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FLYING ON INSTRUMENTS
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Re: FLYING ON INSTRUMENTS
Post by Peter Armstrong » Mon Apr 22, 2019 3:09 am
It is recommended that to continue a circling approach there should be a visibility of at least 2,000 metres, assuming a pattern speed of 100 kt or less. (Faster aeroplanes with a greater turning radius and requiring manoeuvring area may need greater visibility – about 200 metres for each additional 10 kt).
The precise visibility is impossible to measure in flight, but you can estimate it, and must feel confident and comfortable that sufficient visibility exists for safe visual manoeuvring. Ideally, keep the runway in sight at all times.
If at any time during the visual manoeuvring for a circling approach you feel uncomfortable for any reason (such as a lowering cloud base, decreasing visibility, heavy rain or hail, turbulence, windshear, or if you lose visual contact, etc.,) execute a missed approach.
Happy controlling/flying
Valor Morghulis
Valor Dohaeris
Chris Brettrager
Joined:Thu Dec 20, 2007 12:14 pm
Post by Chris Brettrager » Mon Apr 22, 2019 12:41 pm
Peter Armstrong wrote: ↑
The circling minimums for every approach are published at the bottom TERPS section of the chart, they are not estimated and are unique to each airport's approach procedure, take into account all known obstacles and each category of aircraft A-D.
The first number is the decision height in MSL, the second is the visibility required in miles. The rest are not normally used. If you don't have the reported visibility required in miles, then you can't be cleared or execute the approach and intend to circle.
The Don - I've been here for too long...
"He who stands a top the mountain for everyone to see, does not lead. He who finds a way to move the mountain, he is the one who leads." - Christian Brettrager
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Post by Frank Miller » Mon Apr 22, 2019 3:43 pm
One more addition for US requirements for circling approaches......executing a missed approach is not a matter of judgment only (or being "comfortable"). You can, of course, execute a missed approach at any time if you believe it is necessary for the safe operation of the aircraft and conduct of the flight. But it is required under US rules
[w]henever an identifiable part of the airport is not distinctly visible to the pilot during a circling maneuver at or above MDA, unless the inability to see an identifiable part of the airport results only from a normal bank of the aircraft during the circling approach.
Once you are past the MAP or below MDA, you must execute a missed approach if, at any time, at least one of the relevant visual references for the intended runway is not distinctly visible and identifiable to the pilot (e.g. runway lights, runway markings, VASI/PAPI, various lights).
See 14 CFR Section 91.175 Takeoff and Landing under IFR. See para (c)(3) for the list of relevant visual references.
Post by Peter Armstrong » Mon Apr 22, 2019 11:14 pm
Thanks guys - these are to be future subjects under respective headings.
ALL contributions are welcome, thank you
Post by Chris Brettrager » Tue Apr 23, 2019 12:32 am
Post by Peter Armstrong » Tue Apr 23, 2019 8:28 am
Pilots are versatile and international in their travels
Ok! On social media some of you have approached me with interest in flying around the world. But, my knowledge is restricted to Europe and USA. Therefore, I will try and incorporate some "international" feel for those of you that would like to be more versatile.
With this in mind, I will try and embrace some concepts of techniques, other than the USA/FAA requirements. I think that knowing differing techniques can only enhance your enjoyment of this pastime.
The Visual Manoeuvring (Circling) Area
The visual manoeuvring area (or circling area) is the area around an aerodrome in which obstacle clearance has been considered by the state authority for aircraft having to manoeuvre visually before landing. To avoid penalising slower and more manoeuvrable aircraft (which require less manoeuvring area than faster aeroplanes), different categories based on maximum speed for circling have been devised (See post above in this thread).
Most training aeroplanes have a maximum speed for circling of less than 100kt (known as Category A for visual manoeuvring purposes), and the circling area considered for obstacle clearance for such aeroplanes can be considered as a radii from the runway thresholds in some countries. Example, in the UK this is 1.68 nm. For aeroplanes with a maximum speed for circling between 100 and 135 kt, the radii are increased to 2.66 nm.
Obstacle Clearance in the Visual Manoeuvring (Circling) Area
Once the state authority has established its circling area, obstacles within this area are surveyed and a safety margin added to ensure clearance from these obstacles. A visual manoeuvring (circling) obstacle clearance height, VM(C) OCH, is then determined for each category of aircraft.
For Category A aeroplanes, the circling area has a radius of 1.68nm and maximum circling speed 100 kt. The safety margin for visual manoeuvring in the circling area is a minimum of 300ft above obstacles.
If, for example, the highest obstacle in the circling area is a tower 290 ft aal, then the visual manoeuvring obstacle clearance height, VM(C) OCH, is (290 + 300) = 590 ft aal.
If there are no specific obstacles, then 100ft is allowed for the growth of trees, etc., and the 300ft safety margin added to this to give a lowest permissible VM(C) OCH at any aerodrome of (100 + 300) = 400 ft aal.
Post by Frank Miller » Tue Apr 23, 2019 2:50 pm
Peter, you are welcome to continue posting as you have, but please do continue to note where you are referencing ICAO or other non-FAA standards.
VATSIM Seattle simulates US procedures and our training program and competencies are based solely on FAA procedures and standards. For aircraft operating in ZSE airspace, pilots and controllers should familiarize themselves with FAA procedures and phraseology and adhere to them unless given express prior authorization from the ZSE ATM.
With respect to the specific subject of "circle to land" procedures/requirements, there are differences between the FAA and ICAO standards. See, e.g., https://www.skybrary.aero/index.php/Cir ... _US_TERPS.
The money quote from the source cited in the link above:
In summary, circling procedures based on US TERPS calculations afford considerably lower safety margins than those based on ICAO PANS-OPS. It is therefore essential that pilots understand these differences and are aware of the basis of calculations for all airfields at which they intend to operate, including alternates.
In my view, this topic is a step beyond what we train and expect our S3 controllers to master, but for those controllers who wish to "deep dive" and for pilots flying in US and other airspace applying US TERPS standards (e.g. Canada), it is important to recognize the differences from ICAO or other non-FAA standards and procedures.
Fly safe!
Post by Peter Armstrong » Wed Apr 24, 2019 3:10 am
Sorry Frank – no disrespect intended
This thread is strictly for pilots only (not ATC) – as per the titles and contents (looking at instruments and gauges in cockpits etc.,) and any ATC topics are best suited in Notams/General/SOPs and Policies and Training/Continuing Education Forums.
The 18704 views so far recorded on these Flying on Instruments and Instrument Flying are mostly from pilots around the world. 60% of my pilot base when I am controlling are from outside USA.
However, I will – as you request – give indications of differences between FAA and other "States", which I do attempt to do on those very rare occasions.
ATC example posts:-
GENERAL – a sample of some recent posts
•	Raise your anchor
•	Now you see me – now you don't
•	Sample comms
•	Your own personal chat box
•	Little reminders
•	Alias files
•	Wake up call
•	The black arrow
•	Wajt ASDE-X looks like
•	Information is valuable
•	Searching your alias file
•	Sharing controller techniques
•	Some little controlling tips
•	DOT commands
•	Research subjects
Last edited by Peter Armstrong on Wed Apr 24, 2019 11:29 am, edited 1 time in total.
Post by Chris Brettrager » Wed Apr 24, 2019 6:59 am
Post by Peter Armstrong » Wed Apr 24, 2019 10:31 am
Night flying at an aerodrome
Night flying involves a mixture of visual and instrument flying skills. The take-off run at night, for instance, is made with visual reference to the runway. But shortly after take-off, there may be no visible features at all to be seen, and transferring your attention from outside the cockpit to the instruments in the cockpit at or before that time is essential. In contrast, by day and in good weather conditions your attention can remain outside the cockpit.
Adaptation of the Eyes to Darkness
Your eyes are very important when flying, and they should always be looked after. However, at night there are some special considerations regarding your vision. Since your attention during night flying will be both inside and outside the cockpit, care should be taken to ensure that eyes can function at near maximum efficiency. It takes the eyes some minutes to adapt to a dark environment, as most of us have experienced when walking into a darkened cinema, stumbling across other patrons in an attempt to find an empty seat.
The rate at which the eyes adapt to darkness depends to a large extent on the contrast between the brightness of light previously experienced, and the degree of darkness of the new environment.
While bright lighting within the previous minutes has the strongest effect, that experienced for some period within the previous few hours will also have an effect. Bright lighting, therefore, is best avoided prior to night flying. Generally, this is difficult to achieve, since flight planning in a well-lit room and pre-flight inspection with a strong torch or on a well-lit tarmac will almost always be necessary. The best that can be achieved in many cases is to dim the cockpit lighting prior to taxying, and to avoid looking at bright lights during those few minutes prior to take-off.
This may be useful in RW flying. However, it can be adapted within the virtual world by making adaptions to your place of "pastime" by increasing/decreasing and adjusting/dimming lighting scenarios and opening/closing drapes etc., to allow/restrict natural lighting into your virtual environment.
Post by Peter Armstrong » Thu Apr 25, 2019 2:42 am
Night vision can also be affected by lack of oxygen, so ensure that you use your (virtual) oxygen system when flying above 10000 ft amsl. On a more mundane level, avoid cigarette smoke in the cockpit at night, since it will displace oxygen in your blood to some extent, and consequently reduce your night vision by an amount comparable to an extra 5000 ft in altitude. In the long term, a good diet containing foods with Vitamin A and C can improve night vision.
Since bright lights will impair your outside vision at night, it is good airmanship to keep the cockpit lighting at a reasonably low level, but not so low that you cannot see your charts, or find the fuel selector!
There are some occasions, however, when bright cockpit lighting can help preserve your vision. This can occur on an instrument flight, for instance, if flying in the vicinity of electrical storms. Nearby lightning flashes can temporarily degrade your dark adaptation and your vision, particularly if it is in contrast to a dim cockpit. Bright lighting in the cockpit can minimise this effect and, although your external vision will not be as good as with dim cockpit lighting, you will avoid being temporarily blinded by the lightning flashes.
Note that flying near electrical storms is not recommended. They should be avoided by at least 10 miles and, if you are not an instrument-rated pilot in a suitably equipped aeroplane, then perhaps you should stay on the ground at night if there are storms around.
Post by Peter Armstrong » Fri Apr 26, 2019 2:51 am
Instrument flying at night and/or in low visibility conditions
Aerodrome Lighting
The majority of airports have some type of lighting to identify and mark taxiways and runways and to control movements of aircraft and vehicles. The variety and type of lighting systems depends on the volume and complexity of operations at a given airport. Airport lighting is standardized so that airports use the same light colors for runways and taxiways.
Control of Airport Lighting
Airport lighting is controlled by air traffic controllers (ATCOs) at towered airports. At non-towered airports, the lights may be on a timer, or where a Flight Service Station (FSS) is located at an airport, the FSS personnel may control the lighting. A pilot may request various light systems be turned on or off and also request a specified intensity, if available, from ATC or FSS personnel. At selected non-towered airports, an ARCAL (Aircraft Radio Control of Aerodrome Lighting) system is installed. This system allows the pilot to control the lighting by using the aircraft radio. This is done by selecting a specified frequency and clicking the radio microphone a specified number of times within a specified time period (for example, 7 "clicks" within 5 seconds on frequency 121.7).
Taxiway Lights
Omnidirectional taxiway lights outline the edges of the taxiway and are blue in color. At many airports, these edge lights may have variable intensity settings that may be adjusted by an air traffic controller when deemed necessary or when requested by the pilot. Some airports also have taxiway centerline lights that are green in color.
Light Colours and Their Meanings at Runway Entrances
RED lights ahead of an aircraft or vehicle mean: it is unsafe to proceed beyond the RED lights. This is the case regardless of whether the lights are fixed, alternating or flashing and is independent of an ATC clearance. RED means stop.
AMBER lights are used to convey a similar but less distinct message. They indicate that a potential hazard exists beyond the lights, but that in conjunction with an appropriate ATC clearance it will be safe to proceed.
GREEN lights are often used to indicate the route to be followed by an aircraft or vehicle, particularly at night or in periods of reduced visibility. In all cases green lights are a routing aid and must only be followed in conjunction with an ATC clearance.
Approach Light Systems
Approach light systems are primarily intended to provide a means to transition from instrument flight to visual flight for landing. The system configuration depends on whether the runway is a precision or nonprecision instrument runway. Some systems include sequenced flashing lights, which appear to the pilot as a ball of light traveling toward the runway at high speed. Approach lights can also aid pilots operating under Visual Flight Rules (VFR) at night.
Visual Glideslope Indicators
Visual glideslope indicators provide the pilot with glidepath information that can be used for day or night approaches. By maintaining the proper glidepath as indicated by the system, a pilot should have adequate obstacle clearance and should touch down within a specified portion of the runway:
