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Snoop Dogg just made a powerful apology to Gayle King after attacking her Kobe Bryant questions
Heidi Lux
It turns out addressing Kobe Bryant's "complicated legacy" is, well, also complicated. Snoop Dogg recently apologized to Gayle King for comments he made following an interview where the journalist spoke to Lisa Leslie about Bryant's rape allegation – an interview which King also apologized for.
A clip of an interview between King and Leslie, a friend of Bryant, was posted on CBS's Twitter account. In the clip, the "CBS This Morning" co-host asks Leslie about the 2003 sexual assault charges against Bryant. Bryant's case did not go to trial. Bryant also issued a statement acknowledging that while he believed it was consensual, the woman did not see it the same way. Leslie told King that Bryant's legacy was "not complicated" for her "at all," saying she had never seen Bryant "do something to violate a woman or be aggressive in that way." The clip ends with Leslie telling King, "I think that the media should be more respectful at this time."
King received backlash for the clip, with many accusing King of trying to take down a black man who wasn't around to defend himself against 17-year-old allegations. Even Snoop Dogg joined in on the pile on, calling King a "funky dog-head bitch" in a now deleted Instagram video. "We expect more from you, Gayle. Don't you hang out with Oprah? Why y'all attacking us? We yo people. You ain't coming after f---ing Harvey Weinstein a-- with them dumba-- questions. I get sick of y'all," he said. "How dare you try to tarnish my motherf---ing homeboy's reputation?"
i apologize for his language in advance, to people who get distracted by words and miss the point. @SnoopDogg expre… https://t.co/48rTprPd8n
— 50cent (@50cent) 1581010241
King later apologized for the interview, saying the 30 second clip wasn't reflective of the full interview. "I know that if I had only seen the clip that you saw, I'd be extremely angry with me too," King said in an Instagram live video. "I am mortified, I am embarrassed, and I am very angry. Unbeknownst to me, my network put up a clip from a very wide-ranging interview totally taken out of context and when you see it that way it's very jarring."
RELATED: In a deeply personal interview, Kobe Bryant once shared how education can combat racism
Now, Snoop Dogg is apologizing to King after speaking with his mother. "Two wrongs don't make no right," Snoop Dogg said in an Instagram video. "When you're wrong, you gotta fix it."
"Gayle King, I publicly tore you down by coming at you in a derogatory manner based off of emotions, me being angry at the questions that you asked. Overreacted, should have handled it way different than that. I was raised better than that," he restated. "So I would like to apologize to you publicly for the language that I used and calling you out of your name and just being disrespectful," Snoop Dogg says in the video.
Snoop Dogg's apology is a powerful reminder on the importance of treating others with respect, even if you feel passionate about the issue.
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This company makes it easier than ever to enjoy guilt-free fairly traded coffee
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Lifeboost coffee
Americans love coffee. Like, we really, seriously, truly love it. According to one recent survey, 75 percent of U.S. adults drink coffee at least occasionally, while 53 percent—about 110 million people—drink it every single day. For some, coffee is an essential part of their morning ritual. For others, it's something they enjoy when they hit the proverbial wall in the late afternoon. But either way, millions of people use coffee to boost energy, focus, and productivity.
Unfortunately, like most good things in life, coffee can have a downside. For example, most mass-marketed coffee is pretty terrible for the environment and the local farming communities that produce it. Most mass-marketed coffee also has a negative impact on your physical health. And half the time, it doesn't even taste that good.
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Why Better Coffee Matters
People love coffee because it tastes good and wards off drowsiness. But most coffee is also pretty acidic. And over time, this acidity can take a toll on your health, aggravating conditions like acid reflux, gastric ulcers, and irritable bowel syndrome, and causing dental problems such as enamel erosion and tooth sensitivity.
But as bad as some coffee can be for you, it can be even worse for the environment and the people who grow it. Mass-produced coffee wastes tons of fresh water, creates tons of pollution, and destroys untold acres of the planet's most densely populated rainforest ecosystems. On top of all that, the people who grow the beans don't get paid very well, which causes poverty and other numerous social problems in coffee-growing communities around the world.
