John, called the Baptist, came preaching in the wilderness. The multitudes found him there.
There was much to be done to prepare the way of the Lord. The Light was coming and those who prepared would be blessed and those who failed to prepare would be blinded by the Light but go away annoyed and unchanged.
In the desert-dry hearts of the people a Highway must be built but barriers stood in the way.
Valleys of apathy must be filled with passion for God.
Tall, ancient hills of tradition had to feel the grader's blade.
Crooked places where life turned away from the ways of God had to be corrected, made straight for generations to follow.
Rough roads of carelessness and misplaced values must be made smooth by daily obedience to the Word of the Lord.
The Glory of the Lord was coming, coming right down this Wilderness Highway! John's message was repentance of sin with the sign of baptism. The ancient Jordan, the historic passageway to the Promised Land, provided the cleansing stream.
John made it clear that he was not that Light, only the witness to it. The True Light would shine brighter than any yet seen. His Light would pierce the darkness of men's souls to reveal the secret things known only to God and to the sinner's heart. The Light would also speak of repentance for that is the point of the revealing light. It would do no good to reveal the secret sins of the heart and not offer a remedy.
This True Light was a healing Light shining from the One who invented light. For those who would welcome the Light, darkness would flee from wounded hearts. Understanding would shine into the darkest corners of the seeking soul, ending fear and doubt and bringing peace.
The Light would be a transforming Light, addictions would give way to freedom, blindness to sight, deafness to music, and frozen limbs to dancing. Demons who thrive in the dark would flee this Light in terror for there was power even in the sound of the Savior's Name—Jesus.
To those who believed would be given the right to become the Children of God.
John's perspective is one of looking back on his time with Jesus. As thrilling and hope-filled as the story is, it is always tinged with sadness, the tragedy of those who saw the Light and turned away from it.
John's story is filled with people who witnessed the Light. Some received and were transformed while others turned away from Him. As we prepare to daily enter this story, let us do the work of preparation.
There was a man sent from God, whose name was John. This man came for a witness, to bear witness of the Light, that all through him might believe. He was not that Light, but was sent to bear witness of that Light. That was the true Light which gives light to every man coming into the world. He was in the world, and the world was made through Him, and the world did not know Him. He came to His own, and His own did not receive Him. But as many as received Him, to them He gave the right to become children of God, to those who believe in His name: who were born, not of blood, nor of the will of the flesh, nor of the will of man, but of God.
Lord Jesus, You are the Light of the World! Break forth into my life! Shine into the darkest places in my soul and show me if sins lurk there. I want to prepare for Your coming into my life. May I never be listed with those who turn away from You. May I take full advantage of full membership in the Family of God, a Community of Light, standing against the agents of darkness and shining bright in the gloom of life today. Break forth, O Heavenly light in me! Amen and Amen.
the night of darkness ending,our fallen race befriending.


Hypur's General Counsel, John Vardaman, was interviewed by American Banker about his decision to leave his role as an anti-money laundering attorney at the DOJ to join Hypur and how Hypur's technology helps banks and credit unions serve cash intensive businesses, including cannabis businesses.
If anyone can figure out how banks can serve marijuana and other cash-intensive businesses and stay out of trouble, it should be John Vardaman.
Until recently, Vardaman was an assistant deputy chief for policy in the asset forfeiture and money laundering division of the Department of Justice. He is now the general counsel of Hypur, a startup that offers technology to banks looking to work with marijuana dispensaries, check cashers, pawnshops and other industries that the mainstream financial system has treated as lepers.
While the company is broadly offering services for financial institutions that want to bank businesses handling large amounts of cash — a category that also includes restaurants — marijuana businesses are one of the areas in the most need for solutions. Since the drug is illegal at the federal level, but sanctioned to various degrees for medical and/or recreational use in several states, it is a particularly difficult industry to bank.
In the bigger picture, following the cleanup of safety-and-soundness concerns in the industry after the 2008 financial crisis, regulators began looking more intensely at compliance. The increased scrutiny of Bank Secrecy Act and anti-money-laundering compliance has delayed acquisitions and spurred banks to sever relationships with industries and geographic regions, a global phenomenon known as de-risking.
Vardaman said his role at the Phoenix-based Hypur will likely be a mix of traditional general counsel duties and working on the business strategy — meeting with regulators and banks and using his background to inform the business.
In the years since, marijuana businesses have had an easier time getting banked, but industry experts say it is still tough. Although most pot businesses have deposit accounts now, the options are still limited both in the number of institutions and the range of services — for instance, loans are still tough to get.
Hypur offers a suite of products designed to help banks vet marijuana businesses and other cash-intensive companies for anti-money-laundering and know-your-customer compliance. Its signature product, which is being beta tested, is an electronic payments solution that would take the cash out of the equation.
Called Hypur Commerce, the solution would allow individuals to download an app and create an account that is linked with their bank account. With their Hypur account, customers could buy goods from merchants on the Hypur network. The bank would have real-time access to transaction data, such as purchase details and location information. The idea is that such high-level information would allow a bank to have granular data about its customers' customers.
While the marijuana industry could be the practical place for Hypur Commerce, the solution or its underlying technology could be used for other businesses, such as check cashers and online retailers.
Vardaman says that bringing cash-intensive businesses into — or back into — the banking world is important because their essential exile has the potential to breed crimes like tax fraud.
"Some of the high-risk, cash-intensive businesses play an important role, and if they can't get banking services, there are all sorts of policy repercussions that can arise," Vardaman said.
This article originally appeared on AmericanBanker.com.


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Q: Store token on local storage is good or bad? I created an application with Java 8, spring boot, hibernate, jpa, spring security with OAuth2 and the services REST for back end. For the front end I used Angular 7. In my application I have users with roles. so when an user connected I generate an OAuth2 bearer token and I store that  in local storage, so when I need a resource I use that token to get it. when Logout I clear all data on local storage, so when a 2nd user connect I generate 2nd token etc...
My question is whether this is a secure method or there is a better way to store and reuse token and the object user connected?
I talk about security vulnerabilities.
Thanks in advance :)

redpajama_set_name: RedPajamaStackExchange


"Temperature-Induced Ordering and Gelation of Star Micelles Based on AB" by Stacey Kirkland-York, Keith Gallow et al.
The reversible formation of ordered physical gels from stimuli-responsive ABA [A poly(N,N-dimethylacrylamide) (PDMA), B = poly(N-isopropylacrylamide) (PNIPAM)] triblock copolymers is investigated utilizing dynamic light scattering, small angle X-ray scattering, and low-shear rheometry. As the temperature is increased above the phase transition temperature of the PNIPAM segment, triblock copolymers under a critical molecular weight are capable of packing into body-centered cubic arrays. Rheometric tests indicate that the storage moduli of the gels at 50 degrees C are inversely related to the molecular weight of the polymer.
Kirkland-York, S., Gallow, K., Ray, J., Loo, Y., McCormick, C. L. (2009). Temperature-Induced Ordering and Gelation of Star Micelles Based on ABA Triblocks Synthesized Via Aqueous RAFT Polymerization. Soft Matter, 5(11), 2179-2182.


