only mail but two seated and safety-belted paying
passengers in fully-enclosed luxury, with windows on both sides.
Today, there is one Boeing 40 displayed in the Ford Museum in
Dearborn, MI, and a newly restored and fully flyable Boeing 40 owned
by Mr. Addison Pemberton at Spokane, WA. Both are powered by the
original Pratt & Whitney R-1690 "Hornet" 9-cylinder radial engine.
Clifford Ball started flying the air mail between Pittsburgh
and Cleveland in 1927 with 2 Waco 9s in an operation that became
Pennsylvania Air Lines and, later, Capital Airlines. One of the Waco
9s, Miss Pittsburgh, survived, was beautifully restored, and can be
seen today hanging in the Pittsburgh airport terminal. Photo:
Ryan M-1 Mailplanes served Colorado Airways out of Denver.
National Air Transport Douglas M-3 Mailplanes at Hadley Field,
New Brunswick, NJ on Sept. 1, 1927 inaugurating scheduled
coast-to-coast air express service. Photo: Editor's
Pitcairn Aviation Inc. operated CAM 19 between New York and
Atlanta with Pitcairn Mailwings and Super Mailwings like this PA-8.
Expanding south into the lucrative Florida market and north to Boston,
the name was changed to Eastern Air Transport and, eventually, to
Eastern Airlines. Photo: Editor's Collection
The Curtiss Carrier Pigeon mailplane. National Air Transport
operated 10 of these on the New York-Chicago air mail route. Photo:
Varney Airlines provided air mail service between Elko, Nevada
and Pasco,Washington via Boise, Idaho with six of these Wright
J-4-powered Swallow mailplanes.The pilot is Leon Cuddeback who flew
the first flight on this route on April 6, 1926. Photo: Editor's
Square-tail Stearmans including the C-3s (C-3B shown here),
Speedmails, Senior Speedmails, and Junior Speedmails were popular
mailplanes. Photo: Editor's Collection
The McNary-Watres Act
With small contract mail (and passenger) air carriers operating all
over the country, the U. S. Postmaster General now wielded the most
power in all of civil aviation. Such was realized by the new
Postmaster General, Walter Folger Brown, appointed by the newly
elected President Herbert C. Hoover in 1929 (References 1-6). Brown
seized the opportunity to implement sweeping changes toward creating a
nationwide network of commercial airlines who were self supporting on
passenger revenues and who did NOT need to be dependent on air mail
subsidies for survival and profit. In 1930, Brown convinced a majority
in Congress to pass legislation that came to be known as the
McNary-Watres Act on April 29th, which contained provisions for the
Postmaster General awarding contracts to the lowest
"responsible" bidder, vice the traditional "lowest bidder."
"Responsible" was defined as those carriers who had carried mail over
a route of at least 250 miles for a period of at least six
months. This had the instant effect of eliminating the smaller
carriers who were having difficulty surviving and were shipping bricks
to pad their incomes. In mid May of 1930, Brown summoned the heads
of the major airlines to his office and briefed them on his plans to
reshape their industry, through mergers, to improve economies of scale
and to avoid competition between companies serving the same markets
(!!). The airline heads had little choice, since Brown controlled the
awards of their air mail contracts. Unable to agree among themselves
how to divide up the national route structure, they asked Brown to act
as umpire and decide for them what appeared in the best interests of
the Department. Brown proceeded over a matter a weeks, to define what
became the "big four" U.S. airline companies, American, Eastern,
United, and TWA. Gone were the small carriers such as Robertson in
St. Louis and Ludington in Philadelphia.
What the well-dressed air mail pilot wore, and didn't wear!
Dick Merrill, a well-known air mail pilot, liked to fly the hot, humid
southern routes of CAM 19 in his shorts, gun, parachute, helmet, and
goggles. Photo: Editor's Collection
These major airline companies completed expansion of commercial
passenger and mail service to all four corners of the continental
U.S. and achieved sufficient financial stability to invest in their
own research and development programs in partnership with aircraft
manufacturers and national laboratories pursuing aeronautical
sciences, such as the Guggenheim Laboratories at MIT, Princeton, and
Cal Tech. There followed advances in multiengine airframe design and
construction, radial engine design, constant speed variable pitch
propeller design, and gyro-based cockpit instrumentation that was
needed for nighttime and weather flying. By 1933, United had funded
Boeing to produce the Model 247, and TWA had countered by funding
Douglas to produce the DC-2. American pioneered their overnight
transcontinental passenger sleeper service with an order from
Curtiss-Wright for the Model T-32 Condor II (see Skyways
and #84).
Keeping the air mail safe was serious business and pilots often
carried sidearms to enforce that. One wonders what was so important
in the air mail on this NAT Carrier Pigeon to warrant protection by
U.S. Marines armed to the teeth! Photo: Editor's Collection
But, despite what appeared to be benevolent dictatorial steering of
the airline industry by the Postmaster General's office, to the
betterment of the air transportation of the general public, the winds
of political change and unrest among the smaller air carriers began to
cause opposition in the public news media. The stock market crash of
October, 1929, and the ensuing Great Depression in the American
economy that was felt around the globe, precipitated a swing in
political leadership toward a Democrat, Franklin D. Roosevelt, as
President in 1933. At the urging of Senator Hugo Black of Alabama,
FDR promptly appointed his own Postmaster General, one James
T. Farley, with strong encouragement to sweep the Department clean of
any public appearance of government collusion and profiteering in the
airline industry (References 1-3). Black's hearings on the air mail
in the Senate opened on February 2, 1934, with unsubstantiated
accusations of government collusion thrown at former Postmaster Brown
and toward the Department of Commerce, wherein resided the Bureau of
Air Commerce which regulated aircraft design and manufacturing
standards. Those who refused to open their accounting books to the
Senate were sentenced to jail terms for contempt. The scene got ugly
and became a public news spectacle on street corners and in movie
theaters.
Army Air Mail, Part TWO
On February 9th, 1934, head of the Army Air Corps, Major General
Benjamin B. Foulois, was summoned to the White House to meet
personally with the President. FDR was very upset about the Senate
hearings and wanted to defuse that situation promptly to regain public
confidence in the Depression-ridden administration. Without
exchanging niceties, the President asked the General, point blank,
"Can your Air Corps fly the air mail?" With flashbacks to the 1918
tasking of Reuben Fleet to create an Army Air Mail overnight, Foulois
reasoned that he too was faced with little choice and responded in the
affirmative, like a good soldier, and like a hopeful leader toward
better funding support for his struggling peacetime Air Corps.
Shortly after returning to his office that same day, Foulois was
served with Executive Order Number 6591, directing that
the Army immediately take over the U.S. Air Mail as an emergency
measure, with full cooperation of the Post Office Department, the War
Secretary, and the Secretary of State. On February 19th, the Post
Office cancelled all existing air mail contracts, sending a shock wave
throughout the aviation industry. No criminal charges had ever been
proven, yet the government was punishing the very corporate structure
it had hastily created during the Hoover administration. Airline
leaders such as Eddie Rickenbacker of Eastern, and D.W. Tomlinson of
TWA took to public microphones and news cameras expressing their
outrage, to no avail. The die had been cast in the oval office, and
the Air Corps was once again in the breech, ready or not, just like in
When the Army Air Corps was directed to fly the air mail in
1934, a wide variety of aircraft were used ranging from fighters to
large bombers such as this Douglas B-7 seen here on Air Mail Route 18
between Salt Lake City, Utah and Oakland, California. Photo: Editor's
Foulois immediately passed the word down through his chain of command,
directing his area commanders to take over regions of the air mail
route structure, using military observation aircraft, fighters, and
bombers, as were at hand in local squadrons. Bomb bays in Martin
B-10s became mail bins with the bomb racks removed and the belly doors
safetied shut. Crews of open cockpit fighters like the Boeing P-12,
and attack planes like the Curtiss A-12 began stuffing sacks of mail
around the pilot's feet and behind the pilot's seat. On the P-12, the
only space available was a tiny stowage area behind the cockpit,
which, loaded with mail, made for an aft center of gravity and a
dangerous lack of longitudinal stability. The Army clearly lacked the
proper aircraft and the proper cockpit gyro instrumentation, as well
as the pilot instrument proficiency, to undertake this new air mail
directive around the clock, in fair weather or foul. Within days,
there were front page photos of fatal crashes of Army mail planes
almost every other day. It was a man made slaughter of dedicated
young military pilots, in peacetime, simply to serve a political
purpose. FDR became more embarrassed by the Army Air Mail debacle
than he had been over the Black hearings in the Senate earlier that
year. And what action was taken in the oval office this time? FDR
simply called General Foulois back onto the carpet and blamed the
entire mess on his inadequate leadership of the Army Air Corps
(References 1-5).
The other end of the Army spectrum, also seen here on
A. M. Route 18, were fighters that had very little air mail capacity
such as this Boeing P-12E. Photo: Editor's Collection
On June 1, 1934, a sheepish Roosevelt administration ended the Army
Air Mail emergency service and returned the responsibilities back to
the contract air mail carriers. In later years, retired General
Foulois tried to put a better face on his being abused by the
executive branch, and stated that the Army Air Mail tragedy of 1934
was actually a godsend, for it awakened the American public to the
needs in training and equipment in the Air Corps that served to shore
up our air defenses in time to bounce back from the attack on Pearl
Harbor in 1941. Always, the good soldier, to the bitter end.
Loading the mail into an Eastern Air Transport Condor 18. With
improvements in airplanes, navigation, communication, airports, and
weather forecasting in the .30s, carrying the air mail became routine,
and the risk and adventure of the early days, just a memory. Photo:
Glines, Carroll V. The Sage of the Air Mail, Van Nostrand
Company, Inc., Princeton, NJ 1968.
Shamburger, Page, Tracks Across the Sky, Lippincott
Company, Philadelphia and New York, 1964.
Neilson, Dale, Saga of the U.S. Air Mail Service, Air Mail
Pioneers, Inc., 1962.
Courney, W.B., "The Wreck of the Air Mail,", Collier's
magazine, February 9, 1935, page 10 and following.
Allen, Oliver E., The Airline Builders, Time-Life Books,
Alexandria, VA 1981.
Rosenberg, Barry, and Macaulay, Catherine, Mavericks of the
Sky, HarperCollins Publishers, New York, 2006.