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13-year-old ventriloquist sings incredible, sassy version of 'You Don't Own Me' on 'AGT'
Ana-Maria Mărgean only started her hobby in 2020 and is already wowing audiences on "America's Got Talent."
Heather Wake
America's Got Talent/Youtube
Ana-Maria Mărgean singing "You Don't Own Me" on "America's Got Talent"
It's not every day a ventriloquist act is so jaw-dropping that it has to be seen to be believed. But when it does happen, it's usually on "America's Got Talent."
Ana-Maria Mărgean was only 11 years old when she first took to the stage on "Romania's Got Talent" to show off her ventriloquism skills, an act inspired by videos of fellow ventriloquist and "America's Got Talent" Season 2 champion Terry Fator.
Using puppets built for her by her parents, the young performer tirelessly spent her quarantine time in 2020 learning how to bring them to life, which led to her receiving a Golden Buzzer and eventually winning the entire series in Romania.
Mărgean is now 13 and a competitor on this season of "America's Got Talent: All-Stars," hoping to be crowned the winner and perform her own show in Vegas, just like her hero Fator.
The routine started with a hilarious bit between Mărgean and Waldo, her "rescue dog." But it's when she begins singing a bold and brassy version of Lesley Gore's "You Don't Own Me" that you know you're witnessing something truly special.
Take a peek below. Holy moly, those high notes that Mărgean…er…I mean Waldo hit are fabulous.
The feedback from both the viewers and judges was unanimous awe.
"I mean, no wonder you won [RGT]. You are incredible, you are gorgeous, you can sing so beautifully…I love your furry friend, and it was funny, too! I love all the banter and the jokes," applauded judge Heidi Klum.
Howie Mandel added, "I was laughing. And I cannot believe your story that you just started doing this during lockdown. Like, you don't even have two years under your belt. That was amazing. The fact that this was something you looked up online, the fact that you were inspired by people you saw on America's Got Talent—you are an AGT All-Star! The Superfans are gonna love you!"
Prior to her performance, Mărgean shared how winning "Romania's Got Talent" completely changed her life, allowing her family to afford a brand new home. While her fate might still be up in the air for "AGT," she's already made huge strides and has racked up a lot of people rooting for her.
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Linda Ronstadt's 1970's ballad is a chart-topping hit once again thanks to 'The Last of Us'
The iconic 70s song "Long, Long Time" was an integral part of an unforgettable episode that fans are calling a masterpiece.
Wikipedia/ HBO
Linda Ronstadt (left), Nick Offerman and Murray Bartlett (right)
HBO's emotional third episode of the zombie series "The Last Of Us" became an instant favorite among fans, thanks in no small part to Linda Ronstadt's late 1970s ballad, "Long, Long Time."
Using the song as the episode's title, "Long, Long Time," moves away from the show's main plot to instead focus on a heartbreakingly beautiful love story between Bill (Nick Offerman) and Frank (Murray Bartlett), from its endearing start all the way to its bittersweet end.
The song makes its first appearance during the initial stages of Bill and Frank's romance as they play the tune on the piano, just before they share their first kiss.
We see their entire lives together play out—one of closeness, devotion, and savoring homegrown strawberries—until they meet their end. The song then plays on the radio, bringing the bottle episode to a poignant close.
Series co-creator Craig Mazin recalled in an interview with IndieWire that he searched far and wide for the right song to encapsulate a theme of "commitment."
"It was important for me to show that the romance, however long it lasted, it didn't last. And then it's arguing. And then it's bargaining. And then it's realizing what the other person does for you…The whole idea was to hit the highlights of moments in your life where love means something different," he said.
Still broken after watching Nick Offerman sing "Long, Long Time" by Linda Ronstadt on #TheLastOfUspic.twitter.com/TSytBb2kZI
— Dave Quinn (@NineDaves) January 31, 2023
It wouldn't be until Mazin reached out to a friend with an "encyclopedic knowledge of all music" that he would stumble upon Ronstadt's song, which had fallen into obscurity.
