Imperial Gazetteer of India, v. 10, p. 303.
Darbar in 1903, and to Peshawar in 1904.
Chitral Scouts were raised, with the Mehtar as honorary commandant.
strength of 1,200 men, but all of these are never embodied at one time.
Adamzadas, Arbabzadas, and fakir miskin (literally, `poor beggars').
with Sh�na, or the language of Gilgit, as Indo-Aryan but non-Sanskritic.
The total population numbers about 50,000.
soil is mostly clay and gravel, and the hill-sides are	Agriculture.
generally bare.	The chief crops are wheat, barley, maize, and rice.


Work schedule 7:30 to 4:30pm.
Will report in teams to jack hammer up concrete floors and all debris must be removed by placing into 3.5 gallon buckets and lifting through basement windows or carrying up and down basement steps and loading into trailer.
All safety equipment - gloves, glasses and face mask furnished. Heavy lifting stooping, and bending.


We take a look at and examine 9 human useful resource (HR) management tools that can customise, automate, and streamline your employee performance management course of. All corporations differ wildly of their business targets and requirements, and of their definitions and measures of success, so, is not it just a little odd that most nonetheless use the same typical method to plan and monitor the performance of their employees and the company as a whole? Bannister, B. and David Balkin, Performance Analysis and Compensation Feedback Messages: An Built-in Model," Journal of Occupational Psychology sixty three (June 1990): 97-111.
All businesses were required to create performance evaluation techniques. The training consists of techniques for giving complimentary as well as constructive suggestions to staff, learning the right way to decide when disciplinary evaluate is warranted and methods to write up employees for disciplinary motion. Measure tollgates — Time and Frequency of the quantification (Ex.; Monthly Performance Evaluate). Please needless to say managers should continuously be giving suggestions to staff, and this course of is a extra formal method of doing so. Some organizations choose to provide efficiency evaluations as soon as per yr, whereas others give them twice per 12 months, or extra.
1. Objectives, suggestions, and training: The device ought to have a way for managers and workers to set long- and quick-time period goals, monitor those objectives, present and file supervisor suggestions, and document any teaching supplied (in addition to how the employee responded to it). The legality of performance value determinations was questioned in 1973 in Brito v. Zia, through which an employee was terminated based mostly on a subjective efficiency analysis.
If you wish to get the most out of your performance administration software, it is price contemplating purchasing these two complementary software solutions as well. While this operate is relatively standard in the efficiency management house, UltiPro's software makes it straightforward to type and monitor objectives with a sensible-search system using drop down menus for criteria selection.
Efficiency administration is that step further from a simple annual assessment.
Based on global industry analysts, today's expertise administration software program products fail to fulfill customer wants with implementation occasions stretching to years and client satisfaction levels beneath expectations. Whereas tailoring a performance management system's design to deal with the precise wants and objectives of a company is the first vital step in remodeling the efficiency of a business, it is a move that is essentially futile unless the system is communicated and carried out effectively. Always, it must be remembered that efficiency management just isn't only about holding higher administration joyful. Nonetheless, chopping managers and employees out of selection, analysis and set-up processes can have serious effects on adoption afterward. Permit end users to experience the answer and be open to their criticism and strategies for enchancment.
As is the case with most systems, BambooHR's efficiency management module is made much more powerful by a profession growth element that allows managers to advocate and observe training and expertise growth for each employee. Eradicating formal efficiency assessment processes will not be an possibility for some. Value determinations are ongoing and open to a number of raters, making a 360-diploma feedback course of that allows the worker the chance for enter and self-reflection.
An essential instrument that focuses on the evolution and growth of employees is Performance Administration System. If the CEO's goal was to extend margins by 3%, workers might pay attention to the CEO's intent however they're usually not measured on this objective in their individual appraisal. Variables studied included a number of kinds of compensation, where staff labored, the size of groups, tenure, and performance ratings from colleagues and managers.
Subsequently, this report accommodates a non-IFRS based comparison of our precise performance in 2015 against our outlook in the Financial Performance: Evaluate and Evaluation part.


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1.10.2016

                    Enumerable#group_by

                    The enumerable .group_by groups the collection based on your block of code.  It returns a hash where the keys are passed through the block of code and the values are arrays of elements in the collection that corresponds to the key. (ruby-doc.org)

                    The Syntax

                    object.group_by {|token| block of code}

                    An expample of this would be:

                    (1..6).group_by {|x| x%3} #=> {0=>[3,6], 1=>[1,4], 2=>[2,5]}

                    In this example, we pass through a range from 1 to 6.  We evaluate the object through the block of code.  the first key, 0 , is all the numbers that evaluate to 0 and the value of this hash, is an array of the inputs, which is 3 and 6.

                    I hope this helps your understanding of enumerable!

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A few ideas for treats for friends, family or even yourself this Christmas or with your Christmas gift money.
Having had the chance to review these things and enjoy using them I thought I would share my thoughts.
At this time of year you would probably wear this jersey underneath a cycling jacket. However, the unseasonably mild weather in the UK makes it possible to wear the Blok Macro Roubaix jersey without a jacket these days. The good thing is the bold design makes you quite visible on the road.
I like fashion as much as the next person and its true that black flatters my figure. However, I am not so keen on being dressed from head to toe in dark colours at this time of year. So wearing this jersey gives me reassurance that will be seen by other road users.
The benefits don't just stop there, though. When wearing the dhb jersey on my rides I get free movement without any of the seams or the zip digging into my neck or my cuffs. Pockets are a descent size and it's good to have three, particularly for people like me who have a tendency to overstock on provisions even for the shortest of rides!
And, as with other jerseys in this range the wicking properties are excellent so you do stay dry when exerting yourself - for instance, when going uphill or doing a serious training ride. You can read a full review of the dhb Blok Macro Roubaix jersey on the Sportsister website where I posted my impressions.
Last year I reviewed the Proviz cycling jacket and found its highly reflective component mega useful when riding at night. It was particularly good when riding on the country lanes around Macclesfield where I was at the time.
This year Proviz have gone one step further by launching this lovely Switch jacket. It is completely reversible with one side having the trademark 100% reflective material which we know and love. Ride with that side on the outside at night to give your self brilliantly shiny visibility.
Then during the day reverse the jacket so that you have a high vis fluorescent yellow on the outer side for these dull winter days. No one will fail to see you on the road! This is a thoroughly useful invention giving you the best of both worlds.
The design is just as stylish as the Proviz cycling jacket from last year, with the women's jacket having a cool tailored fit. Gone is the large rear pocket and instead are two good sized side pockets which are usable whichever way you wear the Proviz Switch.
As with the 2014 incarnation there are side vents to allow breathability, but this year's design gives added ventilation through the meshed perforated back. This amount of breathability makes the Proviz Switch a feasible jacket to wear on training rides as well as when commuting - once we eventually experience normal winter temperatures!
Once you are home, chill out in these cycling themed pyjamas from Après Vélo. This Unchained Love design is one of several styles that are available from these designers that are powered by the passion for all things on two wheels. I love the heart shape on the pyjama top made up of chain links with a bicycle in the middle.
And once out of the pyjamas try this Chainring Tattoo tank top (right) decorated with sequins and studs all in the shape of a skull and a bicycle with, you've guessed it, a chain ring. Check out the full review I wrote about this on the Sportsister website.


In a match of the 9th round of the Ukrainian U19 championship, Shakhtar faced Karpaty.
Ukrainian U19 league. 9th round. September 27. Rava-Ruska. Lokomotiv stadium. 14C.
Karpaty failed the opening stages of the league campaign, so in the final four games they got three wins and were sitting in the tenth place with ten points. The Pitmen claimed 13 points after hammering Chornomorets and were lying in the seventh place of the Ukrainian U19.
The opponents started the game energetically, moving the ball quickly from one penalty box to the other. The Pitmen's attacks looked sharper. In the opening stages of the game, Sukhaninskyi could have slotted the ball in following a cross from Topalov, but sent the ball wide. The Lviv side, in turn, seized on their chance. Mykytyn opened the scoring when he fired the ball in at the far post. Serhiy Kovalyov's charges could have levelled: Sukhaninskyi bore down on goal, but sent the ball over the crossbar. Shakhtar's players created a number of good chances, but were hit on the break in the closing stages of the first half. Karpaty's defender Andriy Busko darted into the penalty area to double his team's lead.
During the half time break, the Pitmen's coaching staff made two changes, one which brought fruit. On 57 minutes, Khachaev received a pass before planting the ball into the far corner of the net. The goal encouraged our team and they started to pile on pressure. Karpaty sat deep in defence, without leaving free zones, and committed fouls to stop the Pitmen's attacks. Topalov had two chances but his slalom runs did not lead to shots goal wards. Then Dmytro created an excellent chance for Porodko, but the latter sent the ball straight into the goalkeeper's hands. In the final minutes, Serhiy Kovalyov's team went forward in numbers but the luck was not on the Pitmen's side today. Karpaty won 2-1. Shakhtar remain in the middle of the table with 13 points. On Wednesday, the Pitmen will play the UEFA Youth League game against their peers from PSG.
- It is not the first time when we are talking about it, but today the team again lacked concentration and discipline. After first 15 minutes, we had to be 4-0 or 5-0 up, we created many chances, but unfortunately wasted all of them. By and large, Karpaty's first attacking move led to us conceding a goal. Then we shipped a goal after counterattack too. We made silly errors of individual character, which led to such a result. I do not think that the boys were at the PSG match in their thoughts. We talked to them about that very seriously. Karpaty showed character, willpower and determination to win – all that we failed to display today. In the dressing room we told the boys that many of them have to think what they play football for. Moreover, for such a team as Shakhtar. Not everyone, obviously, but with such attitude it will be hard for some of them to grow professionally.
- It is hard to say something after such a game. We feel very ashamed for this defeat. We wasted our chances, shipped a goal and gave in. We played very poorly today. Again, we feel very ashamed for today's match. There are only two days remaining before the PSG clash. We will recover physically – we are young, no problems. But mentally, of course, it will not be easy. We have to quickly forget about this loss and gear up for the Youth League.