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Stigma Compounds the Consequences of Clinician Burnout During COVID-19: A Call to Action to Break the Culture of Silence
By Jennifer B. Feist, J. Corey Feist, and Pamela Cipriano
August 6, 2020 | Commentary
TW: suicide
If you are suicidal and need emergency help, call 911 immediately or 1-800-273-8255 if in the United States. If you are in another country, find a 24/7 hotline at www.iasp.info/resources/Crises_Centres.
My sister, Dr. Lorna Breen, of New York, NY, died by suicide on April 26, 2020. My sister was head of the Emergency Department at New York-Presbyterian Allen Hospital. Within a period of just 3 weeks, she had treated confirmed COVID-19 patients, contracted COVID-19 herself, and returned to an overwhelming, relentless number of incredibly sick patients. My sister and her colleagues worked around the clock during peak levels of the COVID-19 outbreak in New York, with limited personal protective equipment, insufficient supplies, not enough oxygen, not enough beds, not enough help. They saw patients dying in the waiting room and in the hallways.
After twelve-hour shifts, my sister would stay (as would her co-workers) because the onslaught didn't slow throughout the day or night. When Lorna left the Emergency Department, she had to take the train home. As the trains were largely empty due to distancing measures, she was afraid of being mugged. She tried to take cabs home, but some of the cabs that stopped wouldn't pick up someone leaving the hospital for fear of being exposed to the virus. In spite of all of that, she kept going back until she literally could no longer stand.
On April 9, 2020, Lorna called me from her home in Manhattan to tell me she couldn't get out of her chair. She was nearly catatonic. She had not slept in over a week. During one shift she covered two emergency rooms in Manhattan at the same time, at locations that are five miles apart. My sister had answered the call for her city and for her country. And when she became so overworked and despondent that she was unable to move, her biggest fear? Her job.
Lorna was worried that she would lose her medical license or be ostracized by her colleagues, because she was suffering due to her work on the front lines of the COVID-19 public health crisis. Lorna had no prior history of mental health issues, either known or suspected. But when she experienced a mental health crisis for the first time during the pandemic, she was afraid to get help. She was worried it would end the career that she had spent her entire life working for.
At the time, I thought Lorna's fears were unfounded. What I learned after her death is that medical licensing boards throughout the country require physicians to disclose current or past mental health care (in some cases at any level); hospitals require disclosure for credentialing; and seeking mental health care is considered a sign of weakness among many medical professionals. This paradigm must change.
—Jennifer B. Feist
Our nation's health care professionals are currently working in the midst of a "pandemic within a pandemic." The extreme stress and isolation of the COVID-19 pandemic, with its associated patient load, suffering, and death, as well as limited supplies and incomplete understanding of this disease, is a significant burden on its own. However, the pandemic has been layered on top of already dangerously high levels of clinician burnout throughout the health care system. In other words, we are experiencing concurrent public health emergencies.
Even before COVID-19, more than 50 percent of clinicians treating patients reported that they had experienced symptoms of burnout, " a syndrome characterized by high emotional exhaustion, high depersonalization (i.e., cynicism), and a low sense of personal accomplishment from work"[12]. Burnout has been shown to reduce job performance, increase turnover, and, in its most extreme instances, increase incidence of medical error or lead to mental illness or death by suicide [1]. It is estimated that at least one physician dies by suicide each day, an alarming statistic that is likely still underreported [10]. Dr. Lorna Breen's story is, tragically, one of many, and it is part of a crisis that has been further exacerbated by both COVID-19 and a pervasive culture of silence.
Despite the prevalence of burnout, speaking up or seeking help to deal with work-related stress continues to be seen, especially within the culture of health care, as a sign of weakness or inability to "make it" as a clinician [2]. Research shows that physicians are fearful about the consequences of disclosing any mental health condition or treatment [11]. As Hengerer and Kishore, commenting on the role of State Medical Boards, observed, "there is often great stigma surrounding mental health issues … as a result, physicians experiencing depression or any mental health challenge do not feel their confidentiality would be protected if they were honest about what they are experiencing." [5]
The culture of silence was a stifling burden before COVID-19 [3]. Now, coupled with the isolating effect of the pandemic, the consequences of stigma are ever more dangerous. While the media congratulates the courage and resilience of health care workers, their day-to-day experience continues to reflect the pre-pandemic reality – that expressing pain or struggle with their work could be perceived as a weakness and a potential impediment to career success.
Clinicians are struggling to stay afloat as rates of COVID-19 continue to surge. Therefore, health care leaders must step up. Leaders must be present, recognize and address sources of concern for clinicians, respond to requests for help to care for patients or for themselves, and express gratitude for delivering extraordinary care under very stressful circumstances. There has never been as important a time to say thank you to teams who put themselves in harm's way, potentially putting their lives in danger, for the greater good. However, as Shanafelt et al. caution, "gratitude from leaders rings hollow if not coupled with efforts to hear, protect, prepare, support, and care for health care professionals in this challenging time." [4] The stigma against speaking out or requesting help and the resulting culture of silence has been well documented – it is beyond time to act.
There has been some progress in addressing the culture of silence by ensuring that clinicians can safely seek help without fear of retribution. For example, in 2018, the Federation of State Medical Boards issued a set of recommendations supporting less intrusive interview questions and "safe haven" reporting that would not penalize clinicians for seeking mental health support [6]. The Joint Commission, in May 2020 and in response to COVID-19, issued a statement urging health care organizations not to inquire about clinicians' past history of mental health conditions or treatment, noting that "it is critical that we ensure health care workers can feel free to access mental health resources." [8] The American College of Emergency Physicians also recently released a joint statement with 45 peer association signatories noting that "a provider's history of mental illness or substance use disorder should not be used as an indication of their current or future ability to practice competently and without impairment." [9]
But this progress is not enough. Clinicians are struggling, suffering, and, in some cases, dying while their needs are not being met by employers, educational institutions, professional organizations, and other authorities that shape the culture of health care.
Peer support for clinicians has been shown to be effective in helping to move away from "a culture of invulnerability, isolation, and shame and toward a culture that truly values a sense of shared organizational responsibility for clinician well-being and patient safety" and could be a method to prevent the isolation that Dr. Breen felt. [7] Additional progress can be made if state medical boards and accrediting and licensing bodies add further leniency when evaluating past or current mental health diagnoses so that other clinicians do not view seeking help with the same fear that Dr. Breen did. The same leniency could and should be extended to professional and membership organizations so that clinicians can take time off to care for their mental health without fear of being barred from membership. A variety of other system-level changes have been shown to be efficacious as well [12]. The time has come for health care systems and health care leaders – including C-suite executives and boards of directors of health care organizations – to demand such changes be put into place to protect the health care workforce.
We are sharing the experiences of Dr. Lorna Breen and others as part of a call to action – action that was overdue before the pandemic, and has only become more urgent now. We must break the culture of silence surrounding clinician burnout and mental health issues.
The systemic factors driving burnout and its dangerous consequences have brought the health care workforce to a breaking point. Clinicians across the career and specialty spectrum, along with leaders in health care, accrediting and licensing, educational institutions, and membership and professional organizations, must speak out now for culture and systems change. Only by fundamentally addressing the culture of silence can we ensure that the clinicians who care for us can, in turn, ask for and receive the care they need without fear of consequences that could jeopardize their careers and well-being.
Jennifer and Corey Feist founded the Dr. Lorna Breen Heroes Foundation, which provides mental health support to health care providers. Learn more about the Foundation: https://www.drlornabreen.com/
Tweet this! Even before #COVID19, more than 50% of clinicians experienced burnout. In a new #NAMPerspectives, the sister and brother-in-law of Dr. Lorna Breen tell her story and call for action to support clinician mental health: https://bit.ly/39uT1bQ #ClinicianWellBeing
Tweet this! "The stigma against speaking out or seeking help for work-related distress among clinicians and the resulting culture of silence has been well documented–it is beyond time to act." A new #NAMPerspectives calls on leaders to take action: https://bit.ly/39uT1bQ #ClinicianWellBeing
Dyrbye, L. N., T. D. Shanafelt, C. A. Sinsky, P. F. Cipriano, J. Bhatt, A. Ommaya, C. P. West, and D. Meyers. 2017. Burnout Among Health Care Professionals: A Call to Explore and Address this Underrecognized Threat to Safe, High-Quality Care. NAM Perspectives. Discussion Paper, National Academy of Medicine, Washington, DC. https://doi.org/10.31478/201707b
Koinis, A., V. Giannou, V. Drantaki, S. Angelaina, E. Statou, and M. Saridi. 2015. The Impact of Healthcare Workers Job Environment on Their Mental-Emotional Health. Coping Strategies: The Case of a Local General Hospital. Health Psychology Research 3(1): 1984. https://doi.org/10.4081/hpr.2015.1984
Hill, A. B. 2017. Breaking the Stigma – A Physician's Perspective on Self-Care and Recovery. New England Journal of Medicine 376:1103-1105. https://doi.org/10.1056/NEJMp1615974
Shanafelt, T., J. Ripp, and M. Trockel. 2020. Understanding and Addressing Sources of Anxiety Among Health Care Professionals During the COVID-19 Pandemic. JAMA 323(21): 2133-2134. https://doi.org/10.1001/jama.2020.5893
Hengerer, A., and S. P. Kishore. 2017. Breaking a culture of silence: The role of state medical boards. NAM Perspectives. Commentary, National Academy of Medicine, Washington, DC. https://doi.org/10.31478/201708b
Federation of State Medical Boards. 2018. Physician Wellness and Burnout. Available at: http://www.fsmb.org/siteassets/advocacy/policies/policy-on-wellness-and-burnout.pdf (accessed June 18, 2020).
Shapiro, J. and P. Galowitz. 2016. Peer Support for Clinicians: A Programmatic Approach. Academic Medicine 91(9): 1200-1204. https://doi.org/10.1097/ACM.0000000000001297
The Joint Commission. 2020. Joint Commission Statement on Removing Barriers to Mental Health Care for Clinicians and Health Care Staff. Available at: https://www.jointcommission.org/-/media/tjc/documents/covid19/statement-on-removingbarriers-to-mental-health-care-for-clinicians-andhealth-care-staff .pdf (accessed June 19, 2020).
American College of Emergency Physicians. 2020. Joint Statement: Supporting Clinician Health in the Post-COVID Pandemic Era. Available at: https://www.acep.org/globalassets/new-pdfs/ac_stmt_jsmh_physicians-mh_06202.pdf (accessed June 19, 2020).
Andrew, L. B., and B. E. Brenner. 2018. Physician Suicide. Medscape. Available at: https://emedicine.medscape.com/article/806779-overview#a1 (accessed July 6, 2020).
Gold, K. J., L. B. Andrew, E. B. Goldman, and T. L. Schwenk. 2016. "I would never want to have a mental health diagnosis on my record": A survey of female physicians on mental health diagnosis, treatment, and reporting. General Hospital Psychiatry 43: 51-57. https://doi.org/10.1016/j.genhosppsych.2016.09.004
National Academies of Sciences, Engineering, and Medicine. 2019. Taking Action Against Clinician Burnout: A Systems Approach to Professional Well-Being. Washington, DC: The National Academies Press. https://doi.org/10.17226/25521.
https://doi.org/10.31478/202008b
Feist, J., C. Feist, and P. Cipriano. 2020. Stigma Compounds the Consequences of Clinician Burnout During COVID-19: A Call to Action to Break the Culture of Silence. NAM Perspectives. Commentary, National Academy of Medicine, Washington, DC. https://doi.org/10.31478/202008b
Jennifer B. Feist is Founder, Dr. Lorna Breen Heroes' Foundation. J. Corey Feist is Co-Founder, Dr. Lorna Breen Heroes' Foundation, and Chief Executive Officer, UVA Physicians Group. Pamela Cipriano is Dean, University of Virginia School of Nursing and serves on the Steering Committee of the NAM's Action Collaborative on Clinician Well-Being and Resilience.
Conflict-of-Interest Disclosures
None to disclose.
The views expressed in this paper are those of the authors and not necessarily of the authors' organizations, the National Academy of Medicine (NAM), or the National Academies of Sciences, Engineering, and Medicine (the National Academies). The paper is intended to help inform and stimulate discussion. It is not a report of the NAM or the National Academies. Copyright by the National Academy of Sciences. All rights reserved.
Read more by topic:
Clinician Well-Being, COVID19, Mental Health and Substance Use
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The cherry tree often serves as the prime example of a self-sufficient, natural material cycle. For SAKURA, I utilized some of its elements: cherry stones, cherry leaves,cherry blossoms and cherry juice. The basic concept allows the possibility of arranging cherry stones in a sewn grid that is held together by two layers of fabric. Depending on the construction and material, the stones can either be freely positioned or – when arranged densely – form a more rigid structure. Further experimentation using cherry blossoms and cherry juice for dyeing resulted in a harmonious spectrum of colour featuring fine nuances of brown, red, rose, green and yellow. The cotton and linen designs can be heated in the oven and due to their capacity to store heat, be used to relieve shoulder and back pains. The sustainable life cycle of my fabrics exists in two respects: If you don't like them any more, you can promptly compost them. But at the same time, the cycle can be endlessly repeated due to the inherent flexibility of the stone structure and the impermanence of the colours always allowing the possibility of re-dyeing and re-arranging the cherry stones.