Clearly, Mazin made the right choice. Immediately after the episode aired on Jan 29, viewers were hailing it as "one of the greatest episodes of TV ever made."
Music streaming service Spotify also reported that "Long, Long Time" received a 4900% increase in plays compared to the previous week. The chart-topping phenomenon resembles that of Kate Bush's 80s pop hit "Running Up That Hill," which saw a huge spike in plays after it was used in a pivotal episode of Netflix's "Stranger Things."
Oh, so all our hearts were breaking last night... 🍓 #TheLastOfUspic.twitter.com/upTiav0MLw
— Spotify News (@SpotifyNews) January 30, 2023
During its original release, "Long, Long Time" spent 12 weeks on Billboard's top 100 list and earned Ronstadt a Grammy nomination for "Best Contemporary Female Vocal Performance." Sadly, due to a 2013 diagnosis of progressive supranuclear palsy, a rare neurological condition similar to Parkinson's disease, the rock icon hasn't sung her legendary ballad, or any of her great songs, in over a decade.
Though Ronstadt has yet to comment on the use of her song in "The Last Of Us," the singer did post an older clip of a live performance onto her Instagram soon after the episode aired, along with the caption, "I think I'm going to love you for a long long time."
We might never hear Ronstadt sing again, but her music is being honored in beautiful ways. Her song's comeback through the show (which let's not forget is an adaptation of a video game) is a perfect example of how great art has a way of finding new life time and time again.
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34-year-old man is learning to read on TikTok in series of motivational videos
His reading skills have improved so much that he plans to read 100 books this year.
@oliverspeaks1/TikTok
Oliver James is the biggest star on BookTok.
With over 125,000 followers, 34-year-old Oliver James is a star in the BookTok community. And it all started with a very simple goal: Learn to read.
For most kids, school is a place where they can develop a relationship with learning in a safe environment. For James, school was the opposite. Growing up with learning and behavior disabilities subjected him to abusive teaching practices in special education, which, of course, did nothing to help.
"The special education system at the time was more focused on behavioral than educating," he told Good Morning America. "So they spent a lotta time restraining us, a lotta time disciplining us, a lotta times putting us in positions to kinda shape us to just not act out in class."
Reading struggles carried over into James' adulthood, and as is the case for many adults who are functionally illiterate, it significantly reduced his employment opportunities and affected his self-esteem. As he would tell you, even a trip to the grocery store would be a source of anxiety.
@oliverspeaks1 Even something as simple as grocery shopping is a challenge for me. #readingbooks#books#booktok#groceryshopping♬ original sound - Oliver James
However, when he and his girlfriend decided to expand their family of three, James became determined to change things.
Starting his journey with a book of inspirational quotes gifted by his girlfriend, James began reading bits out loud and posting to TikTok. Being a personal trainer by trade and an aspiring motivational speaker, he would often combine his interests, like practicing planks while reading thought-provoking excerpts.
@oliverspeaks1 Motivational speaker to be. Learning to read. #motivationalspeaker#handstand♬ Pieces (Solo Piano Version) - Danilo Stankovic
With his heartfelt honesty and exuberant personality, it's no surprise that he has grown a loyal following. Fans will often send James more books to read in hopes for one of his popular book reviews. In fact, James has such an overwhelming to-read list that he's had to build his first bookshelf.
But perhaps the biggest impact has been the way reading has shaped James' relationship with his son. In an interview with NPR, he shared that they've not only bonded over books like "Percy Jackson" and "The Witches," but reading has proven to be a great resource for mental health, which has helped James become a better parent.
@oliverspeaks1 Replying to @thenerdysswer thank you for sending me the book the witches my son picked it to read and that was very special to our family. ##booktok##readmorebooks♬ Monkeys Spinning Monkeys - Kevin MacLeod & Kevin The Monkey
"I didn't know how much my journey was going to affect him, but I see now it's not even about the reading. The books I'm reading have taught me about my mental issues, which I can now not put on to him. I can actually work on them, so he doesn't end up with the mental issues I have, because I can take them out of my household because I'm working on them. Without these books, I might have shown him these mental problems," he told NPR.