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How upgrading your HVAC can save you money and add comfort to your home.
By Carden Heating & Cooling | April 5, 2019 | Comments Off on How upgrading your HVAC can save you money and add comfort to your home.
For heating and cooling help in Shelby County, there's no better team to call than Carden. We service all makes and models. Fill out the form or call us at 205-669-2459 for priority service requests.


text:
The acclaimed novel of the US Marines in Beirut
For Sergeant David Griffin, a "peace-time" Marine, Beirut was the chance to prove himself capable to the generation of Marines who had been bloodied in the Vietnam War. For Corporal Steven Downs, Beirut was a struggle to separate the civilian from the soldier, his distrust of the politicians' decisions from the military mission. For all of the Marines serving in Lebanon, it was another war in a foreign country where the enemy could be anywhere or anyone.
Author: C. X. Moreau
Genre: Military Fiction
Publisher: Ignition Books
Format: Trade Paperback; eBook; Audiobook
Out of the crucible of war has come a long list of best-selling, award-winning, and long-remembered novels: The Red Badge of Courage, All Quiet on the Western Front, The Caine Mutiny, Fields of Fire and The Thirteenth Valley. But none so far has ever captured the power and drama of the United States Marine Corps's ill-fated mission to end the war for Lebanon, which ended in the barracks bombing that killed almost three hundred Marines.
For Sergeant David Griffin, a "peace-time" Marine, Beirut was the chance to prove himself capable to the generation of Marines who had been bloodied in the Vietnam War. For Corporal Steven Downs, Beirut was a struggle to separate the civilian from the soldier, his distrust of the politicians' decisions from the military mission. For all of the Marines serving in Lebanon, it was another war in a foreign country where the enemy could be anywhere or anyone.
Faced with Griffin's court-martial for engaging the enemy against orders, these two young men find themselves questioning their faith in themselves, their commanders, and eventually that which above all else they must have faith in–the Corps.
With the insight that only a Marine Corps veteran could have, C. X. Moreau portrays the men who fought and died in Beirut with skill and ability that bring home to the reader the true meaning of Semper Fi.
"Outstanding! A classic in, yet above and beyond, the war genre. Thank you, C. X. Moreau, for an enlightening work."–John M. Del Vecchio, The New York Times best-selling author of The Thirteenth Valley and For The Sake Of All Living Things
"An absolutely authentic portrayal of the Marines who endured the mud and the blood in Beirut. As captain of a ship offshore, I watched it; C. X. Moreau obviously lived it, up close and personal."–P.T. Deutermann, best-selling author of Scorpion in the Sea
"Affecting. . . . A haunting slice of military life that unsparingly catalogues the risks, rewards, pain, and joys of casting one's lot with warriors."
"A novel of character, as are all great war novels . . . cuts to the heart of the military experience in our time . . ."
– San Jose Mercury News
"A clear picture of marines in action and the politicization that often causes bungled operations. The picture is harsh; but it depicts the anguish and humanity of the marines who so gallantly bear the brunt of carrying the flag to foreign shores. This first novel rings with the authenticity that only a serving marine could supply."
– Florida Times-Union
"With his first book, Distant Valor, C. X. Moreau, joins the company of top rank military novelists. He shows the reader what it really means to be a marine."
– W. E. B. Griffin
"Moreau uses the building block of authentic detail to craft a solid tale about a little-known, undeclared war. His debut should attract readers seeking to understand how the U.S. military is waging peace in the Middle East."
"C. X. Moreau has seen the military future first-hand in Beirut. In an age of fateful involvements in the wars of others, the terrible dilemmas described so ably in Distant Valor are too often the essence of duty for today's marines and soldiers. This book is as authentic as they come, heartrending and true, exciting and brutally tragic. It is a worthy monument to heroes cast aside."
– Ralph Peters
"It's a war novel about a not-very-big war, filled with lots of talk about courage, code of honor, camaraderie, heroes, mud, and blood. . . . Authentic."
C. X. Moreau
C. X. Moreau is a former Marine NCO and veteran of the Lebanon deployments of 1982-1984.
A native of Virginia, he currently resides in Charlotte, North Carolina. His first novel, Distant Valor, a fictionalized account of the U.S. military's intervention in the war at Lebanon, was published by Forge in 1996, reprinted by ibooks, and subsequently reissued by Ignition Books.
His second novel, Promise of Glory: A Novel Antietam, was published by Forge in hardcover in November 2000 and in paperback in December 2002 and reissued by Ignition Books in 2017.