Runway Lighting
There are various lights that identify parts of the runway complex.
Lights Protecting the Runway
Lights on runways and at runway holding points have been developed to deliver warnings and status indications to pilots and manoeuvring area vehicle drivers.
All runways licensed for night use must have lighting which at least defines the extent of the runway. This is referred to as Edge Lighting, Threshold Lighting and Runway End Lighting. Other types of lighting may also be provided.
ICAO guidance requires that runway lighting shall not be operated if a runway is not in use for landing, take-off or taxiing purposes, unless such operation is required for runway inspection or maintenance purposes. ATC are required to use whatever means are available to them to ensure that they are aware of any lighting system unserviceability so that appropriate notification action can be taken.
Minimum Runway Lighting
•	Runway Edge Lights are omni-directional and are located along or just beyond the edges of the area declared for use as the runway as defined by edge markings and are white subject to certain specific exceptions. The area defined may not necessarily be the maximum width of the paved runway surface. The lights may be either elevated or embedded in the surface. If a landing threshold is displaced, but the pre-landing threshold area is available for take off, then the edge lights between the beginning of the runway surface and the displaced threshold will be split so as to show red up to the landing threshold whilst still showing white after that point. If a runway 'starter extension' is provided which is narrower than its associated runway, then blue edge lighting may be used to mark its edges.
•	Runway Threshold Lights are provided in a line along the landing threshold at the touchdown end of a runway and define the beginning of the declared Landing Distances. They are green and can only be seen from the approach.
•	Runway End Lights are provided in a line along the end of the runway available for use. They are red and can only be seen in the direction of runway use.
Supplementary Runway Lighting
Various other forms of runway lighting may also be provided, especially if the runway is used for aircraft movements in less than Instrument Landing System (ILS) Cat 1conditions, which require both Low Visibility Procedures (LVP) and, in most cases, specific forms of additional lighting.
•	Runway Exit taxiways may be indicated by substitution of one or two of the white runway edge lights with blue ones.
•	Stopway Lighting may be used to show the extent of a stopway beyond the designated end of a runway. Red unidirectional edge lights visible only in the direction of runway use are provided at intervals until a further transverse line which marks` the end of the stopway.
•	Runway Centreline Lighting may be provided in which case it will extend for the full length of the runway, It will be white except in the event that colour coding is provided in order to indicate the approaching end of the runway. Such colour coded centreline lighting consists of alternating red and white lights beginning at 900 metres from the runway end and these change to continuous red lights for the last 300 metres of the runway.
•	Touchdown Zone (TDZ) Lighting must be provided on runways available for use in low visibility conditions so as to provide enhanced identification of the touchdown area. The method of provision is specified in ICAO Annex14 Volume 1 'Aerodrome Design and Operations' and the lighting must extend from the landing threshold for either 900 metres or to the midpoint of the runway, whichever is the least.
•	Rapid Exit Taxiway Indicator Lights (RETILs) may be provided to indicate the distance to go to the nearest rapid exit taxiway. In low visibility conditions, RETILs provide useful situational awareness cues to assist in appropriate rates of deceleration and to allow flight crew to concentrate on keeping the aircraft on the runway centre line during the landing roll. They usually consist of six yellow lights adjacent to the runway centreline, configured as a three - two - one sequence spaced 100 metres apart with the single light positioned at 100 metres from the start of the turn for the rapid exit taxiway.
•	Caution Zone Lighting may be provided on ILS-equipped runways which do not have centreline lighting. It is provided by replacing the usual white edge lights with yellow` ones for the lesser of the last 600 metres or last one third of the lighted runway length available to provide a visual warning the approaching runway end.
•	Landing Threshold Wing Bars, which are green but may take various detail forms, are sometimes provided if it is considered that the threshold needs accentuating.
Lighting Intensity
It must be possible to adjust the intensity of runway lighting so as to be suitable for the full range of horizontal visibility and ambient light in which use of the runway is intended. It must also be compatible with the intensity set for the nearest section of the approach lighting system, when such a system is also provided. Flight crew can be expected to request ATC to adjust runway lighting intensity in order to ensure that, for their particular case, it is of sufficient intensity to be useful but not so bright as to hinder overall visual clarity. Whilst automatic or careful manual control of lighting intensity based upon the degree of available natural light will produce a generally acceptable lighting intensity, the intensity preferred by a particular crew may differ because of variation in pilot eye height above the runway surface (broadly proportional to aircraft size) or because of the effect of the reflective properties of moisture particles when forward visibility is restricted.
Information on Runway Lighting at an Airport
A detailed description of the runway lighting system at each licensed airport must be provided in the State AIPs. It must include details, including colour, intensity and extent, of:
•	the runway threshold lights and any wing bars
•	the runway edge lights
•	the runway end lights and any wing bars
•	any runway touchdown zone lights
•	any runway centre line lights
•	any stopway lights
Equivalent information will be found on aerodrome charts in proprietary 'Flight Guides' provided by aircraft operators for flight deck use.
Airport Beacon
In the United States, airport beacons are used to help pilots identify an airport at night. The beacons are operated from dusk till dawn. Sometimes they are turned on if the ceiling is less than 1,000 feet and/or the ground visibility is less than 3 statute miles (Visual Flight Rules (VFR) minimums). However, there is no requirement for this, so a pilot has the responsibility of determining if the weather meets VFR requirements. The beacon has a vertical light distribution to make it most effective from 1–10° above the horizon, although it can be seen well above or below this spread. The beacon may be an omnidirectional capacitor-discharge device, or it may rotate at a constant speed, which produces the visual effect of flashes at regular intervals. The combination of light colors from an airport beacon indicates the type of airport. Some of the most common beacons are:
•	Flashing white and green for civilian land airports;
•	Flashing white and yellow for a water airport;
•	Flashing white, yellow, and green for a heliport; and
•	Two quick white flashes alternating with a green flash identifying a military airport.
Visual Approach Slope Indicator Systems (VASIS)
A visual approach slope indicator system is a system consisting of four light units situated on the left side of the runway in the form of two wing bars referred to as the upwind and downwind wing bars. The aircraft is on slope if the upwind bar shows red and the downwind bar shows white, too high if both bars show white, and too low if both bars show red. Some aerodromes serving large aircraft have three-bar VASIS, which provide two visual glide paths (GP) to the same runway.
The main systems in use are the:
•	AT-VASIS: abbreviated T visual approach slope indicator system
•	T-VASIS : Visual Approach Slope Indicator System which can be installed flush with the runway pavement surface to provide approach guidance to that runway. A T-VASIS installation will span a large area on each side of the runway centreline extending along it from just beyond the runway threshold for approximately 500 metres
•	PAPI: precision approach path indicator
•	APAPI: abbreviated precision approach path indicator
Precision Approach Path Indicator
A precision approach path indicator (PAPI) uses lights similar to the VASI system except they are installed as four lights in a single row, normally on the left side of the runway. However, depending upon the runway / taxiway configuration, the PAPI can be located on the right. . An aircraft is on the appropriate glide path when two of the lights are red and two are white. Three red lights indicate that the aircraft is below and four red lights indicate that the aircraft is well below the nominal flight path. Conversely, three white lights indicate that the aircraft is above and four white lights indicate that the aircraft is well above the flight path.
There are other, less common approach slope indicator systems.
A tri-color system consists of a single light unit projecting a three-color visual approach path. Below the glidepath is indicated by red, on the glidepath is indicated by green, and above the glidepath is indicated by amber. When descending below the glidepath, there is a small area of dark amber. Pilots should not mistake this area for an "above the glidepath" indication.
Pulsating visual approach slope indicators normally consist of a single light unit projecting a two-color visual approach path into the final approach area of the runway upon which the indicator is installed. The on glidepath indication is a steady white light. The slightly below glidepath indication is a steady red light. If the aircraft descends further below the glidepath, the red light starts to pulsate. The above glidepath indication is a pulsating white light. The pulsating rate increases as the aircraft gets further above or below the desired glideslope.
The useful range of these systems is about four miles during the day and up to ten miles at night.
Justin Alderman
ZSE Mentor
Joined:Sun May 30, 2010 2:40 pm
Post by Justin Alderman » Fri Apr 26, 2019 9:32 pm
Wait what? Where is this stuff being copied from? Must be some pre 1980's thing?
Post by Peter Armstrong » Sat Apr 27, 2019 12:39 am
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Transformations
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Fed-up Totnes residents clear up road blocked for six weeks after landslide
The road was blocked to 100 homes in Maudlin Road
Daniel ClarkLocal Democracy Reporter
Fed-up residents of Maudlin Road got together on Sunday to clear a road that had been blocked by tonnes of earth and stone for six weeks.
Ever since Friday, March 9, when a wall and the bank above the road in Totnes collapsed during a blizzard, the landslide had blocked access to over 100 homes.
Rubble has been left in the road ever since and there is a legal dispute over who is responsible for the maintenance of the wall and therefore the cost of the repairs.
Row over road in Totnes still not clear after landslip six weeks ago
Residents of Maudlin Road had pleaded with the South Hams Highway and Traffic Orders Committee on Friday to clear and reopen the road, and were told that action would be taken once a barrister's report over the ownership was received.
Residents Peter McIlven and Sarah McKay at the landslip in Maudlin Road, Totnes (Image: Daniel Clark)
But fed up of waiting, they organised a community rock clearance event on Sunday and between them, cleared a path wide enough to allow cars to pass.
Resident Peter McIlven said: "There were at least 30 people who showed up and it took us around 15 minutes to clear the road and to a point that a car could get past.
"We are all delighted that the community came together to clear the road."
Huge landslip in Totnes leaves road blocked
The residents of Maudlin Road had pleaded with the South Hams Highway and Traffic Orders Committee on Friday to clear and reopen the road, and were told that action would be taken once a barrister's report over the ownership was received.
A path in Maudlin Road in Totnes has been cleared
On Monday Cllr Stuart Hughes, Devon County Council's Cabinet Member with responsibility for highways, said: "The barrister has advised us that there is strong evidence that supports the view that the wall is the responsibility of the landowner, not the County Council.
Pay-to-pee plan for these public toilets in the South Hams
"Devon County Council engineers have assessed the situation today following clearance of the debris by residents at the weekend. They have confirmed the restricted road width is currently safe to use but they are considering additional protection works to prevent further debris falling onto the highway."
Landslip has blocked Maudlin Road, Totnes (Image: Daniel Clark)
Resident Caroline Voaden told the South Hams HATOC on Friday morning: "This has been a massive inconvenience for the residents who live on the road who have had it blocked off, with some residents being unable to get their vehicles out."
She said that residents were concerned about the legal wrangle that is taking place between the council and the landowners over who is responsible for the maintenance of the wall and she also raised concerns about the long-term stability of the rest of the wall as the road might be closed again if that collapsed.
Plans approved for changes to Newton Abbot Racecourse
Council highway bosses said that as far as they were concerned, the deeds to the land showed that the landowners and not the council were responsible for the maintenance of the wall. The meeting heard that they had instructed a barrister to look into the dispute and they are expected to report back today with their findings.
Cllr Jacqi Hodgson said: "My biggest concern has been the impact on the residents as it has been six weeks now and I don't understand how we have not taken any action on this by now."
She called for action to be taken to get the road open first and then worry about the legal wrangle over who should pay for it, and said: "The residents here are being held to ransom on this, and if it is our responsibility then we will have to fix it anyway."
An exciting pop-up restaurant is heading to Totnes next week
Cllr Julian Brazil added: "Whatever the barrister says, we should still be looking to take action and clear the road as soon as possible and then recover the cost of it afterwards.
Cllr Roger Croad, chairman of the South Hams HATOC, concluded: "Whatever happens with the barrister report, we need to clear the road up and it unquestionably needs to reopen. There are lots of legal issues here but we will do what we can as soon as we can."
South Hams District Council