James' new goal is to read 100 new titles by 2024—ambitious for any bookworm in this day and age. But this man has already shown himself and the world just what can be done with simple daily practice and a dash of hope.
If you'd like to support James on his reading journey, you can purchase something from his Amazon Wishlist here.
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Buffy Sainte-Marie shares what led to her openly breastfeeding on 'Sesame Street' in 1977
The way she explained to Big Bird what she was doing is still an all-time great example.
HollywoodNativez/YouTube
"Sesame Street" taught kids about life in addition to letters and numbers.
In 1977, singer-songwriter Buffy Sainte-Marie did something revolutionary: She fed her baby on Sesame Street.
The Indigenous Canadian-Ameican singer-songwriter wasn't doing anything millions of other mothers hadn't done—she was simply feeding her baby. But the fact that she was breastfeeding him was significant since breastfeeding in the United States hit an all-time low in 1971 and was just starting to make a comeback. The fact that she did it openly on a children's television program was even more notable, since "What if children see?" has been a key pearl clutch for people who criticize breastfeeding in public.
But the most remarkable thing about the "Sesame Street" segment was the lovely interchange between Big Bird and Sainte-Marie when he asked her what she was doing.
"I'm feeding the baby," Sainte-Marie told him. "See? He's drinking milk from my breast."
Sainte-Marie didn't show anything that anyone could reasonably find objectionable, but she didn't have her baby hidden under a blanket, either. From Big Bird's point of view, he could see exactly what was happening, and Sainte-Marie appeared perfectly comfortable with that.
Big Bird contemplated her response, then said, "Hmm…that's a funny way to feed a baby."
"Lots of mothers feed their babies this way," Sainte-Marie said. "Not all mothers, but lots of mothers do. He likes it because it's nice and warm and sweet and natural, and it's good for him. And I get to hug him when I do it, see?"
Their conversation continued with Sainte-Marie answering Big BIrd's questions with simple, matter-of-fact, nonjudgmental answers, and it's truly a thing of beauty. Watch:
That segment was filmed 46 years ago, and it's hard to believe some people still take issue with seeing a mom breastfeed out in the open. We've seen waves of education and advocacy attempting to normalize breastfeeding, and yet it wasn't until 2018 that every state in the United States had laws on the books protecting breastfeeders from being cited or fined. Even now, some moms still get flack for not hiding away in a bathroom or a car to feed their babies.
Sainte-Marie recently spoke with Yahoo Life about how that segment came about. She had gotten pregnant during her second season on "Sesame Street" and she had her baby with her on set all the time. She'd breastfeed off camera, and she asked one day if the show could do something about breastfeeding.
"The reason why I did that really was because when I woke up from delivering my baby, I was in the hospital, and over here on the table was a big basket of stuff from some formula company. And I preferred to breastfeed, but the doctors didn't understand about breastfeeding. They hadn't learned it."
Even today, according to the CDC, physicians generally lack adequate breastfeeding education and training, so as far as we've come with education on this subject, we clearly still have a ways to go.
Watch Sainte-Marie talk about how she came to share breastfeeding with the "Sesame Street" audience:
Thank you, Buffy, for providing a beautiful example of how to talk about breastfeeding that's just as relevant today at it was four decades ago.
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We have a tiny plot of land that is mostly house with a steep hill and tiny front yard. When we bought the house, there were a few simple plants, but most weren't a good fit for their location and either died off or aren't thriving. We need to do a good deal of landscaping in the next couple of years to prevent erosion of our hill and better handle runoff, but it's expensive. Add to that the cost of plants, even native plants, and we're looking at a very long and slow process.
While we save for the bigger projects, we're taking tiny steps to help butterflies, bumblebees, and to reduce the amount of water we use in our non-edible gardens. Eventually, we're planning to install a raingarden with help from a local grant to reimburse some of the costs, but for now, it's baby steps.
There were two huge prickly bushes along the sidewalk in front of the electrical boxes. They had to go, both for safety and for aesthetic reasons. After we pulled them out, I amended the soil and put in several young native plants.