text:
Q: Angularjs error issue I am getting an error TypeError: Cannot read property 'get' of undefined.i have tried so many ways but not able to solve.
mycode is login.controller.js
(function () {
    'use strict';

    angular
        .module('app')
        .controller('LoginController', LoginController);

    LoginController.$inject = ['$location', 'AuthenticationService', 'FlashService'];
    function LoginController($location, AuthenticationService, FlashService) {
        var vm = this;

        vm.login = login;

        (function initController() {
            // reset login status
            AuthenticationService.ClearCredentials();
        })();

        function login() {
     var  usename=vm.username;
     var   password=vm.password;

            vm.dataLoading = true;

       $http.get('http://localhost:8080/ProjectManagement/REST/Login/Check?usename='+usename+'&password='+password+'').success(function(data, status, headers, config,response){

              if (data=="0")
                  {

                  }
              else
                  {

                  }

        }).error(function(data, status, headers, config,response) {

        });

        };
    }

})();

A: You missed to add $http dependency inside you controller, make sure all the dependencies are injected before using it.
Code
LoginController.$inject = ['$location', 'AuthenticationService', 'FlashService', '$http'];
function LoginController($location, AuthenticationService, FlashService, $http) {

redpajama_set_name: RedPajamaStackExchange


Despite Irish tourism hitting new highs in 2016, regional destinations and businesses are to be the worst affected this year as a result of Brexit, according to Irish Hotels Federation (IHF) president Joe Dolan.
Dolan, who operates the Bush Hotel in Carrick-on-Shannon in Co Leitrim, had previously said that it was critical to rebalance the "inequitable spread" of tourism and that the industry does not expect growth rates from Britain to be sustainable. Speaking to fora.ie he commented that smaller hotels in the likes of Donegal, Longford, Cavan and Monaghan should be worried as they rely heavily on short-break visitors from Northern Ireland.
"The UK market is our closest, largest market. They're not the highest spending [market], but they penetrate every parish in Ireland. Their regional penetration is much higher than the Americans or mainland Europeans, who might go out to the more traditional tourism spots," said Dolan.
He was more positive towards the issue of Dublin's chronic lack of hotel rooms, saying it is of "a temporary nature" and will "iron itself out" in 2018 and 2019 when additional hotel developments are completed. However, he pointed out that the main problem facing hotel development is the site costs as "you're competing with office developments and apartment blocks which generate a higher and faster return on your investment".
Although he praised the Wild Atlantic Way, Ireland's Ancient East and Dublin A Breath of Fresh Air, the hotelier said he would like to see a rise in Tourism Ireland's €53 million marketing budget as "you're competing with emerging destinations with big money and we're competing on very mediocre marketing budgets".
Another issue facing the IHF was accommodation providers such as Airbnb, which he said have "no quality assurances" and leave guests with "a lack of adequate redress if something goes wrong".


text:
Za optimalno održanje fiziološke i anatomske stabilnosti organizma, moraju se hranom unositi i mnoge esencijalne tvari koje se u organizmu ne mogu sintetizirati, a organizmu su prijeko potrebne. Procjenjuje se da njih uključuju 24 esencijalna organska spoja (9 aminokiselina, 2 masne kiseline i 13 vitamina) te minerali. Potreba za njima se očituje u njihovoj kemijskoj građi, a ne kao izvori energije.

Tvari koje se u metabolizmu svode na zajedničke osnovne spojeve (acetil-CoA, spojevi Krebsovog ciklusa, ATP), a služe kao izvor energije, mogu se pri manjku djelomično nadomjestiti međusobnim pretvorbama. Npr, pri nedostatku ugljikohidrata kao izvor energije se počinju koristiti masne kiseline i aminokiseline uz neke neželjene pojave (gubitak tjelesne mase, ketoza).

Nasuprot tome, nedostatak esencijalnih nutrijenata nije moguće nadoknaditi metabolizmom jer su specifične kemijske građe i nezamjenjivi, a najčešće su biljnog i životinjskog porijekla.