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The Indie Prof: Always Shine & Ray Donovan
December 1, 2016 / Arts/Culture, Indie Prof / No Comments
Each month, the Indie Prof reviews a current film in the theater and a second film or series available on DVD or an instant-streaming service. Follow "Indie Prof" on Facebook for updates about film events and movie reviews.
Always Shine (2016)
This stylish and atmospheric thriller is the second feature film directed by indie star Sophia Takal. Known mostly for intense parts in small, independent films, Takal seems to have absorbed everything she has seen in the indie world and added a dash of Brian De Palma and David Lynch. The result is an engaging and aesthetically pleasing mix of style and substance about the trials of actresses, their competitive juices, and the incessant objectification of women in Hollywood. The film is strongly directed, expertly acted, and so intricately structured that we are sometimes lost and sometimes grounded in this bizarre world. It all adds up to an interesting and worthwhile experience.
Always Shine
The story concerns two young actresses and friends, Anna (Mackenzie Davis) and Beth (Caitlin FitzGerald), who are constantly competing for the same parts. They decide to take a weekend trip to Big Sur to re-establish their friendship while relaxing and rejuvenating. But relaxing and rejuvenating turns into jealousy and competition at every turn and in every situation, no matter how little, and we get the feeling that things will not turn out well. Add a dash of Hitchcock here, and this entertaining film takes us directly where it wants us to go. Where does it go? Well, far be it from me to spoil the fun.
This is certainly an actor's film, as Davis and FitzGerald give excellent performances guided by Takal. The women inhabit their parts perfectly, with Anna as the over-the-top emotional to the more measured Beth. Both have their moments, and they shine. Many times in independent films we get solid writing and very good performances, but the formal apparatus—cinematography, editing, sets, sound—can be inconsistent. That is not the case here: all of these aspects heighten the mood and add to the tension, especially the excellent cinematography from Mark Schwartzbard (another indie staple). The music from Michael Montes is particularly good, recalling the great thrillers from the aforementioned De Palma and Lynch. All of the production elements are highly professional. Add to that the thematic aspect of women in Hollywood and the film gives us the total package: smart, entertaining, and layered.
Starts at the Sie Film Center on Dec. 2.
You will like this film if you enjoyed Mulholland Drive, Lost Highway, or The Black Dahlia.
Ray Donovan (Showtime)
"Tip the country on its side, and everything that falls loose lands in L.A."
So says one of the main characters in Showtime's can't-take-your-eyes-away from gritty series, Ray Donovan. With four seasons in the can, the series has a devoted following and has been renewed for a fifth season. It has won several Golden Globe Awards and has been nominated for everything from Best Television Series to Best Actor in a Television Series. That best actor nominee, Liev Schreiber in the title role, is outstanding as the Irish-American, Boston-born, now L.A. resident who is a "fixer" for the rich and famous. He arranges bribes, he makes payoffs, he makes threats, and he does whatever it takes to clear his clients. Schreiber is cool, tough, street-smart, clever, sexy, and downright devious as the bruising and brooding lead character. He is the Michael Corleone of his world, and he alone makes the series worth watching.
But there is much more to it than that. The entire ensemble cast is excellent: Jon Voight as the mercurial Mickey Donovan, Ray's father; Paula Malcomson as Ray's fiery wife Abby; Eddie Marsan and Dash Mihok as his brothers Bunchy and Terry; Stephen Bauer and Katherine Moennig as his loyal associates Avi and Lena; Pooch Hall as his half-brother Darryl; and Kerris Dorsey and Devon Bagby as his son and daughter Bridget and Conor. There is not a weak link in the group and all the actors work off each other naturally and viscerally. If you've followed this column over the years, you know that I always say good acting and good writing go hand-in-hand, and that couldn't be more true here—the writing is spectacular.
Beyond the writing and acting, the production values are also top-notch. The cinematography is particularly good, and the editing is sharp and fast—many times the film will cross-cut between multiple storylines and then find common ground between them in the final scene. Such sequences remind of the brilliant baptism from The Godfather, marrying theme to form.
Season 1 starts out fast and the series really never slows down. As we race through the L.A. streets, we move as fast as the main character rushing to his next fix. Ray fixes for movie stars, sports stars, executives, rap stars, and even one self-help guru. The cast of characters with whom he comes in contact is never-ending and endlessly fascinating. You will race through the first four seasons as well, just happy that Ray never knocks on your door.
There is quite a bit of harsh language, nudity, sex, and violence.
You will like this show if you enjoyed Sons of Anarchy, Homeland, and/or Game of Thrones.
Available on-demand at Showtime or on Amazon.
Vincent Piturro, Ph.D., is an associate professor of Cinema Studies at Metropolitan State University of Denver. He can be reached at vpiturro@msudenver.com.