redpajama_set_name: RedPajamaCommonCrawl


text:
The Seminar Network
EducationPovertyCriminal Justice ReformBusiness for GoodEconomic OpportunityImmigrationTradeForeign PolicyFree Expression
Far too many Americans are trapped in a vicious cycle of multi-generational poverty. Despite hundreds of billions in charitable giving annually and as much as $1 trillion every year in anti-poverty government programs, the poverty rate in the U.S. has not declined significantly since the 1960s. It's time for a different approach—one that sees the very people working to improve their lives as the solution rather than merely victims, or just a problem to be solved. We are committed to breaking the cycle of poverty. That's why we invest in people with firsthand knowledge of the problems their communities face. They're breaking the barriers people confront in society and inside themselves.
When we unleash the potential of people, we can catalyze the transformation of entire communities and break the cycle of poverty to help all people realize their potential.
Through Stand Together Foundation, the Network is helping more than 100 organizations to be more effective, grow their efforts, and transform more lives. For example, Hudson Link—an in-prison college degree program—is reducing recidivism rates from nearly 70% nationally to less than 2% for the incarcerated men and women they serve.
"The Opportunity Index," with Gallup and The Thurgood Marshall College Fund, empowers faculty and students at Historically Black Colleges and Universities to develop solutions to problems affecting fragile communities.
Americans for Prosperity is standing up against unnecessary occupational licensing in dozens of states—costly, time-consuming requirements that limit access to employment—including in New Jersey, where it recently helped overturn a law requiring people to pay $18,000 in tuition and sit through 1,200 hours of training to braid hair.
"Overcoming poverty is not a gesture of charity. It is an act of justice."
Guiding Principles and Insights
Complex Problems. Unique Approaches.
For fifty years, the war on poverty has focused almost exclusively on symptoms, providing access to material necessities like food, clothing, shelter, and healthcare. The result of this well-intentioned effort is that poverty in America might be easier to endure, but not any easier to escape. In fact, data shows the poorer you are growing up today, the more likely you are to stay poor through adulthood.
Making substantial progress requires tackling the five root causes of entrenched poverty: chronic unemployment, educational failure, family breakdown, addiction and trauma, and personal debt. The interconnection between these pathways to poverty is what makes the challenge complex, and there is no single solution. The paths out of poverty are as unique as the individuals living in it.
We're investing in social enterprises and community leaders with proven track records of success in each of these five areas. They're making substantial progress on everything from recidivism rates for the formerly incarcerated to reduced relapse rates for those recovering from addiction. They're helping underprivileged kids find schools that prepare them for life and the homeless and chronically unemployed get back on their feet. No one of these approaches is the entire solution. We need to invest in sustained progress across them all.
Making substantial progress requires that we tackle the root causes of entrenched poverty: chronic unemployment, educational failure, family breakdown, addiction and trauma, and personal debt.
Recognize Injustice and the Dignity of Every Individual.
Many people discount historical and present injustices that are often at the root of poverty in America. Slavery. Segregation. An unequal criminal justice system. Cultural racism. Fear of immigrants. Others see people as mere victims in need. The only way to make real progress is to acknowledge both the injustices holding people back and the potential for every person to overcome even the most incredible obstacles—then break the barriers holding them back.
We must break educational barriers to ensure every student can receive an education that gives them a chance. Barriers to work have to go, so people aren't prevented from meaningful employment that could help lift them out of poverty. Our criminal justice system needs an overhaul to restore equal treatment and justice for all, especially those at the margin of society. Data show these barriers disproportionately harm minority and low-income communities.
But reforming of our systems and institutions is just the start. Transformation must also happen through the support of strong and safe communities. At the heart of the most successful programs in America is a focus on helping people to see themselves as valuable and capable with something to contribute to their community.
Programs such as Hudson Link go beyond providing a diploma—they help incarcerated men and women transform their vision of themselves and gain hope for their future. Others such as Chrysalis go beyond helping the jobless fill out an application—they help people build self-worth and the belief that they have something to offer their community.
In each case, these local programs treat the people they serve as human beings full of dignity and potential, holding them to a higher standard and helping them see that they are capable of achieving things they didn't think possible.
The most successful programs in the country focus on helping people see themselves as valuable and capable with something to contribute to their community.
Personal Experience and Local Knowledge Make all the Difference.
Some of the most effective social entrepreneurs making a real difference for people struggling to escape poverty and desperation have experienced it first-hand. These social entrepreneurs develop programs that are uniquely tailored to needs of the communities they serve, with their effectiveness driven in part by empathy and personal accountability.
For example, Antong Lucky—a former Bloods gang leader in Dallas—has helped thousands of at-risk kids abandon violence and avoid the path he went down. His personal experience, and that of his team of former gang members at Urban Specialists, enable them to engage their community credibly and effectively. Scott Strode discovered the healing power of a fitness community when he was in recovery from drug addiction. He founded The Phoenix, a peer-to-peer physical fitness program that's helping people shed the stigma of addiction. Today, The Phoenix has relapse rates that are dramatically lower than than traditional treatment centers.
There are thousands of voluntary, community-based organizations like these across America. This "social sector" of our society offers a third way that stands apart from the public and private sectors. The social entrepreneurs that lead it are delivering solutions rooted in local knowledge and mutual benefit that are helping millions of Americans transform their lives.
The social sector is delivering solutions rooted in local knowledge and mutual benefit that are helping millions of Americans transform their lives.
More Examples of the Work We Support
The Thurgood Marshall College Fund established the Center for Advancing Opportunity, which brings new faculty and student voices into the conversation about removing barriers to opportunity in fragile communities.
Professors such as Dr. Carrie Pettus-Davis at Florida State University are conducting first-of-its-kind research to identify the most effective ways to prepare people for release from prison and equip them with the skills they need to succeed, given the inextricable link between poverty and today's broken criminal justice system.
In Communities
Cara utilizes life and career training skills to prepare and inspire motivated individuals to break the cycle of homelessness, transform their lives, strengthen their communities, and forge paths to real, lasting success.
Shelters to Shutters changes the trajectory of individuals experiencing situational homelessness and reduces the stigma around homelessness by partnering with the real estate community to provide housing and immediate employment opportunities.
Friends of the Children builds confidence in young people by helping with schoolwork, teaching emotional and social skills, encouraging perseverance, and building a growth mindset and grit for a full 12.5 years.
Back on My Feet revolutionizes the approach to homelessness through a running-based model to restore confidence, strength, and self-esteem. Its national chapters collaborate with local businesses to develop pathways for education and jobs for program participants while creating a movement to bring attention to and reduce homelessness in cities across the country.
Thistle Farms provides a strong community of advocates and partners for women who are recovering from trauma. They provide housing opportunities, as well as employment through an oil and candle shop where they manufacture their own high-quality products.
Stand Together Foundation's Needs and Offers Marketplace connects business professionals to skills-based volunteering opportunities, where people can use their professional skills to help inspiring nonprofits break the cycle of poverty.
The MBM Center—led by a group of retired Koch Industries executives—offers business consulting services to help nonprofit leaders implement the values of principled entrepreneurship in their organizations.
In Government
Uniting bipartisan coalitions—including U.S. Senators, Congressmen, governors of both parties, and groups as diverse as the ACLU, Texas Public Policy Foundation, Google, and more—to enact criminal justice reforms at the federal level and in dozens of states that help break the cycle of poverty.
Americans for Prosperity-Mississippi led passage of a first-in-the-nation comprehensive reform of occupational licenses—which limit access to entry-level jobs and entrepreneurship—that has served as a model for recent reforms in other states, such as Nebraska.
Support the election of policy champions to the U.S. Senate, U.S. House, governorships, and other state-level offices who will remove barriers that perpetuate the cycle of poverty and prevent people from realizing their potential.
To break the cycle of poverty in America, we need to disrupt its root causes, remove the barriers people face in society and inside themselves, and empower those who've lived it to the lead the way.
More Priority Issues
Foreign Policy Free Expression Education Immigration Economic Opportunity Business for Good Criminal Justice Reform Trade
Are you a social entrepreneur looking to make a greater impact? An investor who wants to make that possible?
We'd love to hear from you:
The Seminar Network. The Seminar Network is a platform that connects and empowers social entrepreneurs to tackle the major challenges of our time.
© 2021 The Seminar Network. All rights reserved. The Seminar Network and The Seminar Network logo are trademarks and service marks of The Seminar Network. Terms like "we," "our," "us," and "our network" are used here for the sake of convenience and not to suggest that a certain organization will engage in any particular activity. While the organizations within the network share and promote a common vision, each engages only in those activities that are consistent with its nonprofit status.