Popis esencijalnih nutrijenata

Vitamini
 tiamin (B1)
 riboflavin (B2)
 niacin (B3)
 piridoksin (B6)
 kobalamin (B12)
 biotin  (:en:Biotin ; :fr:Vitamine B8)
 pantotenska kiselina
 folna kiselina
 askorbinska kiselina
 vitamin A
 vitamin D
 vitamin E
 vitamin K

Minerali
 bor (B)
 natrij (Na)
 kalij (K)
 kalcij (Ca)
 kobalt (Co); kobalamin (B12)
 magnezij (Mg)
 nikal (Ni)
 klor (Cl)
 kositar (Sn)
 fosfor (P)
 željezo (Fe)
 bakar (Cu)
 cink (Zn)
 krom (Cr)
 mangan (Mn)
 selen (Se)
 silicij (Si)
 sumpor (S) (metionin)
 molibden (Mo)
 jod (I)
 fluor (F)
 vanadij (V)

Esencijalne aminokiseline
 treonin
 valin
 leucin
 izoleucin
 lizin
 triptofan
 metionin
 fenilalanin
 histidin

Esencijalne masne kiseline
 linoleinska kiselina (omega-3 masna kiselina s najkraćim lancem)
 linolna kiselina (omega-6 masna kiselina s najkraćim lancem)

Izvori

Biokemija
Organska kemija

fr:Nutriments essentiels

redpajama_set_name: RedPajamaWikipedia


text:
Q: I use countby() in query but how specific number of count to get? laravel I work in Laravel, I get the students Ids and I count how many absents, but how I can select only students who have 2-time absents?
App\StudentReport::pluck('absent')->collapse()->pluck('students')->collapse()->countby();

Output:
=> Illuminate\Support\Collection {#3095
     all: [
       "5d9ddb3512e5e17be04be12c" => 2,
       "5d9ddb3512e5e17be04be12d" => 2,
       "5da2411cf0d7276fab6ae8e5" => 13,
       "5da2411cf0d7276fab6ae8f0" => 13,
       "5da2411cf0d7276fab6ae8fd" => 1,
     ],
   }

A: You need to filter your data like this:
App\StudentReport::pluck('absent')->collapse()->pluck('students')->collapse()->countby()->filter(function($item){return $item ==2;});


text:
Municipal Corporation of Gurgaon
DLF, Unitech among Gurgaon tax defaulters
The notices were served to 230 commercial property owners in Zone 3 and another 228 in Zone 4 (which include areas in new Gurgaon). The last date to make the payments has been set at August 31.TNN | August 26, 2015, 08:34 IST
GURGAON: The Municipal Corporation of Gurgaon (MCG) has served notices to about 458 commercial entities in the city, including several builders, who together owe the agency Rs 278.65 crore in property tax.
The notices were served to 230 commercial property owners in Zone 3 and another 228 in Zone 4 (which include areas in new Gurgaon). The last date to make the payments has been set at August 31.
According to MCG joint commissioner Y S Gupta, according to the list of property tax defaulters prepared for zones 3 and 4, several builders, mall owners, schools, MNCs and multiplex owners are yet to pay up their property tax due to the corporation. The list names DLF, Unitech, APM Construction Private Limited, Ansal Group, Sun City Heights, Orchid Infrastructure Developers and JMD Group, among several others.
DLF's building No. 9B has an outstanding amount of Rs 3.67 crore and building No. 14 has Rs 14.87 crore in due payment, among 25 other commercial properties in Gurgaon, for which notices have been sent.
Similarly, Unitech has dues of Rs 9.28 crore for Cyber Park in Sector 39, Rs 41 lakh for a commercial property in Sector 30, Rs 29 lakh due in South City I, among several others.
Other entities listed by the MCG who have been served property tax notices include Ambience Mall which is to pay Rs 11.92 crore, and Westin Hotel with a due of Rs 10.33 crore.
Tags : Regulatory, Unitech, Municipal Corporation of Gurgaon, DLF, Delhi NCR

redpajama_set_name: RedPajamaCommonCrawl


Microsoft has announced three new games in the Gears of War saga. One of them will be exclusively for mobile devices and will feature Funko Pop figures. C'est la vie, right?
It seems like all the big dogs participating in the E3 are announcing new game releases for Android. One common strategy we've seen involves transferring renowned sagas to the platform, i.e. the recent announcements of mobile installments of both The Elder Scrolls and Command & Conquer. Microsoft has followed suit in its press conference with the announcement of Gears POP! for iOS and Android. That said, the nail-biting moments that came before the announcement of Gears of War V were terrible, wondering if this game was going to be the only future release related to the saga. The thing is, you either love Funko POP or you hate it with every ounce of your being.
[Update: (11/15/2018)] The first official gameplay video for Gears POP! was just presented, allowing us to finally see how the game is going to work. It's going to be a real-time strategy title where, making use of the cover you find in the setting, you'll advance your position until you defeat the leader of the rival side. To do that, you'll have to deploy troops using cards, Clash Royale-style.
There isn't any in-game content for Gears POP! yet, but we already know that it's going to be a third-person action game with big-headed models of the saga's well-known characters, which also serve as a lead-in to the future big releases of the saga: the aforementioned Gears V and Gears Tactics, a strategy game that's coming to Xbox and consoles.
The game is being developed by the British Mediatonic Games, who have worked with Microsoft before on the collectible card game Fable Fortune, as well has having released some other gems previously like Heavenstrike Rivals for Square Enix and that wacky date simulator with PIGEONS called Hatoful Boyfriend. We should probably just leave it at that, before we get too off track here.


text:
Tecno Pova 4 Launch Speculated to be in First Half of December
HomeTech NewsTecno Pova 4 Launch Speculated to be in First Half of December
The much awaited Tecno Pova 4 might be launched in India in the first half of December 2022 amid many speculations after the device was officially launched in Bangladesh in November, which will be be exciting for the Indian users.
Tecno Pova 4 in Brief
Tecno Pova 4 is one of the most awaited smartphones that was launched in Bangladesh in November 2022 and will soon find its way on Indian soil, most likely in the first half of December, as that is the timeline that is known in public domain.
While the date hasn't been specified, many renowned tipsters have claimed that it will be out before December 15, although Tecno has not revealed any official details regarding the upcoming model, thereby leaving the users to make guesses.
Amazon is the only e-commerce platform that is exclusive for Tecno smartphones where the microsite of Pova 4 is expected to go live in the coming days, which will be the spiritual successor to Tecno Pova 3 that had come out in 2021.
While Tecno is not seen in the same league as Apple, Samsung, Google, or the smartphones of other big tech giants, it does not diminish the reputation of the brand in any way, shape, or form, because the upcoming Indian variant is expected to have the same specifications as the Bangladesh model, which has been extremely well received.
Tecno Pova 4 Specifications
Tecno Pova 4 is expected to come with a 6.82 inch AMOLED display screen with an HD+ resolution, along with a 90Hz refresh rate, and a waterdrop notch, while the device itself will be powered by a MediaTek Helio G99 processor based on 6nm process and runs on Android 12 OS.
It comes with an exquisite design where the back panel flaunts a gradient pattern where you can see three camera rings with an LED flash unit, while you also get a side-mounted fingerprint scanner embedded in the power button, while the handset comes in two colour options- Uranolith Grey and Fluorite Blue.
Coming to optics, the handset comes with a dual rear camera setup where you get a 50MP main sensor paired with a secondary lens, along with an 8MP selfie snapper in the front, which selfie lovers would enjoy.
It also comes with an 8GB RAM with an additional 5GM virtual RAM support, along with a 128GB native storage options that is expandable with the help of a microSD card slot. The battery capacity will be 6,000mAh units that comes with an 18W fast charging support.
Recommended Reads:
Second Generation Oppo Foldable Smartphone Is On Its way; Expected Specifications
Google Pixel 7a Images Leaked Online; Design, Specifications Revealed
iQOO 11 Pro Design & Specifications Out
Pova 4 Specifications
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A lease buyout is when a dealership allows you to purchase a leased vehicle before the end of the contract. If you are considering a lease buyout it is important that you know there are two buyout options for you to choose from. Learn more about these two options from the finance experts at Sullivan•Parkhill Automotive Inc in Champaign.
Another advantage is that you already know about the condition and history of the leased vehicle, unlike when purchasing a different used car.
Buyers usually consider an early buyout when they anticipate getting hit with lease penalties like exceeding the mileage limit, not maintaining scheduled services, or if the interior or exterior of the vehicle has been damaged.
Now that you understand how a lease buyout works you can select the option that best suits your needs in the Danville and Decatur area. Remember to review your lease contract, assess the condition of the vehicle, and find out what the purchase price is to see if it is an investment that makes sense for you. Check out the benefits of buying a used car, and see if a certified pre-owned vehicle is a better choice. If you have any questions, or would like more information, please contact us.