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Continuing review must be conducted at least annually or more often depending on the degree of risk.


Welcome to the official webpage of the Costa Rica ESP national network. If you would like to visit this network's discussion board, please click here (members only).
Costa Rica has been a world leader in nature conservation, pioneering initiatives such as the Payment for Ecosystem Services, which was a turning point for the recuperation of the forest cover of the country. Other visionary policy decisions for sustainable development include the creation of a system of protected area that today accounts for 26% of the country's territory, implementing an electricity strategy based on clean energy which today supply more than 90% of the total electricity consumption, and setting the target to become the first carbon neutral country in the world by 2021.
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New Synthetic Drug Called 'Flakka' Is Way Crazier Than Bath Salts
A new synthetic drug that causes users to lose their minds has emerged in south Florida.
It's called flakka, and it's made from the same group of chemicals found in bath salts.
The meaning of the drug's name is still unclear, but it might come from a Hispanic slang word that signifies a "beautiful, elegant woman who charms all she meets," according to CBS News.
So far, its victims include a man who tried to break down the door of a Fort Lauderdale police precinct, one who impaled himself on a police station fence and yet another who stood on his Palm Beach County roof naked with a gun yelling, "I feel delusional, and I'm hallucinating!"
Flakka is made from a chemical called alpha-PVP.
This a synthetic version of cathinone, the stimulant made from the plants Somalians eat in the movie "Captain Phillips."
Their sensation and long-term effects are said to be comparable to high-grade crystal meth or cocaine, with the addition of kidney failure.
The crystal pebbles flakka comes in can be snorted, injected, smoked or ingested.
Dealers typically call the drug "gravel" because of its appearance.
Jim Hall, an epidemiologist at the Center for Applied Research on Substance Use and Health Disparities at Florida's Nova Southeastern University, told CBS News that flakka's high is the result of a massive stream of the hormone dopamine in the brain.
Hall said,
Normally when dopamine would be released, even naturally or even with other drugs, it then gets reuptaked -- it goes back to its original transmitting neuron. But in this case, its reuptake is blocked so it remains there.
Hall says flakka invokes an adrenaline rush mixed with hyperthermia, upping the body's temperature to around 105 degrees.
This can sometimes cause the user to tear off his or her clothes and run around like an insane person.
Hall added,
Then once they are restrained, if they don't receive immediate medical attention they can die.
Mixing cathinones with other drugs can also elevate heart rate to dangerous levels and induce violent behavior.
As of now, flakka only seems to have surfaced in Florida, Ohio and Texas.
But that might change once drug dealers are made aware of its financial potential.
Hall says that just a few thousand dollars can buy enough flakka to reap profits of up to $75,000.
Citations: What is flakka (CBS News)


