Q: What should I do if the door comes open in flight?
Good example: On April 28, 1988, Aloha Airlines flight 243 suffered severe structural damage. An 18 foot length of the top half of the fuselage blew off. One flight attendant was immediately swept overboard, but everybody else survived. The wind blew away all the pilots' charts and checklists, and the noise was so great that they had trouble communicating, but they were able to fly the airplane and land at Kahului airport. They carried out the required checklists from memory.
Bad example: On December 29, 1972, Eastern Airlines flight 401 was flying over Florida. This was a brand-new Lockheed L-1011 jumbo jet, with no problems except for one of the three small green lights that are supposed to indicate when the landing gear is down and locked. All three pilots were so distracted by the burned-out indicator that they didn't notice that the airplane was gradually descending. It crashed into a swamp. This was, at the time, the second-deadliest single-aircraft disaster in United States history.
Don't let anything like this happen to you. Fly the airplane. If you have a copilot, make sure there is a clear delineation of responsibilities: One guy is entirely responsible for flying the airplane, while the other guy fusses with the landing gear or whatever else.
A burned-out indicator should be nothing more than a minor nuisance. (Hint: Swap bulbs with one of the other indicators.) If you neglect basic flying duties, you make the problem very much worse.
Bad example: The following scenario has occurred many times: Shortly after takeoff, the passenger door pops open. The pilot becomes distracted. This leads to fatal stall/spin accident.
Don't let this happen to you. First of all, double-check the door latches before takeoff. If the door is not properly latched, it could pop open, perhaps during the takeoff roll, perhaps later. Secondly, if a door does come open, fly the airplane! The safest thing to do is to make a normal landing and then close the door.
If the door is hinged at the front, aerodynamics guarantees that the door will not open more than 2 or 3 inches. This is enough to make the cockpit noisy and drafty, but it is not the end of the world. Fly the airplane!
In some cases is may be possible to close the door without landing. Wait until you are at a safe altitude and well away from other aircraft. Maintain a safe airspeed. If you have a copilot, work out a clear division of responsibility: One guy flies the airplane while the other guy fusses with the door. Opening a cabin window and/or slipping the aircraft may make the door easier to close. Still, the point remains: You don't have to close the door, but you do have to fly the airplane.
Sometimes the door is hinged along the top or bottom. This includes many baggage doors, as well as some main entry doors, such as "gull wing" doors or "air stair" doors. If such a door comes open, it might well open all the way. This creates an impressive amount of draft, noise, and drag. The open door might bang into the fuselage, and might even separate from the aircraft. In any case, fly the airplane! If you don't maintain control of the airplane, a bad situation becomes very much worse.
If a passenger appears to be having a heart attack, this is a very serious problem. Still, you will make it very much worse if you neglect your basic piloting duties.
All flying involves a goodly amount of multitasking and division of attention. If you can safely fly the airplane and still give part of your attention to the passenger, that's great. Get on the radio and ask for assistance. Ask for vectors to the nearest suitable airport. Ask for an ambulance to meet you there. Ask for first-aid instructions. Descend to a lower altitude as soon as possible. Administer aspirin if available. Administer nitroglycerin if available. Administer oxygen if available. In any case, though, your first priority is to fly the airplane. This includes carrying out all the normal checklists.
Engine failure is a serious problem. Don't make it worse by neglecting your basic piloting duties. There are many items on the engine-out checklist, but the first priority is always to maintain a reasonable airspeed, attitude, heading, and coordination.
When making an engine-out landing, don't forget the pre-landing checklist. This includes extending the landing gear, unless there is some special reason not to.
Do not try to debug the landing gear or anything else on final. For that matter, do not do any debugging anywhere near the traffic pattern — it is too close to the ground and (usually) too congested. Get out of there. If there is a control tower, don't forget to tell ATC what's happening: "Tower, Five Seven Tango has some uncertainty with the landing gear.1 We'd like to leave the pattern while we investigate". Then climb to a reasonable altitude, away from the airport, and take your time fixing the problem.
No matter how bad the problem, don't panic, and don't give up. There is no crying in baseball, and there is no giving up in aviation. After the aircraft is parked and tied down, then you can set aside your pilot-in-command responsibility, not before.
This section discusses what you should do if your engine quits while you are airborne.2 This mainly applies to single-engine airplanes; additional procedures for multi-engine airplanes are covered in chapter 17.
It is important to have an emergency checklist You should commit it to memory, and review it right before each flight. Do not wait until you are confronted with a "deafening silence" to figure out what is on the emergency checklist, and why.
Aviate — best-glide ______ KIAS and trim; configure flaps & gear etc.
Navigate — pick a field; turn toward it.
Communicate — 7700 + 121.5 or current.
The first item, Aviate, is clearly the first priority. No matter what happens next, you want to be in control of the aircraft when it happens. There are lots of scenarios where an engine failure results in a critically low airspeed (especially if somebody is dumb enough to try to maintain the pre-failure pitch attitude, or (worse) the pre-failure altitude while deciding whether or not there has been a failure). If you fly with a light touch, as you should, you will have less of a problem with the airspeed. If the airspeed does get low you must re-establish the proper glide speed3 immediately, even if it means cashing in some precious altitude.
The opposite extreme is possible, too; namely it is quite possible that at the time the emergency begins, the aircraft is going much faster than the best-glide speed. This is not so immediately dangerous, but the longer you take the establish the proper glide speed the more energy will be thrown away in the form of unnecessary parasite drag. In this case, gently zoom upward, converting airspeed to altitude. Retrim.
In addition to trimming for the correct airspeed, you should configure everything else appropriately, as discussed in section 15.2.3.
The second item, Navigate, is clearly next in importance. In section 15.2.5 there is a discussion of clever techniques for judging which fields are within gliding range — but you should not pick a field at the limits of this range if there is anything suitable that is close. In particular, start by looking down at a 45 degree angle, or even straight down. If it is right below you, it is probably within gliding range!
The next item is Investigate. Sometimes when the engine quits, you know immediately what the problem is. Ninety percent of the time, the problem is fuel-related, so you should reflexively switch tanks and turn on the boost pump as appropriate. Then turn on the carburetor heat, because it is only effective while the engine is still warm. Then go left-to-right across the panel, checking everything in turn. Make sure the primer is in and locked. See if the engine runs better on the left magneto, right magneto, or both. See if it is happier with a leaner or richer mixture. In most cases the propeller will keep turning, just due to the action of the relative wind, even in the total absence of engine power – but if it stops, use the starter to get it going again. Give everything a once-over before spending too much time on one particular item, unless you are pretty sure you know what the problem is. And above all, don't forget to fly the airplane.
The next item is Communicate. If you are already in contact with a controller, it is almost certainly a good idea to stay on that frequency. If, on the other hand, you have any doubt about what frequency to use, go immediately to the international distress frequency, 121.5 MHz. That's what it's there for.
Similarly, if you have been assigned your own transponder code, don't bother to change it unless ATC asks you to. On the other hand if you are presently on the all-purpose code 1200, do not hesitate to switch to the emergency code, 7700. That rings alarm bells (literally) at ATC and highlights you on the controller's radar screen.
Some people argue you should Communicate even before you Investigate. Certainly if you are in instrument meteorological conditions you should tell the ATC of your predicament even before you Navigate, (1) so they can vector you to a landing field and (2) so they can clear out the airspace below you.
The fifth item on the list is Secure. It is amazing how easy it is to forget this item. Wouldn't you hate to make a beautiful power-off approach to an ideal field — and then forget to extend the landing gear?
At 100 feet AGL, make sure you pull the throttle and mixture to idle cut-off. The main reason is that you don't want the engine to roar back to life just after touchdown. This could easily happen if (for example) there had been a fuel shortage, and the flare freed up some fuel from a corner of the tank. The reason for doing it at 100 feet AGL is to give the engine a chance to cool down, reducing the risk of a post-crash fire. Closing the fuel-tank shutoff valve helps reduce the risk of fire — but in most planes it is not a sufficiently quick way of stopping the engine so be sure to pull the throttle and mixture also.
Shutting off the engine will be difficult; it will require overcoming a huge psychological barrier. After all, you've spent the last several minutes trying to restart the engine, and now you are supposed to shut it off. Make sure you have made this decision in advance: promise you will shut the engine off at 100 AGL.
Switching off the master also reduces (somewhat) the risk of fire, but in an aircraft with electric flaps and/or landing gear, you might want to save the master switch for last.
Let's consider the case of engine failure during climb. This is somewhat more critical than engine failure during level flight, because of the lower airspeed during climb. This is particularly critical during initial climb, when you are still close to the ground.
The first thing you must do is lower the nose. You must lower the nose a lot. You must lower the nose right now.
This may sound obvious and easy, but experience shows that many pilots don't respond properly. There are complex psychological issues. Part of the story is that the expectation is so strong that the engine should work that pilots initially don't believe that the engine has actually failed – despite clear observational evidence that it has. It is super-important to practice engine failure scenarios, so that you can instantly perceive engine failure and instantly respond properly.
Start by practicing at altitude, in the practice area. Enter a low-airspeed climb, reduce engine power to idle, and then immediately configure for best glide. Among other things, carefully note the pitch attitude associated with best glide, so that you can instantly put the aircraft into that attitude without reference to instruments.
Some books say that you need to "push on the stick". Well, it's true that you need to push on the stick, but that's not where the emphasis should be. Pay attention to the pitch attitude, which along with direction of flight is your best indication of angle of attack. Do whatever you need to do with the stick to obtain and maintain the proper pitch attitude. Then trim.
You may be wondering how rapidly to lower the nose. The answer is, as rapidly as you can without pulling negative Gs.
After you have mastered the procedures at altitude, find a long, long runway where you can take off, climb to an altitude of a couple hundred feet, reduce power, and land straight ahead. Do this with an expert instructor, and do it with plenty of altitude the first few times, so that if you don't do everything right you have time to recover. Watch out for other traffic, and make sure other traffic knows what you're doing.
Here's another technique that doesn't require quite so much runway length: Make an almost-normal approach to the runway, start a go-around, and then reduce engine power to idle during the go-around. Lower the nose and land straight ahead. If you adjust the approach path judiciously, you can have almost the entire runway available for the power-off landing. This technique is particularly useful when (because of density altitude or whatever) your aircraft doesn't have very good takeoff and climb performance.
In the "clean" configuration, the airplane will be able to glide much farther, perhaps twice as far as in the "dirty" configuration. If you start out at low altitude, twice nothing is nothing, so it may not be worth bothering to configure for glide; just configure for landing and be done with it.
On the other hand, if you start out at a reasonable altitude and are trying to glide a long ways, then you want flaps retracted, landing gear retracted, and propeller in the coarse pitch (low RPM) position.
Some books say that once the flaps are down, you should leave them down; they point out that at a low airspeed (below the bottom of the green arc) retracting the flaps will cause an immediate stall.
I look at it somewhat differently. This situation actually arose on my private pilot checkride. I was at 1000 AGL, with two notches of flaps extended, on downwind just ready to turn base. Then Tower asked me to extend my downwind. By the time I was able to turn final, I was nearly two miles from the airport. At this point the examiner caused a simulated engine failure.
It's a long way to the airport. If I don't do everything right, we won't make it.
It is important to glide at the right airspeed. I know what the best glide speed is in the clean configuration, but I have no idea what the best glide speed is in the current configuration.
I'll bet there is no such thing as best glide in this configuration. I've got to get the flaps up.
I'm really slow, near the bottom of the green arc. If I just retract the flaps, I might stall.
The airplane stalls at a definite angle of attack. No airplane ever stalled at zero angle of attack. It's aerodynamically impossible.
I've got full control over angle of attack. Watch this!
At that point I shoved forward on the yoke. Zero angle of attack. Zero G. The examiner started gently floating out of his seat, but he didn't say anything. I retracted the flaps all at once. I continued the zero-G pushover until we approached the canonical best-glide airspeed. Then I raised the nose, trimmed for best glide, and quickly ran the rest of the emergency checklist. I even rolled in some left rudder trim.
The glide took us to a place in the weeds about 100 yards short of the runway. I flew right down into ground effect and then flared. While skimming in ground effect I extended the flaps. When we reached the runway the stall warning was already on. I plopped onto the runway. We were stopped before reaching the big painted number.
You can, of course, glide with flaps and/or gear extended if you want to make a steep approach to a nearby field.
Also, when you are through gliding (i.e. when you are ready to flare), extend the flaps, so you can touch down at the lowest possible speed.
We now focus on the special case of engine failure shortly after departure, since that is a relatively common and very critical case. Many people are tempted to turn back to the airport, but this is not usually the right answer.
Every situation is different, so the following analysis can't possibly fit them all exactly. On the other hand, it is worth your while to plan in advance. Know what your options are. For each phase of flight, make sure you have a backup plan ("Plan B") appropriate to the situation. Be ready to carry out Plan B at a moment's notice.
Here is a piece of simple but important advice: if you can land straight ahead, do so. As an extreme example, consider this: a small plane departing from runway 31L at JFK (length: 14,600 feet) could climb to 500 feet, lose the engine, and still land straight ahead on the same runway with plenty of room left over.
Here's another piece of simple advice: don't turn back unless you are sure you can make it — and there are lots of situations where you can't make it.
For example, consider a fully loaded Cessna 152. It has a power-off glide ratio of ten to one. Unfortunately, in no-wind conditions the climb gradient is less than ten to one. Therefore, even if the airplane could turn on a dime, at every point on the return trip the airplane would be below where it had been on the outbound trip. Then when you take into consideration the altitude lost while getting the airplane turned around, it is easy to see why the airplane cannot possibly return to the point where it left the ground.