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.Two-seat reconnaissance and training duties
Albatros - Pfeil-Doppeldecker - 1912 - Германия <– –> Albatros - DE / WDE / Militar-Doppeldecker - 1913 - Германия
В.Кондратьев Самолеты первой мировой войны
А.Александров, Г.Петров Крылатые пленники России
O.Thetford, P.Gray German Aircraft of the First World War (Putnam)
J.Herris Albatros Aircraft of WWI. Vol 1: Early Two-Seaters (A Centennial Perspective on Great War Airplanes 24)
E.Hauke, W.Schroeder, B.Totschinger Die Flugzeuge der k.u.k. Luftfahrtruppe und Seeflieger 1914-1918
АЛЬБАТРОС B-I/B-II/B-III / ALBATROS B-I/B-II/B-III
Весной 1914 года молодой талантливый инженер Эрнст Хейнкель возглавил конструкторское бюро фирмы Альбатрос Флюгцойгверк в Иоханнештале. Под его руководством была разработана серия чрезвычайно удачных многоцелевых двухместных бипланов, получивших наибольшее распространение в немецкой фронтовой авиации на раннем этапе Первой мировой войны.
Все они имели деревянный фюзеляж-полумонокок с работающей фанерной обшивкой и характерную стреловидную форму оперения. На всех стояли однорядные двигатели жидкостного охлаждения с тянущим винтом. Крылья с деревянным каркасом, полотняной обшивкой и межкрыльевыми стойками из стальных труб каплевидного сечения.
Первым появился трехстоечный "Альбатрос" B-I, установивший летом 1914-го несколько авиационных рекордов. Вскоре за ним последовал "Альбатрос" B-II несколько меньших размеров с двухстоечной бипланной коробкой.
Оба типа были приняты на вооружение и выпускались в большом количестве на заводах фирм Альбатрос (включая филиал Остдойч Альбатрос Верк - OAW), Бавариш Флюгцойгверк (BFW), Авиатик, Кондор, Роланд, Меркюр и Линке-Хоффман.
B-I и B-II - "Мерседес", 100 или 120л.с., или "Бенц", 110 л.с. или "Аргус", 120 л.с.
Не предусмотрено.
ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
B-I
Размах, м 14,5
Площадь крыла, кв.м 44,2
Сухой вес, кг 747
Взлетный вес, кг 1080
Скорость максимальная, км/ч 105
Время набора высоты, м/мин 800/10
Трудно установить, "Авиатик Б. I" походил на "Альбатрос Б. I" или наоборот: тот же 100-сильный мотор, те же радиаторы "Хазет", та же двух- или трехстоечная коробка крыльев... Следует искать более мелкие отличия. Фирма "Альбатрос Верке АГ" (Albatros Werke AG) была основана в 1909 г. и первой ее продукцией стали выпускавшиеся по лицензии аппараты французской конструкции "Антуанетт", "Фарман", "Соммер" (Antoinette, Farman, Sommer). Затем последовали "Голуби" Этриха различных конфигураций, а всего за 1911-1913 г.г. компания произвела 106 бипланов и 37 монопланов. После назначения в 1913 г. главным конструктором Эрнста Хейнкеля (Ernst Heinkel) началась работа над машинами класса Б, чье рождение было подготовлено трудами дипломированного инженера Громана (Grohmann). Первая модель не получила широкого распространения, хотя в 1914 г. она являлась одной из основных в германской авиации. Ее прочный, обшитый плоскими фанерными листами корпус повторялся в более поздних типах. Первоначально его не красили, а только лакировали. Форма руля приобретала со временем угловатые очертания (22), тогда как каждый элерон по-прежнему начинался у второй от края крыла стойки. Радиаторы состояли из 14 секций, по 7 с каждого борта, такого их числа хватало, чтобы охладить двигатель мощностью не более 110 л. с. Мало того, в зимнее время часть секций укутывали брезентом, и тогда на каждый цилиндр мотора приходилось лишь по одному сегменту радиатора (23). Винты стояли разные, как, например, "Интеграл" в данном случае. Довольно скоро после начала войны авиаторы убедились в необходимости иметь автоматическое оружие, и наблюдатели превратились еще и в стрелков. Ружье "Мадсен" (Madsen) образца 1902 г. калибром 7,62 мм, весом около 9 кг и скорострельностью 400-450 выстрелов в минуту оказалось в России первым в ряду артиллерийского (по тогдашней классификации) вооружения авиации, появившись в арсенале в начале 1915 г. На фотографии 24 (из коллекции ЦГАКФФД) мы видим установку полевого типа, т. е. сконструированную прямо в части, на аппарате "Альбатрос Б. II" или "Альбатрос Б. I" 7-й авиароты, причем ружье экипировано магазином максимальной вместимости на 40 патронов (еще существовали рожки на 25 и 30 зарядов). Несмотря на дефект оригинала, крупный план позволяет рассмотреть массу деталей и, в частности, заднюю верхнюю часть мотора "Мерседес". Немцы снабжали "Альбатросами Б. I" и своих австро-венгерских союзников, у которых эти аэропланы, наряду с бипланами Б. II, были сначала известны под порядковыми номерами, а затем как серия 21. Захваченная русскими, одна из таких машин с номером 21.20 запечатлена на снимке 25 (из коллекции Т. Копанского).
Albatros B I
Designed and built before the war, small numbers of the B I were impressed for reconnaissance and school duties in August 1914. As was usually the case with these early machines, the pilot sat in the rear cockpit. One-bay and two-bay variants also existed. Engine, 100 h.p. or 110 h.p. Mercedes D I or D II. Span, 14.48 m. (47 ft. 6 1/8 in.). Length, 8.57 m. (28 ft. 1 1/2 in.). Height, 3.15 m. (10 ft. 4 in.). Weights: Empty, 747 kg. (1,643.4 lb.). Loaded, 1,080 kg. (2,376 lb.). Speed, ca. 105 km.hr. (65.625 m.p.h.). Climb, 800 m. (2,624 ft.) in 10 min. Duration, ca. 4 hr.
Albatros B-Types
Before the war inherent stability was viewed as important to both safety of flight and a steady platform for reconnaissance. The Taube configuration addressed stability very well, but had low performance due to its high drag, and designers increasingly experimented with biplanes. Albatros explored biplanes to the Taube wing planform and transitioned to biplanes with more conventional wings. However, most of these had complex strut bracing that created more drag than necessary.
During the latter part of 1913 the Albatros company delivered a new military biplane design that was a great improvement over previous Albatros designs. This design, the DD, was later re-designated the Albatros B.I, and it was shortly followed by the DDK, later re-designated the B.II. These two types, which carried the observer in the front cockpit for better field of view forward and downward, were very important reconnaissance planes during the early months of the war and production built up rapidly. Their general reliability and practical performance made them excellent warplanes for the demanding duties required. The B.II design was developed into the armed C.I that was one of the most important early C-types, and both the B.I and B.II were used extensively for training after retirement from the front. In fact, the B.II was produced for training duties until the Armistice due to its benign flying qualities and robust airframe, and production for training exceeded production for combat use.
Early aircraft type designations were informal and generally specified by the manufacturer. Furthermore, they were not always consistent. In August 1915 Idflieg rationalized military type designations,- the three-bay Albatros B-type, the DD, became the B.I and the two-bay type, the DDK, became the B.II. For clarity the final B.I and B.II designations are used below.
Prior to introduction of designations like B.I and B.II, aircraft were only identified by their class letter and military number. For example, B.213/13 was an early Albatros B.I.
The Albatros DD was revealed in December 1913. It was a clean, simple, robust three-bay biplane powered by a 100 hp Mercedes engine; later production aircraft were powered by a wide variety of engines of similar horsepower to maximize the number of aircraft that could be built. The DD was designed by a team led by Albatros technical director Diplom-Ingenieur Robert Thelen and Hellmuth Hirth, both of whom were experienced pilots acclaimed for their achievements during flight competitions.
The fuselage structure was based on the work of Ober-Ingenieur Hugo Grohmann, who had developed an innovative semi-monocoque fuselage in 1912. This resulted in a robust yet light-weight wood structure that enabled good performance and reliability. The welded steel-tube center section was a key element in this otherwise wood structure, and included the center-section struts supporting the upper wing. This steel structure also formed an attachment point for the rear legs of the undercarriage. The steel structure was lighter than an equivalent wood structure, gave good strength and rigidity, and gave the crew better protection in event of a crash; wood splintered and these splinters could cause grievous injuries.
Initial pilot feedback included concerns that the new type was insufficiently stable; this was understandable given many of the early pilots had flown excessively stable Taube types. However, Albatros responded with new, enlarged tail surfaces that improved stability and control. In July 1914, the Fliegertruppe instructed Albatros to build new aircraft using the larger tail and to retrofit existing aircraft. Later in production Albatros lengthened the fuselage by 0.56 meters, further improving stability. The lengthened fuselage was introduced with the heavier 150 hp Benz Bz.III engine and also served to balance the heavier engine.
To further enhance the DD's reputation, and thereby sales, Albatros went about establishing new world records. Thelen established an altitude record for four passengers on 11 February 1914 and followed that with a three-passenger altitude records on 20 March. Thelen also demonstrated the DD at Hendon on 27 March to generate British sales. On 28 May 1914 Werner Landmann established a world duration record of 21:50 hours and on 11 July Reinhold Boehm set a new record of 24:10 hours; both flew the same aircraft that was powered by a 75 hp Mercedes. Additional altitude records were set at Vienna's Flugmeeting at Aspern on 27 June 1914 by Ernst von Lossl flying a DD powered by a 140 hp Hiero engine.
Observing the DD's excellent performance and reliability, the Fliegertruppe ordered the type in large numbers for the time and Albatros was able to ramp up production to meet the needs, even supplying the Austro-Hungarian Luftfahrtruppe with aircraft.
The DD, designated the B.I in military service, was a safe, stable aircraft with good flying qualities, so good that it was successful as a trainer. Originally unarmed, the B.I could carry light bombs for nuisance bombing and could also carry primitive wireless-telegraphy equipment for artillery spotting. Initially the bombs were carried in the cockpit and thrown out by hand; later vertical bomb racks were fitted.
The three-bay B.I and two-bay B.II were built in parallel and the serial numbers appear to have been assigned in order of acceptance instead of as part of specific production batches. This makes the number of B.I aircraft built impossible to determine with accuracy, but the number appears to be in the range of 220-250 aircraft. The German Navy operated 40-45 B.I aircraft, some purchased directly and others transferred from the Army. The Bavarian Air Service independently purchased 12 Albatros aircraft on 6 October 1914; these were also B.Is. The Austro-Hungarian Luftfahrtruppe operated 30 Albatros B-types and four of them were B.Is. These were former German Army serials B.86/14, B.87/14, B.127/14, and B.128/14; they were assigned serials 21.27-21.30 in LFT service. On 4 June 1915 Idflieg informed the Bavarian Air Service that the B.I was no longer in production; it had been replaced by the two-bay B.II that had superior performance and was cheaper to build and maintain.
The German Navy wanted air-launched torpedoes and contracted with both Albatros and LVG to build land plane torpedo carriers. In response Albatros modified a B.I to carry a Whitehead C 35/91 torpedo, the smallest in the German inventory. This torpedo, 35 cm in diameter, was 4.5 meters long and weighed 318 kg, a challenging load for a B.I, yet it was lighter than the C45/91 torpedoes used by the German Navy that weighed 541-550 kg depending on subtype. In the S.69 experimental torpedo plane the torpedo was carried on a launching mechanism integrated into the landing gear. This lowered the torpedo below the aircraft for launching just above the water. Trials at Travemiinde demonstrated that lowering the torpedo for launching endangered the aircraft and the experiments was quickly abandoned. Details of the trial are not available but the problem
may have been pitch instability, which could be disastrous at low altitude. However, further trials with a modified LVG B.I confirmed the potential of airborne torpedoes as stated in a Navy report of 29 October 1915. The Navy also stated that landplanes were not acceptable for torpedo bombing, although no reason was given, and subsequent WWI German torpedo bombers were all twin-engine floatplanes. In late November 1915 permission was given for the S.69 prototype to be converted to a floatplane; no further information is available.
Albatros B-Type Specifications
Albatros B.I	Albatros B.II & B.IIa	Albatros B.III
Engine	100 hp Mercedes D.I *	100-120 hp Argus, Benz, Sc Mercedes	120 hp Mercedes D.II
Span, Upper	14.48 m	12.80 m	11.0 m
Span, Lower	-	11.10m	-
Chord, Upper	1.80 m	1.80 m	-
Chord, Lower	1.80 m	1.80 m	-
Gap	1.80 m	-	-
Stagger	-	0	-
Length	8.00 m (short fus.) 8.56 m (long fus.)	7.76 m	7.8 m
Height	3.15 m	-	-
Wing Dihedral	-	2° (upper Si lower)	-
Wing Sweepback	-	0.5°	-
Wing Area	-	40.64 m2	-
Empty Weight	752 kg	725 kg	-
Loaded Weight	1,197 kg	1,165 kg	-
Maximum Speed	100 km/h	105 km/h	-
Climb to 800m	10 minutes	-	-
Climb to 2,000m	35 minutes	-	-
* Other engines used: 75 hp Mercedes, 120 hp Mercedes D.II, 100 hp Benz Bz.II, 150 hp Benz Bz.III, 150 hp Rapp Rp.III, 140 hp Hiero
20. Flugzeuge der Phönix-Flugzeugwerke, vormals Österr. Albatros
21.01 — 21.29	Albatros B.I (dt. Albatros)	Merc 100
Flight, April 4, 1914.
THE 100 H.P. ALBATROS BIPLANE.
EVIDENTLY the German constructors have confidence in the ability of their products to compete against machines of British manufacture, for again a German machine - this time a 100 h.p. Albatros biplane - has arrived in this country with a view to being submitted to tests at Farnborough. As regards workmanship and soundness of construction, this latest arrival to these shores must be admitted to be equal to the best of British machines, and judging by the amount of flying done on these machines in Germany and the popularity that they have attained in that country, there is every reason to believe that they are as efficient aerodynamically as they are robust constructionally. The machine, of which we publish scale drawings and illustrations this week, arrived at Hendon on the morning of Friday last on its lorry, and was in the air the same afternoon.
After giving the engine - a 100 h.p. Mercedes - a preliminary run, the pilot, Herr Robert Thelen, had the machine wheeled up on the pier in front of the Grahame-White offices, and, when warned against the soft ground at the end of the pier, he laughingly replied that he would be off by the time he got to the soft ground. As the wheels reached the end of the pier the nose of the machine shot upwards, the tail skid touched the ground and the great biplane climbed upwards at an angle reminiscent of the little Sopwith flown by Mr. Hawker.
Like the majority of German machines, the Albatros biplane is of the tractor type, but the wings are straight, as seen in plan view, instead of being swept backwards as in several other machines hailing from that country. Among the many interesting features the construction of the fuselage is worthy of notice, for it is built up without the use of the ordinary diagonal cross bracing, the necessary rigidity being obtained by the covering, which is of three-ply-wood.
According to calculations carried out by the Albatroswerke and corrected by Deutsche Versuchsanstalt fur luftfahrt, the factor of safety of the fuselage of the Albatros biplane is about 60, and the bending resistance of this type of fuselage is 2.5 times greater than that of a diagonally wired fuselage of the same outside dimensions and having members of the size usually employed in structures of this type. The Versuchsanstalt also states that the Albatroswerke are justified in concluding that the bending resistance of the veneer type of fuselage is greater than that of a cross wired fuselage of the same weight.
There are six longerons of ash, one in each corner of the rectangular section fuselage and one about half-way up each side. The struts are also of ash, and occur at frequent intervals along the whole length of the fuselage. The three-ply covering is tacked to struts and longerons. From the nose up to a point in front of the tail fin the deck of the fuselage is given a streamline form by means of a curved turtleback, whilst the under surface is flat.
The 100 h.p. Mercedes engine is mounted on strong ash bearers in the nose of the fuselage, and the radiator as will be seen from the accompanying illustrations is supported on brackets immediately above the engine. The pilot's and passenger's seats are arranged tandem fashion inside the roomiest portion of the fuselage, the pilot occupying the rear seat. Between the passenger's seat and the engine are the petrol and oil tanks, which have a capacity sufficient for a flight of 4 1/2 hours' duration. The seats are unusually comfortable, being well upholstered. A neat instrument board, carrying a variety of instruments, is situated in front of the pilot's seat, as shown in one of the sketches, whilst in front of the passenger or observer is a small folding table.
The chassis is of a very simple type, and consists of two pairs of V tubes of steel carrying the large diameter tubular axle, which is sprung from the chassis by means of rubber cord. Leather guards protect these cords against contact with the ground in a heavy landing and prevent them from being splashed with mud. Pivoted around the wheel axle, and operated by means of a cable from the pilot's seat, is a very effective brake, which pulls the machine up very quickly on landing; it may also be used to prevent the machine from going forward while the pilot is testing his engine before a flight. By means of this brake and the hand-operated starter, the pilot is able to start the machine without any outside assistance, a very desirable feature in a machine for military purposes.
The main planes, as will be seen from the accompanying scale drawings, have the two main spars comparatively close together, the rear spar occurring about half way along the chord. The rear portion of the wing therefore possesses a considerable amount of flexibility, further increased by having the extreme rear part of the wing single surfaced for a distance of about a foot from the trailing edge. This, it will be seen, provides a form of progressive springing of the trailing edge, to which the machine no doubt owes a considerable amount of its lateral stability. Ailerons are fitted to both upper and lower planes, and the crank levers for operating these are not set at right angles to the planes, as it is usually done, but lie parallel to the planes and work in slots cut in the upper plane. From the end of these crank-levers cables pass round pulleys in the lower plane, and thence to the control wheel. The ailerons on the lower plane are set at a slightly negative angle of incidence, thus probably further enhancing the lateral stability.
Streamline steel tube struts connect the planes, and the attachment of these struts to the spars is highly original. A steel shell of the shape shown in the accompanying sketch rests on a paper fibre pad shaped to fit the curvature of the plane. Inside the shell is carried a steel ring, to which are anchored the cross-bracing cables, or, more correctly speaking, the turnbuckles for the cables. A bolt passes through the shell and the spar, and is locked on the other side of the plane by means of a nut.
The wings are attached to the fuselage by vertical bolts, as shown in the sketch, whilst the upper planes are secured at the centre to a cabane consisting of four streamline steel tubes bolted to the upper longerons of the fuselage, and carrying at their upper extremities a horizontal tube which is provided with flanges for the attachment bolts. By undoing half a dozen bolts, the planes can be detached from the fuselage, and folded flat against one another without removing the inter-plane struts. We understand that three sets of main planes of different size can be used for the same fuselage according to whether the machine is wanted to be speedy, for scouting work, or slower but with a greater weight-carrying capacity. Some of these machines, we learn, can even be converted into monoplanes by fitting a single pair of wings in the usual place. The cabane mentioned above then serves as a support for the upper bracing cables. Also the machine may be turned into a seaplane by substituting floats for the wheels.
The tail planes are of the usual type, consisting of a fixed stabilizing plane, to the trailing edge of which is hinged the divided elevator. A triangular vertical fin is mounted on top of the fuselage and secured to the stern-post, which also carries the rudder. A strong tail skid, sprung by rubber bands, protects the tail planes against contact with the ground.
With the medium-sized wings fitted at present, the machine has a speed of about 70 m.p.h. and weighs about 1,500 lbs. empty. The workmanship and finish are excellent, and the behavior of the machine in the air, as far as it was possible to judge from a flight with Herr Thelen, appears to be very good. When struck by gusts or running into remous the machine rose and sank on an even keel, the ailerons rarely being called into play. The climbing capabilities are extremely good for a machine of this size, and the speed range, without knowing the actual figures, seems to be considerable. With the engine throttled right down the machine glided very flat, but even when flying absolutely cabre we did not notice any tendency whatever to side-slip, nor did the pilot appear to experience any difficulty in getting her nose down again. On steeply banked turns, the bank being increased by using the ailerons, the considerable side area of the fuselage appeared to prevent side-slipping.
We understand that if the machine passes her tests, and there are reasonable prospects of repeat orders, it is the intention of the Albatros firm to establish a factory in this country.
Flight, April 11, 1914.
ROBERT THELEN.
NOT only is Robert Thelen one of the most prominent of German pilots, but he is also one of the pioneers, for his certificate is numbered 9, and he was the third to learn on a Wright biplane in Germany. For a considerable time past he has been flying the Albatros biplane, and it is in order to demonstrate this type of machine to the British Government officials that he is at present in England. It will be recalled that he holds the world's height record for pilot and three passengers with 3,750 metres.
THE HAWK.
SOME IMPRESSIONS OF A CROSS-COUNTRY FLIGHT.
"I AM taking the Albatros biplane to Farnboro this afternoon. Would you care to accompany me ?" This was the invitation I received the other day from Herr Thelen, the famous pilot of the Albatros biplane. Needless to say I accepted the invitation, and a few minutes afterwards we were on our way to the Hendon Aerodrome. Arrived there the mechanics were busy filling up tanks and going over everything to see that the machine was in order, while Herr Thelen and I sat down to study the map. I had, of course, been to Farnborough several times, but never by air, whilst Herr Thelen was perfectly unacquainted not only with the route but also with the place itself.
However, after consulting Mr. E. R. Whitehouse and obtaining some valuable information from him as to the best route to follow, we decided that, as it was a comparatively clear day, we ought to be able to find our way, and so we climbed on board and, after a preliminary run of the engine, Herr Thelen gave the order to let go and we were off. A couple of circuits of the Aerodrome gave us sufficient altitude to set out across country, and soon we were heading past the Welsh Harp, which glittered bright below.
According to the directions given us by Mr. Whitehouse we should leave Harrow on our right. I looked for it in vain for some moments, first through the windscreen and later, as Harrow-on-the-Hill refused to reveal itself through the mica screen, I craned my neck in order to look over it; my efforts were rewarded, for there, on the right, I could discern the church. From this height, however, it was a little difficult to understand how Harrow has derived its appellation, for of the Hill, on which I knew the church to be built, I could see no signs; it looked, in fact, as fiat as all the surrounding country. This is one of the difficulties of cross-country flying, you may be coming down in a field which looks flat from above, but which, on closer examination, turns out to be the side of a hill.
The weather had been beautifully calm when we left Hendon, the pen on the wind gauge dragging itself lazily along the O line, but clouds were gathering and it looked for some time as though the element in which we were flying was going to be semi-aquatic. Shortly after passing Harrow we ran into a remous which caused us to drop a considerable distance. The sensation, when the "solid" air was met again, was exactly similar to that experienced on a ship in a rough sea.
In a few minutes we could see the reservoir at Staines approaching rapidly, and as this was one of the landmarks we had to pass, I began to feel that it would probably be easier to find our way than I had anticipated, in spite of the mist which hung over the Thames Valley and prevented us from seeing more than a couple of miles in any direction. Near the Staines reservoir a balloon flying very low passed immediately underneath us, and was soon out of sight again.
After indicating to Herr Thelen, by means of a sort of deaf and dumb system decided on before the start, to lay the course a little more to the South, I fell to experimenting with locating various places on my map. The numerous bends in the river around Staines afforded excellent opportunities for doing so, and I was thinking that I was doing rather well, when it suddenly dawned upon me that I was holding my map the right way up - that is to say with the North arrow pointing away from me - whilst we were flying in a South-Westerly direction and that, therefore, the bends in the river, which I saw on the right, were to the left of our course as I was looking at it on the map. By the time I had got the map turned round we had left the river behind, and I was suddenly disturbed in my geographical studies by a yell from the pilot. Looking back I saw him pointing to the South, where, after a few moments, I picked out the race track at Brooklands.
I now began to look out for the sheds at Farnborough, which I had been told one could see - in clear weather of course - shortly after passing the reservoir at Staines. I soon picked out the London and South-Western Railway, which was, however, far less conspicuous than were the roads, which, as they were dry, were plainly visible from above. In front and on the right I saw a white sheet which at first I took to be Virginia Water and, thinking that we had turned too far North I was just going to give directions to turn a little to the left, when an emerging train drew my attention to a tunnel which I located on the map, and according to this we should be very close to Farnborough, so that evidently the white sheet on the right could not be Virginia Water. Later I realised that it must have been one of the numerous commons around this part of the country. I looked in all directions but could see no signs of our destination until I happened to look straight down and there, vertically below us were the huge dirigible sheds. I pointed them out to Herr Thelen, and soon we were circling down in wide spirals in order to ascertain the best landing place, as I was not sufficiently well acquainted with the ground near the sheds to know exactly where to land. Skimming along a few feet above the ground we were rapidly approaching the sheds, when the pilot opened out the throttle fully and we shot up over the hangars and made another circle around the factory and sheds at a low altitude, and a few moments later alighted in front of the hangars, to be quickly surrounded by numerous members of the R.F.C., who immediately commenced an interested examination of the machine. From the comments overheard it was evident that the general impression of the machine was favourable. I must give a word of praise to the Mercedes engine, for throughout the whole trip she ran beautifully, and, as far as I was able to judge, never misfired once from the time we left Hendon until we reached Farnborough.
After filling up the tanks of the machine Herr Thelen proceeded to put her through the tests, the first of which was the climbing test. Accompanied by the official observer and with a full load of fuel the machine reached the required altitude of 3,000 feet in exactly eight minutes. Next to be passed were the speed tests, which were flown over a measured course, three times in each direction for the fast speed, and twice in each direction for the slow speed. The results of the speed tests were not available when we left Farnborough, so I am unable to give them here.
After going through the speed tests the machine was taken out on the rather rough ground at the upper end of Laffan's Plain in order to go through the rolling tests, which were, I understand, passed satisfactorily. The last remaining test consisted in landing inside a circle marked on the ground with white. The machines must touch the ground inside the periphery of the circle and come to a stop before reaching the opposite periphery. Herr Thelen manoeuvred the machine so skillfully, that the wheels touched just a few inches inside the line, and by vigorous application of the brake, which sent the turf flying in all directions, he succeeded in bringing the machine to a standstill in the centre of the circle. This concluded the tests, and after giving the mechanics orders to put the machine into the hangar we returned to London by train. On thinking over my experiences after getting home, the thought occurred to me that I had travelled by a goodly number of different conveyances during the day, firstly, tube to Golder's Green, thence by tram to Edgware Road, from where I proceeded by bus to Collindale Avenue. From Hendon to Farnborough by air thence by motor to Farnborough Station, and the final stage home by train. Truly we live in a wonderful age.
C.M.P.
Flight, June 5, 1914.
THE PRINCE HENRY CIRCUIT, 1914.
MACHINES IN PRINCE HENRY CIRCUIT.
The Albatros Biplane is practically identical with the machine flown at Hendon by Herr Thelen recently, when it was fully described in the columns of FLIGHT. The fuselage of this machine, it will be remembered, is built up without the use of internal cross wiring, the necessary rigidity being provided by the three-ply wood with which the fuselage is covered.
J.Herris - Albatros Aircraft of WWI. Volume 1: Early Two-Seaters /Centennial Perspective/ (1)
Albatros B.27/14 carried the pre-war marking of a black stripe under each lower wing. This aircraft was later designated a B.I
Albatros B.I B.241/13 assigned to Feld-Flieger Abteilung 19. This early aircraft had national insignia on upper and lower surfaces of the lower wing and none on the upper wing. The rudder cross has a crown, the letter 'W', and the date '1914' superimposed on it, a literal interpretation of the Iron Cross medal.
Albatros B.I of an unknown unit on the Easter Front, 1915. This aircraft had the enlarged vertical tail and decorated wheel covers.
Albatros B.I Hindenberg was named in honor of the hero of the Battle of Tannenburg. Assigned to Feld-Flieger Abteilung 2, it was flown by Wunderlich and Oblt. Schulz.
Albatros B.I WEDDIGEN was named in honor of the captain of U-9, Otto Weddigen, who sank the RN cruisers Cressy, Aboukir, and Hogue on 22 September 1914. It was assigned to Feld-Flieger Abteilung 2.
This Albatros B.I was armed with a flexible Parabellum machine gun for the observer in the front cockpit. The dark wheel cover is shown as red but may be another dark color other than black. This aircraft, from an unidentified unit, was active in 1915.
Albatros B.I S.69 is shown here after modification for torpedo carrying trials by the German Navy.
Albatros B.I in IRAS markings after capture by the Russians. This aircraft was photographed after being re-captured by the Germans in 1915.
Albatros B.I LA 12 of the Netherlands Air Service in 1915. Prior to internment it was B.521/14 in German army service.
Albatros B.I 21.28 of the k.u.k. Luftfahrtruppe assigned to Flik 8 and written off there on 27 April 1915. It was formerly B.87/14 in German service before purchase by Austria-Hungary.
This Albatros DD was photographed in December 1913 at Johannisthal, location of the main Albatros factory. It was powered by a 100 hp Mercedes and had a Windhoff radiator above the engine. Its strut bracing was much simpler than earlier Albatros biplanes. It has the early, low profile fin and rudder. (Peter M. Bowers Collection/The Museum of Flight)
Albatros DD flown by designer Thelen on a sales tour to the UK at Hendon. It survived in British service into 1918.
Mercedes-powered Albatros DD with the early low-profile fin and rudder at a pre-war aviation meet.
This Mercedes-powered Albatros B.I was used pre-war for flight training.
A reconnaissance two-seater, having the radiator mounted above the engine.
Albatros DD (B.I) fitted with 140 hp Hiero at the International Flugmeeting in Aspern where pilot Ernst von Lossl used it to set two world records; 4,240 m with two passengers and 4,770 m with three passengers, both on 27 June 1914. No national insignia were applied to this pre-war aircraft.
The Albatros in flight.
View from below of the Albatros in flight.
The Albatros DD became the B.I. Shown here with a 100 hp Mercedes, when powered by a 75 hp Mercedes this aircraft was used by Landmann and Boehm to break the world flight duration record in May and again in July 1914.
Albatros DD surrounded by troops, probably pre-war.
Photographed at the Albatros factory, this is thought to be the first Albatros B.I fitted with the 150 hp Benz Bz.III; its fuselage was lengthened to balance the heavier engine.
The Albatros B.I was powered by a variety of engines using drag-producing side radiators. Larger vertical tail surfaces improved the aircraft's in-flight stability and were adopted for most production B.I aircraft.
Albatros B.820/14 in the field with the later fin and rudder. The rudder appears to have been recently recovered.
This Benz-powered Albatros B.I has been modified to carry a flexible, defensive machine gun for the observer, who still occupies the front seat, restricting his field of fire. At this stage a national insignia is on the fuselage and the redundant insignia beneath the upper wing and above the lower wing have been eliminated. The attachment of the forward cabane strut of Benz-powered B.I aircraft was farther forward on the nose than that of Mercedes-powered aircraft like the example below.
Mercedes-powered Albatros B.I L.F.78(W.Nr. 494) arrived on 20 September 1915, was with the II Marine Feldflieger Abteilung (II MFFA) on 29 October 1916, and was written off on 17 November 1917. The aircraft appears to be named Grossmuller.
O.Thetford, P.Gray - German Aircraft of the First World War /Putnam/
Mercedes-powered Albatros B.I piloted by Hptm. Eberhard von der Decken of FFA 61.
Mercedes-powered Albatros B.I S.48 trainer in naval service ("S" for Schulflugzeug = trainer). Its works number was 474. The airframe was accepted by the Freiwilliges Marine Fliegerkorps (FMF, or volunteer navy flying corps) on 27 November 1914, and the engine (a Mercedes D.I) was accepted on 4 December 1914. The photo was apparently taken just 20 days later on 24 December 1914 at Johannisthal.
Albatros B.I S.111 was flown by the volunteer Marine Fliegertruppe; it was W.Nr.473 accepted 16 February 1915.
Mercedes-powered Albatros B.I photographed on the Eastern Front in Poland and issued as a Sanke card.
Unusually, this Mercedes-powered Albatros B.I carries its national insignia far forward on the fuselage. The rudder insignia is much smaller than that on the aircraft in the background.
This Benz-powered Albatros B.I of Feld-Flieger Abteilung 23 at Roupy in 1916 was flown by pilot Vzfw. Josef Veltjens and observer Lt. von Ziegesar. Veltjens later became a successful fighter pilot, scoring 33 confirmed victories, being promoted to Leutnant, and being awarded the Pour le Merite. He flew Albatros, Fokker, and SSW fighters during his career and survived the war. Ziegesar became a fighter pilot as well, and served alongside Veltjens (and Berthold) in Jastas 14, then 18 and finally 15. He scored three confirmed victories and was even acting CO of Jasta 15 from 12 August to 18 August 1918. He also flew the Fokker D.VII and SSW D.III.
Albatros B.I of Feld-Flieger Abteilung 25 with its crew of Leutnants Hermann Goring (at left) and Bruno Loerzer. Both men later transferred to fighters and became noted aces, each winning the Pour le Merite and surviving the war, Goring with 22 victories and Loerzer with 44. Goring later became notorious for his role in the Third Reich. A Benz engine provided the power.
Unidentified Albatros B.I. The civilian dress of at least two of men, the insignia on the tail, and the hangars in the background indicate a wartime flight school.
Benz-powered Albatros B.l captured by the Russians and recaptured by the Germans.
Mercedes-powered Albatros B.I trainer; instructor August Quoos in cockpit with students in front.
Mercedes-powered B.I B.30/14 and its crew sit for a portrait.
Mercedes-powered Albatros B.I B.537/14 carries a bomb-dropping device under its fuselage. The men are apparently the air crew and ground crew.
Mercedes-powered Albatros B.I 817/14 ready for another training flight with August Quoos as instructor pilot (in back cockpit) and Lt. Kumme as the flight student at the Military flying school at Hundsfeld.
This Mercedes-powered Albatros B.I was piloted by Lt. Busso von Bulow; Lt. Gerhard Nette in the front seat was the observer.
Mercedes-powered Albatros B.I ready for take off with the pilot in his cockpit and engine running.
Albatros B.I S.69 was converted to conduct torpedo-dropping trials and is seen here with the small-caliber it was designed to carry. The landing gear was modified to enable the torpedo to be carried. The trials were considered to be unsuccessful and all later WWI German torpedo bombers were floatplanes. (Peter M. Grosz Collection/SDTB)
Albatros B.I LA12 of the Netherlands air service (formerly B.521/14 in German service) enjoys a day at the beach.
А.Александров, Г.Петров - Крылатые пленники России
(КПР 22)
Herr Thelen in the cockpit of the Albatros.
HERR THELEN.
Pilot's cockpit on Albatros.
Albatros B.I reconnaissance airplane after a bad landing, a common occurrence on the rough, wartime airfields.
Two views of a crashed Albatros B.I. At this early stage of the war the national insignia were painted above and below both upper and lower wings, although no insignia were painted on the fuselage.
Lt Just crashed Albatros B.I B.45/15 during training in September 1916. The engine was a 150 hp Benz Bz.III.
H.Nowarra, G.Duval - Russian Civil and Military Aircraft 1884-1969
September 8th, 1914 - P.N. Nesterov destroying a German aircraft by ramming; the first recorded instance of this method of attack. (From a contemporary painting.)
Chassis and engine of Albatros.
Detail of shock absorbing arrangement on Albatros.
Left, method on Albatros of locking propeller on engine shaft; centre, the hand operated brake; and right, attachment of lower plane to fuselage.
Left, the anemometer on the Albatros wfcich is mounted on one of inter-plane struts. Centre, a chassis detail, and right, attachment of inter-plane struts and cress bracing cables to main spars.
The tail skid of Albatros.
Oil and petrol cans mounted on engine inspection door of Albatros.
Aileron crank lever on Albatros.
FUSELAGE ECONOMY. - Four members of the Albatros family, all of which are fitted with the same size fuselage. In this manner three different types of land machines can be provided simply by substituting wings of various sizes, whilst the larger size machine is turned into a seaplane by fitting floats instead of the usual undercarriage.
3. The Albatros biplane.
E.Hauke, W.Schroeder, B.Totschinger - Die Flugzeuge der k.u.k. Luftfahrtruppe und Seeflieger 1914-1918
THE ALBATROS BIPLANE. - Plan, side and front elevations to scale.