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MANGANATE - manganate n. (chemistry) Any compound containing the manganate ion, MnO42-.
MARGARITA - margarita n. A cocktail made with tequila, an orange-flavoured liqueur, and lemon or lime juice, often served with.
Margarita p.n. A female given name.
PANTAGAMY - Sorry, definition not available.


With 155.5 cu ft of cargo capacity, the Ram CV Tradesman van is a great option for small business owners who need to carry a lot of cargo, small parts, and ladders. Adrian Steel makes it easy for you to securely transport and organize all of your equipment, even if it can all fit in the back of your van. Adrian Steel's ladder racks and roof accessories allow you to carry important cargo right on the roof of your Ram CV!
Browse all ladder rack options for the Ram CV below.
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text:
//
//  XLLFilesViewController.m
//  XLongestLines
//
//  Created by Rohit Kharat on 1/21/14.
//  Copyright (c) 2014 Rohit Kharat. All rights reserved.
//

#import "XLLFilesViewController.h"
#include "XLLViewController.h"

@interface XLLFilesViewController ()

@end

@implementation XLLFilesViewController

@synthesize filesList;
@synthesize selectedFile;
@synthesize myDelegate;

- (id)initWithStyle:(UITableViewStyle)style
{
    self = [super initWithStyle:style];
    if (self) {
        // Custom initialization
    }
    return self;
}

- (void)viewDidLoad
{
    [super viewDidLoad];

    NSArray *paths = NSSearchPathForDirectoriesInDomains(NSDocumentDirectory , NSUserDomainMask, YES);
    NSString* documentsDir = [paths objectAtIndex:0];

    self.filesList = [[NSMutableArray alloc]init];
    self.filesList = [NSMutableArray arrayWithArray:[self getFileAtPath:documentsDir]];
}

//gets all files at given path
-(NSArray *)getFileAtPath:(NSString *)path
{
    NSArray *filesArray = [[NSFileManager defaultManager] contentsOfDirectoryAtPath:path error:NULL];
    return filesArray;
}

- (void)didReceiveMemoryWarning
{
    [super didReceiveMemoryWarning];
}

#pragma mark - Table view data source

- (NSInteger)numberOfSectionsInTableView:(UITableView *)tableView
{
    return 1;
}

- (NSInteger)tableView:(UITableView *)tableView numberOfRowsInSection:(NSInteger)section
{
    return [self.filesList count];
}

- (UITableViewCell *)tableView:(UITableView *)tableView cellForRowAtIndexPath:(NSIndexPath *)indexPath
{
    static NSString *CellIdentifier = @"Cell";
    UITableViewCell *cell = [tableView dequeueReusableCellWithIdentifier:CellIdentifier forIndexPath:indexPath];
    cell.textLabel.text = [self.filesList objectAtIndex:indexPath.row];

    return cell;
}

//method for cancel button
-(IBAction)dismissModal:(id)sender
{
    [self dismissViewControllerAnimated:YES completion:nil];
}

//send the selected file name back to XLLViewController and dismiss this view controller
- (void)tableView:(UITableView *)tableView didSelectRowAtIndexPath:(NSIndexPath *)indexPath
{
    UITableViewCell *selectedCell = [tableView cellForRowAtIndexPath:indexPath];
    self.selectedFile = selectedCell.textLabel.text;

    if ([self.myDelegate respondsToSelector:@selector(FilesViewControllerDismissed:)]) {
        [self.myDelegate FilesViewControllerDismissed:self.selectedFile];
    }

    [self dismissViewControllerAnimated:YES completion:nil];
}

/*
// Override to support conditional editing of the table view.
- (BOOL)tableView:(UITableView *)tableView canEditRowAtIndexPath:(NSIndexPath *)indexPath
{
    // Return NO if you do not want the specified item to be editable.
    return YES;
}
*/

/*
// Override to support editing the table view.
- (void)tableView:(UITableView *)tableView commitEditingStyle:(UITableViewCellEditingStyle)editingStyle forRowAtIndexPath:(NSIndexPath *)indexPath
{
    if (editingStyle == UITableViewCellEditingStyleDelete) {
        // Delete the row from the data source
        [tableView deleteRowsAtIndexPaths:@[indexPath] withRowAnimation:UITableViewRowAnimationFade];
    }
    else if (editingStyle == UITableViewCellEditingStyleInsert) {
        // Create a new instance of the appropriate class, insert it into the array, and add a new row to the table view
    }
}
*/

/*
// Override to support rearranging the table view.
- (void)tableView:(UITableView *)tableView moveRowAtIndexPath:(NSIndexPath *)fromIndexPath toIndexPath:(NSIndexPath *)toIndexPath
{
}
*/

/*
// Override to support conditional rearranging of the table view.
- (BOOL)tableView:(UITableView *)tableView canMoveRowAtIndexPath:(NSIndexPath *)indexPath
{
    // Return NO if you do not want the item to be re-orderable.
    return YES;
}
*/

/*
#pragma mark - Navigation

// In a story board-based application, you will often want to do a little preparation before navigation
- (void)prepareForSegue:(UIStoryboardSegue *)segue sender:(id)sender
{
    // Get the new view controller using [segue destinationViewController].
    // Pass the selected object to the new view controller.
}