Not Manet's Waterlillies – reflections in one of the many ponds and lakes at Lunuganga.
TheEye is always on the look out for wonderful gardens to visit during her travels and the Bawa house and garden in Lunuganga, conveniently situated between Galle and Colombo, was 'a must' – how convenient!
Whilst not probably in the same league as the spectacular Ninfa near Rome, the Lunuganga property – an abandoned rubber estate – created by Geoffrey Bawa over many years starting in the early 1950s is very beautiful and original and a continuous work in progress.
Geoffrey Bawa was born in Ceylon in 1919. His father was a wealthy and successful lawyer of Muslim and English parents and his mother of mixed German, Scottish and Sinhalese descent.
After school in Ceylon, Geoffrey went to Cambridge, read law, and returned after the war.
He travelled extensively in the Far East, the U.S. and spent a great deal of time in Italy and when he returned to Sri Lanka in 1948, clearly inspired by what he had experienced, he then bought Lunuganga and started the ambitious project of designing his house and garden which remained a work in progress until his death in 1998.
He qualified as an architect at the AA in London and his 'tropical modernist' style of architecture awarded him many important residential and public building commissions, including the new Parliament Building in Colombo.
His older brother, Bevis, also designed a very important garden at his own house 'Brief' although they weren't close and there was no collaboration between them.
It was a joy to wander around the grounds with its spectacular views and numerous lakes, ponds and sculptures.
Uggh! Monitor lizard having a leisurely swim.
One of the nicest parts of the visit was a delicious lunch served on the grounds.
Lunch on the lawn – a gracious feeling that all is well with the world. So civilised and peaceful.
No, it's not falling over, but one of many hideous developments in Colombo.
TheEye visited Colombo many years ago when it was a bustling city with some elegant Victorian buildings, most built by the British. Sadly, it's now just another crowded city with dreadful traffic and high rise buildings. Endless characterless shopping malls and it's a mystery who is actually shopping – Sri Lanka is a poor country.
Hotels are going up at an alarming rate.
Worth going to Colombo for…the BEST.
Don't worry about the mess – they give you a bib!
Colombo is not the most interesting city in Asia – the colonial architecture has been pretty much destroyed and many of the colonial buildings have been turned into hotels or shopping malls. The high-rise horrors are a blight on the landscape, but there are some pleasures to be found and Ministry Of Crab in an old Dutch hospital (now a shopping mall) is brilliant. A simple concept which really lives up to its hype. A large converted warehouse, open plan kitchen and the freshest crab prepared in many ways – garlic crab being the most popular. Other shellfish dishes are equally delicious and incredibly messy.
Not the place for a first date and don't wear white.
There are three high-profile owners – celebrity chef Dharshan Munidasa, Cricketer Kumar Sangakkara and Mahela Jayawardene. Smart guys. Ministry of Crab is a winner.
Great pictures. Maybe not so thrilled ?


John did this information come from that Chilton manual you just bought ? It looks very detailed .
Attached is the spec that John sent me (via Tim) from the dodge club. I will match this up with my chain which I have been wearing around my neck and report back on Monday.
There must of been some advanced engineering back in 1925 at these other car manufacturers . To still be able to use it 1931 !
Just to close this up, I did order one from Tom and Cindy Myers at Myers Early Dodge Parts, 734-856-1207 office 734-341-6139 cell.
It worked great. If you call them, the chain is for a 29 Dodge Brothers Senior, 63 links, 31.5 length. But mention it is for a Royale and they should know what to send you.


text:
Who is Arnaldo Ramos? / Iván García
He arrived home on Saturday. After 7 years and 8 months behind the bars of a cell and the creaking of locks, the dissident economist Arnaldo Ramos Lauzurique, 68, at 6:30 in the morning of his first Sunday in freedom, sat in the park facing the modest apartment where he lives in the neighborhood of Central Havana.
He wanted to watch the sunrise, breathe the fresh air and see ordinary people carrying plastic bags for Sunday shopping. He wanted to feel like a free man. After two hours of meditation, the sun began to warm the Havana morning and the sound of children with their bats, balls, skates and soccer balls, broke through his personal spell.
Then Arnaldo Ramos began what was always his daily routine. Joining the long line to buy the official press in a tobacco shop. It is one of his hobbies. Collecting the daily papers and filing them in boxes.
"When I was arrested on 19 March 2003, it was around 9 in the morning, and State Security spent five hours demanding papers and documents," he says sitting in a mahogany chair.
Ramos, a thin mulatto, short in stature, is well preserved. He is hyper-kinetic, with a fixed gaze and acute analysis. His apartment is furnished in a Spartan style. For the last 45 years he has been married to the doctor Lydia Lima, who is now retired. He is the father of two, with two grandchildren.
He has an extensive history as a dissident. Like other leaders of the current opposition, in the first years of the revolution he had hopes for the project of Fidel Castro. Before realizing they were applauding a fraud, Arnoldo worked in that factory of technocrats that formed the central planning board, JUCEPLAN, an institution that governed the island's economy and ordered the number of boots, combs and toothbrushes that were to be fabricated every year.
"After graduating in economics in 1971, I started working in JUCEPLAN, with the cream of the economic gurus of Cuban socialism, like Irma Sanchez and Humberto Perez. There I lived, in its entirety, the financial lie, how to doctor the figures to coincide with the interests of Fidel Castro, who skipped all the rules and when some plan occurred to him, however crazy, he sent the draft and the agency had to carry it out to the letter."
His first problems with the system began with the economic analysis done for the JUCEPLAN newsletter, in which there were some underhanded criticisms. "It was the era of the billions of rubles that the USSR sent us. Waste and improvisation. Burying money in imaginary projects or making purchases in the capitalist countries with super modern factories, which did not accord with the logical development of the country. I remember that in 1978, when thousands of taxicabs were purchased in Argentina, I made the report without ever having traveled to that country," said Arnaldo, while sipping a powdered orange soft drink .
By 1987 things were already clear to Arnaldo Ramos. The economic system, including the political system, was not working. In 1991 he retired. The following year he began working with another dissident economist, Martha Beatriz Roque Cabello. Together they organized an institute of independent economists. "In 18 years in the opposition, my main contribution was theoretical: to dismantle the government's complacent discourse and point out the real background of the supposed economic successes."
On a leaden gray April afternoon he was sentenced to 18 years in prison for insisting in his articles, studies and investigations that the Cuban economy was heading towards the ravine.
Seven years were very hard for a person who was already 60. "Except in Holguín prison, where they beat me, I did not receive physical punishment. Harassment and verbal abuse, yes. It was also a punishment for my family, who had to travel nearly 500 miles loaded with crates, to visit me. Still, I never thought to leave my country."
He was in two of the toughest prisons on the island. That of Holguin and Nieves Morejón, in the province of Sancti Spiritus. In the past six months, the authorities transferred him to 1580, a prison on the outskirts of Havana.
He was released on parole, a sort of legal limbo that technically allows the government to send him back to jail whenever it wants." An official of the State Security told me I was free to engage in any activity, and they would not imprison me again. But that was a verbal commitment. There is no document that confirms that."
Of the alleged economic reforms of the government of General Raúl Castro, the independent economist does not expect anything positive. Nor does he believe that anything important will come out of the Sixth Communist Party Congress, scheduled for April 2011.
The one thing of which he is indeed convinced is that profound changes must occur in Cuba in order to make a leap forward in the economy. And Arnaldo Ramos will be one of those voices for change. Count on it.
Text and photo: Ivan Garcia
Translated by ricote
Author Translating CubaPosted on December 3, 2010 December 19, 2017 Categories Ivan Garcia, Translator: Rick Schwag
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3020 Dental, your Albany Park Dental Office, welcomes new patients or all ages.
Your first visit will last approximately 1 hour. During that appointment we will review your dental and medical history, take x-rays and evaluate your mouth. We will also give you a tour of our Albany Park dental office and review our office policies with you.
The dental team at 3020 Dental will begin by reviewing the medical, dental and patient registration data with you. You will receive a comprehensive dental exam, dental x-rays, a head and neck cancer screening, a periodontal evaluation and a baseline dental charting. You may receive a routine cleaning on your first appointment depending on your overall periodontal condition.
Dr. Reddy will discuss the current state of your dental health and outline your treatment planning options to complete any dental work you may need or cosmetic dentistry you may want.
Children will receive a complete examination, have their teeth cleaned, fluoride applied, and any necessary radiographs taken. A major emphasis will be placed on teaching them prevention, including proper home care and diet. We have a pediatric dentist who will take excellent care of your child. Mythili Rajesh, DDS, MS, our Pediatric Dentist, is committed to providing your children with a comforting and nurturing dental experience. We accept AllKids!