Under such conditions, the farther you have flown on the departure leg, the more options you have for an off-airport landing, and the more impossible the turnback becomes.
An important factor to take into account is that a simple 180 degree turn does not suffice to return you to the departure runway. The airplane will travel an appreciable distance sideways during the turn. You won't need to do a full-blown procedure turn, but you will need to do some additional maneuvering that makes an already-bad situation worse.
Given a sufficiently long runway, the airplane may be able to return to a point on the runway closer to the departure end — which is just fine. Again, imagine departing runway 31L at JFK, and climbing straight ahead. Suppose the engine quits at a point 1/2 mile beyond the departure end of the runway. At that point you should have more than a thousand feet of altitude. You should be able to reverse course and make a downwind landing near the beginning of runway 13R5 even though you could not glide back to the point where you lifted off.
A modest headwind on departure will help keep the airplane near the airport during the outbound leg, and will help hurry it back to the airport during the return trip. This sounds wonderful, because it increases the possibility that you can glide back to the runway. The trouble is that (whether or not you make it back to the airport) you are faced with a downwind landing. Even a modest amount of tailwind (say 15 knots) can have a tremendous effect. Suppose your airplane is capable of touching down at 55 knots. If you land into the wind, you have a groundspeed of 40 knots, but if you land downwind you have a groundspeed of 70 knots. Runway usage depends on the square of the groundspeed, so the downwind landing will use three times as much runway: (70/40)2 = 3.06. Also, in a collision, the amount of damage and injury is typically proportional to the square of the groundspeed — so if you turn downwind and don't manage to land on the runway you are in very big trouble indeed.
Here's another option for you to consider: suppose that your airport has a second runway running crosswise to the active runway. If your engine fails somewhere over the cross runway, you might be able to turn 90 degrees and land on it.
Even in less ideal cases, it is quite likely that a crosswind landing on a different runway (or even a taxiway) is easier and safer than a downwind landing on the departure runway.
If you are really concerned about engine failure during the departure climb, and the airport is the only safe landing zone for miles around, you should begin a gentle turn almost immediately after liftoff. Then if the engine quits, you're closer to the airport and you've got a more convenient heading. I don't recommend this in general, because engine failure is not the only consideration. For starters, we need to worry about causing a mid-air collision in the pattern. A turning departure climb toward the traffic-pattern side of the runway would cause you to enter the downwind leg from below at just about the point where inbound traffic is entering from the 45 degree leg.
In many cases, engine trouble results in partial rather than total power loss. You have to decide whether continued operation of the damaged engine is safe, but if so, it gives you some more options. Even if the aircraft is not capable of climbing on the remaining power, the rate of descent may be dramatically reduced. Think of the aircraft as a noisy glider with a good glide ratio.6 It may be capable of "gliding" to places that a totally unpowered aircraft could not.
I reiterate: don't try to turn back to the airport unless you are sure you can make it, and in most typical cases you can't. You should find a nice road or field and put it down under control. It helps a lot if you have practiced forced landings, so you know the power-off performance of your airplane and how to land from non-ideal approaches.
Another very serious consideration is this: reversing course smoothly wastes valuable time and energy, whereas reversing course quickly requires radical maneuvering. Nobody wants to recommend that pilots perform radical maneuvering at low airspeeds close to the ground in an unplanned situation. It might help you return to the runway, but there is a much greater chance that it will provoke a stall/spin accident. An off-airport landing is not usually fatal, whereas a stall/spin accident usually is.
Another reason for not attempting to turn back is that most people are so surprised by an engine failure that it takes them a few seconds to regain their wits. During this interval, precious time, energy, and distance have been wasted, so even though it might originally have been possible to turn back, it no longer is.
Indeed, (unless you are very well trained) your first reaction will be completely wrong — not just late, but dead wrong. When the engine quits, the airplane's nose will tend to drop. The flight path has changed from, say, a 10-to-1 climb to a 10-to-1 descent, so to maintain constant angle of attack the nose must drop a huge amount — 12 degrees. You may think "Gee, I don't want the nose to drop" and may be tempted to pull back on the yoke. This is a sure way to kill yourself. Please, do not think of the yoke as the up/down control. When the engine quits, the airplane is going to descend. The only question is whether you will spin in, or glide to a controlled touchdown. Remember, you can survive an off-airport landing if you touch down under control.
The obvious reason why you want to maintain control is that the rate of descent you get in a normal glide is much less than what you get if you stall and let it "drop in" — not to mention what you get in a spin.
A less obvious but still very important consideration is this: If the airplane is not under proper control, it is likely that one wingtip will hit before anything else. This will cause the aircraft to cartwheel, causing tremendously more damage and injuries than if you had landed under control and just skidded to a stop.
In any case, you need a plan for what to do with the controls. Your first priority is to maintain a proper angle of attack. Do not attempt to hold the nose up; let the nose go down (or push briefly to help it go down). Fine tune the pitch attitude and trim to maintain the best-glide airspeed.
In a forced-landing situation, your glide path will be rather steep. The lift-to-drag ratio of typical Skyhawk or Cherokee (in best-glide configuration) is about 10-to-1, which corresponds to an angle of six degrees. This is perhaps twice as steep as a typical power-on approach. It is even somewhat steeper than the typical "power off" approach, since that normally really means "engine idle" and an engine at idle produces noticeably more power (and less drag) than an engine that is really off.
We can use the rule of thumb: a thumb at arm's length subtends four degrees.7 In figure 15.1, you can tell by the smoke drifting up from the shack that the wind is negligible, so you should be just barely able to glide to any point that is a thumb and a half below the horizon.
Figure 15.1: What Landing Sites Are Reachable?
In the presence of wind, the circle of possible landing sites will be shifted downwind from the circle described in the previous paragraph. Suppose you are gliding at 60 knots (airspeed) into a 30-knot headwind. Your groundspeed has been cut in half, so your glide will be twice as steep as in the no-wind case. Your destination must now be at least three thumbs below the horizon.
Now let's assume you have picked a field and are gliding toward it. Now your ability to perceive angles really pays off. Whereas in a normal approach you use engine power to maintain a pre-determined glide angle and destination, in a maximum-distance glide the glide angle is fixed and you want to perceive what the destination is.
Here is the key idea: there will be some landmark that remains some fixed angle below the horizon, and that is the point toward which you are gliding. Pick a point. If its angle down from the horizon is decreasing, you will land short of that point. If its angle is increasing, you will overfly that point — unless you do something.
There are two critical reasons why you always need to explicitly identify the point to which you are gliding. For one, you need this information for angle of attack control. Remember, the angle of attack is the angle between the wing and the direction of flight. If you can't perceive the direction of flight you won't be able to perceive the angle of attack (see chapter 2). Secondly, you need to know whether your present glidepath will cause you to land long or land short; the earlier you can perceive this the sooner you can make any necessary correction.
A small correction early is better than a big correction late.
You should not pick a field that is right at the limit of the airplane's gliding ability, because you'll wind up short if anything goes wrong. Pick a field that is substantially closer than the limit, since you can always lose altitude by circling, adjusting the length of the base leg, extending flaps, slipping, et cetera.
Strategic turns are appropriate early in the game; flaps and slips are more appropriate on short final.
S-turns on final are almost never the best way to eat up unwanted altitude. Small-angle turns have almost no effect, and large turns take too long to perform, and take your chosen field out of sight temporarily. Furthermore, after two turns (one to the left and one to the right) you will be back on your original heading, but offset laterally; you need to make two more turns to get back on course. If you have time and altitude to do all that, there are better things to be doing.
If you are on long final and can (using flaps and/or slips) keep the field a constant angle below the horizon, you are all set. Glide straight on in.
If you are on long final with excess energy, or if you are approaching the field from a substantial angle relative to the intended direction of landing, do not aim directly for the field. Aim for the so-called base key point (figure 15.2), i.e. the point where the base leg begins.
Another point that is made in the figure is that you can use the width of the landing field to your advantage. You may be unaccustomed to this, since at an airport the tradition is to land always as close as possible to the runway centerline.
Also, do not plan your final approach to take you to the threshold of your chosen field. No matter how long or short the field, aim for a point one third of the way along the field. Remember there are lots of things that could steal energy from your glide, and you really don't want to land short.
than to hit the trees at the near end at 60 knots.
The energy, the expected damage, and the expected injuries all depend on the square of the airspeed. The square law means the 20-knot collision involves nine times less energy than the 60-knot collision.
One common reason why you might wind up landing short (despite a well-planned glide) is the infamous decreasing headwind on final, as mentioned in section 12.12. If you are gliding at 70 knots, and you lose just ten knots due to a windshear, you will have to descend 60 feet to regain your proper airspeed.9 That 60 vertical feet (at a ten-to-one glide ratio) corresponds to 600 feet of horizontal travel. If you are unprepared for it, finding yourself 10 knots slow, 60 feet low, and/or 600 feet short during a forced landing is no fun.
As discussed in section 21.3, you need to have margins of safety and layers of protection. You don't want to be in a situation where any one failure causes harm. As discussed in section 21.8, you always want to have not just plan A, but also plan B, plan C, plan D, et cetera.
Far and away the most common reason for losing engine power is fuel mismanagement. This includes running out of fuel as well as contamination of the fuel. The good news is that such problems are relatively easy to prevent.
It pays to be careful. I am pretty methodical about checking the fuel sumps. I used to check for little droplets of water at the bottom of the sampler. Once, after completing the check, I was about to dump out the sampler and begin the flight, but I decided to take a closer look. Then I noticed tiny drops floating at the top of the sampler. It turns out the entire tube was full of water, with just a tiny bit of fuel mixed in. I went back to the plane and got another tube of water, and another, and another. It turns out that the fuel vendor had just switched to a new pump/tank system, and had sold me more than a quart of water (at AVGAS prices!) along with the fuel.
Check the fuel sumps if the aircraft has been sitting overnight or longer. Humid air in the tanks can condense at night. The problem is worse if the tanks are less than 100% full, because that leaves more room for air. Because of the daily temperature changes, new air gets into the tank each day. The condensed water, hiding underneath the fuel, does not re-evaporate — it just accumulates day after day.
Check the sumps if the aircraft has been refueled since the last flight.
If you do detect water after refueling, notify the fuel vendor immediately, so that one of your less-meticulous fellow pilots doesn't get harmed. Then, wait a few minutes and check your tanks again. A fair amount of water can be suspended in the fuel in the form of tiny droplets that take a while to settle out.
Check the fuel sumps if the airplane has been sitting in the rain even for a short time. The filler caps have been known to let water leak in.
Check the color of the fuel. Different octane grades are color-coded differently. The color is rather pale, so it may help to look lengthwise down a long column of fuel.
Check the odor of the fuel. If it smells like jet fuel, watch out. There have been many cases where an airplane that runs on AVGAS has been mis-fueled with Jet-A. The engine may run on the mixture for a while, but it will be rapidly destroyed because of detonation in the cylinders.
If you suspect here is a mixture of Jet-A along with AVGAS in your tank, here's how you can check: Put a drop or two of the suspect fuel on a piece of paper. For comparison, put a similar amount of known pure AVGAS on the paper nearby. The AVGAS should evaporate rather quickly. The Jet-A, if any, will remain behind, leaving a translucent spot on the paper.
There are several ways to detect a sample that is 100% water. For one, the water will not have the right color, since the fuel color-code dyes are insoluble in water. Secondly, water has a noticeably different density and viscosity — it just doesn't "slosh" the same way. It also doesn't evaporate at the same rate. Last but not least, you can add a drop of water to your fuel sampler and make sure it goes to the bottom.
Before each flight, peer into the tank to make absolutely sure the fuel quantity is OK. Cross-check what you see against the gauges. One fellow I know bought gas and got ready to take off, but noticed that the tanks were nearly empty. The service crew had refueled the wrong plane. Another fellow filled the tanks on Sunday and went to fly again on Friday. The tanks were nearly empty because of a leak.
Don't switch tanks just before takeoff. On typical airplanes the engine can run for two or three minutes just using the fuel stored in the carburetor and engine sumps. That's just long enough to get you into big trouble if you use tank "A" for taxi and runup, and then switch to tank "B" for takeoff. What if tank "B" is contaminated? What if it is empty? What if there is a blockage in the lines? What if you accidentally select "Off" instead of "B" during the switch? Et cetera, et cetera.... If there is a problem with tank "B", you'd like to find out about it before starting your takeoff roll. If you absolutely must switch to tank "B" for takeoff, do a duplicate runup on that tank, and wait long enough to consume the fuel in the lines and sumps and prove that you are actually getting fuel from tank "B".
By the same token, it isn't smart to switch to a new tank on final approach. Plan ahead; do your tank-switching at an altitude and at a location where if something bad happens you'll have a chance to do something about it.
On a training flight, you might want to let Tower know it is only a simulated problem, so they don't get unduly worried. When in doubt, ask the instructor, but usually you know it's a simulation because of the satanic grin on the instructor's face.
Engine trouble (or other trouble) during the takeoff roll is discussed in section 13.7, especially section 13.7.6. Being lost, which might or might not be an emergency, is discussed in section 14.7.
In retrospect, I wish I hadn't pushed quite so hard. A half-G pushover would have been more than sufficient, and would have kept the examiner from floating out of his seat. Still, though, I had the right basic idea.
I.e. the reciprocal direction on the same piece of pavement.
Section 17.1.2 discusses the multi-engine version of a "noisy glider".
See section 12.3 for more discussion of how to measure angles.
Note this method gives you control of your destination using at most two large-angle turns, whereas S-turns on final would require using four.
Remember the law of the roller-coaster: 9 feet per knot, per hundred knots.