 */

@end


Home Diet during pregnancy Pregnancy diet tips Can I add Saffron (Kesar) to my pregnancy diet?
You must have heard a lot about the benefits of Saffron, the magic spice! From grand mothers to movie stars everyone has their own Saffron story to tell. But one question always remains. Can you add saffron to your pregnancy diet? Lets answer this quintessential question today.
We know you hate to be kept waiting so lets start by giving the verdict. Yes, saffron, in the right quantities, can and should be an integral part of your pregnancy diet.
Saffron is known to make pregnant women better digest their food. A word of caution though: minimalism is the key here.
Lets start with the very basics about Saffron.
Saffron is made from the dried stigma of Crocus Sativus flower and a very little quantity is produced from a single flower. Just one thread to be precise! This low quantity combined with the labour required to produce it, it becomes a really costly commodity.
A small heart break: Saffron doesn't make your baby fair!
No matter what the 'Baa' in your favourite daily soap prophesies about 'Kesar', it is not going to make your baby a few shades lighter. However, saffron, if taken in quantities less than 10 gm per day, eases up a lot of discomfort during pregnancy. Doses over that amount can cause complications (miscarriages sometimes) due to undue acceleration of contractions in uterus.
So what should you even add Saffron to your diet?
Turns the crank off : As you may have already found out, pregnancy involves a lot of hormonal changes making you on the edge most of the time. Saffron helps you keep calm. Now that alone is benefit enough but read on.
Improves digestion: It rejuvenates the blood supply to digestive system and promotes metabolism.
Controls your blood pressure: Saffron slows down the blood pressure and stimulates the uterus as well.
Bye-Bye morning sickness: It invigorates your immune system, fighting off nausea and making you feel fresh. Wow!
Relieves pain: Being a natural pain-killer, it has been known to soothe joint pain.
Supplements iron: It replenishes iron, red blood cells and hemoglobin in your blood.
Prevents deposition of fat in arteries : It keeps cholesterol and triglycerides at bay by countering them with potassium, antioxidants and crocetin. Now who doesn't want clean arteries. We are already in love with Saffron!
Improves sleep: Has sedative properties that can make room for some much needed shut-eye. Sleep and motherhood have never gone hand-in-hand and saffron can make the impossible possible.
Makes brushing less of an ordeal: You might experience bleeding of gums while brushing when you are pregnant. Use saffron and bleeding might leave you for good.
Allergies gone: 'Kesar vala Doodh' ( Saffron milk) is an elixir which can soothe coughing, congestion and asthma.
Replenishes hair growth: If losing strands of hair in pregnancy is a concern, a concoction of milk, saffron and liquorice might be what the doctor ordered.
Makes zits disappear: Being a blood purifier, saffron gets rid of pimples. Flawless skin anyone?
Brings you closer to your baby: Saffron increases body heat, making you aware of every little movement of your baby.Apart from these, saffron is a natural antacid and keeps away kidney and bladder problems. This wonder herb contains nutrients such as thiamine, riboflavin, niacin, Vitamin A and C as well as folic acid which are essential for you and your baby's health.
But is there a catch? Isn't this all too good to be true?
With every pro comes a con and with power comes responsibility. Be careful!
Miscarriages: Don't consume more than 10 gm of Saffron a day. An increase in body heat due to Saffron gives rise to conditions warranting abortion. Consult a doctor before starting your Saffron based diet.
Allergies: For those of us who are allergic to saffron, it could lead to nausea, headache or numbness. In all such cases immediately stop using it.
Retching: Like they say, excess of everything is bad and no two pregnancies were made equal. There have been known cases of Saffron causing retching.
In case any of the following happen, please take immediate medical advice!
Next articleHoli hai! Safety tips for celebrating HOLI during pregnancy.


Vinejoy Chicago is a Chicago-based wine company started in 2010 with a mission to bring insanely awesome wine from the Central Coast of California to the Midwest. We have an absurd amount of experience in every side of the bizz, and we are constantly finding new ways to help wine drinkers fall in love with authentic, small-batch, delicious, story-filled wines. We don't wear ties, sometimes we drink from plastic cups, and we have been known to conduct business meetings at taco joints or over a dozen pale ales. We don't take ourselves too seriously, but when you come across one of our wines, we promise a face-melting, eye-popping, unforgettable experience.


Heavenly wasn't born disabled, but was diagnosed with an ependymoma brain tumour at the age of six. During the operation which ultimately saved her life, she suffered a stroke which robbed her of her speech and the use of her limbs and eyesight on her right side. After winning her fight with cancer she was diagnosed with a rare condition called poiklothermia, which means that she cannot maintain a normal body temperature and lives with hypothermia every day. Some days her temperature can be as low as 18°C.
Heavenly uses the Lifelites equipment at Acorns in the Black Country, but particularly likes the iPads. Her mum Kelly told us about the impact they have had on her: "The iPad has made such a difference to Heavenly's life. I could go on forever about how important this tech is to her; the whole family can use it communicate and play with her.
Despite going through so much, Heavenly, who is now 12 years old, is able to use the Lifelites iPads and other pieces of Lifelites equipment to have fun, be creative, communicate and control something for herself.


The purpose of this document is provide a general overview of the behavior attachment problem in the Web.
4.1 What does XBL2 do?
4.2 What does XBL1 do?
4.3 What does HTC do?
4.4 What does sXBL do?
HTML, as exists today, does not provide an organized way of attaching behavior to a DOM element. While you can add individual scripting methods, properties and event handlers to it, there is no way to do this atomically and with proper encapsulation.
DOM encapsulation, typically using shadow DOM. Shadow DOM refers to the ability of the browser to include a subtree of DOM elements into the rendering of a document, but not into the main document DOM tree.
Style encapsulation, or a way to manage expectations of styles outside of the behavior affecting it, and conversely, styles of the behavior affecting the outside.
Event encapsulation, which is a way to ensure that events, firing inside of the behavior's DOM elements do not accidentally expose behavior's implementation details.
Dijit (Dojo's UI Library) Creates a parallel object hierarchy to create illusion of homogenous object space, with full wrappers around DOM objects. Relies on inheritance-style approach by assigning each DOM element a dojoType attribute in markup, then traversing DOM and attaching corresponding behavior.
Google Web Toolkit Also uses parallel object hierarchy to shield the user from behavior attachment deficiency, relying on inheritance for compartmentalization and reuse.
JQuery UI A good balance of insulation from DOM objects with just-in-time wrapping. Progressive enhancement is the adopted technique of applying behavior. The behavior is transient and often an API is provide to detach it. It's interesting that the API is very late-bound and based on passing strings as method names.
Prototype Uses prototype inheritance chain to bestow new properties/methods on a DOM element. The changes are purely additive and imply permanent change in context of document's lifetime.
Dynamic-sounding techniques for permanently attaching behavior. In the absence of a way to instantiate a DOM element with a new behavior attached, many frameworks use decoration/mixin-like patterns in its place. However the semantics and effect of application is one-way in most cases, indicating that the actual intent is to attach behavior as close to element instantiation as possible.
The main challenge for these extensions is to add and remove behavior to DOM elements (including extra DOM elements) to an existing document with least disruption, preferably in a way where the scripts of the document aren't ever aware of these behavior attachments.
audio and video element. This one is interesting, because it's composed out of other HTML elements with attached behavior (like input[type=range]).
This behavior attachment is singular and permanent, surviving throughout the lifetime of the element. Encapsulation is an important property for this behavior attachment, since the browser should never leak the implementation details of the HTML elements to the document.
A decorator behavior attachment, where transient behaviors are given to or taken away from an element, modifying aspects of its properties, but leave the identity of an element intact.
Create new content building blocks. Give existing content new behavior and/or appearance.
There is only one behavior that is typically associated with an element.
There is a desire to minimize the time when an element has no associated behavior.
It is expected that an element may abruptly enter or exit association with the behavior.
There is a desire to not intrude on the original properties of an element.
Implement built-in HTML controls: input/textarea, media, etc.
Define an element to represent a customizable calendar view.
Define a button row control with application-specific grouping logic (see GMail button bars).
Add special UI treatment to all vcards in a document.
Create an extension to provide extra download options for certain types of links.
Creates a new type of element. Does not change the identity of the element.
Permanent, originates with the element's creation and exists through the lifetime. Transient, added and removed dynamically.
Full control of content. Foreign document or limited control of content.
Only one tree, initialized as the element is created. Inherited shadow trees can be reused, nested in the element's tree. Each decorator must have its own shadow subtree, and the aggregate shadow tree of an element is composed out of these subtrees.
Explicitly interested in exposing methods or properties on the DOM element as its API. Should avoid adding any extra methods or properties to the DOM element that's being decorated.
There are two ways to bind: using binding element (inline or via external document) and using CSS. The former somewhat matches the notion to be element behavior, and the latter is the decorator behavior. However, there is no distinct difference in the attachment mechanism.
Inheritance is entirely self-contained, using "extends" attribute. However, the prototype chain of the implementation object is fixed up to follow inherited bindings.
There is a fair bit of machinery specified to marry the aspect and inheritance concepts seamlessly.
There is no notion of extending DOM elements.
There does not seem to be a separation between these two decorator and element behavior attachment. The http://mxr.mozilla.org/mozilla2.0/source/toolkit/content/xul.css seems to indicate the need for element attachment.
HTC does not have the concept of shadow DOM, but the specified behavior is firmly an element behavior attachment.
It appears that the spec is abandoned, but the gist is similar to XBL2, except there is only one shadow tree, direct access to shadow subtree, and a binding model that seems to indicate element behavior attachment, but using decorator API.
This page was last modified on 11 July 2011, at 17:09.