text:
January 30, 2023 No Responses
Viacheslav Volodin met with Serdar Berdimuhamedov in Ashgabat
On January 30, Chairman of the State Duma of Russia Vyacheslav Volodin met with President of Turkmenistan Serdar Berdimuhamedov in Ashgabat , the press service of the Russian Duma reported .The parties discussed issues of cooperation between the parlia...
Volodin in the Mejlis: "We are grateful for the UN support for Russian initiatives to counter the glorification of Nazism"
Chairman of the State Duma of the Russian Federation Vyacheslav Volodin , who arrived in Ashgabat on a working visit, met with the chairman of the Mejlis of Turkmenistan, Gulshat Mammedova , and delivered a speech in the Turkmen parliament.As reported ...
Turkmenistan could halve methane emissions at no cost – UN official
More than half of Turkmenistan's methane emissions can be reduced at no net cost. This was stated by the economist of the Office of the UN Resident Coordinator Vladimir Valetka at a training on reducing methane emissions.The training was organized by U...
Representatives of Turkmenistan and Dragon Oil discussed the possibilities of cooperation in the field of shipbuilding
Representatives of the Maritime and River Transport Agency of Turkmenistan held video conference talks with Dragon Oil (UAE) last week, during which issues of further expansion of cooperation were discussed. This is reported by the website of the Agen...
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As part of the celebration of the "Homeland Defender's Day", the State Customs Service of Turkmenistan summed up the results of the competition, during which the best customs post of the country was determined based on the results of work in 2022. When.....
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According to preliminary forecasts of the Hydrometeorological Service of the Ministry of Agriculture and Environmental Protection of Turkmenistan, it will warm up to +19°C in most of the country. At the same time, the working week that has begun promis...
The Chairman of the State Duma of Russia will hold talks in Turkmenistan
The delegation of the State Duma of the Russian Federation, headed by Chairman Vyacheslav Volodin, has arrived on a visit to Turkmenistan.During the visit, the speaker of the Russian State Duma will hold talks with the parliamentarians of Turkmenistan....
The Ambassador of Turkmenistan to the Republic of Korea presented the Letter of Credence
On 26 January 2023, a meeting of the President of the Republic of Korea Mr. Yoon Suk-yeol with the newly appointed Ambassador Extraordinary and Plenipotentiary of Turkmenistan to the Republic of Korea Mr. Begench Durdyyev was held in the Yongsan Presid...