text:
Mjölkkrisen – en kris för vem?
En kvantitativ innehållsanalys av rapporteringen om mjölkkrisen i riks- region- och lokalpress
This study is a content analysis of the Swedish news media reporting of the milk crisis during the years 2014 to 2016. The aim with this study is to examine how the milk crisis was reported in the five largest newspapers and the five largest local newspapers within the countys with the highest cow density. The five largest newspapers were Dagens Nyheter, Svenska Dagbladet, Göteborgs-Posten, Dagens Industri and Sydsvenskan. The local newspaper were Hallandsposten, Barometern, Kristianstadsbladet, Vestmanlands Läns Tidning and Östgöta Correspondenten.
The study aims to find out how often the newspapers reported about the milk crisis, how much space the crisis received, how the crisis was framed and which participants that dominated. To succeed with this aim four questions were constructed.
1. How often was the milk crisis reported about and how much space did the phenomenon receive?
2. How was the milk crisis framed?
3. Which participants dominated the milk crisis?
4. How were the dairy farmers described?
The aim and questions have been answered using a quantitative content analysis together with theories about news selection, agenda setting, news frame and framing. Earlier research have also been used to support the result of the study, mainly the rural research. There was a total selection made of the articles during the time period 2014 to 2016 in the selected newspapers that contained the words "milk crisis", "the milk crisis" or "milk + crisis". The total material was 189 articles.
The result shows that the newspaper wrote the most about the milk crisis during 2015. Of all the articles 57 % were portrayed negative, with the peak from july to december 2015. The articles did not use cases often, only in 24 % of the articles. When the articles did use cases the majority was dairy farmers. The local newspapers used dairy farmers more frequently than the largest newspapers. The results shows that the most occuring participant was organizations and companies, both for the local newspapers and the largest newspapers.
They occured in 63 % of the articles. However, the politicians received the most space in the articles through quotes and references despite the fact that they did not occur as often. It also shows that the majority of the headlines did not mention the dairy farmers at all. In the introduction and body of text the local newspapers wrote dairy farmers more frequently than the largest newspapers while the largest newspapers wrote farmer more frequently.
Lovisa Blomberg och Emelie Forsberg
Journalist, Journalistikgranskning , vt18
KV18-22


text:
Automotive industry - What is actually going on in Germany?
Are the increased foundry insolvencies of the past few weeks a coincidence?
Thomas Fritsch Chief Editor
The news of bankruptcies in the German foundry industry are accumulating in recent weeks. For us at Foundry-Planet, a rather unpleasant topic to report about. So, what is going on?
Unfortunate decisions in management, wrong products, inaccurate analyzes, these have always been factors, but typically it's just labeled a market adjustment. While that's bad enough - as bankruptcy always affects a group of people, a region - everything seems to hint at something more at the moment. It is the OEMs, such as Volkswagen, who announce their plan to stop producing combustion engines within a relatively short time, major suppliers such as Bosch, ZF, Continental, Schaeffler or Mahle react quickly and announce grim forecasts and contemplate job cuts, and question continuing business with their suppliers.
Normal crises could be managed, but at the moment everything seems different
In the last big crisis more than a decade ago, there were measures that prevented the worst: reduced hours, part-time workers, reset overtime, temporary shutdowns. These are policies made for the normal crisis. But what is happening in the past months in the automotive industry is not a normal crisis. This time, it's about a change - one the auto industry has not experienced, because much of what is produced will no longer be needed. Engine blocks, cylinder heads, diesel injection systems, pistons, and so much more will not be needed in a few years' time, because it's of a choice being made solely by politicians and auto producers.
Germany, the land of the internal combustion engine, is destroying one of its economic foundations without a care, and taking a large number of well-paid and highly-regarded jobs in the industry with it.
If the politically-desired trend towards e-mobility is now manifesting, one can look forward to Chancellor Merkel's summit meeting scheduled for the beginning of November and expect this will mean a break for German industry to an unprecedented extent and pose an existential threat to parts of the foundry industry. In addition, other well-known and unfortunate economic factors do not make the situation easier.
But could it be different if the German industry - with their associations, unions and employees - showed solidarity and made the power in politics and the automotive industry unmistakably clear that such changes are socially incompatible, and plans for the medium term should be better thought out so that affected companies can adapt.
This also applies to nuclear energy and carbon emissions, as well as energy and climate policy. The foundry industry must now urgently face the challenges, adapt, show and draw the much-needed publicity to the realities of the proposed changes.
Forecast: Even in 2030, 80% combustion engines in new vehicles
Of course, analyst forecasts predict that even by 2030, 50% of all vehicles produced will still have a combustion engine and a further 30% will be built with hybrid drive. Alternative drives and innovative product fields pffer opportunites for the foundry industry.
Changes are unstoppable and make sense for climate protection, but it must not be that a whole industry that provides high-quality products and solutions is irrepairably damaged by a mixture of ideological climate hysteria, obvious fraud in the diesel environment, ubiquitous consumer insecurity, weak managers and despondent politicians.
So whose job is it to tell consumers that they can continue to buy diesel vehicles in the future?
We demand of politics: Tell people that there will be changes, but also tell them that they can buy diesel vehicles tomorrow as well, because they are still the best technology we have!
Fear is always a bad companion, so we wish the Germans and the European foundries the confidence to face the challenges with solidarity, and to communicate their interests well with customers, consumers and politics.
RENAULT TRUCKS SIGNS HISTORIC AGREEMENT WITH THE CARLSBERG GROUP TO DELIVER 20 ELECTRIC TRUCKS
E-mobility: Hydrogen, e-fuels and methanol are the future, while e-vehicles remain in doubt
GER - GUNZENHAUSEN - The Pressmetall Group, a leading manufacturer of aluminum die-cast components, has filed for bankruptcy
AMAFOND Convention 2019: The current Situation described in clear Words
Farming 4.0: AI, robotics, autonomous e-tractors - Every grain counts
GER - Ortrander Eisenhütte announces Bankruptcy
GER - Despite full Order Books, Gusswerke Leipzig announces insolvency
GER - What Bosch learned from the Diesel Crisis
European automotive suppliers lead global transformation
Online Insolvency Auction - Küpper Metallverarbeitung Heiligenhaus GmbH