Technological advances in computer vision, mechatronics, artificial intelligence, and machine learning have enabled the development and implementation of remote sensing technologies for plant, weed, pest, and disease identification and management. They provide a unique opportunity for the development of intelligent agricultural systems for precision applications. This 5-page document discusses the concepts of artificial intelligence (AI) and machine learning and presents several examples to demonstrate the application of AI in agriculture. Written by Yiannis Ampatzidis, and published by the UF/IFAS Department of Agricultural and Biological Engineering, December 2018.


text:
Q: How can a "non-function" be graphed? I am trying to create a program that requires the graphing of a "non-function", i.e, a function where "x" isn't strictly dependent on "y".
Let's answer the obvious question: Is it even possible?
Yes, it is possible, as demonstrated by online graphing calculators such as Desmos and GeoGebra, as well as several other open-source softwares. However, I haven't had success in figuring out how these graphing calculators graph non-functions. I have done some research, and have found nothing helpful.
Now, I'm looking for means to graph any non-functions, not just simple ones such as a circle or a sideways parabola, which simply require the graphs of +f(x) and -f(x). Maybe more complicated ones such as sin(x) + sin(y)= 1. The following graph is of the said non-function, as graphed by Desmos.

Any help on how to graph non-functions is appreciated. Thanks in advance.

A: A lot of the time examples like these "look" like functions locally. Therefore they can broken up into little pieces by using a valid set of initial conditions or a function which is valid and describes part of the overall relation you are trying to graph.
In your example we can convert the equation to look like:
$$
y = sin^{-1}(1-sin(x))
$$
Which gives a starting point looking like the bottom half of a single warped sphere. Then we see that since $sin(y)=sin(\pi-y)$ we can cap the warped sphere. Then we can argue that the equation is clearly unchanged if we were to replace $(x,y)$ with $(x+2\pi n ,y+2\pi m)$ (for integer values of m,n) and so we can repeat our pattern throughout the entire grid due to the periodicity of the $sin$ function.
Another good example is $y^2 = x$ where we have two sets of solutions corresponding to $y=\pm \sqrt{x} $.

A: An aproach for this would be to take some values.
x arcsin( x/y) + sqrt( y^2 - x^2) = 4xy
For example x=5. We substitute this value. And later we try different values for y until we have a equality (left part is some as right side). Some mechanisms help to do this, looking on how quick we get a approximation. I would first convert this to a equation equal to 0 :
x arcsin( x/y) + sqrt( y^2 - x^2) - 4xy = 0

This is trivial, and now for each x-value, we can get a y value (or many y-values) using a aproximation methode like Newton, which use derivates.
 Daniel
P.S. see https://en.wikipedia.org/wiki/Newton%27s_method

A: According from what you asked, let's see images below and take conclusions.
https://i.ytimg.com/vi/y7N0Pr3N1RY/maxresdefault.jpg
(points tracing)
https://i.stack.imgur.com/SAubS.png
(from the same equation in 3D graph)
To trace a XY graph which is non-function, it is actually calculate the equation with every X and Y in the graph in range.
And it is determined by intersection between XY plane.

redpajama_set_name: RedPajamaStackExchange


Out of all the joint pain problems, knee pain is the most common. Knee is a large joint which is subject to heavy loads and comprises joint bone, ligaments, menisci, cartilage and viscous bags filled with synovial fluid. There are many tendons and muscles around the knee joint. Malfunction with any of these give rise to knee pain. Today, knee pain problems are no more an old age tale! Due to sports injuries, unilateral load and increase in desk-jobs cause knee pain problems in persons of different ages.
Ayurveda is the best option to choose in case of the aforementioned problems. It is an ancient Indian branch of medicine that uses rare medicinal plants to treat different kinds of ailments. Ayurveda uses inherent power of natural herbs to cure knee pain problem and is completely safe to use.
Asthijivak is an ayurvedic solution for all kinds of knee pain problems. The combination of this oil and paste not only strengthen bones and muscles of the body but also aims at treating the root cause of your problem. Made up of the rare Himalayan herbs, Asthijivak is one of the most sought-after knee pain relief remedies that cure in an effective and efficient manner!


text:
Morro-Dmitriev (Nascido como Sergei Ivanovich Dmitriev - 1882 , Moscow, Império Russo -1938) foi um Russo levantador de peso, treinador, artista.

Levantamento de kettlebell
Um dos mais famosos levantadores de kettlebell na Rússia pré-revolucionária; Georg Gakkenschmidt o chamou de "o fundador da escola de levantamento de peso de Moscou". Antes da revolução de 1917, ele era um treinador profissional, liderou um círculo de levantamento de peso na "Arena da Cultura Física" aberta por ele; depois da revolução, voluntariamente, ele treinou em círculos proletários de levantamento de peso. Entre seus alunos estavam os famosos atletas da época Alexander Bukharov e Pyotr Krylov.

Artista
Artista joalheiro. De acordo com seus esboços, diplomas e medalhas-tokens dos campeões da All-Union Spartakiad de 1928 e uma série de outras competições all-Union foram feitas.

Referências

Fisiculturistas
Fisiculturistas da Rússia

redpajama_set_name: RedPajamaWikipedia


Starting with IBM Cloud Developer Tools version 1.3.0, support for IBM Cloud Private 2.1.0.2 is included. This version of IBM Cloud Private uses a more secure Helm for Kubernetes deployments. IDT support is not limited to this environment, but also deploys to the Kubernetes environment on the public IBM Cloud, as well as older versions of IBM Cloud Private. This means that you can use the the IBM Cloud Developer Tools CLI to generate starter applications and perform deployments to all of your IBM Cloud Private and public IBM Cloud environments.
To install the IBM Cloud Developer Tools which includes all prerequisites, follow these instructions.
First things first, you need to create a starter application to deploy, using the bx dev create command. Follow the prompts, and select the pattern/language/starter that you'd like to use. I recommend either the Node.js or Java Basic Web starters – they are simple and easy to follow, but feel free to choose any language or starter. Once it is created, cd into the new directory on your system. You can also enable an existing application for Kubernetes deployment using the bx dev enable command.
Once you have an application, you need to configure your local machine to push to the IBM Cloud Private environment.
This version of IBM Cloud Private adds some additional steps to the setup of your client system to enhance the security of its connection to your IBM Cloud Private installation.
First, you must obtain the Helm client directly from your IBM Cloud Private deployment. Detailed instructions are found here.
Secondly, IBM Cloud Private 2.1.0.2 adds an additional IBM Cloud CLI (bx) plug-in to ease security configuration. To install this plug-in, namely the pr plug-in, you obtain it directly from your IBM Cloud Private deployment as described here.
The login dialog will ask you to choose the account that you will use for deployment from a list of possible accounts.
For more information on these steps you can see this documentation. With these steps complete, you can continue to the configuration you are accustomed to for earlier releases of IBM Cloud Private as below.
This is added in /etc/hosts on MacOS and Linux, or C:\Windows\System32\drivers\etc\hosts on Windows.
Next we need to add the registry mycluster.icp:8500 for IBM Cloud Private to the list of insecure Docker registries on your local machine. Instructions by operating system platform are found here.
In the IBM Cloud Private management console, click on your user name in the top right corner, and then select the "Configure client" option.
The <Namespace> is the namespace on IBM Cloud Private to which you are deploying, for example default. The <App-Name> is the name of your application deployment.
The deploy-target value instructs the CLI to target a Kubernetes/container environment, and the deploy-image-target value tells the CLI what to tag your image with for the IBM Cloud Private registry. Note that if you do not update the cli-config.yml, you will need to specify -t container for the deploy command below, and then the deploy action will query you for the deploy-image-target.
Perform a deployment to your IBM Cloud Private Kubernetes cluster using the Helm chart that was generated by the bx dev create or bx dev enable command.
…and now you have generated and deployed your first application to IBM Cloud Private using the IBM Cloud Developer Tools CLI.