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The new additional verification system for members gives them the opportunity to upload key business documents; which then enables them to acquire bronze, silver, gold or ultimate verification available depending on how many key documents they upload.
Richard Newbold, group chairman and managing director, said: We understand how important it is for our members to be able to trust other companies, hauliers or couriers they are looking to work with, and this additional verification gives them that extra assurance when considering giving credit.
We have also invested in development to make Returnloads.net work even faster in the future, and have added all of these updates without passing any costs on to our members.
Other recent additions to Returnloads.net include enhancing the quick search function and tailoring this to members' locations, as well as adding new vehicle types to make searches for suitable loads even easier.


text:
https://www.harpercollege.edu/about/news/images/thumbnail-campus-building.jpg
News Bureau
Harper College recognized for Excellence in International Education
Harper College News Bureau
Awarded the Senator Paul Simon Spotlight Award
Harper College is one of three colleges and universities recognized by NAFSA: Association of International Educators with the 2018 Senator Paul Simon Spotlight Award for Campus Internationalization. Named after the late Senator Paul Simon, the NAFSA Simon Awards recognize outstanding innovation and accomplishment in campus internationalization. Harper is also proud to be the only community college recognized this year.
NAFSA presented the Spotlight Award to Harper for its Global Region of Focus Initiative (GRF). Started in 2014, the GRF initiative is a strategic approach to promoting internationalization of the students, faculty, curricula and programs of the College. Under this program, the College selects a region of focus for three-years. Over the course of those three-years, faculty immerse themselves in the region, participating in an international field seminar including coursework and travel to the region. They infuse these topics and information in their classes, enhancing the student learning experience. The College hosts visiting lecturers in the second year and offers student study abroad experiences to the region in both the second and third years. Concurrently, on campus programming focuses on the focus region.
Since its inception in 2014, the GRF produced 75 programs and impacted more than 3,200 students. "The GRF provides students with the cultural, economic, political and historical foundations for understanding global issues," said Dr. Richard Johnson, director of the Office of International Education. "We aim to shape tomorrow's leaders with values-centered global perspectives through our curricula."
"As future leaders of our nation, it is vital that our students have the tools and experiences necessary to thrive in an increasingly interconnected global community," emphasized Esther D. Brimmer, NAFSA Executive Director and CEO. "These institutions stand as excellent examples of how U.S. universities and colleges can effectively provide opportunities for cross-cultural competency using a varied set of methods. There is no one-size-fits all when it comes to internationalization. With institutions like these continuing to strive to incorporate creatively global perspectives onto their campuses, I am confident we can prepare our students to succeed and ultimately strengthen ties around the world."
A strong advocate for international education and cross-cultural learning, the late Senator Paul Simon is also the namesake of the Senator Paul Simon Study Abroad Program Act. The Simon bill aims to incentivize U.S. institutions to make study abroad an integral part of higher education by creating a modest program of challenge grants. The bipartisan legislation was introduced in the Senate (S. 601) and in the House (H.R. 4379) last year.
Institutions selected for the Simon Awards will be featured in NAFSA's report, Internationalizing the Campus: Profiles of Success at Colleges and Universities, to be published this fall, and honored at an event in Washington, D.C., during International Education Week in November. To learn more about NAFSA's Senator Paul Simon Awards, visit www.nafsa.org/SimonAward.
Harper Fast Facts
Search News Releases