text:
Hilmi Quraishi: Improving Health for Millions with Mobile Phones
It began with the game of cricket and cell phones. Hilmi Quraishi recognized that together, cricket— the most popular sport in India—and cell phones, in the hands of 650 million Indians, could become a powerful health tool.
In 2005, this observation led him to develop "Freedom HIV/AIDS." A set of games rooted in cricket that pass information about AIDS via cell phones to subscribers saw more than 10 million unique downloads within the first year.
Hilmi Quraishi
Ashoka Fellow Since 2008
ZMQ Software Systems
This success grew out of Hilmi's passion for software game development. After launching his first game in his former secondary school, the students' overwhelming response led to distribution in many Delhi schools and inspired Hilmi to dedicate his life to social entrepreneurship through game development and information sharing.
The "Freedom HIV/AIDS" success similarly inspired him to continue tackling some of the biggest public health challenges by developing applications that inform people via their cell phones.
For example, he developed MIRA Channel, a mobile phone channel that delivers maternal and child health information, as well as connection to public health services. Initially available to 850,000 women, participating villages saw a 50 percent increase in baby deliveries in hospitals, as well as a 40 percent increase in immunization rates. The service is now available in several countries, including Rwanda, Senegal and Afghanistan.
The key to his success, as illustrated by MIRA Channel, is focusing on the connectivity lent by mobile phones. This puts practical, technology-linked tools and actionable, life-saving information in the hands of the most rural and marginalized, empowering all communities.
These impacted communities now cross countries and continents. Hilmi continues to apply his proven model of social innovation and technology to create additional programs inside and outside of India.
Since joining the Ashoka network, these include Freedom TB, which incorporates Hilmi's proprietary methodology to empower patients with TB to become part of the solution design and control their treatment; Toys for Change, ethnic IoT (Internet of Things) toys to assist mothers and children in accessing immunizations; and Freedom Polio, one of the largest mHealth programs designed for rural health workers to track immunizations in the field.
Hilmi continues to innovate and create impact by converting community members from beneficiaries to active stakeholders to achieve his core mission that "No woman should die anymore while giving birth to a child, no child should be left without education, no youth should remain unskilled, no farmer should succumb with his produce, and above all no voice should be left unheard."
"Today, their out-of-the-box solutions are changing the traditional top-down approach to public healthcare in India." - The Hindu Business Line
HIV / AIDS / STDs
Join the Ashoka Changemaker Community Today


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text:
CONRED
CONRED 1
CONRED 1.1 Introduction
View CONRED 1.1 as PDF
View CONRED 1 as PDF
View CONRED as PDF
CONRED 1.1.1G 22/04/2016
1This part of the FCA Handbook relates principally to consumer redress schemes. For these purposes, a consumer redress scheme is a set of rules under which a firm is required to take one or more of the following steps:
investigate whether, on or after a specified date, the firm has failed to comply with particular requirements that are applicable to an activity it has been carrying on;
determine whether the failure has caused (or may cause) loss or damage to consumers; and
if the firm determines that the failure has caused (or may cause) loss or damage to consumers, the firm must:
determine what the redress should be in respect of the failure; and
make the redress to the consumers.
Chapter 1 contains guidance on consumer redress schemes in general and explains what they are and the circumstances in which the FCA may impose a requirement to establish and operate a consumer redress scheme. The rules and guidance relating to particular consumer redress schemes are set out in the remainder of the sourcebook.
Chapter 1 is relevant to current and former authorised persons, electronic money issuers and payment service providers. Except where otherwise specified, it uses "firm" to refer to all such persons.
CONRED 1.2 to 1.7 explain the power in section 404 of the Act which enables the FCA to make rules requiring firms to establish and operate consumer redress schemes. Unless the context otherwise requires, references to consumer redress scheme in CONRED 1.2 to 1.7 are references to a scheme established under section 404 of the Act (that is, a scheme falling within paragraph (a) of the Glossary definition) and references to a "scheme" in those sections should be read accordingly.
CONRED 1.8 explains the circumstances in which the FCA can impose a requirement on a firm under section 404F(7) to establish and operate a scheme that corresponds to or is similar to a scheme under section 404 of the Act. Unless the context otherwise requires, references to consumer redress scheme in CONRED 1.8 are to a scheme established under section 404F(7) of the Act (that is, a scheme falling within paragraph (b) of the Glossary definition) and references to a "scheme" in that section should be read accordingly.
The term "consumer" has a number of different meanings both in the Glossary and in the Act. For this reason, except where indicated, CONRED does not use the term as defined in the Glossary. However, CONRED 1.4.6G to 1.4.14G explains which consumers can be covered by a consumer redress scheme established under section 404 of the Act.


Denny Hamlin, who won the pole for today's race at MIS with a lap of 210.590 mph, was happy to see some positive results after a bit of a rough stretch. He won all three segments of qualifying on Friday, and was seventh in final practice.
As far as the race, Hamlin knows he has to approach things a bit more measured than in qualifying.
BROOKLYN, Mich. -- Silly season has begun, and the big drama this weekend surrounds Kurt Busch, 2004 Cup champion, who is still finalizing his plans for the 2019 season. Here's a look at the players involved, and my take on what it all really means.
Kurt Busch: You would think that a driver with an attached sponsor (Monster Energy) would be someone a team would want to hold onto … but apparently that's not the case with Kurt Busch. His one-year renewal for 2018 went down to the wire, and it does not look like it's going to happen again, according to published reports.
Kurt has not confirmed anything, but he did not deny it. He said he is talking to multiple teams, which to me is an admission he won't be in the 41 next year.
So what's SHR's motivation here in not agreeing to terms with Busch? Of course money is probably a factor: It always is, and we're never in the room to know details about how much of a factor it is.
But no doubt, the youth movement plays a role too. SHR has the most senior roster in the Cup level, with drivers that are ages 42 (Harvick), 39 (Bowyer) and 34 (Almirola); Kurt Busch is 40, also on that high end.
Meanwhile, other teams are going younger (see Gibbs, Hendrick) and SHR doesn't want to miss opportunities to get the stars of the future in their cars today. They even have one in their own system that is likely a good fit (more on that later).
A total of 19 Team Chevy Camaro ZL1 drivers will start the FireKeepers 400 Monster Energy NASCAR Cup Series (MENCS) race at Michigan International Speedway. The 200-lap/400-mile contest around the 2-mile venue is scheduled to begin at 2:00 p.m., ET. Live coverage will be available on FOX, MRN Radio, Sirius NASCAR Radio Channel 90 and NASCAR.com.
BROOKLYN, Mich. -- Brad Keselowski, a native of Rochester Hills, has never been shy about expressing his thoughts … no matter what the folks in charge may think.
When Goodyear announced the tire they were bringing to Michigan in the wake of a tire test Keselowski had participated in, he wasn't happy with the choice, and asked for his name to be taken off the press release.
And when the topic comes to the package run at the All-Star race (which provided some great, tight racing) being expanded to other tracks this year and beyond, he definitely was not on board.
Speaking Friday at Michigan International Speedway, a track where Keselowski is still seeking his elusive first Cup win, the 2012 Cup champion didn't hold back on his thoughts.
Regarding the tire controversy, Keselowski reiterated Friday what he had indicated in the tweet earlier this week: That he is not happy with the choice and doesn't want to be seen as endorsing it.
"I like Greg Stucker and Goodyear a lot but I didn't like my name on the press release because I felt it was an endorsement to something that I didn't endorse. I didn't endorse the decision to bring this tire here and I didn't want my name attached to that," he said.
BROOKLYN, Mich. – Michigan International Speedway has a full weekend of entertainment planned.
Fans can check out www.mispeedway.com/entertainment for all the entertainment options that are planned for the June race week at MIS. Guests will want to arrive extra early this season to take advantage of all the options that are available.
Before the drivers are introduced for the FireKeepers Casino 400, Mike Green will entertain the crowd. The comedian has toured the United States performing stand up and making people laugh at every stop. On June 10 he will be live on the pre-race stage at Michigan International Speedway.
Guests will want to be in their seat early to see the human cannon ball before the FireKeepers Casino 400. Don't miss David "The Bullet" Smith AGT, the World's Most Accomplished human cannonball, as he flies through the air above the tri-oval. Smith has been featured on America's Got Talent and is a Guinness World Record holder.
BROOKLYN, Mich. -- Defending NASCAR champ Martin Truex Jr. hasn't grabbed the headlines as much as Kyle Busch or Kevin Harvick, but he's arguably on part with those two in terms of being the title favorite.
In my view he's the most impressive driver of the year, considering his Furniture Row Racing team is down to one car this season -- the last time I can remember a one-car team running this well? Perhaps Alan Kulwicki.
By comparison, Harvick and Busch are part of powerhouse four-car teams.
It's true that Truex has the support of Toyota and a close affiliation with mighty Joe Gibbs Racing, but I don't think that diminishes what he is doing in 2018. If Truex can repeat as champion in 2018, it will be one of the most impressive runs in recent years.
Fresh off an Xfinity win at Talladega, Spencer Gallagher has been suspended indefinitely from NASCAR for violating the sanctioning body's substance abuse policy.
Per the announcement: "On May 1, Gallagher was found to have violated Section 19 (NASCAR's substance abuse policy) of the 2018 NASCAR rule book.
Gallagher has agreed to participate in the Road to Recovery Program."
Gallagher's spot in the Dash for Cash program at Dover will be taken over by Ryan Sieg.