Only four months after joining, Oleksandr "S1mple" Kostyliev will be leaving Team Liquid, the team have announced.
During his time on the starting lineup, S1mple became one of Team Liquid's star players. The Ukrainian was a key piece of the team's success and instantly became one of the most explosive players in North America. It is possible however that his reputation for quarrelling with teammates caught up with him, amidst rumours that he and adreN/Kenneth "Koosta" Suen argued over who should be using the AWP.
In the announcement about s1mple's departure, Liquid said the player felt homesick and would prefer to return in Europe and stay close to his family. S1mple added some context to this, saying that he felt alone in the Liquid League of Legends residence where he lived, and had little interaction with his teammates who lived at their own homes.
S1mple plans to eventually return to Europe and find a new team. For the time being, however, he'll remain a streamer for Team Liquid while the organisation tries to facilitate a transfer. Replacing S1mple will be Eric "adreN" Hoag, the player S1mple replaced himself when joining the team at the start of the year.
The move may come as a surprise to fans after the team managed to secure a top four finish at the recent major in Columbus, where S1mple was one of the top performers. The team also played adreN in that tournament, and he posted perhaps his best international performance to date.


text:
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Fintech April Mixer: Angkas On Improving Lives Of Low-Income Households
Angkas along with other entrepreneurs were present at the Fintech April Mixer to talk about their business advocacies and how it can help
Cris Echeverria
The Fintech April Mixer took place at The Ark By UnionBank on 25 April 2019. The core of the event talked about how to democratize the e-commerce industry here in the Philippines.
George Royeca, Head of Regulatory and Public Affairs of Angkas was there to talk about what's next on the lineup of their business.
Royeca along with other speakers like Au Soriano, Archit Anand, Steve Sy, and Ronald Rodriguez was there to discuss how their company can help in the democratization of e-commerce in the Philippines.
Royeca said that for the most part, Angkas is all about its business advocacy which is to improve the quality of living of low-income Filipinos through proper training when it comes to riding a motorcycle.
Royeca explained that they once conducted research about motorcycles here in the Philippines. Ankas was able to acquire data that shows that there are about 40 million motorcycles in the country of which over 50 percent are being used for livelihood.
This means that one-third of the country's total population relies on motorcycles for their source of living.
From the said research, Angkas was also able to exact that 99 percent of the people using a motorcycle for livelihood comes from low-income families.
Despite the necessity of using motorcycles, these types of vehicles remain to have a negative stigma due to the numerous accidents that motorcycles gradually cause.
However, Royeca said that with Angkas these casualties are kept from minimum to zero. This proves that Filipinos can be trained to properly ride a motorcycle.
Since there is currently no government initiative to teach people how to ride a motorcycle, Angkas made it one of its goals.
Royeca also shared with the audience that most of their drivers would have earned Php 45,000 by the end of the month which is a huge improvement compared to their original monthly income.
However, he noted that some drivers would use their first Php45,000 to buy an iPhone X or any other similar luxury.
Apart from teaching Angkas drivers how to drive safely and properly deal with customers, they also teach them how to do business which includes managing the money they earn.
Ronald Rodriguez, Founder and CEO of Beebeelee, also shared his insights on how his business can partake in the spread of e-commerce in the Philippines.
He said that one of their goals is to shape a new generation of entrepreneurs in e-commerce highlighting the fact that a certain percent of the Filipino market is still not fully confident to engage in online retailing.
Rodriguez said that most of the orders they receive are transacted through Cash On Delivery payment method since this provides a lot more security on the part of customers. However, not all of these orders push through. There are times when a customer would decide to cancel an order midway.
Through the mass adoption of e-payments, Rodriguez hopes to encourage Filipinos to have an e-commerce ecosystem.
Au Soriano of PinoyTravel also talked about the need to modernize the way transportation personnel does business.
Technology is an excellent apparatus to automize and make things more efficient in the transportation industry.
Those living within Metro Manila most likely knows a thing or two on how to use technology to their advantage. However, to give people from rural areas a chance, Soriano says that she goes on trips to provinces to teach drivers and conductors how to use technology for their business.
Interestingly, there was also one company that seeks to resolve the issue of the water crisis.
Daniel Li represented his company NXTLVL Water.
In the next 10 years or so, the Philippines could already experience a serious water crisis.
In fact, 20 million of Filipino are already experiencing it right now.
Li explained that NXTLVL Water invented something called the hydra.
It's a 20-foot water container, the same with any other water container you'll see. The big difference is that this one turns sea water, cleans it up, and turns it into potable water.
NXTLVL Water has its production facility in San Juan, La Union. Bottles of water sold within the area are sold from Php 10 to Php 15. Meanwhile, places outside of San Juan are sold for Php 20.
Fintech April Mixer e-commerce
Looking Beyond Ethereum: A Closer Look At New Smart Contract Platforms
Makati Digital Currency discuss about stablecoins
Blockchain Partnerships in Manila
Crypto Games Conference 2019
Blockchain Partnerships to hold its first event in Manila
FinTech Forum Gathers Entrepreneurs And Investors
USDEURJPYGBPAUDCADCHFCNYSEKMXNNZDSGDHKDNOKKRWPHPVNDTHB


text:
Q: Want code for a modular operation Given numbers a1 and a2 and a positive integer k, such that a3 = Mod[a1 a2, k], a4 = Mod[a1 a3, k] and so on, I want the Mathematica code that can compute the value of {a1, a2, a3, a4, ..., an} stopping at a point where a particular condition is met.

A: In Mathematica this sort of computation is usually done with NestList. Here is an example.
With[{k = 7, a = 3, b = 5, n = 11}, Prepend[NestList[Mod[a #, k] &, b, n], a]]

{3, 5, 1, 3, 2, 6, 4, 5, 1, 3, 2, 6, 4}

Note this shows a cycle length of 7, the maximum length possible with k = 7.
Update
I add this to meet the additional requirements stated by the OP in a comment below.
generator[a1_, a2_, k_, test_] :=
  Rest @ NestWhileList[Mod[a1 #, k] &, a2, test, 1, 2 k]
generator[3, 5, 7, # != 2 &]

{1, 3, 2}


text:
''För Wikipedias pressinformation, se Wikipedia:Press.

Press kan syfta på:

 Press – en samanfattande benämning för tidningar och tidskrifter, se tidning
 Dagspressen – en tidning som först och främst innehåller en allsidig nyhetsrapportering, och som utkommer minst en gång i veckan
 Kvällspress – en typ av dagstidning som inte är en morgontidning
 Populärpress – en sammanfattande beteckning för serietidningar, vecko- och månadstidningar
 Fackpress – tidningar som riktar sig till yrkesverksamma läsare i deras professionella roll
 Presskort – en legitimationshandling som visar att innehavaren är verksam som journalist
 Pressmeddelande – en text, ofta med nyhetsvärde, som skickas till eller görs tillgänglig för media i syfte att skapa god PR (relation med marknaden) och/eller investerarrelationer (IR)
 Presskonferens – ett möte som journalister inbjuds till av organisationer som har något intressant att berätta
 Pressbyrån  – ett svenskt detaljhandelsbolag
 Tryckpress – en maskin för att producera flera kopior
 Press (tyngdlyftning) – en tidigare tävlingsform inom tyngdlyftning fram till 1982
 Press (berg i Antarktis) – ett berg i Antarktis

Personer
 Tamara Press (1937–2021), en före detta sovjetisk friidrottare
 Irina Press (1939–), en tidigare sovjetisk friidrottare

Se även
 Nyhetsmedier
 Tabloidformat
 Pressning


text:
Conselho de Igrejas Cristãs em Angola (CICA) är ett ekumeniskt kyrkoråd i Angola, bildat 1992 och anslutet till Kyrkornas världsråd.

Medlemskyrkor
Igreja Evangélica Baptista em Angola
Igreja Evangélica Congregacional em Angola
Missão Evangélica Pentecostal de Angola
Igreja Evangélica Reformada de Angola
Anglikanska stiftet i Angola
Apostolic Faith Church i Angola
Christian Apostolic Mission
Evangelical Baptist Church in Angola
Evangeliska brödraförsamlingen
Evangelical Church of Angola
Evangelical Congregational Church in Angola
Evangelical Mennonite Church in Angola
Evangelical Pentecostal Mission in Angola
Evangelical Reformed Church of Angola
Full Gospel Church in Angola
Kimbanguistkyrkan i Angola
Mennonite Community Church in Angola
Twelve Apostles Church in Angola
United Methodist Church

Associerade organisationer
KFUM
Church of God
Emmanuel Unido Seminar
Frälsningsarmén

Kristendom i Angola
Religiösa organisationer bildade 1992
Kristna organisationer
Ekumenik
Organisationer i Angola