Image: The CareFit Slim LCD cart (Photo courtesy of Ergotron).
New ultra-lean workspace carts offer a customizable design that eases caregiver mobility and improves ergonomics in the care setting.
The Ergotron (St. Paul, MN, USA) CareFit Slim Laptop Cart and Slim LCD Cart are the result of the increasing adoption of electronic health records (EHRs) and digital care, and have been designed so as to allow nurses and doctors to easily travel between patient rooms and hallways while supporting workflow and ergonomic footprint. Features of the carts include an expansive vertical range to adjust for both sitting and standing; a compact frame that faciltates moving all-in-one computers and monitors around the healthcare facility; and a space-saving design that allows the carts to sit flush against the wall when not in use.
The CareFit Slim Laptop Cart has a compact frame that makes it easy to move small laptops and two-in-ones wherever work takes caregivers around the healthcare facility. Features include a cast aluminum base with durable finish, four-inch casters for extra maneuverability, and height adjustability between 61 and 124 cm; a pull-out cable storage tray and quick connect hardware and a slide-out power brick holder; an easy-to-adjust device strap keeps technology secure; and a T-slot mounting system to support accessories.
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Random Musings from the Warped Minds of Jonathan Goff, Ken Murphy, John Hare, and Kirk Sorensen
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Orbital Access Methodologies Part IV: Glideback TSTO →
Orbital Access Methodologies Part III: Pop-up TSTO
Posted on June 14, 2008 by Jonathan Goff
This third installation in my Orbital Access Methodologies series (parts I can be found here, and part II here) has been a long time in the coming. It has taken so long, not because I've been spending months researching and analyzing the topic (I knew most of what I wanted to say back in January), but mostly because I was surprised by how much favorable attention the first part received, and I've been worried about not meeting expectations. A good part of the reason why that first article was so good was that I was able to lean heavily on help provided by Dan DeLong and Antonio Elias, both of who had been analyzing air-launched orbital access methodologies since I was still in gradeschool. I now have a bit more empathy for movie directors trying to make a sequel or a prequel to a first movie that had been far more successful than they had ever thought.
In the previous installation, I discussed approaches to incrementally make ELVs more reusable (or at least recoverable/refurbishable). I discussed why I think that while making ELVs recoverable will be an improvement over the state of the art, such incremental improvements may actually be on a different evolutionary path from high-flight rate capable, truly reusable launch systems. I then discussed the key challenge for TSTO RLVs: how to get the first stage back after a mission, and I outlined the benefit of having the first stage be able to return itself to the original launch site without having to land downrange. This article and the next several in the series will focus on TSTO approaches that provide for return to launch site capabilities.
The first of these approaches, what I like to call "Pop-up TSTO", has gained quite a bit of attention over the last several years, particularly due to Patrick Stiennon and David Hoerr's book "The Rocket Company" (which they had me review here, and here). The basic concept is to have a TSTO vehicle, where the first stage flies up purely vertically (John Carmack, who is a fan of the approach has likened the first stage in this concept to a freight elevator) with an apogee of around 100km, the second stage separates from the first stage, and then the second stage provides all of the horizontal acceleration to reach orbital velocity. The first stage reenters and lands vertically like the suborbital vehicles that we at MSS, as well as our friends at Armadillo Aerospace, TGV, and Blue Origin are trying to do. The upper stage after delivering its passengers or payload, reenters and also lands at the launch site.
Benefits of the Pop-Up TSTO Approach
There have been several benefits posited for this TSTO approach:
The vehicle is very operationally simple. The first stage goes straight up, the second stage straight over. You have at most four important engine ignition events (liftoff, 2nd stage ignition, 1st stage landing, and upper stage landing if the upper stage uses powered landing).
If the upper stage T/W ratio is high enough (approximately 1.4) or if the first stage staging altitude is high enough, the first stage ends up soaking up most or all of the typically 1600m/s of losses that an SSTO design would face. This means that the upper stage only has to provide the ~7800m/s needed for orbital velocity, minus ~325-465m/s for the rotational velocity of the earth depending on launch site latitude, yielding a required delta-V of around 7400m/s for most US launch sites.
The upper stage main propulsion system only has to operate in vacuum, so all of the engines can be vacuum optimized, giving much higher mission averaged-Isp.
The upper stage also doesn't operate for the most part inside the atmosphere, so it might not need slosh baffles (or if it does, they probably don't have to be as heavy as baffles needed on a lower stage). It also probably doesn't need anywhere near as much gimbal authority as a 1st stage would.
Staging can be done at high enough altitude that it is a very low dynamic pressure event. Part of what caused the loss of the last Falcon I flight was that the staging ended up occurring at a lower altitude than planned, which imparted higher aerodynamic forces on the stages, which caused a collision between the 2nd stage nozzle and the first stage.
The first stage ends up having performance requirements more like a suborbital launch vehicle than a typical orbital first stage. This means that it's easier to make it robust and simple, costs can be lowered at times by throwing weight at problems (since the first stage is very weight insensitive). This also means that the first stage could be either evolved from a future suborbital launch vehicle, or at least could possibly be developed by a team that has worked out the challenges of a VTVL suborbital vehicle.
Since the upper stage has such a high delta-V requirement, it will end up having a relatively high propellant mass fraction, which means that when it reenters, it will be mostly empty and will thus be very fluffy. Having a low ballistic coefficient (ie a low mass per unit frontal area) means that you decelerate quicker, higher in the atmosphere where the density is lower–this yields both a lower peak g-loading, but also a lower heat flux, thus making the TPS material challenge somewhat easier than for a dense reentry vehicle like the shuttle or most capsules.
Since the first stage has no downrange velocity, it's Instantaneous Impact Point stays right around the launch site throughout the flight. This makes it easier to launch over land, out of more populated areas (instead of having to launch along the coasts or from islands or sea platforms out in the ocean). Most of the high-risk phases of flight (ignition, max-Q, staging, upper stage ignition, etc.) happen when the IIP is within spaceport grounds, and thus away from the uninvolved public. This should make it easier to get licenses for the vehicle to operate out of less traditional launch facilities, which may be a key to lowering some of the cost of space access–and to being able to get more customers for said vehicle.
Now, there are probably other advantages, but those are some of the primary ones as I see it.
Challenges, Constraints, Limitations and Drawbacks
Like with the Air-Launched "Assisted SSTO" concept I discussed in Part I, the Pop-up TSTO approach does not come without its own set of problems. There are always both pluses and minuses to all approaches, and the key to good engineering is to make sure you understand what those limitations really are so they can be dealt with properly. Here are a few of the main drawbacks that stick out to me:
Much like the air-launched SSTO rocket stage, the upper stage for a Pop-up TSTO vehicle still faces a nearly-SSTO level of delta-V requirements. Due to the non-linearity of the rocket equation, knocking off 1600m/s vs. a ground launched SSTO makes a huge difference, but providing 7400m/s in a single, reusable stage is still challenging.
As an aside, many commenters on my air launched SSTO concept seemed to think that such a vehicle wasn't really technologically doable, but that a Pop-up TSTO stage would be relatively easy to build. I stayed up till 2am doing the math last night, and the fact is that the two are not as different as you might think (I can provide some of the math and explanations if people are interested). The Air-launched SSTO stage needs about 8000m/s (maybe 100-150m/s less for a stage using a more dense propellant combination, or one that has a high thrust to weight at ignition due to using Thrust Augmented Nozzles), compared to 7400m/s for the Pop-up TSTO upper stage. What this equates out to is that for two stages using similar propellant types and similar propellant loads, the pop-up upper stage would only have 20-25% more mass to play with than the air-launched SSTO stage. Specifically for a LOX/LH2 upper stage, you're talking about propellant mass fractions (the propellant mass divided by the stage plus payload mass) in the range of 0.81-0.82 for the pop-up stage, and around 0.84 for the air launched stage. For LOX/HC, the numbers are around 0.89-0.91 for the pop-up stage, and and 0.9-0.92 for the air launched stage. While that 20-25% more dry mass is nothing to sneeze at, it's a lot closer than most people would seem to believe.
The upper stage needs a relatively high stage thrust to weight ratio at ignition in order to avoid incurring drag losses (around 1.4 being ideal according to The Rocket Company). While you could theoretically loft the first stage a bit higher to give more time, this quickly starts putting your abort g-loads in the range that is problematic for manned flights. So, you either end up taking a small delta-V hit (thus pushing you closer to the air-launched SSTO case), or you end up taking a mass ratio hit for larger engines.
The upper stage ends up being very sensitive to weight growth. Adding 1 pound to the upper stage could require an additional 20-30lb worth of hardware and propellants on the first stage. This either means designing in lots of performance margin on the first stage, taking a hit to payload, having to spend a lot more money on weight control on the upper stage, or possibly all of the above.
The high delta-V requirements, and the sensitivity of first stage weight to upper stage weight growth push you towards LOX/LH2 or at least LOX and one of the lighter hydrocarbons (cryogenic methane or subcooled propane) for the upper stage. This is typically done by the ELV people as well, but the complexity of adding a cryogenic fuel on-board is annoying.
The typical configuration for a pop-up TSTO is going to be two serially stacked stages, which now requires ground handling equipment for stacking stages. This costs money and makes it harder for a given location to setup a launch site.
Because the delta-V split on the stages is less than optimal, this results in very big first stages (depending on the achievable propellant mass fractions). Which means that as you scale up, at some point you'll wind up with a stage that's too big for normal ground transportation. And because RLVs will typically have a much lower payload to GLOW ratio than ELVs, you'll run into this road/rail transportability limit at much smaller payloads than ELVs do. For instance, if you don't go with a LOX/LH2 upper stage, even a very light RLV (1-2klb payload) could end up having a first stage that's as big as a Falcon IX first stage.