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text:
Hayim Leiter
Rabbi, mohel, misader kiddushin, beit din member
Cutting her off at the pass
I almost never turn down a Bris. But a few years ago I received a call that was met with a resounding "No!"
"I have friends visiting Israel from Egypt," a voice said in Hebrew. "They'd like to circumcise their daughter. Do you do that?"
"That is beyond forbidden," I admonished him.
Even though I did my best to explain why this was so problematic, the caller just didn't understand. The man insisted: "We circumcise our boys, and they circumcise their girls. What's the difference?" These, of course, are very different things.
Now, it appears that Knesset Member Ayelet Shaked is just as confused about the issue as my earlier caller was.
This week, Shaked refused asylum to a woman seeking refuge from Sierra Leone. This refugee requested asylum on the basis that if she were returned to her home country she may be forced to undergo Female Genital Mutilation (FGM). Shaked rejected the request saying, "It is unthinkable that the State of Israel would harm its sovereign interest and grant political asylum for an alleged persecution that is similar or close in essence to a common custom among its own citizens."
She may not have understood the full implications of her comments, but by comparing Brit Milah to FGM, MK Shaked is using classic anti-circumcision rhetoric. Those who oppose our tradition and would like to see it outlawed substantiate their case by equating the two practices. The logic is that, if FGM is widely condemned and outlawed (and for good reason) and if the two are the same, then they should both suffer the same fate. But this is a false equivalence.
The victims of FGM themselves will happily point out that the two are polar opposites. Comparing them actually belittles the trauma they've experienced. FGM is usually done during adolescence as the child is reaching the age of puberty. Most of the time, she is brought into a dark room where the procedure is sprung upon her and carried out by an unskilled practitioner in an unsterile environment.
But beyond the conditions of the procedure, the intention of the practice is just as problematic. Unlike Brit Milah, which is intended to elevate a male child to full status in the community, FGM is meant to keep the woman subservient to her husband. The procedure is intended to rob her of all sexual pleasure so she won't be tempted to cheat on her partner.
What's also astounding about Ayelet Shaked's statements is how out of line they are with Israel's usual demeanor towards Brit Milah. Generally speaking, Israel is circumspect about publicly criticizing any facet of the rite. Metzitzah B'Peh (MbP) is a highly controversial element within the Bris ceremony where the Mohel has direct oral contact with the wound. Direct contact like this can result in brain damage or even death to the newborn.
There are those of us who have spent our careers fighting to have public statements in opposition to Metzitzah but the Israeli rabbinate won't do it. They're concerned that their comments will be used as an excuse to restrict circumcision in places where it's already frowned upon and potentially lead to the arrest of mohalim. This seems highly conservative considering this is a matter of life and death. As much as this stance frustrates me, I have to admit, it's better than Shaked's remarks.
I never thought I'd say this, but Ayelet Shaked would benefit from taking a page from the Rabbinut's book here. Her statement has actually endangered Brit Milah on a global scale. The anti-circumcision movement is enticing for the uneducated. The last thing we need is for a member of the Knesset to embolden those who oppose our tradition. Even if she was only looking for an excuse to reject the asylum plea, she should have realized how her comments have shot our nation in its proverbial foot.
Rav Hayim Leiter is a rabbi, mohel, wedding officiant, and member of a private Beit Din in Israel. He founded Magen HaBrit, an organization committed to protecting both our sacred ceremony of Brit Milah and the children who undergo it. He made Aliyah in 2009 and lives in Efrat with his wife and four children.


text:
title: "Podcasts every front end developer should listen to"
date: 2016-03-13
---

One of the things I love most about being a front end developer is the constant learning. Whether it's a new framework, library or build tool or you're just trying to improve at HTML, CSS, and JavaScript there is never a shortage of knowledge to be gained. One of the best resources I've found for staying up to date are podcasts. Here are the ones that I think every front end developer looking to improve should listen to.

[Shop Talk Show](http://shoptalkshow.com/)

 Hosted by Chris Coyier of [CSS-Tricks](https://css-tricks.com/) fame and Dave Rupert of [Paravel](http://paravelinc.com/) this is by far the most entertaining show on front end development. Chris and Dave answer listener questions about all aspects of front end development often enlisting the help of a guest with expertise in a certain area. Never an episode where I haven't learned something and busted out laughing.

[JavaScript Jabber](https://devchat.tv/js-jabber)

A weekly panel discussion show led by [Charles Max Wood](http://charlesmaxwood.com/) that goes deep into all aspects of JavaScript. If you're looking to stay up to date on the latest libraries and frameworks there is no better resource than this.

[CodeNewbie](http://www.codenewbie.org/)

CodeNewbie is an amazing podcast started by [Saron Yitbarek](http://bloggytoons.com/) that features interviews about coding journeys. I'm proud to say I've listened to this one since the beginning and it has been a huge inspiration as I continue my journey. Saron has also built an amazing [community](http://www.codenewbie.org/) and the #CodeNewbie twitter [chat](http://www.codenewbie.org/chat) is not to be missed.

[The Big Web Show](http://5by5.tv/bigwebshow)

Hosted by the godfather of web standards, [Jeffrey Zeldman](http://www.zeldman.com/), The Big Web Show is another must listen interview show. This was one of the first podcasts I started listening to on web development and it's still one of my favorites. This show covers a lot about the history of the web as well as where the web is heading.