text:
Take a tour inside the 'biggest house in Kingswood'
It's gone up for sale for £400,000
Sophie Kitching
This "spacious" family home is said to be the largest within the "whole of the Kingswood development" - and it could be yours for £400,000.
The five-bedroom executive detached property, with no onward chain, has 3,027sq ft of living space and is "one of only two properties of this design" in Kingswood.
New owners would have the option of entertaining family and friends on the large 30sq metre decked balcony overlooking matured lawns which is described as being perfect for parties.
The property has been fully decorated recently
Entrance to the property, which is spread over three storeys, is via an Edwardian style canopied porch with floor to ceiling glass either side of the main front door.
5 pubs for sale in Hull and East Yorkshire - including one that makes £400k
Peter O'Sullivan, who owns the property with his partner, said they have loved living there.
The couple have recently fully decorated the property.
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This five-bedroom detached house in Kingswood is up for sale
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Upon entering the property, you are greeted by a "spacious" hallway leading to the open-plan kitchen, dining and living area.
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The five picturesque cottages you can get for amazing prices in East Yorkshire
The second floor includes three further bedrooms and the family bathroom.
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For full details about the property, which is open to offers in excess of £399,999, click here.
Real Life'Blowing £100,000 in seven years on gambling left me desperate, embarrassed and suicidal'The spiral into gambling made Shane feel suicidal