There is one possible work-around to that problem–and that's having the first stage be modularly assembleable. While I think John takes the modularity concept way too far (I'd never go more than 7, and would generally try to keep it to 3-4 parallel units), and while I'd definitely go with a more aerodynamic module configuration with higher aspect ratio modules than he has, modularity could possibly help with getting around this problem. Think Saturn-IB first stage except having the separate tanks modularly assembleable, instead of preassembled. Sure, it'll cost you a lot more integration, and a lot more mass for the mechanical, fluid, and electrical interconnects, but your first stage is already fairly weight insensitive. This would allow you to scale up by at least another half order of magnitude, and by that point you're probably up into the light EELV range–which RLVs won't be approaching in the near term anyway.
You've still got to deal with TPS for the orbital stage.
Because the most likely configuration for a pop-up vehicle is two vertically-stacked stages, the upper stage may need to be able to separate itself from the lower stage in some abort modes. While HTHL vehicles can more readily survive propulsion failures at most points in their flight, VTVL vehicles like the pop-up TSTO would likely be don't have the option of just dumping most propellants and gliding down to an emergency landing. If you have a full propulsion failure of the first stage, it may require separating the upper stage in a hurry. Since this a reusable stage though, typical expendable launch towers aren't a practical answer, which involves some sort of reusable escape engines (possibly an aggressive TAN extension to the upper stage primary propulsion system). Testing these and making these abort modes safe and graceful is going to be non-trivial.
Enabling Technologies
Being a less aggressive design approach than the Air Launched SSTO, there aren't as many enabling technologies that aren't already on the shelf. Thrust augmentation could possibly be helpful (especially for emergency abort operations), but aren't necessarily required. Composite propellant tanks and structures could reduce the weight of the upper stage a bit, making it easier to hit mass targets, but the upper stage is probably within the realm of feasibility even using metal tanks and existing manufacturing processes. The first stage development and operations would benefit from the existence and flight experience provided by suborbital VTVL RLVs.
The main enabling technology for this style of RLV is going to be the TPS system (and possibly the reentry technique). There are a couple of interesting options out there that might be doable with such a fluffy reentry stage, such as metallic TPS like was planned for Dynosoar or X-33. And there are some more exotic ideas I've heard such as Joe Carroll's "spike" idea. But the reality is that none of these have been proven out yet, and that's the only real enabling technology for Pop-up TSTOs that isn't already on the shelf. It's important to note that this is the case for all of the RLV techniques I'll be talking about. There are tons of good ideas, but very limited flight data.
Also, looking back at what I said in Part I, all RLVs could benefit from commercially available prox-ops tugs.
Remaining Unknowns and the Path Forward
Unlike Air-launched SSTOs, there are far fewer unknowns that I can see for this approach. The upper stage is still fairly aggressive, so there's some questions about if we can make a highly reusable stage with the required performance. There's still the questions about the TPS. And the other big unknown is going to be how to handle aborts throughout the flight regime. In order for an RLV to make economic sense, you can't be losing it frequently. Just getting the crew, passengers, and/or cargo out isn't enough if you can help it. Figuring out how to design a reliable VTVL vehicle that can survive reasonable failures is going to be a challenging task. And figuring out how to perform a rapid separation in possibly adverse conditions without adding so much mass or complexity to your upper stage that you make the vehicle less reliable or unworkable is also going to take work.
The key to moving forward though I think is pretty clear. VTVL RLV companies like us at MSS and our friends at Armadillo and the others need to keep plugging along until we are actually reaching 100km on a repeatable and affordable basis. We need to keep working our way up the learning curve, and hopefully finding businesses along the way to make that possible. Once we're there (or possibly sooner if XCOR or Virgin beats us to space–which is actually fairly likely), subscale TPS experiments need to be done using suborbital vehicles. This can be done using the "nanosat launcher" suborbital RLV upper stage I mentioned in Part I. By decreasing the cost of actually getting real flight data into the hundreds of thousands range might allow for enough iterations to work out some of the bugs on the small scale before trying to build a full-scale prototype. Also, once a VTVL suborbital vehicle is there, most of us in the industry plan on trying to use our vehicles as a first stage for launching nano-sats. This should help work out the challenges of stage integration, staging, and could even provide an environment for testing out subscale launch escape systems and techniques.
Once all of the subscale work has been proven out with suborbital vehicles, it should be much easier to start into developing a prototype orbital vehicle. There'll still be a lot of work involved, and there will still be some scaling risks, but by using suborbital vehicles to prove out the various concepts, a lot of the important risks can be retired before its time to start work on a full-up orbital RLV.
President/CEO at Altius Space Machines
Jonathan Goff is a space technologist, inventor, and serial space entrepreneur who created the Selenian Boondocks blog. Jon was a co-founder of Masten Space Systems, and is the founder and CEO of Altius Space Machines, a space robotics startup in Broomfield, CO. His family includes his wife, Tiffany, and five boys: Jarom (deceased), Jonathan, James, Peter, and Andrew. Jon has a BS in Manufacturing Engineering (1999) and an MS in Mechanical Engineering (2007) from Brigham Young University, and served an LDS proselytizing mission in Olongapo, Philippines from 2000-2002.
Latest posts by Jonathan Goff (see all)
SBIR Proposaling Advice - March 8, 2019
FISO Telecon Lecture on LEO Propellant Depots for Interplanetary Smallsat Launch - November 28, 2018
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24 Responses to Orbital Access Methodologies Part III: Pop-up TSTO
FC says:
Who prefers Tiesto to Orbital?
gravityloss says:
1)Where do you stage? You didn't handle that at all. It's of course optimal to do that much before the apogee, it's a question of dynamic pressure I guess.
2)And how much can you raise the apogee of the "elevator" as that's the most straightforward way of reducing second stage requirements, before getting too much gee loads during entry? How much would high drag devices help? You want them anyway for low terminal velocity but there they don't have to take heat, anyway I see them as one of the important neglected VTVL technologies. Unless you have a hydrogen SSTO which is a high drag device by itself. 😉
3) Earth rotation and pop up launch. How much does the first stage have to maneuver to return exactly at the pad? I'd hunch it's not a completely trivial thing but involves some math. Ie the ground track of the launch site is a part of a circle that is in the plane of the latitude but the launch vehicle travels an ellipse which has the earth center as one focus so it's in an inclined plane and thus re-enters at different latitude. Or then not?
4) And additionally, It'd be cool if there was somewhere some nice physics based explanation of that "fluffy high altitude deceleration gives a low thermal load" rule of tumb (I know it's very common), because it isn't completely intuitive, ie a first physics based assumption would give same total thermal load for both cases. Of course the load per area and the peak heating are different.
And by these questions I mean, an excellent article! It is, if it raises so many questions.
Dave Salt says:
Excellent post (again) Jon!
One more thing that this architecture may lend itself to better than most others is some form of technology augmentation (e.g. just imagine if Jordin Kare's laser modules were used to "improve" the Isp of the booster).
redneck says:
>>If the upper stage T/W ratio is high enough (approximately 1.4) or if the first stage staging altitude is high enough, the first stage ends up soaking up most or all of the typically 1600m/s of losses that an SSTO design would face. < <
Gravityloss mentioned staging location which I think might alleviate some of the T/W requirements for the upper stage. If you are heading to 100 km, you have about 1,000 m/s velocity as you pass 50 km altitude. If the upper stage fires from there, it has 100 seconds of upward travel before it starts falling. The T/W ratio after burning 100 seconds of propellant should put it toward the 1.4 you suggest. Even a modest vertical angle can stretch that 100 seconds to 200 seconds. With hydrogen starting from T/W of 1, that is 44% of initial mass burned before it starts falling back. A designed trajectory should do much better than that. If you stage from 100 km and 0x0 velocity, then you will certainly need the 1.4 T/W.
>>Adding 1 pound to the upper stage could require an additional 20-30lb worth of hardware and propellants on the first stage.< <
I'm not following your math here. It would seem that a conservative design for the pop up stage would have a dry mass of 15% and a M/R of 4. That leaves 10% for the upper which would be half to a third of the mass you suggest.
I see my mistake here. I pound of upper stage 'hardware' times upper stage mass ratio times lower stage hardware and mass ratio. Very sensitive and I missed it on the first two readings.
>>The high delta-V requirements, and the sensitivity of first stage weight to upper stage weight growth push you towards LOX/LH2 or at least LOX and one of the lighter hydrocarbons (cryogenic methane or subcooled propane) for the upper stage. This is typically done by the ELV people as well, but the complexity of adding a cryogenic fuel on-board is annoying.< <<
You made me get out my calculator. I am opposed to hydrogen for the most part. Using 4,400 and 3,400 m/s as the exhaust velosity for H2 vs Kero, I get M/R of 5.38 and 8.8respectively. To get one ton in orbit that is not engine or tanks, I get 8,877 kg for the H2/Lox stage vs 12,144 kg for the Kero/Lox stage. That is using T/W of 75 and 125 for the two engine types, and 20 kg/cubic meter for all tankage. I think it might be an easier engineering problem to make the first stage 37% larger to avoid dealing with hydrogen in the second. YMMV
Good post, except it made me have to think.
To further my anti-hydrogen bias I resurrected an arguement from years back. If you take the hardware mass of the H2 upper stage and use it for a Kerosine upper stage, you can get enough additional upper stage performance to shrink the lower stage for a lower over all mass.
Check any numbers I use that interest you. It has been a while since I did this one. I.m using your 7,400 m/s number.
On the second pass I get 8800 kg for an upper stage using hydrogen getting one ton of non propulsion mass to orbit. A 164 kg engine producing 12,300 kg of thrust. 7164 kg of propellant in 23.64 cubic meters of tank massing 472 kg.