redpajama_set_name: RedPajamaCommonCrawl


text:
Cardiff Metropolitan University can trace its heritage back to 1865, with the formation of Cardiff's first School of Art and now offers over 100 different courses, spread between five schools, over two campuses, with over 12,000 students. It is a truly global community, with connections stretching across the world.
Cardiff Met was awarded a silver Teaching Excellence Framework rating in 2017, demonstrating excellence in learning and teaching.
Cardiff Met was the highest ranking modern institution in the UK Research Excellence Framework with 80% of research classed as world leading or internationally excellent.
Cardiff Met has been ranked top in the UK for overall international student support for the 6th time through the International Student Barometer (ISB) putting us top out of 159 universities in the UK.
Cardiff Met is top in Wales for employability with 96% which is the highest percentage of graduates in work or study within 6 months of graduating.
Cardiff Met is ranked 3rd in the UK for its staff to student ratio.
Cardiff Met is proud of the diversity of its student body on campus with over 10,000 UK/EU students and over 1,000 international students from 140 countries across the world.
Cardiff Met benefits from an in-house English language training centre with dedicated staff committed to developing students' English language and study skills through pre-sessional courses and International Foundation Courses.
The International Office at Cardiff Met has a team of specialist support staff for the exclusive service of international students to ensure that each student has the opportunity to reach their academic potential and also to ensure that they are settled and happy in Cardiff. This service covers welfare, immigration, academic support, pre-arrival arrangements such as accommodation and airport welcome, attendance monitoring and providing sponsor reports on a regular basis.
We are an elite sports institution regularly winning events all over the UK. We had 13 competing athletes in the last Olympics including 2 gold medal wins.
Cardiff is the cheapest UK city for students according to the Natwest Student Living Index.
Cardiff has become Europe's 'third best' capital city to live in, a new European Union survey
Please write your email to download this document.
By downloading the brochure, you agree to our terms & conditions and privacy policy


A huge thanks to our friends at Walmart for sponsoring todays post. Keep scrolling to see our Budget-Friendly Woodland Themed Kids Bathroom Makeover!
We moved into our home nearly two years ago, and we still have rooms on our list to refresh. One of those was my boys upstairs bathroom. It's right in between both of their rooms, the perfect location for a kids bathroom. The bathroom was pretty much undecorated before, with just a floral shower curtain and some rustic shelves.
See what I mean? Very plain, and just not fun for the kiddos. It needed color, adventure, and magic! My boys are true nature lovers, so when I spotted the ADORABLE Woodland Creatures collection at Walmart, I knew it'd be the perfect fit for our bathroom refresh! With pops of bright orange and teal, it just felt like an energizing breath of fresh air. It took just minutes to set everything up, and the difference was just incredible. Ready to see more?
I just love the color and personality this bathroom has now. The woodland characters added such whimsy to a space that desperately needed it, don't you think? The little hedgehog toothbrush holder and the Fox Pump are my favorite additions to the space, I just think they're so cute!
I made sure to get some extra towels to put right in arms reach so they're easily accessible for the boys. I also added a command hook to the side of the bathroom sink to hang the boys potty seat – this is a MUST for every bathroom in our house, such a clever little hack to keep that seat off of the floor and out of the way. And with the woodland waste basket right by it, it "should" be impossible for the kiddos to miss tossing anything in. The key word being "should", ha!
We happened to have this cute seek adventure art before, and it fit perfectly into the new bathroom. The ceramic "things" container is also from Walmart, and the faux plants were pulled from around our house to add some greenery. Because if you're going to have a Woodland Creature themed bathroom, ya gotta have some plants, right? And since this is my kids bathroom, it was best that they were faux.
How sweet is this fox bath rug – it was the first thing the boys noticed when they saw the freshly decorated space. Seriously, though – how could you not smile stepping out onto that rug everyday? And the matching shower curtain and curtain hooks just really stole my heart and added to the charm of this bathroom.
It's all in the little, special details. Both boys were just blown away when they stepped into their updated bathroom for the first time. And it made my heart soar seeing the smiles on their little faces. They absolutely LOVED the pops of orange and teal, and of course, the adorable woodland creature accent pieces. Levi was ecstatic about the towels and couldn't wait to take a bath so he could use one.
Could your kiddos bathroom use a little refresh? We completed ours on a budget with Walmart, and we couldn't be more pleased! There are so many amazing and affordable bath items to choose from, and a ton of items with 2-day shipping, so make sure you browse www.walmart.com before starting your next home project! And just in case you're loving the woodland theme, too – I created a shoppable widget where you can find all of the items we used in our bathroom refresh!


ScanTech has performed over a thousand surveys over the years for numerous clients including major corporations and Fortune 500 Companies. Below is a partial list of clientele from a large cross section of fields and industry sectors that we have assisted with a variety of complex technical issues.
Lincoln Harris CSG (Corporate Services Group) / Lincoln Property Company Commercial Services Enterprises Inc.
In addition, we have served over a thousand independent residential clients.


InfoPrint 75 and InfoPrint 100 are laser printers that provide the document sequence integrity of continuous forms printing in a compact footprint backed by around-the-clock service. For documents that must remain in page sequence, the InfoPrint 75 or InfoPrint 100 can print invoices, picking slips, labels or mailings with the high throughput of a continuous forms printer. These entry-level continuous forms printers feature ease of loading for box fanfold forms and easy unloading from a power stacker. The highly reliable tractor feed paper path can print forms formatted in 1-up landscape format or 2-up portrait format with a simple adjustment in the paper path. The print speeds range from 100 impressions per minute up to 154 impressions per minute, providing very efficient operation. Print output is at 600 DPI, providing superb clarity on text, graphics and sharply defined barcodes. The InfoPrint 75 and InfoPrint 100 are backed by Ricoh RPPS InfoPrint Availability Services that can be tailored to your operating requirements. These printers are Energy Star Compliant and support an energy-efficient operation.
The InfoPrint 100 provides high-quality continuous form printing in a small footprint and low cost of operation.
Production speeds up to 154 IPM.
High quality 600 DPI output.
Easy to use auto-loading pin-feed paper path.
Standard internal powered output stacker.
Small footprint (under 9 square feet or 0.8 square meters).
Supports common printer data languages PostScript3 and PCL.


text:
namespace CH.Testing.T2.Interface
{
    internal interface IOutputter
    {
        void Output(string s);
    }
}

redpajama_set_name: RedPajamaGithub


text:
in: Characters, Mega Man Characters, Mega Man (Classic) Characters,
Mega Man ZX Characters
Mega Man Battle Network Characters
Mega Man Zero Characters
Neo Mettaur
A Met, or Metall, is a recurring Mechaniloid enemy from the Mega Man games.
The name "Met" is derived from the word hel met. They are also called Mettool or Mettaur, depending on the Mega Man series. Mets contain an indestructible hard hat that makes them invincible while hiding under it, although a few games allow the player to bypass this. For example, they can be flipped with the Oil Slider in Mega Man Powered Up and with guard breaking attacks in Mega Man X8.
1.1 Classic Mega Man
1.1.1 Bosses
Types[]
Classic Mega Man[]
In the original Mega Man game, Metalls merely stand in one place and shoot at the player. When attacked within close range, they quickly hide under their protective helmets. They can only be destroyed when they are shot in a raised position.
In Mega Man 2, the Neo Metall was an upgrade of the original model which allowed it to be mobile.
The Metall DX in Mega Man 3 acts similar to the Neo Mettaur, but there are some that have retractable propellers in their heads, allowing them to fly.
In Mega Man 5, Jetpac Mettaurs are Mettaurs equipped with jet packs to chase enemies. Because of this, they are unable to shoot or hide into their helmets. In the same game, Train Mettaurs ride locomotives and the Mettaur Cannon is a cannon with a Mettaur operating it.
The Metall Potton, a large gumball machine-like enemy, in Mega Man 6 dispenses two types of Mettaurs, dropping them one by one. Mega Man can move on only after destroying it. It appears in Tomahawk Man's stage and in the final section of Dr. Wily's castle and also makes a cameo in one of the stages in Marvel vs. Capcom.
The Heli Metall in Mega Man 7 is a Mettaur with a propeller at the top of its helmet, making it airborne. In the same game, the Swim Metall DX is a Mettaur that is able to get around underwater with the ease of a fish. Lastly, the Helmeter comes equipped with a vertical blade on its head.
Bosses[]
Mettaurs mostly appear as relatively harmless enemies, but there are also bosses such as the giant Mettaur in Dr. Wily's castle in Mega Man 4, Metall Daddy.
In Mr. X's castle in Mega Man 6, there is a Mettaur boss operating a tank, named Metonger Z.
Mets appear in the first three games from the Mega Man Zero series but they appear as Hacker Cyber-elves instead of normal enemies.
In Mega Man ZX, there is a giant Mettaur mini-boss named Powmettaur.
The Mettaurs also appear as pickaxe-wielding viruses in the Mega Man Battle Network series.
For more of this character, see their gallery.
Mega Man Characters
Mega Man (Classic) Characters