text:
[Maximum sub-matrix - Niuke + Likou]
Bull version
The size of a known matrix is defined as the sum of all elements in the matrix. Given a matrix, your task is to find the largest non-empty (at least of size 1*1) submatrix. For example, the largest submatrix of the following 4 * 4 matrix 0 - 2 - 7 0 9 2 - 6 2 - 4 1 - 4 1 - 1 8 0 - 2 is 9 2 - 4 1 - 1 8. The size of this submatrix is 15
Enter description:
The input is an N*N matrix. The first line of input gives N (0 < N <= 100). In the following lines, in turn (first give the N integers in the first row from left to right, then give the N integers in the second row from left to right...) give the N2 integers in the matrix, Integers are separated by whitespace characters (spaces or blank lines). It is known that the integers in the matrix are in the range [-127, 127].
Output description:
Output the size of the largest submatrix.
input sample
0 -2 -7 0
9 2 -6 2
-4 1 -4  1
-1 8  0 -2
Click version
Given an N × M matrix of positive integers, negative integers, and 0s, write code to find the submatrix with the largest sum of elements. Returns an array [r1, c1, r2, c2], where r1, c1 represent the row and column numbers in the upper left corner of the submatrix, respectively, and r2, c2 represent the row and column numbers in the lower right corner, respectively. If there are multiple submatrices that satisfy the condition, any one can be returned. Note: This question is slightly modified from the original title in the book
[-1,0],
[0,-1]
output:[0,1,0,1]
Explanation: The bold element in the input is the matrix represented by the output
[9,-8,1,3,-2],
[-3,7,6,-2,4],
[6,-4,-4,8,-7]
problem analysis
First of all, clarify the problem-solving method. Since the sub-problems are obviously related, the direct violent enumeration will inevitably time out under this amount of data. There is no obvious greedy element, and the sub-problems are related. Consider dynamic programming.
Secondly, consider the nature of the problem. This problem is a variant of the maximum sum of consecutive subarrays, and it is a dimension-raising version of subarrays. Therefore, we can consider how to use one-dimensional to assist in solving the current two-dimensional situation.
Considering the required elements, in order to get the sum quickly and avoid calculating the value multiple times during the operation, use the prefix sum array as an auxiliary.
Finally consider how to enumerate all cases. A solution, the matrix mentioned in the title, requires at least four parameters if it can be determined. It can be the subscript of the first point, the size of the matrix; or the subscript of the first point and the last point; or the first row, the last row, the first column, and the last column.
In order to facilitate the enumeration, we take the way of enumerating the first row, the last row, the first column, and the last column. At the same time, it traverses with the body of the row, enumerating the values of different columns.
Since the minimum matrix can be 1*1, the first row and the last row can be equal. Similarly, the first and last columns can be the same.
We use i as the first row and j as the last row. From the meaning of the title, 0 <= i <= j< n .
So how to enumerate the columns?
If we compress the values of the same column from row i to row j to one value at this time, then this problem is actually transformed into a one-dimensional continuous subarray maximum sum problem. A similar method can be used to solve the problem to obtain the starting and ending subscripts of the maximum sequence.
The specific programming details are not repeated here.
Since the title of the Niuke version is the specialization of the Likou version, (the Niuke input matrix is n * n, and the Likou is n * m), so please refer to the Likou version for more codes.
/*Bull version*/
#include <cstring>
int a[101][101];
int sum[101];
int main () {
scanf("%d", &n);
for(int i = 0; i < n; ++i) {
for(int j = 0; j < n; ++j) {
scanf("%d", &a[i][j]);
int maxN = -32767;
//Enumerate from line 0
memset(sum, 0, sizeof(sum));//Prefix and array set to 0
for(int j = i; j < n; ++j) {
int tmp = 0;
for(int k = 0; k < n; ++k) {
sum[k] += a[j][k];//Calculate the prefix sum of the current column
tmp += sum[k];
if(maxN < tmp) {
maxN = tmp;
if(tmp < 0) {
tmp = 0;
printf("%d", maxN);
//leetcode version more general version
vector<int> getMaxMatrix(vector<vector<int>>& matrix) {
vector<int> ans;
int n = matrix.size(), m = matrix[0].size();
int maxN = INT_MIN, tmp, begin;
vector<int> sum(m);
for(int &v:sum) v = 0;
begin = 0;
for(int k = 0; k < m; ++k) {
sum[k] += matrix[j][k];
//cout << tmp << endl;
ans = vector<int>{i, begin, j, k};
begin = k + 1;
//cout << maxN << endl;
return ans;
Tags: Algorithm leetcode matrix
Posted by cjosephson on Tue, 13 Sep 2022 02:34:35 +0930


As the Easter holidays stretched well into April, our list of offerings is somewhat shorter, but interesting and stimulating as usual. Perhaps a theme which is running through the events we recorded in April is the overall urgency of universities' wanting and needing to engage with the wider public, disseminate their research and to stress the importance of continued funding for their efforts, as ultimately, they are the innovators.
Also looking at the interface between the academy and industry/business, the London based Culture Capital Exchange (TCCE) held a conference at the Cass business School 'Research, Creativity & Business 2: Making the Extraordinary' with many interesting contributions from people in the creative industries.
And some issues concerning Backdoor Broadcasting: We will be switching over to our new website soon, which will mean that we will be off-line for a day or so, but we will give you ample warning before this happens. Our new website will be completely mobile device compatible with many new and improved features. In the meantime, should you have any comments, please email me.