If you use the 636 kg of propulsion system mass for kerosine engines and tanks, you can have a 254 kg engine producing 31,750 kg of thrust. 382 kg of tanks holding 19 tons of propellant.Though the stage now masses 11,936 kg more than the hydrogen stage, the hardware mass is the same, and the available V now exceeds 8,600 m/s.
Off load 11,936 kg of propellant from the first stage and ask it to give you an ideal 400 m/s including losses instead of the 3,000 m/s for the hydrogen varient.
It would be easier to balance them better than this, perhaps 2,000 m/s from the pop up to make the upper more feasible.
If the absolute maximum mass of an upper stage is fixed, then hydrogen wins. I believe that any stage to LEO that is not hard fixed by maximum mass, will best be served by denser fuels.
Hey Jon its Aaron, I think we talked about this last summer, but what is wrong w/ the idea of bypassing the vertical landing part(at least for now) and using a gps guided ram air parachute to bring the first stage back near the pad(possibly w/ airbags for easy/cushy landing). Seems like that would bypass a major hurdle of trying to get a first stage to hover and let you move on w/ getting a vehicle flying, then you can come back to it as your flight rates increase, which is when vertical landings really see their benifits. Of course one problem is that it would take a freakin big parachute, but are there others?
Mike Puckett says:
Why not have the 1st stage give it some horizontal delta V and recover it downrange 50 to 100km away?
The 1st stage could be self-ferrying, just add fuel and fly it back or use a Sky Crane to ferry it?
It it really that big an operation advantage to immeadiately return to the launch site?
Michael Mealling says:
Given re-entry insurance requirements and how MPL is calculated based on population, etc plus the logistics requirements, yes, it probably is. Maybe once the actuarial tables are sufficiently backed up with real work data you could convince the insurance companies to lower the price but its still the logistics that cost money.
Jon:
Great post again!!
Why not add stubby wings, a TPS, and some additional RL-10 engines (higher T/W) to a Centaur upper-stage, and see if you have the mass fraction to get this to orbit. You can probably buy all the hardware for much cheaper than you think, and maybe even do drop tests from White Knight 1 if the unfueled weight is under 9,000 lbs.
I think that a 40,000 lb Centaur upper-stage imparts around 8 km/s of delta-V to a 10,000 lb payload when it takes those payloads from first-stage cut-off to GTO (i.e. 6 km/s + 2km/s = 8 km/s). This 8 km/s appears to be enough by your calculations for an air-launched RLV or a vertical platform assisted RLV to reach orbit. The Centaur weighs 4,000 lbs unfueled and the additional hardware should be under the 9,000 lb carrying limit of White Knight 1.
It appears that all the parts are available and cheap for you to do an X-37 type of landing test from White Knight 1 of a full-scale model of your concept.
What do you think about having DARPA pay for it like they did with X-37 drop tests?
Jon Goff says:
Gravityloss,
1) Exactly, it's a tradeoff. The sooner after shutoff you stage, the more time you have to accelerate to orbital velocity, but the higher the staging dynamic pressure. So, it's a tradeoff.
2) I can't remember the exact numbers, but there's a reason why none of the suborbital tourism guys are planning on going much higher than about 170km (IIRC). Basically, for a pure vertical trajectory, almost all the decelleration starts at a certain altitude (can't remember if it was 50km or 50kft). And the higher you reach, the faster you're going when you hit that point. You can get a rough guess at peak g's just by treating it as pure vacuum above that point, figuring out how fast you'd reach dropping from apogee, then calculating the dynamic pressure times your frontal area.
There are some tricks you can use, but IIRC, by the time you're getting up to 200km or so the G loads are already quite high (something like 8-10g)…but that's something you could probably calculate easier than I could.
3)I'm not entirely sure if this will be an issue or not. Our vehicle simulator so far has been focused on our early hovering vehicles. But it includes all the physics, so if there is such an issue, it should become apparent when we try simulating higher apogees. I'll let you know if we find anything interesting.
4)One of the textbooks we have at the office explains it. But yeah, lower peak heat flux and lower load per unit area are both quite helpful even if the overall heat load ends up not being too different. But I'll look it up.
~Jon
redneck,
Any "vertical angle" you give the stage starts reintroducing gravity losses. Ie some component of the velocity is now counteracting gravity, and not going to accelerating the stage. So you're not actually gaining anything. I'm not entirely sure how much time you gain by raising the first stage apogee (thus allowing a lower upper stage T/W and longer acceleration to orbital velocity). I'll have to see if I can figure out an approximation of the relationship.
As for the hydrogen vs kerosene argument, it's worth noting that AFAIK, the best LOX/LH2 propellant mass fraction is only a tiny hair worse than the best LOX/Kero pmf. Ie, it at least appears historically that the density differences between the two propellants might not help as much as seems to be commonly argued in our circles. It could be that they just aren't trying as hard with the LOX/Kero stages, but the more likely answer is that there are other effects that are being glossed over…not sure.
Vertical landing isn't that much harder than stable controlled flight in general (unless you're talking going with an HPR styled vehicle that uses fins, launch rails, and high liftoff T/W). It isn't that hovering is so tough that we could just bypass it, it's that our vehicle wasn't flying stably at all anyway. Once we have enough stability for the thing to fly without a launch rail or fins, the extra challenge of hovering and powered landing is relatively straightforward. Plus, using a parachute means you have to reach at least a certain altitude first…for our purposes, working out powered vertical landing seems to be a better trade for now than doing basically a liquid HPR then adding powered landing later.
I talked about that a little in part 2 of the series. But basically, especially if you're in a high-flight rate operations mode, down-range recovery implies additional ground crews, additional areas setup as launch sites, additional launch licenses, additional insurance as Michael points out, etc. There are ways for the first stage to impart downrange velocity while still landing back at the launch site. But that's the topic of the next two or three (or maybe four) parts of the series.
john hare says:
Jon Goff said…
I will try to figure out a coherent relationship in a few days for the velocity split. I believe the gravity losses are less if you begin thrusting earlier with a bit less vertical angle. I will try to organize that also when I feel like it. Just read about Len.
You are one of the people that can get me to reexamine my assumptions with a single sentence.
paradoxolbers says:
Wonderful set of posts on OrbAccMethods! A trivial text change for u. In your first set of bulleted points, under Benefits, number 8 should read:
Since the first stage has *no* downrange velocity, its
Paradox Olbers in Second Life
Paradox,
Good catch! Glad you're enjoying the series.
I think my main assumption problem was that your pop up stage would fire from zero-zero horizontal and vertical velocity at 100 km altitude. From that assumption I can't get under 400-500 m/s gravity losses even with T/W of 1.4.
Firing from 80+ km with 500+ m/s vertical, it is easy to get under 200 M/S gravity losses with the 1.4 T/W. To eliminate the gravity losses entirely seems more difficult that staging at 50 km with 1,000 m/s vertical velocity and <100 m/s gravity losses.
Your observation that hydrogen stages nearly match kerosine stages make it a bit silly for me to attempt to figure an ideal velocity split. I don't have enough knowledge to spin this portion into a cost arguement.
SpaceCadet says:
Nice article (and series)! TSTO popup has been my preferred option for a while.
Have you considered expendable drop tanks on the second stage? It's a mature technology for military aircraft. I wouldn't use them for LH2, too much like the Shuttle with ice & foam issues.
But for HC, maybe 30 to 40% of the fuel tankage could be outside the RLV, making it smaller & lighter. That plus losing part of the tank mass halfway to orbit, should give a fairly substantial gain.
Drop tanks should be quite cheap, compared to any other part of the dry mass.
Spacecadet,
While you could add drop tanks, I think the best way to use them would be to use them the way military fighters do–as a way of enhancing capability. I don't think there's any military fighter craft that has to have drop tanks to perform its bare minimum mission. So, you make an orbital vehicle that can put a small payload up without drop tanks, but you use drop tanks for the occasional much bigger payload, or for giving you new capabilities you couldn't have had with drop tanks. Even if they're relatively cheap (lightweight tanks aren't really that cheap, especially in orbital LV sizes), you don't want to be tossing them every time if you can avoid it. But every once in a while? Sure. Of course that might require you to oversize your first stage, but that's not necessarily the end of the world–nothing says you need to always load a full load of propellant if it isn't needed.
Ivan Vuletich says:
Great series. One idea to help with the reentry TPS challenge that I've been kicking around is a sacrifical "reentry drag chute".
This would be some sort of parachute that you would deploy at the beginning of reentry and whose function is to provide extra drag as high as possible during rentry before buring up, thereby allowing a lighter & simpler main TPS.
In form it might look more like a solar sail than a conventional parachute. See
http://www.spacedaily.com/reports/NASA_To_Attempt_Historic_Solar_Sail_Deployment_999.html
In that article they mention one of its uses would be to de-orbit LEO satelites.
Alternatively maybe a fine mesh of stands of an ablative material might work better.
If it works as advertised it could make for an easier TPS problem, reduce g loads on re-entry and help maintain the proper orientation on reentry. It might be able to help with some about cases as well.
Its also something that could be tested with sub-orbital vehicles 🙂
Key challenges would be to:
1) Getting enough usable drag before it burnt up.
2) Getting it deployed and keep it deployed in near vaccuum conditions as it would need a lot of surface area to be usefull.
3) Making it light and cheap enough to make using it worthwhile.
Ivan,
I honestly don't know whether your idea would work or not. I think Henry Spencer has suggested such an idea at one point, so it isn't silly. I just don't have the tools to easily tell if it really makes sense. That said, I'm a fan of avoiding expendable elements, particularly ones that may be fairly expensive to replace like this. One thing to remember though, the g-loading on reentry is almost entirely dependent on L/D. So unless the parachute somehow gave you a high L/D, it wouldn't really affect the g-loading that much. Also, I wonder how effective it would be if the upper stage is far ahead of the parachutes (as is often the case).
Just some thoughts.
I agree, L/D drives the peak g's, but some sort of high drag device at initial reentry could reduce the peak heating even if it's done in a ballistic fashion.
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text:
Nellie Blessing Eyster (, Blessing; December 7, 1836 – February 21, 1922) was an American journalist, writer, lecturer, and social reformer. She was a grand-niece of Barbara Fritchie.