When you're a web developer, you create many different websites for many different businesses. They can vary from retail to manufacturing to professional services.
For 2014, Fremont, CA-based PlanetMagpie chose to submit only one of its clients' website projects for an award – a precision machining business in Hollister, named Diablo Precision, Inc.
Its new website, DiabloPrecision.com, won the 2014 Manufacturing Standard of Excellence WebAward.
Thousands of sites are submitted to the Web Marketing Association's judges every year, from around the world. Winners are chosen for 96 industry categories, from Application Service Provider to TV. It's one of the Web's longest-standing and highly-prized recognitions for online marketing achievement.
Doreyne Douglas, head of the firm's Web Development division, chooses which sites are submitted for awards. So why submit only one this year?
"This site was unique among our recent website projects. We chose to submit it for two reasons. One was that Diablo operates in a very competitive industry – parts manufacturing & precision machining – with overseas factories constantly trying to push prices down. Diablo Precision is made in America, and not only keeps growing year after year, but they continually improve product quality too. We did everything we could to help them out: new branding and new content to make them really stand out from competitors.
"The other reason was the design visual. I think we really captured the essence of Diablo's operations both from a high-quality precision standpoint, and by incorporating colors and textures of the raw materials they use for their parts. We added a visual tour of the facility so visitors could see the pride Diablo takes in their facility and the scope of their operations."
The visual tour lets customers, partners and everyone else "walk" around Diablo's machining systems. Over 200 full-screen high-quality images showcase the manufacturing process from raw material to polished product.
"Good content, well designed navigation. I like the guide through the machine shop. More use of photography makes the site more interesting and is well placed. An engaging site is not easy in this industry - keep up the good work!"
PlanetMagpie provides custom IT consulting, web development, and network solutions for small, mid-market and enterprise businesses. They are headquartered in Fremont, CA, and serve the Bay Area, California and the USA.


Founder and leader of opposition party, Ghana Freedom Party has stated that she expects the president of the Republic of Ghana to give her some award for putting Ghana on the World map.
Speaking to Nana Kwame Nkwantabisa - Sir Kaay on Adekye Mu Nsem on Akonoba Fm in Sunyani, Madam Akua Donkor says the President should one day recognize that she has made Ghana proud to be the first female to form a political party in the World.
" There are female presidents in the World but none of them is a founder, I am the first female founder of a political party in the world and I expected Nana Akufo Addo to award me but he has not"
She said though the president has not awarded her but believe that Nana Addo will one day award her because it is not easy to establish a political party.


Set in beautiful tree fern and bush surroundings, complete with birds, this Picton B&B accommodation is very comfortable, peaceful and inviting. Very quiet, yet only 1km from Picton Village with its many restaurants, shops, and walking tracks, Interisland ferries and tourist operators ready to take you into the Marlborough Sounds, onto the Queen Charlotte track.
Retreat Inn, set on a rambling section with fruit trees and a small stream at bottom of the garden, has two warm guest bedrooms, one with ensuite (bath and separate shower) the other with private adjacent bathroom. All firm base beds, with electric blankets.
Your Breakfast is continental - fresh fruit salad (if in season, homegrown), fruit juice, choice of cereals and teas, brewed coffee, toast and homemade jams.
Gluten free Breakfast option is on offer. Please advise.
Retreat Inn Bed and Breakfast has a two night minimum stay. The area has much to offer so longer stays are recommended.
One queen bedroom with ensuite (bath & separate shower).
One queen bedroom with private adjacent bathroom.
Less than a 5 minute drive from Picton & the Ferry Terminal.
Secure, flat, off street parking.


text:
: Genève Aéroport once again takes the prize for its efficiency
Genève Aéroport once again takes the prize for its efficiency
Geneva's airport has been named for the third consecutive year as the most efficient airport in its category. It also saw passenger numbers rise by 6% in the first half of the year.
For the third year in succession, Genève Aéroport has been named as the most efficient of the European airports hosting less than 15 million passengers a year. Awarded by the experts of the Air Transport Research Society (ATRS), meeting in Taiwan, this distinction is based on an analysis of many parameters, including the quality of the infrastructure available , operational efficiency, the quality of services provided, routes served, and the level of airport charges.
The award, which honours the work of all employees and businesses of the airport site, demonstrates the importance that Genève Aéroport attaches to the qualitative development of its infrastructure.
In addition, more than 7 million passengers (7,099,555 to be exact) used Geneva's airport during the first half of 2012, an increase of 6% compared with the same period of the previous year.
Over the same period, movements (take-offs and landings) increased by less than 1.5% (1.42%) to 99,230. This figure confirms the trend seen for some years already showing that the number of movements is increasing considerably more slowly than the number of passengers. These changes are explained by the airlines tailoring capacity better to meet demand, better load factors and bigger planes.


text:
Q: Using DI for Multiple Classes In BackgroundService I'm building a Folder Monitor Service to show files in multiple folders that have been sitting in the folder for over an hour. I'm having an issue injecting the appsettings.json values in to multiple classes.
appsettings.json file
{
  "FolderLocations": {
    "InsertLocation": "C:\\Insert\\",
    "ReplaceLocation": "C:\\Replace\\",
    "DeleteLocation": "C:\\Delete\\"
  },
  "EmailSettings": {
    "SmtpServer": "host",
    "SmtpPort": 25
  },
  "Logging": {
    "LogLevel": {
      "Default": "Information",
      "Microsoft.Hosting.Lifetime": "Information"
    }
  }
}

AppSettingsConfiguration,cs
public class AppSettingsConfiguration
    {
        public string InsertLocation { get; set; }
        public string ReplaceLocation { get; set; }
        public string DeleteLocation { get; set; }
        public string SmtpServer { get; set; }
        public int SmtpPort { get; set; }
    }

Program.cs
IHost host = Host.CreateDefaultBuilder(args)
    .UseWindowsService(options =>
    {
        options.ServiceName = "Folder Monitor";
    })
    .ConfigureServices((hostContext, services) => {

        services.Configure<AppSettingsConfiguration>(hostContext.Configuration.GetSection("FolderLocations"));
        services.AddSingleton<IFolderMonitorManager, FolderMonitorManager>();

        services.Configure<AppSettingsConfiguration>(hostContext.Configuration.GetSection("EmailSettings"));
        services.AddLogging();
        services.AddSingleton<IEmail, Email>();
        services.AddHostedService<WindowsBackgroundService>();
    })
    .Build();

await host.RunAsync();

WindowsBackgroundService.cs
public class WindowsBackgroundService : BackgroundService
    {
        private readonly IFolderMonitorManager _folderMonitorManager;
        private readonly ILogger<WindowsBackgroundService> _logger;

        public WindowsBackgroundService(
            IFolderMonitorManager folderMonitorManager,
            ILogger<WindowsBackgroundService> logger) =>
            (_folderMonitorManager, _logger) = (folderMonitorManager, logger);

        protected override async Task ExecuteAsync(CancellationToken stoppingToken)
        {
            while (!stoppingToken.IsCancellationRequested)
            {
                _logger.LogWarning($"===== Starting Folder Monitor @ {DateTime.Now:MM/dd/yy HH:mm:ss} =====");
                await _folderMonitorManager.StartMonitoringProcess();

                await Task.Delay(TimeSpan.FromMinutes(1), stoppingToken);
            }
        }
    }

FolderMonitorManager.cs
internal class FolderMonitorManager : IFolderMonitorManager
    {
        private readonly AppSettingsConfiguration _config;
        private readonly ILogger<FolderMonitorManager> _logger;
        private List<string> _folders;
        private List<string> _files;
        private List<string> _filesFoundOverHour;
        private readonly IEmail _email;

        public FolderMonitorManager(IOptions<AppSettingsConfiguration> config, ILogger<FolderMonitorManager> logger)
        {
            _config = config.Value;
            _logger = logger;
            _filesFoundOverHour = new List<string>();
        }

        public async Task StartMonitoringProcess()
        {
            try
            {
                await CheckFoldersFromAppSettings();
            }
            catch (Exception)
            {
                throw;
            }
        }

        private async Task CheckFoldersFromAppSettings()
        {
            //File Locations from appsettings.json
            _folders = new(){
                _config.InsertLocation,
                _config.DeleteLocation,
                _config.ReplaceLocation
            };
            try
            {
                foreach (var folder in _folders)
                {
                    _files = FolderLocations.GetFilesInLocation(folder);
                    foreach (var file in FolderLocations.GetFileLastWriteTime(_files))
                    {
                        _filesFoundOverHour.Add(file);
                    }
                }
            }
            catch (Exception)
            {
                throw;
            }
            _logger.LogWarning($"===== Finished Folder Monitor @ {DateTime.Now:MM/dd/yy HH:mm:ss} =====");
            Console.WriteLine(_filesFoundOverHour.Count);
            SendEmail();
        }

        public void SendEmail()
        {
            Console.WriteLine("Email Send hit");
            _email.Send(); //Getting Null Exception here
        }
    }

Email.cs
public class Email : IEmail
    {
        private readonly AppSettingsConfiguration _config;
        private readonly ILogger<Email> _logger;
        private string FromEmailAddress = "NOREPLY@domain.com";

        public Email()
        {
        }

        public Email(IOptions<AppSettingsConfiguration> config, ILogger<Email> logger)
        {
            _config = config.Value;
            _logger = logger;
        }
        public async Task Send()
        {
            // create email message
            var email = new MimeMessage();
            email.From.Add(MailboxAddress.Parse(FromEmailAddress));
            email.To.Add(MailboxAddress.Parse("user@domain.com"));
            email.Subject = "Test Email Subject";
            email.Body = new TextPart(TextFormat.Html) { Text = "
Example HTML Message Body
" };

            using (var client = new SmtpClient())
            {
                //Here's where I need to be able to read the appsettings.json
                client.Connect(_config.SmtpServer, _config.SmtpPort, false);

                // Note: only needed if the SMTP server requires authentication
                //client.Authenticate("joey", "password");

                client.Send(email);
                client.Disconnect(true);
            }
        }
    }

In the using statement of Email.Send() is where I need to be able to read the SmtpServer and SmtpPort values.
In the FolderMonitorManager.cs file, I'm getting a Null Exception with _email.Send(). I understand why. Is there a way to be able to read the AppSettingsConfiguration.cs values across all classes?