Join us for ALL DIGITAL Week 2019 and reinvent yourself!
For the second time, in 2019 the Centre of Technical Culture Rijeka (CTC Rijeka) will lead ALL DIGITAL Week in Croatia as a National Partner, bringing all the experience of participating and organising it on the regional level since the very beginning in 2010.
1. Building personal responsibility and promoting media and digital literacy. This series of workshops will deal with social networks and online news media and will promote the values of tolerance and active citizenship. Citizens will learn how to protect their private information, how to recognize and avoid hate speech, how to aptly present themselves on the social networks.
2. Using digital tools to improve their chances in the increasingly digital economy and society. Citizens will learn how to use free online tools, such as e-Citizen, e-mail, Google tools, Europass, etc.
3. Learning new digital skills in order to enhance employability. Citizens will be able to involve in the workshops that provide introductory and advanced lessons on programming, robotics, graphic design, all using digital tools.
CTC Rijeka will include 15 elementary and secondary schools that will organise activities in the fields of STEM and advanced technology usage, and also regarding safe and responsible usage of online tools, social networks and all sources available on the Internet.
In addition, approximately 10 NGOs will be involved in promoting and celebrating ALL DIGITAL Week, by organizing promotional and educational activities, events, workshops, and lectures, with the aim of enhancing digital skills and promoting digital literacy among general public.
Other stakeholders that will be indirectly included are decision makers, employers, other institutions and organizations, as well as general public at national level, that will be informed on the activities organized during the campaign, their results, and the importance of digital literacy today.
CTC Rijeka plans to involve 3,000 people in the campaign activities and reach 20,000.
Blogpost: GOW 2015 in Croatia – a big success!


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text:
Margaret Thatcher's prophetic Bruges speech thirty years ago today sparked the debate that led to Brexit
Conor Burns MP
Conor Burns has been MP for Bournemouth West since 2010 and has served as a Parliamentary Private Secretary to a number of ministers, most recently to Boris Johnson at the Foreign Office. He is Chairman of Conservative Way Forward.
One of the more absurd debates during the referendum was about whether Margaret Thatcher would have voted to Leave or Remain. Some claimed to know she would have been a Remainer based on what they thought. I rather prefer to go by what she said. Nonetheless, the debate is futile as no one can know for certain what would have been the view of a woman who was dead three years before the 2016 vote.
What we can know is that the referendum was result of decades of domestic debate about Britain's role in what one of my university courses rightly called 'Britain and the evolving European Community'.
And the word 'evolving' is crucial in this debate. For when Britain joined the EEC in the 1970s, accepting the Treaty of Rome into UK law, it was not to turn out to be a final settlement. The EEC became the EC and then the EU with the Single European Act and the Treaties of Maastricht, Amsterdam, Nice and Lisbon.
The process of evolution had taken us from joining a 'Common Market' to finding ourselves members of a Union that had a flag, an anthem, a currency, a Parliament and even its own citizenship.
Thirty years on to the day, it is fascinating to reread the speech that arguably reignited the debate – certainly within the Conservative Party – about Britain's place in that evolving Europe.
That speech by Margaret Thatcher to the College of Europe in Bruges in 1988 now reads like a complex mix of the visionary, the prophetic, the managerial and the constrained.
She starts by taking head on the differing British and European views of what 'European' means. She states:
"Europe is not the creation of the Treaty of Rome. Nor is the European idea the property of any group or institution. We British are as much heirs to the legacy of European culture as any other nation. Our links to the rest of Europe, the continent of Europe, have been the dominant factor in our history."
One can today – with the benefit of knowing the treaty changes that followed – hear her frustration at those who were intent on advancing a political project. She implicitly rejected that, saying:
"The Community is not an end in itself. Nor is it an institutional device to be constantly modified according to the dictates of some abstract intellectual concept. Nor must it be ossified by endless regulation. The European Community is a practical means by which Europe can ensure the future prosperity and security of its people in a world in which there are many other powerful nations and groups of nations. We Europeans cannot afford to waste our energies on internal disputes or arcane institutional debates."
This is the language of a Prime Minister clearly frustrated by the direction of travel of an institution, hostile to the supra-national vision – but as Prime Minister boxed in by the extent she can voice her true feelings. In so many lines of Bruges there is a coded rebuke to the destination on which she knows so many on the continent are set:
"My first guiding principle is this: willing and active cooperation between independent sovereign states is the best way to build a successful European Community. To try to suppress nationhood and concentrate power at the centre of a European conglomerate would be highly damaging and would jeopardise the objectives we seek to achieve."
When she said "Working more closely together does not require power to be centralised in Brussels or decisions to be taken by an appointed bureaucracy", could she have had in mind the EU we have today?
And how astonishing it is that, thirty years on, her call "to establish a genuinely free market in financial services in banking, insurance, investment" still needs to be made today.
One part that has not aged well was her call "to make greater use of the ecu". She stated that:
"This autumn, Britain is issuing ecu-denominated Treasury bills and hopes to see other Community governments increasingly do the same."
For younger readers, this was a debate that I remember well from my youth. The calls for a 'common currency' had already started. This was the prelude to the campaign for the single currency. Mrs Thatcher had an array of adversaries lined up against her, all convinced this was the right course. They were as familiar to her as they are to us today: the CBI, the TUC, the IOD, the FCO and, of course, the Treasury. Perhaps only because the Bank of England was yet to be independent did we not have our very own 1980s answer to Mark Carney to join the litany.
The hard ecu (European Currency Unit – to run alongside existing national currencies) was her way of playing for time and doing as little as possible in the hope that the project would be exposed. Thankfully for Britain, it was and we never joined the euro.
She also foretold in Bruges the problems with border controls. She said:
"It is the same with frontiers between our countries. Of course, we want to make it easier for goods to pass through frontiers. Of course, we must make it easier for people to travel throughout the Community. But it is a matter of plain common sense that we cannot totally abolish frontier controls if we are also to protect our citizens from crime and stop the movement of drugs, of terrorists and of illegal immigrants."
In a distant but insistent echo, she appeared to be an early advocate for Global Britain. "Europe should not be protectionist." she declared. And her argument of three decades ago finds its voice again today among internationalist Brexiteers:
"The expansion of the world economy requires us to continue the process of removing barriers to trade, and to do so in the multilateral negotiations in the GATT. It would be a betrayal if, while breaking down constraints on trade within Europe, the Community were to erect greater external protection. We must ensure that our approach to world trade is consistent with the liberalisation we preach at home. We have a responsibility to give a lead on this, a responsibility which is particularly directed towards the less developed countries. They need not only aid; more than anything, they need improved trading opportunities if they are to gain the dignity of growing economic strength and independence."
Her final major theme was defence and again her words find a powerful credence today:
"Europe must continue to maintain a sure defence through NATO. There can be no question of relaxing our efforts, even though it means taking difficult decisions and meeting heavy costs. It is to NATO that we owe the peace that has been maintained over 40 years. And the time has come when we must give substance to our declarations about a strong defence effort with better value for money. It is not an institutional problem. It is not a problem of drafting. It is something at once simpler and more profound: it is a question of political will and political courage, of convincing people in all our countries that we cannot rely for ever on others for our defence, but that each member of the Alliance must shoulder a fair share of the burden."
How that would find a welcome in today's White House.
Any speech from history must be read in the context it was delivered. What makes Bruges fascinating and enduring is that it was in a real sense the beginning of a campaign. It was a call for a different kind of Europe; a Europe of the nation states, of willing cooperation, outward-looking, limited, practical and free-trading. In varying guises, all of Mrs Thatcher's successors – Major, Blair, Brown and Cameron – all took up that campaign. They promised to lead from within, to reform and ultimately to renegotiate.
Ranged against the vision of Bruges were the forces of European integration. They run like an integrationist thread, uninterrupted, from Delors to Juncker.
Ultimately, perhaps the verdict on Bruges is that it began the debate that led to 2016. Concern to scepticism about the European project had hitherto been confined to the fringes. Yet there in 1988 in the last year at the height of her powers was the most powerful of Prime Ministers giving voice to doubt about the whole destination of the project and setting out a different vision.
What an irony that the failure of the vision laid out in Bruges by Britain's first woman Prime Minister to prevail, leads, thirty years on, to Britain's second woman Prime Minister being on the cusp of taking Britain out of the European Union altogether.
Tags: borders, Bruges speech, CBI, College of Europe, Conor Burns, David Cameron, Euro, GATT, Global Britain, Gordon Brown, IOD, Jacques Delors, Jean-Claude Juncker, John Major, Lisbon Treaty, Maastricht Treaty, Margaret Thatcher, NATO, Single European Act, Tony Blair, trade barriers, Treasury, Treaty of Amsterdam, Treaty of Nice, Treaty of Rome, TUC