Eyster was the first President of the Pacific Coast Women's Press Association. Her first book, Sunny Hours of the Child Life of Tom and Mary, received the endorsement of Oliver Wendell Holmes. In 1870, she published "A Dame of the Quakers" in Harper's Magazine, and later, "How the Star Spangled Banner Found Its Tune". "The Colonial Boy" was published in 1890 and was adopted by most of the school and church libraries in the United States. "A Chinese Quaker", published in 1902, was quoted as introducing a valuable history of the Chinese immigration in San Francisco. Other books included, Chincapin Charlie, On the Wing, and Tom Harding and His Friends. She wrote for the New-York Tribune and Riverside Magazine; and edited with Gail Hamilton.

Eyster assisted In the purchase of Mount Vernon (George Washington's home) for the U.S.; and served as an officer of the Great Sanitary Commission during the American Civil War. Eyster's teaching extended to California's Chinese immigrants; she was also a teacher of music, rhetoric and belles lettres in various seminaries; and was a state lecturer on scientific temperance in colleges and public schools. She was State President of Juvenile Work of the Woman's Christian Temperance Union (WCTU) of California, president of the California Women's Indian Association, and president emeritus of the League of American Pen Women.

Early life and education
Penelope (nickname, "Nellie") Ann Margaret Blessing was born in Frederick, Maryland, December 7, 1836. Her parents were Abraham and Mary M. E. Blessing. Her ancestry included Huguenot and Anglo-Saxon background. On the maternal side, she was a granddaughter of Captain George W. Ent, a commander at Fort McHenry in the war of 1812 and a friend of Francis Scott Key. Abraham Blessing, Eyster's father, who died when she was 10 years old, was the youngest brother of George Blessing of Maryland, who served during the American Civil War, and was known as, "The Hero of the Highlands."

The eldest of the five children, Nellie, baptized Penelope, showed early promise of literary ability. She was educated by private tutors and at Barleywood Seminary, Virginia.

Career
Eyster's first work was assisting with the purchase of Mt. Vernon, and she was active in the Sanitary Commission during the American Civil War. She became a newspaper correspondent and wrote reminiscences of the war and its notable people for Harper's Magazine. She wrote for California journals, including stories for the Overland and Illustrated Californian. She was associated with Gail Hamilton in the editing of Wood's Magazine, and was also the editor of The Pacific Ensign, the organ of the State WCTU.

Eyster wrote the "Sunny Hour Series", and after moving to San Jose, California, she wrote "A Colonial Boy" for children in 1890. She helped in the education of Chinese residents in California; her work, "A Chinese Quaker", attracted wide attention in Europe and the Orient.

Active in woman suffrage and other movements for the advancement of women, her temperance lectures on the subject of the "House Beautiful and the Man Wonderful" made her well known. She also served as California state lecturer in public schools on scientific temperance.

She was president of the San Jose Ladies Benevolent Society, president of the California Women's Indian Association, first president of the Pacific Coast Women's Press Association, State President of Juvenile Work of the WCTU of California, and president emeritus of the League of American Pen Women. She was also secretary of the Woman's Missionary Society of the Presbyterian Church, and treasurer of the Political Equality Club of Berkeley, California.

Personal life
In 1853, when she was 16 years old, she married her private tutor, David A. S. Eyster, a young lawyer of, Harrisburg, Pennsylvania. They had one daughter, Mary, born a year after the marriage, and one son, who died at the age of 10, in 1872. David was employed as a financial clerk of the Pennsylvania State Board of Education. The death of the son and her mother the following year caused Eyster's health to fail. In 1876, the family moved from Harrisburg, Pennsylvania, to San Jose, California, which helped Eyster rally from her depression and regain interest in religious and benevolent work. In Pennsylvania, the family had been members of the English Lutheran Church, but in San Jose, they became connected with the Presbyterian denomination, and Eyster was linked with some of its enterprises.

In 1900, after the death of the husband, Eyster moved to San Francisco to live with her daughter, Mary A. Elder. Her grandson, Paul Elder, became a San Francisco publisher and bookseller. She died at the home of her daughter at Berkeley, California, on February 21, 1922.

Selected works
 1867, Sunny Hour Stories. Chincapin Charlie ... Illustrated by George G. White
 1867, On the wing
 1866, Chincapin Charlie
 1867, Sunny hours, or, Child life of Tom and Mary
 1870, Robert Brent's three Christmas days
 1874, Tom Harding and his friends
 1899, A colonial boy; or, The treasures of an old link closet
 1902, A Chinese Quaker : an unfictitious novel
 1905, Older than Adam; the wonderful petrified forest of California
 1909, A Noted mother and daughter
 1912, Friends with Lincoln in the White House
 1912, A beautiful life : memoir of Mrs. Eliza Nelson Fryer, 1847-1910

References

Attribution

Bibliography

External links

1836 births
1922 deaths
19th-century American women writers
19th-century American writers
20th-century American women writers
20th-century American non-fiction writers
American women journalists
Woman's Christian Temperance Union people
Wikipedia articles incorporating text from A Woman of the Century
Pacific Coast Women's Press Association

redpajama_set_name: RedPajamaWikipedia


text:
Big Atoms, Tasty Waffles, and Staying to the Left→
Four days in Brussels with Evo fighting a cold isn't the best time ever. Still, we got out, did some things, and made it to England. Along the way, we managed to get some recording done, too!
Media Player and Download
(Subscribe on iTunes or with any podcatcher!)
Full Show Script
[smarter]
EVO: Not to bore you with yet another tale of medical woes from this journey, but I caught a nasty cold virus the moment we hit Belgium. Bah. I don't normally catch colds, but exposure to the elements and soaking in an unfamiliar germosphere had me wiped out, which put a damper on our plans to drink beer all four days.
SHE: Evo may have slept for a day and a half, but don't let him convince you he didn't get to try any Belgian beer. Even when he's down, he's not beyond a couple of pints. Strictly for medicinal value, you understand. And he still had a little making up to do with me for that French museum debacle, so I talked him into one short afternoon of sightseeing.
EVO: Knowing I wasn't up for a full day of traipsing around the city, Sheila chose Atomium as our destination. I got us to the appropriate stop via the Brussels train system, but really had no idea where we were going. I sure wasn't expecting a towering structure of chrome balls connected by tubes some 300 feet in the sky. To my cold-medicine addled brain, it looked vaguely like molecule. A really, really big molecule. Or maybe... an atom?
[my chemistry sucks]
SHE: It was actually nine, not eight, huge spheres. And it was modeled after an iron crystal, not an individual iron atom. Which is a little strange, since it's called Atomium, not Crystalium. But hey, whatever. The structure was built for the 1958 World's Fair held in Brussels, the first world's fair held after the end of World War II. The structure is pretty famous, even if Evo hadn't heard of it. (And honestly... neither had I.)
[unexpected]
EVO: All snark aside -- OK, maybe only some snark aside -- It is pretty cool. Inside, it's a lot like an amusement ride, mixed with a museum, mixed with a submarine. And in places, it gets a little silly, if not over the top.
[throw a bone]
SHE: Hey, it was the space age. Don't be so cynical.
EVO: Did you see those late 60s - early 70s displays?
[retro]
EVO: And since I was born that year, I can make fun of it. So save your hate mail for when I say something truly offensive. But seriously, if you're into too much plastic and no hard edges, visit the Atomium in Brussels. You'll fit right at home, you sexy swinger you
SHE: Ooh wait! You forgot about the space mountain part of the experience on the escalator
EVO: Ugh. Flashing lights and slow moving escalators. Who thinks this is a good idea? Still, it could have been worse.
[tube]
EVO: OK, we're just having a little fun at your expense, Belgium. Please accept my apologies to all of your countrymen. Your Atomium was quite cool. Your beer was, as you know, fantastic. But you're waffles, however... now THERE's a national symbol.
SHE: Of deliciousness! Sidar -- you heard about him on the last episode -- promised to take us out for Belgian Waffles. Not all that hard to find, as you might imagine. But he had somewhere special to take us, and skipped over every other place until he found just the right spot, which turned out to be Gaufre de Bruxelles. I, as you'll hear, was a little excited.
[waffles]
EVO: We realize we do not look like locals. With our accents and Sheila's ever-present camera, we're pretty recognizable as American tourists. We kinda stick out. And when you're used to driving on the other side of the road, you sickout even more. Luckily, I've mastered it well enough. Hello, England.
[driving]
SHE: Yeah, once you got that whole backward-not-forward thing figured out. But I have to give you credit, as you've driven here in Knutsford, England a couple times since we recorded that, and you haven't hit anything or anyone. These little cobblestone streets still have me freaked out, so I'm glad you're driving.
EVO: Other than getting used to driving, it's good to be in England. We can say things like "hello" and "good morning" as walk down the street and no one looks at us funny. Well... not too funny. Our sleepy little town just outside of Manchester turned out to be a lot less sleepy than we imagined. But more on that in the coming shows, as we have three weeks here. Spoiler alert: we're a little underdressed.
New episodes of the ShEvo Studios On Tour - The Audio Expedition are available every Sunday. Of course, Sunday can be a very different thing depending on where we are in the world. Cheers!
February 28, 2015 / Evo Terra/ 5 Comments /Source
PODCAST, SEASON 1
England, Brussels, Belgium
The Old Sessions House - Pub & ...
The Lord Eldon - Pub