A: Since the JSON does not map to the object model then they need to be bound manually when configuring options
IHost host = Host.CreateDefaultBuilder(args)
    .UseWindowsService(options =>
    {
        options.ServiceName = "Folder Monitor";
    })
    .ConfigureServices((hostContext, services) => {
        //Configure settings
        services.Configure<AppSettingsConfiguration>(options => {
            hostContext.Configuration.GetSection("FolderLocations").Bind(options);
            hostContext.Configuration.GetSection("EmailSettings").Bind(options);
        });

        services.AddSingleton<IFolderMonitorManager, FolderMonitorManager>();

        services.AddLogging();
        services.AddSingleton<IEmail, Email>();
        services.AddHostedService<WindowsBackgroundService>();
    })
    .Build();

Reference: Bind hierarchical configuration
FolderMonitorManager also does not assign a value to _email as it is not being injected into the constructor
public FolderMonitorManager(IOptions<AppSettingsConfiguration> config, ILogger<FolderMonitorManager> logger, IEmail email)
{
    _config = config.Value;
    _logger = logger;
    _filesFoundOverHour = new List<string>();
    _email = email; //<--
}

redpajama_set_name: RedPajamaStackExchange


Breathe Africa is a respiratory health program aimed at improving the diagnosis and treatment of respiratory ailments, particularly asthma, through the sharing of medical expertise and donation of medicines.
The program was launched in July 2015 to improve asthma diagnosis, treatment and patient outcomes. Breathe Africa focuses on education of healthcare practitioners (HCPs) and increasing access to medical capacity building – a key focus of the Sandoz corporate responsibility strategy. It complements our purpose that focuses on pioneering novel approaches to help people around the world access high-quality medicine and to discover new ways to improve and extend people's lives.
Breathe Africa demonstrates Sandoz' ability to tackle specific access challenges and target specific health needs in underprivileged communities, increase access to medicine, medical information and medical capacity building.


Come be a part of the festival. Sell your products, promote your mission, or run a fun game for kids!
If you would like to have a booth at the festival, download our vendor form or call the Chamber at (207) 723-4443.


Bud Cauley has never won on the PGA TourAmerican Bud Cauley is in hospital with a broken leg, five broken ribs and a collapsed lung after being involved in a car crash.The world number 136, who competed in the Memorial Tournament in Ohio on Thursday and Friday, was a passenger in the car.Cauley, 28, missed the cut at Memorial after rounds of 77 and 76.
He has withdrawn from the US Open qualifier in Memphis on Monday."Not many people I love more in this world than my guy BC," tweeted[/i] world number one Justin Thomas, who is seven shots off the lead at Memorial."Was a rough night's sleep last night. Glad to see and hear he's been doing better. Prayers are needed and all we can do is hope for the best! Get well soon, homi."


text:
Thoughts in Retrospect on Supernatural 11.11: Into the Mystic
Written by Elle
Category: Season Eleven
Castiel
Broment
Thoughts in Retrospect on Supernatural 11.11: Into the Mystic -
When first watching this episode, I had a mixed reaction to Into the Mystic. At first appearance this was one of those episodes that was all about character - less about plot.
The characters, including the guest characters down to the smaller appearance roles, were by and large well developed and enjoyable characters. Sam and Dean had some enrichment and breathing room after a few big blows in recent weeks and even confronted a few metaphorical demons along the way. As far as the plot went? Well, frankly the banshee wasn't much to talk about. Then, on rewatch there was one, small thing about the entire plot that caught my eye and made it seem all the more significant in retrospect.
Casifer/Lustiel
As I mentioned above, the characters have the richest material to pluck from this episode, on a primary, character level rather than a story level. Lucifer as Castiel didn't really do much this week but boy, was he fun to watch. That was my initial opinion and it stands today. Misha must have had a ball relaxing the Castiel character for the more swashbuckling Lucifer. The encounter with prowler angel in the park was interesting - though why this guy though he'd be able to take on an Arch-Angel alone is anyone's guess. Lucifer is clear and legitimately enjoying his time above ground, what with the leaf plucking and playground watching.
One of the best parts of this new incarnation are the expressions that we the audience are privy to unbeknownst to, in particular in this episode, Dean. Castiel's mildly irritated look on being discovered by Dean in the bunker reminds me of how I feel when a client asks me an absolutely ridiculous question I've answered twice already and I need to smile and answer a third time, kindly and without condescension. Yes, I can relate to and enjoy Lucifer in Cas' form for a while - even if the boys' ignorance made for anxious viewing the longer it went on (I'm an immersive viewer that way).
Especially when Dean is confessing the deep-dark of his "attraction" to Amara while "Castiel" comforts him. Internally, Lucifer is gleefully scheming what to do with this, no doubt. A level of amusement reminiscent of when my mother, two days before Christmas, telling me her GPS had died and asked me to help her shop for a new one on Amazon on Boxing Day and I nodded and and agreed, discussing a plan all the while the one my father had purchased and I had wrapped for him was snug and secure under the tree.
The Banshee: Underwhelming
This was one of the most visually lackluster villains in Supernatural history. There - I feel better. As CGI conceptions go in the year 2016, this was disappointing. In the early days of SPN, maybe she would have been passable, sure, but today she was entirely fake and this distracted. Having said that, the villain wasn't really much more than background noise (if you'll excuse the pun) in this episode. The banshee could easily have been substituted for any other beastie to the same effect, for the most part.
The primary purpose was two-fold: the "vulnerable" aspect for Dean – even then we have a Sam who seems to very easily write this off and accept Dean's simply explanation for the Banshee attack on him rather than Mildred - and sending Dean to fetch the gold blade, having him encounter and confess to Lucifer regarding Amara. While not as forced as the manipulations to get Cas to the Cage, this still has a distinct aftertaste of over-handling.
Mildred & Aileen
The side characters in this episode were delightful. Supernatural has a talent for great one-shot characters and Mildred and Aileen both fit the bill. Mildred may have been a cougar and certainly it was played for laughs, but since both she and Dean were in on this gag it wasn't contrived or overdone. Rather there was a charm to the interactions and it lent itself to a relationship between Dean and our Patsy Cline Tribute band retiree.
Aileen, for her part, was even more unique in her connection to the Winchesters and the Men of Letters. The episode opens with the banshee killing two people in Cork, Ireland and a small baby left crying in her crib. This, we learn, was Aileen and her mother was the daughter of a Men of Letters. Very briefly Dean references that Aileen's grandfather was part of a small faction of MoL sent to Europe.
This tiny piece of information didn't mean anything on the initial viewing – but of course on the second watch after learning of the UK MoL branch who've sent people to take care of Sam and Dean? Was this an allusion to what was to come?
Both Aileen and Mildred were strong and independent characters who took care of themselves well and between them managed to save Dean from the banshee rather than be saved themselves. Although Aileen didn't find any particular closure from the act – both she and Mildred agreed watching Sam and Dean walk away was a great treat.
Brother Moments
As with the season, 11.11 continued to be ripe with the brothers exchanging honesty (for the most part) and classic scenes of the boys together. A salt and burn, be it ever so simple or unnecessary as was the case here, still offers characteristic visuals of Sam and Dean's faces against the flames and the opportunity to talk in the dark while having a beer. Sam didn't take the conversation chance here, but later confessed to Dean his experience with Lucifer in the Cage and overwhelming guilt he was carrying still which gave the opportunity to finally wipe the slate clean about anything that may be between them from past sins:
"All that matters, all that's ever mattered, is that we're together."
This was a wonderful moment between the brothers and, even in retrospect, an excellent way of reaffirming the mission that was declared at the start of season eleven about getting back to their roots. Having seen the season all the way through and knowing the boys don't have a "break up" makes moments like this even more solidifying – they mean what they say and they live it going forward. From here we see Sam plan for the future – long term – by tucking the Oak Park Retirement Home brochure away with a content smile.
Retrospective Thoughts
Great, smiling episode with a weak monster. 11.11 stands easily on its own or as part of the flow of season eleven and is a perfect character driven episode. The banshee is a disappointing though minimal piece of the plot and doesn't affect the overall quality of the episode. Strong writing and the humour from our actors is excellent. Plus, the nuggets that may or may not be hints at the end? Worth watching just to be discovered.


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Q: Can we use asp.net SignalR for controlling remote connected devices from some central server? Can we use asp.net SignalR for controlling remote connected devices (not a computer or mobile just a different electronic device having its uniuque mac address) from control server? Server will decide when an alarm is supposed to ring from the device and if user not responded to the alarm then the device should send back some kind of signal or message to central server that alarm was not responded.

A: Yes , for this you will have to use a some sort signalr client
http://www.asp.net/signalr/overview/signalr-20/hubs-api/hubs-api-guide-net-client
http://www.asp.net/signalr/overview/signalr-20/hubs-api/hubs-api-guide-javascript-client
so what ever operating system you install on the device it should support .net or java


text:
Els westo eren una tribu d'amerindis dels Estats Units que contactaren al Sud-est amb els europeus en el . Probablement parlaven una llengua iroquesa. Els espanyols els anomenaren chichimeco (no s'han de confondre amb els txitximeques de Mèxic), i els colons de Virgínia els podrien haver anomenat Richahecrian. La seva primera aparició en escrits històrics és com una tribu poderosa a la Virgínia colonial, que havien emigrat de les muntanyes a la regió al voltant de l'actual Richmond. La seva població proporcionava una força de 700 a 900 guerrers.

La primera anàlisi acadèmica de l'origen dels westo va postular que els anomenats Rechahecrian/Rickohakan de Virgínia potser eren cherokees o yuchis, i que els westo eren una banda de yuchis. L'antropòleg Marvin T. Smith (1987:131–32) fou el primer a suggerir que els westo eren un grup dels erie, que havien viscut al sud del llac Erie fins que foren forçat a emigrat cap a Virgínia durant les Guerres dels Castors del . Smith
va teoritzar que com els assentaments colonials es van expandir a Virgínia, els Westo van migrar cap al sud fins al riu Savannah poc abans de la fundació de Carolina del Sud en 1670. Treballs posteriors de John Worth (1995:17) i Eric Bowne (2006) donen suport ferm a les hipòtesis de Smith.