[The Web Ahead](http://thewebahead.net/)

Another great interview show hosted by [Jen Simmons](http://jensimmons.com/). As the name suggests this one focuses more on where the web is heading. Listen to some of the greatest minds in web development nerd out.

[JavaScript Air](http://javascriptair.com/)

[Kent C. Dodds](http://kentcdodds.com/) has put together one of the best JavaScript podcasts around. Between this and JavaScript Jabber you have no excuse for not staying up to date on all things JS.

[Adventures in Angular](https://devchat.tv/adventures-in-angular)

If you're doing any Angular development Adventures in Angular is the podcast for you. This podcast was instrumental in helping me ramp up and stay up to date on the framework.

[The Web Platform Podcast](http://thewebplatform.libsyn.com/)

This podcast is new to me but I'm loving it so far. There are some great episodes that dive into all different areas of the front end stack. Looking forward to hearing more.

#### Honorable Mention
- [Developer Tea](https://developertea.com/)
- [Full Stack Radio](http://www.fullstackradio.com/)
- [Hanselminutes](http://hanselminutes.com/)
- [NodeUp](http://nodeup.com/)
- [Non Breaking Space Show](http://goodstuff.fm/nbsp)
- [Simple Programmer Podcast](http://simpleprogrammer.com/podcasts/)
- [Toolsday](http://toolsday.io/)
- [TTL Podcast](http://ttlpodcast.com/)
- [Viewsources Podcast](https://viewsourc.es/)

There are a ton of great podcasts for developers out there. What are your favorites?

redpajama_set_name: RedPajamaGithub


text:
The Evolution of Cyber Defenses, Attacks and Vulnerabilities in 2019
By Tony Bradley / January 21, 2019 January 21, 2019
Time marches forward—and so does cybersecurity and the cyber threat landscape. What do organizations and IT professionals have to look forward to in the year ahead? What emerging trends and innovative attacks do you need to be on the lookout for? 2018 is comfortably in the rearview mirror now, and now we have all
As in years past, 2018 saw a steady stream of major data breaches. Billions of consumers around the world were affected by exposed or compromised personal and financial information, and companies of all sizes and across all industries felt the impact of financial and reputational fallout that results when data is not adequately protected. Data privacy occupied the spotlight in 2018 with the launch of the General Data Protection Regulation (GDPR) in Europe, and similar data protection legislation in the United States. Emerging technologies like artificial intelligence (AI), machine learning (ML), and blockchain also had a significant impact on the cybersecurity industry.
Don't expect 2019 to sit back and let 2018 have all the glory, though. In 2019, you can expect to see the evolution of cyber defenses and attack methods, as well as countless new vulnerabilities for hackers to exploit. 2019 will be like, "Oh. You had a lot of data breaches and vulnerability exploits? Hold my beer."
I had a chance to talk with Ivan Novikov, CEO and co-founder of Wallarm, about the year ahead. Ivan is a white hat hacker who specializes in testing methods to improve the security of information systems. He was won several bug bounty awards from companies such as Facebook and Google, and he frequently speak at security events, including Black Hat, Hack-in-the-Box, SINET Innovation Summit, AI Summit, and others. Ivan is known for being an inventor of Memcached injection, and for his work in server side request forgery (SSRF).
Here are a few thoughts from Ivan on what you should expect to see in 2019 and beyond:
1. Envoy Proxy will result in increased security configuration issues
Envoy is an open source edge and service proxy designed for cloud-native applications. The project recently became the third to graduate from the Cloud Native Computing Foundation (CNCF). Envoy Proxy is a solid project and a very good tool. It is robust from a security perspective thanks to its good architecture, C++ implementation and lack of legacy code base. However, it is also new to the scene and DevOps teams are much less familiar with it than existing tools. As a result, I expect to see a higher number of security issues driven by misunderstanding or poor configuration.
2. Fuzzing goes mainstream
"Fuzzing" is a term for trying various inputs for applications to try and trigger an exception in the code. Fuzzing reaches legal drinking age as it turns 21. In 2019, has become and will continue to be more mainstream as both a defensive measure and as an attack method. As a proactive defense tool, fuzzing can automatically generate hundreds of security tests to deliver tangible agility and security benefits across the three primary areas of concern for CISOs without requiring developers to be experts in cybersecurity.
3. AI will play a crucial role
The more sophisticated and complex applications become, the more they are exposed to potential risk and vulnerabilities. DevOps and microservices have accelerated the pace of application development—and made it virtually impossible to adequately manage risk or detect threats manually. Machine learning and artificial intelligence deliver more accurate results and will play a crucial role in helping to identify and mitigate vulnerabilities effectively
4. Serialization based attacks will grow
Serialization allows for flexible and efficient data transfer and storage, but if it is not properly and continuously monitored it can also expose you to potential risk from attackers. Attackers can embed malicious code within a serialized object or exploit unsafe code already on the server—turning something designed to be beneficial into something that can cripple your applications. CISO's should refuse serialized objects from untrusted sources by default. It is also a good idea to employ integrity controls such as digital signatures and implement proactive monitoring and recording of deserialization exceptions to ensure malicious code does not get in and existing vulnerabilities are not exploited.
5. API gateway and framework configuration issues will increase
New frameworks and sophisticated development platforms have simplified coding. As a result, the bar for becoming a developer has been lowered. The effort involved in developing code may be simplified on the outside, but the code that results from these modern frameworks and platforms is still complex, which can effectively make them ticking time bombs. As more developers use these frameworks without the requisite skills and technical understanding of how they work, you can expect to see more issues resulting from misconfigurations.
6. Automation will help compensate for shortage of cybersecurity pros
There have been headlines for years claiming that mankind will eventually be replaced by robots and all of our jobs will be taken by AI. The AI market in cybersecurity alone is projected to reach $34.8 billion by 2025. Don't polish your résumé just yet, though. Most of that spike will result from leveraging AI to help fill a gap in skilled cybersecurity professionals—not to replace existing roles. AI is inarguably better, though, for many routine, repeatable tasks such as intrusion detection, risk and vulnerability assessment, and continuous testing. The simple reality is that it will be impossible to keep pace with the sheer volume of threats in a dynamic and volatile hybrid cloud world without AI and machine learning.
The AI market for cybersecurity is currently experiencing a spike in investments and market consolidation that will ultimately increase competition and fuel innovation. AI will become better and quicker at identifying and mitigating risks than low and mid-level security analysts, which creates an opportunity for those currently filling those roles to move to monitoring or quality control positions that require more creativity and represent a better use of manpower.
Tony Bradley
Editor-in-Chief at TechSpective
I have a passion for technology and gadgets--with a focus on Microsoft and security--and a desire to help others understand how technology can affect or improve their lives. I also love spending time with my wife, 7 kids, 4 dogs, 7 cats, a pot-bellied pig, and sulcata tortoise, and I like to think I enjoy reading and golf even though I never find time for either. You can contact me directly at tony@xpective.net. For more from me, you can follow me on Twitter, Facebook, Instagram and LinkedIn.
Latest posts by Tony Bradley (see all)
Igor Volovich Chats about Cybersecurity Compliance and Accountability - January 31, 2023
Julie Smith Shares Identity Security Guidance for 2023 - January 19, 2023
Mark Thomas Talks about Threat Hunting - January 5, 2023
5 Ways to Boost Your Business with Tech in 2023
By Kevin Gardner / January 26, 2023 January 26, 2023
Julie Smith Shares Identity Security Guidance for 2023
Intel and NVIDIA Partner to Create AI Powerhouse
By Rob Enderle / January 18, 2023 January 18, 2023


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