text:
Q: Sum Interval of Dates within same column How do you best sum the differences of a range of dates in the same column between interleaving rows? I have a Datetime column and want to calculate the difference between Rows. I want the difference in Seconds. This questions is not about how to get a difference between 2 timestamps, but is more focused on how to most efficiently calculate between rows on the same table. In my case each row has a datetime eventype that links 2 rows together logically.
Details Related to how to group the eventtypes of start and end. ( Andriy M's Question)
Starts and Ends "should" be consecutive. If a Start does not have a subsequent end it should be left out of the sum. Moving to the next Start to see if it has a end. Only consecutive Start - End Pairs should be added to the sum of the total seconds.
Working in postgresql 9.x...
Example data in table;
eventtype, eventdate
START, 2015-01-01 14:00
END, 2015-01-01 14:25
START, 2015-01-01 14:30
END, 2015-01-01 14:43
START, 2015-01-01 14:45
END, 2015-01-01 14:49
START, 2015-01-01 14:52
END, 2015-01-01 14:55

Note,
All Start and End Dates will be sequential.
Here's my first attempt. Seems to be working.
SELECT
-- starts.*
SUM(EXTRACT(EPOCH FROM (eventdate_next - eventdate))) AS duration_seconds
FROM
(
    WITH x AS (
        SELECT *, dense_rank() OVER (ORDER BY eventdate) AS rnk
        FROM   table
        AND eventdate > '2015-01-01 00:00:00.00'
        AND eventdate < '2016-01-01 23:59:59.59'
        )
    SELECT x.eventdate, x.eventtype, y.eventdate AS eventdate_next,  y.eventtype AS eventtype_next
    FROM   x
    LEFT   JOIN (SELECT DISTINCT eventdate, eventtype, rnk FROM x) y ON y.rnk = (x.rnk + 1)
    ORDER  BY x.eventdate
) starts
WHERE
eventtype = 'START'
GROUP BY eventtype

My first attempt is based on a great example from stackoverflow
Postgres 9.1 - Getting the next value
Note; You can comment the GROUP BY and the SUM and un-comment the starts.* to get a record for each individual duration going into the sum.

A: You can use the LEAD analytic function to obtain the next row's eventtype and eventdate alongside the current row's data:
SELECT
  eventtype,
  eventdate,
  LEAD(eventtype) OVER (ORDER BY eventdate) AS nexttype,
  LEAD(eventdate) OVER (ORDER BY eventdate) AS nextdate
FROM
  atable
WHERE
      eventdate >= '2015-01-01 00:00:00.00'
  AND eventdate <  '2016-01-01 23:59:59.59'

Using the above query as a derived table, you can filter the output further on eventtype = 'START' AND nexttype = 'END' and get the difference total:
SELECT
  SUM(EXTRACT(EPOCH FROM (nextdate - eventdate))) AS duration_seconds
FROM
  (
    SELECT
      eventtype,
      eventdate,
      LEAD(eventtype) OVER (ORDER BY eventdate) AS nexttype,
      LEAD(eventdate) OVER (ORDER BY eventdate) AS nextdate
    FROM
      atable
    WHERE
          eventdate >= '2015-01-01 00:00:00.00'
      AND eventdate <  '2016-01-01 23:59:59.59'
  ) AS s
WHERE
      eventtype = 'START'
  AND nexttype  = 'END'
;

As a slight variation, you can implement the subquery as a CTE:
WITH cte AS
  (
    SELECT
      eventtype,
      eventdate,
      LEAD(eventtype) OVER (ORDER BY eventdate) AS nexttype,
      LEAD(eventdate) OVER (ORDER BY eventdate) AS nextdate
    FROM
      atable
    WHERE
          eventdate >= '2015-01-01 00:00:00.00'
      AND eventdate <  '2016-01-01 23:59:59.59'
  )
SELECT
  SUM(EXTRACT(EPOCH FROM (nextdate - eventdate))) AS duration_seconds
FROM
  cte
WHERE
      eventtype = 'START'
  AND nexttype  = 'END'
;

This rewrite can have implications for performance, because unlike a derived table, a CTE is materialised in PostgreSQL. Testing should reveal if there is a difference and, if so, which option is better for you.


text:
Atta domicola är en myrart som beskrevs av Jerdon 1851. Atta domicola ingår i släktet Atta och familjen myror. Inga underarter finns listade.

Källor

Externa länkar

Myror
domicola

redpajama_set_name: RedPajamaWikipedia


Settings > Profile states that "Child is Protected!"
Settings > Web states "Web Supervision is On" and have certain categories selected with the function of "Block the Site"
Settings > Notify Turned on for everything with my email address.
Can someone help me figure out how to get Time totals, search activity, and blocked websites to report? Also, I can't seem to get any emails to generate, so help with that would be appreciated.
1) I still cannot see any Time activity rollup (continues to say "no activity in the last 7 days).
2) I still cannot get any emails generating but this may not be an issue. I have a question regarding "when" the email should generate.
If I have setup notifications to generate when "Child visits a blocked site", what exactly does that mean? Will an email be generated if child clicks a link to a page that is blocked and receives the block screen... or when the child sucessfully reaches a page that should be blocked?
The reason you can't seem any IM conversations is probably because you have updated to the version 15 it doesn't work with Family online. To get it to work you need to be using version 14.
I think it's more likely due to her using browser based chat instead of any client. I'm more concerned about why I can't see any Time stats.
It shows the time records at Activity -> Time only if the kid reaches the time limits on the Norton Online Family version that you use.
repeat that message 15 times. Does that mean that she logged in and was using the account during the blocked times?
Also, it looks like it doesn't calculate the total amount of time, even though I have that checked on the Settings > Time section. Why isn't it calculating?
When a kid tries to access a monitored PC during blocked periods, the program shows the message that "signed-in during curfew hours" and records them under Activity -> Time.
The message doesn't mean the kid is able to use the PC during the time, it just shows such actions have been taken. If you want to make sure if the kid is able to use the PC during the time, you can check to see if there are any Web activities under Web -> Activity.
I really appreciate your quick responses. I took your suggestions and looked at the Web -> Activity to evaluate whether or not the child was actually using the computer. Turns out she was and the activity listed a few sites she had checked and a few google searches. This was all during a period where the computer should have been blocked. The time stamps are correct and I checked the Windows Time for time and time zone. Both appropriately set. Additionally I checked the computer's BIOS timestamp and it is also appropriately checked.
In Settings, all access should be blocked except between 10am and 8pm. I have logs showing that she has accessed and navigated websites at 5-6am and 8:45pm, when these should have been blocked.
I don't mind paying for the premium version (and I most likely will) IF and only IF I can be assured that the product is actually blocking the child. It appears that the only function it can't do is block the login access. I have sucessfully verified that websites are blocked.
I have screenshots to provide additional detail but it won't allow me to post them with a .png extension.


It is an open secret in the advertising world that if you want to connect with your audience, you have to wake some emotion through your ads. It is safe to say the same regarding content too. Emotionally charged content is more likely to be watched, shared on social media and can even draw your visitors to make a purchase. So, if you want to know if your content is actually working at an emotional level, you need a pair of eyes to watching your visitors.
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Next story What Can Businesses Get From Google Apps for Work?


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Rotary Plugger Inserting Machines are designed to operate in continuous motion using a rotating turret, multiple Plugger placing heads, and bottle handling change parts. These Rotary Plugger Inserters are designed to use down pressure in order to insert a Plugger into the neck finish of a container. Just as in other rotary counterparts, bottle handling change parts are required to control the containers in question. Rotary Plugger Inserters utilize Multiple Plugger inserting heads place and insert the Plugger. Many times Pluggers are placed, and a standard cap is torqued onto external threads (pharmaceuticals, nutraceuticals, distilled spirits, other flow restrictions).
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HOPKINTON — Sweat-soaked faces at the commence of the Boston Marathon close to Hopkinton Eco-friendly were relieved by a refreshing early morning shower of rain. Some runners danced about puddles, others plowed appropriate as a result of. For pick Boston Marathon participants, having said that, traversing the class amid what some perceived to be dreary weather conditions included to the thrill.
After all, this is Boston, the world's most iconic 26.two-mile race and study course. In advance of the race, at the Athletes' Village, the excitement was far from feigned.
Dan Newman of England was managing his very first Boston Marathon as a representative of the Encephalitis Society. The 32-year-old embraced the problem of a wet route, which he completed in three:05:50.
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Runners took to just one of the tents in the Athlete's Village to escape the rain prior to the commence of the race.
Contributors in the 123rd version of the race received a wet greeting comparable to final year's treacherous circumstances, with early morning thunderstorms brewing from the beginning place on East Principal Avenue.
About two several hours right before the scheduled commence for the wheelchair occasions, Wave one runners took shelter at Hopkinton's Middle and Large Educational institutions, though runners in Waves 2, three, and four waited in buses in the vicinity of the Boston Typical to keep away from downpours. For runners, a fight with factors is the luck, or absence thereof, of the draw.
Very last year's race showcased temperatures in the 40s coupled with a deluge. It was about 15 degrees warmer at the start off of this year's race, but the Athletes' Village was deluged. Just prior to nine a.m., having said that, the rain subsided and gave way to a delicate drizzle.
Anticipating inclement temperature, Boston Athletic Association officials moved up the originally scheduled start off time for Wave four in buy to decrease waiting times.
The BAA also additional tent walls and further heat to staging places and supplemental medical stations along the route to battle the dreary weather situations.
The runners, nevertheless, embraced the rain and had been grateful for a helping tailwind at the commence of the race that secured their faces from being pelted by rain.
Runners make their way via the rain in the Athletes' Village just before the Boston Marathon.
"The truth that the weather conditions is cooler here, it would make all the variance," claimed Dave Masterson, 54, of Palm Beach Gardens, Fla., who completed his fourth Boston Marathon in three:06:24.
When cloud go over overcame the sunlight just immediately after the start of the elite women's race and in advance of the start of the men's elite area, overcast and cooler circumstances prevailed for the departure of Waves three and four.
It did minimal, nevertheless, to diminish the palpable anticipation that permeated the start off of the the eastward jaunt from Hopkinton Green to Boylston Road in Boston.