Història
Virgínia va establir una relació comercial amb els westo, intercanviant armes de foc per esclaus indis. Quan els westo van emigrar al riu Savannah, ràpidament foren coneguts pel seu poder militar i les seves batudes d'esclaus a altres tribus. Abans de la seva destrucció, els Westo causaren estralls en les províncies missioneres espanyoles de Guale i Mocama. El 20 de juliol de 1661, una partida de canoes de guerra westo baixaren pel riu Altamaha i van destruir la missió espanyola de Santo Domingo de Talaje prop de l'actual Darien. El governador de la Florida espanyola Alonso de Aranguiz y Cortés va enviar tropes a l'actual St. Simons (Geòrgia) per protegir-se contra noves incursions.

Que els westo tenien llaços amb Virgínia no significava que fossin amistosos amb els de Carolina del Sud. En 1673 els westo va atacar als indis de la costa, com els cusabo, així com a la colònia Carolina. La colònia depenia de la tribu esaw per a la defensa fins a desembre de 1674, quan alguns westo visitaren Henry Woodward i van fer les paus. La pau es va convertir en una aliança després que els westo escortessin Woodward als seus pobles en el riu Savannah, donant molts regals i encoratjant l'amistat.

De 1675 a 1680, el comerç entre westo i Carolina del Sud va prosperar. Els westo proveïen Carolina d'esclaus, capturats a diferents grups de nadius americans, incloent les tribus aliades dels espanyols Guale i Mocama. Aquests eren els "indis assentats", suposadament sota la protecció de Carolina. Els westo probablement capturaren esclaus dels cherokees, chickasaws, i altres tribus més petites que més tard s'unirien a la confederació creek.

Com que els westo eren tradicionalment enemics de gairebé totes les altres tribus de la regió, la seva aliança amb Carolina bloquejava la colònia d'establir qualsevol altra relació tribal efectiva. Un grup d'indis shawnee van emigrar a la regió del riu Savannah i es va reunir amb els westo mentre Henry Woodward estava entre ells. Aquests shawnees eren coneguts com els "indis de Savannah". Sembla que Woodward va ser testimoni de la primera reunió de Shawnee i westo. Usant la llengua de signes, els shawnee (Savannah) van advertir als westo d'un atac imminent d'altres tribus. Es van guanyar la bona voluntat dels westo, que va començar a preparar-se per a l'atac.

Els Savannah s'aproparen més tard a Woodward i establiren una relació independent amb els colons, el que condemnarà els westo. Els habitants de Carolina es van adonar del valor del comerç més enllà dels westo. Quan va esclatar la guerra entre Carolina i els westo en 1679, els Savannah/Shawnee va ajudar els habitants de Carolina. Després de destruir els westo en 1680, els Savannah es van moure a les seves terres i es va fer càrrec del seu paper com el principal soci comercial del comerç amerindi amb la colònia Carolina. El destí de la major part dels westo supervivents fou probablement l'esclavitud i l'enviament al treballar a les plantacions de sucre de les Índies Occidentals. (Informació sobre les batudes d'esclaus, el Dr Woodward, Savannah/Shawnee, i la derrota westo principalment de Gallay 2002).

Alguns supervivents westo podrien haver continuat vivint prop de la colònia de Carolina del Sud. Un mapa publicat anònimament el 1715 mostra les aldees índies durant el període de 1691 a 1715, quan els primers pobles creek s'havien traslladat des del riu Chattahoochee al riu Ocmulgee i riu Oconee. El mapa mostra un poble anomenat "Westas" (totes les ciutats etiquetades són pluralitzades) al riu Ocmulgee sobre la confluència del riu Towaliga. És un d'un grup de pobles prop de la important ciutat "baix Creek" de Coweta. El mapa de 1715 mostra la localització de la ciutat com d'algun moment entre 1691 i 1715, quan els baixos creek traslladaren els seus pobles al riu Chattahoochee. La vila westo no es mostra en els mapes posteriors. Igual que amb altres grups de refugiats indígenes que van trobar refugi amb els baixos creeks, l'aparent destí dels westo supervivents va ser l'absorció en l'emergent confederació Creek (Worth 2000).

Notes

Referències

Grups humans amerindis dels Estats Units
Història de Virgínia

redpajama_set_name: RedPajamaWikipedia


What do you get when you combine subway art with burlap? A table runner for your Thanksgiving table that will impress you guests. I took my Silhouette and made a stencil with reminders of the season (give thanks, harvest, leaves, pumpkins, etc). I then stenciled that in various colors all the way down an extra large table runner. The results are impressive and gorgeous! Come see the step by step instructions on my blog.
This is great! I may try this using a piece of drop cloth and burlap!


A while ago, I saw the ITable of cutlery the (fabulous) Leatherman Wave . As my wave is the new model, I decided to join spoon and fork making a spork and add a feature.
A algum tempo atrás, vi o able de como fazer talheres para o (fabuloso) Leatherman Wave . Como o meu wave é do modelo novo, resolvi fazer um novo talher, juntando garfo e colher resultando num spork (spoon+fork) adicionando algumas funcionalidades.
Always use a protection gear!
Brilliant idea. If I get my hands on an old spoon than I will soon have a new attachment for my Leatherman! In the mean time I'll be making a flashlight attachment. Thanks for the inspiration!
Beautiful idea, but you got the name wrong. There is no such thing as a spork, its a foon.
Gonna use it for everything .. also I'm stealing the phrase "Nao existe colher"
This is perfect! The spork is the wacky uncle of the utensil family.
Instead, I made this, which fits nicely in my wallet.


text:
Copyright © Lewis Creative Group 2018
Apple iPhone 7 and 7 Plus are here - Lewis Creative Group
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Apple iPhone 7 and 7 Plus are here
08 Dec Apple iPhone 7 and 7 Plus are here
Posted at 10:00h in Technology	by	admin
Say hello to the iPhone 7 – Apple's latest flagship smartphone, with upgraded cameras, water resistance, stereo speakers and a longer battery life.
Tim Cook took to the stage at the Bill Graham Civic in San Francisco and told us: "We have created the world's most advanced smartphone – the best iPhone we have ever created. This is iPhone 7." Obviously Apple would say that, but we'll let you make up your own mind as you read through all the new features below – oh and the headphone jack? Yeah, that's gone.
iPhone 7 design
The iPhone 7 is just as sleek as its predecessors, with the iconic rounded design returning for a third instalment with the same 138.3 x 67.1 x 7.1mm frame as the iPhone 6S. It's lighter though at 138g, down from 143g on the 6S.
One of the big new talking points is its water and dust resistance, with IP67 protection bringing the new iPhone into line with the Samsung Galaxy S7 – and giving you peace of mind when you're in the bath or out in the rain. Anyone hoping for a flush rear to the new iPhone will be disappointed though, as the iPhone 7 has a very noticeable camera bump. That camera bump is a little bit special though. It's molded from the aluminum frame of the phone and houses the antennas – removing the ugly bands of its predecessors on the black versions. On the other colors though, the bands are still noticeable at the top and bottom of the device.
There are two new colors as well, with the glass and aluminum Jet Black joined by the matte-finish Black option – the latter option also features a black Apple logo on its rear. You'll also get the choice of silver, gold and rose gold, but there's bad news for Space Gray fans: that option is dead. Something else Apple has built into the design of the iPhone 7 is stereo speakers, with one at the top and one at the base of the handset. That gives you louder, clearer audio, which will be great for movies and gaming. Apple says the iPhone 7 kicks out twice the volume of the 6S, as well as having an increased dynamic range. In short, they should sound good.
iPhone 7 headphone jack
It's gone! It really has gone. Apple has removed the standard headphone jack – but it's not all bad news.
You get a set of Lightning EarPods in the box, meaning you'll be able to plug in right away, while an adaptor is also included, so you can continue to use your current headphones if you wish – although it's certainly not the most elegant implementation. If you're feeling flush you can splash the cash (AU$229 to be exact) and get yourself a set of AirPods – Apple's first wireless Bluetooth earbuds. They offer five hours of listening on a single charge, dual microphones enabling you to take calls and interact with Siri, and touch response, so you can answer calls and launch Siri.
The AirPods also come with their own case, which houses its own battery providing up to 24 hours of playback, as it will charge the buds when they're sitting in it. Pairing the AirPods with the iPhone 7 is easy: all you have to do is move the case near the phone and tap the on-screen prompt.
iPhone 7 camera
Apple has overhauled its camera tech for the iPhone 7, bringing in a brand new 12MP sensor on the rear and upping the front-facing snapper from 5MP to a 7MP Facetime HD offering. The larger iPhone 7 Plus comes with a dual-camera setup, but this is the iPhone 7 page, so we're focusing on that phone here. The iPhone 7 has a completely new camera system, and gains OIS (Optical Image Stabilization), something the iPhone 6S missed out on but which the 6S Plus boasted. The wide-aperture lens on the back lets in 50% more light, and it's 60% faster and 30% more energy efficient.
There's a six-element lens and the two-tone flash now has four LEDs for 50% more light and a 50% further reach. It also features a flicker sensor for artificial light, for better picture results. Apple has also increased the camera's smarts behind the scenes, with the snapper adapting even better to the environment to automatically adjust settings for the best possible result.
iPhone 7 battery
Apple says the iPhone 7 and iPhone 7 Plus have the best battery life of any iPhone – and so they should. It reckons those upgrading from the iPhone 6S can expect, on average, an additional two hours from each charge. Apple also quotes 40 hours of wireless audio playback and 13 hours of wireless audio. Which is nice.
iPhone 7 display
Apple has stuck with the same screen size and resolution from the 6S for the iPhone 7 – so at first glance there's not much to report. The 4.7-inch display sports a 1334×750 resolution, which in turns gives you a 326ppi pixel density. That served the 6S well, so you shouldn't worry about it on the iPhone 7. We understand if you're drawn to the pixel packed Galaxy S7 and S7 Edge though. However, crank up the brightness bar on the new iPhone and you're eyes will be in for a treat. Apple has upped the brightness of the display on the iPhone 7, for an even brighter, bolder visual experience.
iPhone 7 OS and power
The iPhone 7 has been groomed to launch alongside iOS 10, and it's a tremendous feature upgrade over iOS 9.3. It introduces a much smarter Siri that can command third-party apps, new Messaging functionality and a convenient Raise to Wake way of lighting up the phone. It doesn't stop with a software upgrade under the hood. iPhone 7 also gets a performance boost, with the phone packing a four-core, 64-bit Apple A10 Fusion chip.
That's a big leap from just a dual-core processor in the iPhone 6S, with Apple saying the iPhone 7 is 40% faster than its predecessor, and twice as fast as the iPhone 6. While Apple hasn't confirmed the amount of RAM inside the iPhone 7, reports suggest we're looking at 2GB, which means it looks like it'll be less powerful than the iPhone 7 Plus with 3GB of RAM supposedly inside.
It may not look like it, but Apple has redesigned its home button, making it more powerful than ever. It features the same pressure sensitive technology as the touchpad on the new MacBooks, as well as delivering taptic feedback.
Story via TechRadar.
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Q: Django error while saving Foreign Key - Can not assign none , Doesn't allow null values I have two models - Events and Tenants.
class EventsModel(models.Model):
    sys_id = models.AutoField(primary_key=True, null=False, blank=True)
    tenant_sys_id = models.ForeignKey('tenant.TenantModel', on_delete = models.CASCADE, null=False, blank=True)
    name = models.CharField(max_length=80, null=False, blank=False)
    start_date_time = models.DateTimeField(null=False, blank=False)
    end_date_time = models.DateTimeField(null=False, blank=False)
    created_when = models.DateTimeField(null=False, blank=True)