text:
Biotech Companies, Start-ups combating COVID-19
Aman 20/03/2020 News Leave a Comment
Disease outbreaks like the COVID-19 often unfold way too rapidly for researchers to find a cure. However, in the future, artificial intelligence, big data, machine learning, deep learning can help researchers do a much better job.
While it is probably too late now for the fledgling technology to play a significant role in the present pandemic, there is hope for another outbreak. AI is excellent at combing through input data to find connections that help you to figure out what sorts of treatments can work or which experiments to get following like coronavirus usually unfold far too quickly for scientists to look for a solution.
The major question is what will Big Data come up with when it barely gets meager scraps of data on illness like COVID-19, it first emerged late last year in China and has sicked 75,000+ people in 2 months.
To stand against or fight the novel coronavirus originated in Wuhan, China, researchers are using artificial intelligence to explore possible remedies, which include already approved drugs and totally new compounds. At exactly the same time, the pneumonia-like illness has just gotten more intense.
There are various start-ups or organizations using technologies to face such outbreaks.
Some of them standing against COVID-19 are listed below
Researchers at Benevolent AI an artificial intelligent start-up in the British wanted to find a drug already-approved that could help in blocking the infection process. Based on the chemical properties assumed COVID-19 could possibly have they sent their AI looking for a drug remedy, through a database of an enormous amount of medical data, including scientific literature.
The system churned out various options, which were after then whittled down to recognize an already approved drug referred to as Baricitinib, which is usually used to cure moderate and severe rheumatoid arthritis. The researchers recommend it can be trialed as a potential treatment. Ivan Griffin, co-founder at Benevolent said that even though the company hasn't applied for the right to evaluate the drug in China, it's reached out to manufacturers that are already producing the drug. It is not clear exactly how long it may take before an adequately tested drug reaches patients.
Baricitinib is not the only treatment researchers have recommended, however, in China, they have applied to evaluate a minimum of 10 medications as a potential treatment, based on the Wall Street Journal, although none has but been approved. Remember that misinterpretations of the science regarding coronaviruses have exacerbated misinformation connected to the novel Wuhan strain.
After receiving a blood sample from one of the primary U.S. patients to recover from COVID-19. AbCellera, a Canadian therapeutic antibody discovery organization, places its rapid pandemic response platform to do the job, identifying more than 500 distinctive fully human antibody sequences, probably the largest board of anti-SARS-CoV-2 anti-bodies reported till date.
Eli Lilly will partner with Vancouver, BC-based AbCellera to co-develop by far the most promising of those people 500+ anti-bodies, through a collaboration whose value wasn't disclosed. The organizations are going to carry out their co-development work following AbCellera faucets into the knowledge of an additional partner – the Betty and Dale Bumpers Vaccine Research Center on the NIH's.
"We are intending to find out very quickly which ones of those 500 will be a helpful neutralizer through our partnership on the Vaccine Research Center," Ester Falconer, Ph.D., AbCellera's Head of Development and Research. We are likely to have that data really fast, which will help us down select a selection to create together with our partners at Lilly for additional manufacturing and further testing.
If successful, Lilly mentioned, it will join hands with global regulators to bring treatment to patients. The 2 organizations each use a group of human researchers to work together with the AI to guide the process.
In Exscientia's method, dubbed the Centaur Chemist, drug designers assist show the algorithms techniques for trying to find compounds. Healx places the AI's predictions to researchers that evaluate the results and determine what to pursue.
Neil Thompson, Healx's chief science officer, stated the method might be used from an outbreak such as coronavirus so long as they had enough data on the new illness. Healx is not working on dealing with the coronavirus or tweaking its technology for outbreaks, though it would not be a stretch.
Artificial intelligence algorithms have already beginning to churn out medicines for the diseases we know about. Researchers on the Massachusetts Institute of Technology stated on Thursday that they would employ the technique to determine a highly effective new antibiotic compound that could wipe out an array of troublesome bacteria, even though some which are presently resistant to various other treatments.
One catch for each one of these technologies is clinical testing. Even medicines by now safe for use to cure one ailment must be tested once again before they are prescribed for another. The method of showing they're effective and safe on a substantial amount of patients is able to take many years before you go to regulators for feedback.
To be effective, AI-based drug developers will have to plan in advance, choosing a virus genome prone to cause difficulties in the future and focusing on it when there are very few incentives to do it.
Another but the most difficult factor is finding qualified staff.
"It's difficult to find people who could operate with the intersection of artificial intelligence with biology, and also it is tough for large organizations to make fast decisions on technology like this, stated Irina Haivas. It's not sufficient to become an AI engineer, you've to recognize and get into the applications of biology too."
The coronavirus of 2019 (COVID-19) is being resolved with Artificial Intelligence & Data Science


text:
Karl Ginhart (* 21. November 1888 in St. Veit an der Glan, Österreich-Ungarn; † 10. März 1971 in Wien) war ein österreichischer Kunsthistoriker.

Leben
Der gebürtige Kärntner Karl Ginhart widmete sich nach abgelegter Matura den Studien der Rechtswissenschaften und Kunstgeschichte an den Universitäten Wien, Berlin und Innsbruck, 1912 wurde er zum Dr. iur., 1919 an der Universität Wien bei Josef Strzygowski zum Dr. phil. promoviert. Ginhart bekleidete in der Folge eine Assistenzstelle am I. Kunsthistorischen Institut der Universität Wien, bis er 1926 die Stelle des Staatskonservators des Bundesdenkmalamtes antrat, ein Amt das er bis 1936 ausübte. 1930 erfolgte seine Bestellung zum Vorstand des Kunsthistorischen Instituts des Bundesdenkmalamts, 1939 schied er aus dieser Position aus.

Ginhart habilitierte sich um 1930 an der Universität Wien. 1936 wurde er zum außerordentlichen, 1942 zum ordentlichen Professor an der TH Wien berufen und hatte diese Funktionen mit einer Unterbrechung nach 1945 bis zu seiner Emeritierung 1960 inne. Außerdem gab er zwischen 1941 und 1943 an der Wiener Hochschule für Welthandel – jeweils in den Sommersemestern – den Kurs "Kunst und Geschichte als Fremdenverkehrsfaktor".

Ginhart trat am 8. November 1930 der NSDAP bei (Mitgliedsnummer 360.317), schied am 30. September 1931 wieder aus, beantragte 1938 eine Wiederaufnahme, die erst 1944 mit Eintrittsdatum 1. Januar 1941 genehmigt wurde (Mitgliedsnummer 9.909.984). Wie ein Aktenvermerk der Wiener Gauleitung vom 8. Juli 1938 belegt, war angedacht, alle jene Einrichtungsgegenstände, welche in Wohnungen geflüchteter Juden stehen, aber nicht beschlagnahmt wurden, durch Ginhart sammeln und überprüfen zu lassen. Ginhart zählte zur persönlichen Entourage der Kärntner Gauleiter Franz Kutschera und Friedrich Rainer. 1937 hielt er für die Wiener Gesellschaft für Rassenpflege einen Vortrag mit dem Titel "Beziehungen zwischen Rasse und Kunst in Spanien".

Anlässlich seiner Pensionierung erhielt Ginhart 1960 das Österreichische Ehrenkreuz für Wissenschaft und Kunst. Er leistete wesentliche Vorarbeiten zum Denkmäler-Verzeichnis Dehio Kärnten, das allerdings erst nach seinem Tod erschien.

Publikationen
 Das christliche Kapitell zwischen Antike und Spätgotik. Kunsthistorisches Institut der Universität, Wien 1923 (Dissertation)
 Die Kaisergruft bei den PP. Kapuzinern in Wien. Logos Verlag, Wien 1925
 mit Bruno Grimschitz: Der Dom zu Gurk. Krystallverlag, Wien 1930
 mit Alfred Karasek: Verzeichnis der Schriften von Josef Strzygowski. Kollitsch, Klagenfurt 1933
 mit Georg Dehio: Die Kunstdenkmäler in Kärnten, Salzburg, Steiermark, Tirol und Vorarlberg. Anton Schroll, Wien 1933
 Die Kunstdenkmäler Kärntens. Klagenfurt 1934
 mit Georg Khevenhüller-Metsch: Die Burg Hochosterwitz in Kärnten. Kollitsch, Klagenfurt 1939
 Das Stift Sankt Paul im Lavanttal. Selbstverlag des Stiftes, 1953
 Reclams Kunstführer Österreich. Bd. II (Mitautor), Stuttgart 1961
 Die frühmittelalterliche Martinskirche auf dem Römerberg in Linz. Stadtmuseum, Linz 1968
 Die Fürstenstatuen von St. Stephan in Wien und die Bildwerke aus Grosslobming. Mit einem Lebensbericht des Verfassers. Geschichtsverein für Kärnten, Klagenfurt 1972

Literatur
 Walther Killy, Rudolf Vierhaus (Hrsg.): Deutsche Biographische Enzyklopädie. Band 4, K.G. Saur Verlag GmbH & Co. KG, München, 1996 ISBN 3-598-23163-6, S. 11.

Einzelnachweise

Weblinks

Kunsthistoriker
Hochschullehrer (Universität Wien)
Hochschullehrer (Technische Universität Wien)
Träger des österreichischen Ehrenkreuzes für Wissenschaft und Kunst I. Klasse
Absolvent der Universität Wien
NSDAP-Mitglied
Person (Cisleithanien)
Österreicher
Geboren 1888
Gestorben 1971
Mann


In-Circuit Design Pty Ltd (ICD), Australia, developer of the ICD Stackup and PDN Planner software, has announced the appointment of Nine Dot Connects LLC as North American Distributor of ICD software products and services.
Nine Dot Connects will distribute ICD software including the PowerStack Suite, ICD Stackup Planner, ICD PDN Planner and simulation services. The software is available licensed as nodelocked, floating network or virtual machine enabled. Interfaces to other EDA tools include Allegro, Altium Designer, Excel, HyperLynx, OrCAD, PADS, Zmetrix TDR, Zuken and the latest IPC-2581B format.