    def save(self, *args, **kwargs):
        self.created_when = timezone.now()
        self.tenant_sys_id = 1 #for-testing-only. actual current_logged_in_user.tenant_sys_id
        return super(EventsModel, self).save(*args, **kwargs)

This model have a FK tenant_sys_id to tenant model. If for this I set null = False then below error is thrown.
ValueError('Cannot assign None: "EventsModel.tenant_sys_id" does not allow null values.',)

I am setting the value of this field in overridden save method from the logged in user details.
Setting null = True doesn't throw this error.
However is I do the same for created_when field this behavior is not shown. Irrespective of null=True/False, value is being set from save method and saved.
I am getting this error in View File.
form = EventsForm(request.POST)
print(request.POST) # print
print(form) # do not print. error here <--
if form.is_valid(): # error here if above line is commented.
    form.save()

ModelForm class
class EventsForm(ModelForm):
    class Meta:
        model = EventsModel
        fields = '__all__'

So here I am not able to understand -

*

*why I must set FK to null=True and not created_when in order to work.

*Why it is throwing error while creating form and not while saving data.

A: Your ForeignKey should be called tenant_sys, not tenant_sys_id. Django will automatically add the _id suffix to the underlying database field, but the value you have in Python is actually an instance of the target model, not an ID.
With the code you have, you are still not setting the db value; you set the object, which Django will actually convert into tenant_sys_id_id, but the db column remains empty, hence the integrity error. The reason why there is no form validation error is because you also have blank=True on the field definition.


The MKV as a universal format and can play with almost every Media Player in Windows based on DirectShow (TM) if you have the proper codec (CCCP) installed. If you have many DVD movies, you may want to rip DVD to MKV so that you can view your favorate DVD movies on some media players, portable devices, TV even sharing the movies with family and friends more easily.
Plus, an ordinary DVD movie is often 7-8 GB in size, if we convert them to standard video formats the size would be hundreds of MB, so we have to face the problem that the code compress process would destroy most of unimportant data and the video quality get bad. Then what can we do to resolve this issue? The answer is to rip DVD to HD MKV, for these HD videos are often bigger than standard video and decrease the video damage. So the HD video seems to be lossless compared with the original DVD.
MKV is open source, making the code freely available to developers around the world, which offers an arguably higher potential for more creative solutions and broader implementation.
Ripping DVD to MKV makes you enjoy advanced cinematic extras such as multiple audio tracks (e.g. director's commentary), multilingual subtitles, chapter points, bonus content and more as it is like a DVD navigator.
MKV is the utmost output format to preserve the video quality.
After ripping DVD to MKV on Computer you can even use your Windows Media Player or QuickTime to playback MKV movie files.
To rip DVD to MKV with high video quality, you need to get a professional DVD to MKV Converter that can convert DVD to MKV while keeping the high video quality. There are many DVD to MKV converters on the market, such as Handbrake, Aimersoft DVD Ripper, Leawo DVD Ripper, Tipard DVD Ripper, imToo DVD Ripper, Pavtube ByteCopy, etc.
Handbrake may be the first choice for ripping DVD movies to MKV on Computer. Due to it is a free software Conversion which will convert practically any source video file into a format which can be played on virtually any device. It has a number of presets which take the hard work out of knowing how to configure codecs and comes with a very simple and easy to use interface although a command line interface is available too. However, Handbrake cannot deal with encrypted commercial DVD movies on Computer without the help of a DVD ripping app. If you DVDs are non-protected ones, you can turn to Handbrake tutorial to learn how to use Handbrake to rip DVD to MKV and MP4.
For the commercial DVD movies, here Aimersoft DVD Ripper and Pavtube ByteCopy is highly recommended.
Aimersoft DVD Ripper provides an ultimate DVD software that enables you to rip and copy both non-protected or commercial DVD movies to HD MKV/MKV videos with 6X faster conversion speed and extremely high output quality on Computer, including Windows 10 and Mac El Capitan & macOS Seirra. It even allows you to convert 2D DVD to 3D MKV movie for vivid 3D enjoyment.
Plus, the program provides rich editing features for you to get the best overa ll video effect. And the well-designed interface makes it easier to operate for everything. Just a few steps your DVD will be converted at your will. It doesn't take more than a few minutes for users of any skill level to discern how this program works. All you need to do is load up a DVD disc, set your output parameters and click Start.
Besides MKV, it also offers well more than a hundred optimized conversion profiles for everything from simple file formats to tailored rips for different purposes, such as Hard Drive, HD Media Player, TV, Smartphones, Tablets, Game consoles, etc., include MP4, MOV, WMV, AVI, FLV, ASF, VOB, M4V, etc.
If you're using a Mac, please turn to Aimersoft DVD Ripper for Mac or Leawo DVD Ripper for Mac, which lets you convert DVD to HD video on Mac OS X (including El Capitan, Yosemite, Lion, Mountain Lion and Mavericks).
If you want rip DVD to multi-track MKV, ByteCopy is the best choice.
Pros: This application enables you to rip files from your DVD and optimize them for playback on any device, from a computer to a smartphone or a gaming system.
Verdict: It's easy to use, versatile, speedy and produces high-quality results.
Editor's Note: The Digital Millennium Copyright Act (DMCA) forbids circumventing copy encryptions contained on commercial discs. The DMCA makes no exceptions for circumventing these encryptions for personal use. Hivimoore Studio does not endorse piracy or any other illegal activity.
Download the best DVD to MKV Converter and now and easily rip DVD movies to MKV and any other popular video format on your Computer.
How to Rip DVD to MKV with fastest speed and highest quality?
Install the best DVD to MKV Ripper on your computer and run it. Now please insert the DVD disc that contains the movie/video you want to convert. Go back to the main window of the program and click the "Load DVD" button to import the files you want. As you can see, you can also load DVD Folders and ISO/IFO files to rip. All added files can be previewed on the right viewing window and you are free to adjust the video volume and take snapshots of your favorite movie scenes.
Choose "MKV" as the output format from "Profile" > "Common Video" as the output format. If you'd like to generate HD MKV videos, you can select " HD Video" > "MKV". Then you can click "Settings…" to tweak the detailed video and audio encoding settings.
You can also choose other HD video formats as per your needs. There are HD MP4, HD MOV, HD AVI, HD WMV, etc. available for your choice.
The DVD ripping software come with preset formats for more than 170 devices, such as Apple TV, iPhone, iPad, Samsung, HTC, PSP, Xbox 360, PS3, PS4 and more.
When you finish all settings, click the Start button to activate the DVD to 720p / 1080p MKV ripping process. Movies converted from your DVD files to 1080p MKV will give great visual quality. The only thing is that the larger files with more pixels will result in much slower conversions. Get the DVD Ripper tool to start your DVD to MKV conversions today!
Note: If you would like more detailed DVD Ripping steps, please visit DVD Ripping online tutorial.
Additional Knowledge: What's the Best MKV Player?
With the VLC player you are actually getting two things: a fine MKV video player with full compatibility with Matroska, and support for most video and audio streams you will find in an MKV file. This means that you most likely will not have to install any extra codecs or filters, depending on what your streams are. Besides, choose VLC as your MKV file player, you can organize and operate MKV video's multiple video/audio/subtitle tracks in a decent way.
KMPlayer is a lightweight audio and MKV player for Windows that supports a wide range of different file formats, including MKV, AVI, ASF, WMV, AVS, FLV, and many more. It has a small desktop footprint and its minimalist interface makes video playback quick and hassle-free. The player's interface is fully skinable, and there are some nice aesthetic touches, such as the changing of colour on the player with every new track.
With the abovementioned options, you could easily solve the problem on how to rip DVD to MKV files for playing on PC/Mac. Just download the DVD Ripper, rip DVD to MKV and then you can get the MKV movie files to home entertainment system for enjoying.
How to Upload DVD Library to Google Drive, Dropbox, OneDrive, iCloud?
How to Backup and Store DVDs to Seagate Central for streaming?
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After reading your blog post I browsed your article a bit and noticed your solution is very good!
Aimersoft DVD Ripper has a comfortable blue interface. The interface is also simple and easy to understand. It is a nice choice for ripping DVD to 1080p and 720p MKV, thanks.