Since it could be 2-3 years before they're full and lush, I added three gayfeather plants for a pop of color. When they're all grown, it will be pink and purple and a mecca for our bumblebees and butterflies.
The area around our tree is the beginning of a butterfly waystation. We have a basking rock, lots of flowers, shade areas and sunny areas, and places for caterpillars to do their thing. It's still an immature garden, but I expect it will look pretty full by next July. Some of the natives are from just after I bought the house, so nearly two years old and finally getting full. I'll be moving some flowering plants from elsewhere to fill out the area in front of the rock before the cold sets in. The only thing we're not adding is standing water for butterflies to drink. I'll probably spritz the flowers for water beads on hot days instead.
If you want to learn more about creating a butterfly garden, there are great resources through the University of Minnesota and the Minnesota Zoo.
These offer a nice variety of color and size. Be sure to plant several of each type so the butterflies will notice their preferred plant. Different butterflies each like certain plants more than others, so a nice variety will bring in more species.


The Barbary takes its food inspiration from the Mediterranean, Morocco, Algeria, Tunisia and Libya, combining exotic products with flavoursome spices and different cooking techniques. Its another small plate style restaurant, which seem to be all the rage at the moment. The menu is nicely split into Land, Sea, Earth and heaven, making it pretty straightforward to try a bit of everything.
The restaurant itself is small, much like the majority of the restaurants in Neal's Yard. The seating area is centralised around the chefs working away in the middle of the room with bar style standing at the side while you wait.
While we waited for our table we ordered a portion of halloumi fries, something I can't say I've had before, but was certainly intrigued by, being a huge fan of halloumi…..and anything fried!
They were really delicious. Not at all greasy and perfectly crisp, they were the best snack to tide us over. If I'm honest, I could have eaten a whole portion to myself!
Once we were seated we had the menu explained to us by our lovely waitress, suggesting we try one or two dishes from each section of the menu. We started off with a Jerusalem Bagel, a beautifully warm, freshly baked ring shape portion of bread which was sesame seeded and also served with za'atar to sprinkle on top. We also ordered a portion of Tbecha roasted tomatoes and baba ghanoush to go with it.
The roasted tomatoes were lovely, but also had a real kick to it, so if you're not a fan of spice, maybe try something else instead. The baba ghanoush was also delicious and is always a fail safe option when ordering dips.
Up next we went for the Salmon Pharoah Style and Chicken Msachen for myself, and a portion of Cauliflower Jaffa Style and a Fattush Salad for the vegetarian friend.
Personally I prefered the salmon over the chicken. Both were lovely, but the flavours and seasoning on the salmon were just divine. The cauliflower was also a huge hit. Usually I find cauliflower has to be smothered in cheese for it to have any sort of flavour, but this came in a light but fragrant tomato sauce that would have gone perfectly with any of the main dishes. The salad was also very very tasty. Again very light, but packed full of flavour and spices.
By the time we were finished we were both sufficiently stuff and couldn't possibly manage dessert. The food was all delicious and the service was also great. The only downside to this little gem is that they dont take bookings, so I wouldn't recommend coming here if you have somewhere specific to be after you've eaten, such as a play, or if theres a big group of you as you may be waiting a while.


text:
Dan O'Dair: The TNB Self-Interview
By Dan O'Dair
Poetry Self-Interviews
Tell me a little bit about yourself.
I grew up in Ohio, which is where Jack Lemmon and Sandy Duncan were from in the 60s movie, "The Out Towners," well, that pretty much sums up what people from the coasts think of Midwesterners. I have a brother and three sisters, including a twin sister. My mother never wanted us to have a dog when we were young, thinking that she would be the one who would have to do all the walking and feeding (she was probably right). So we had lots of rodents. Gerbils, hamsters, guinea pigs, rats, a rabbit (is a rabbit a rodent?). I was in charge of naming all of these pets. The gerbil, who did quite a bit of running on his hamster wheel, was named Runner. The hamster was named Hammy for obvious reasons. The guinea pig was Squeaky, the rat was Rattix and the rabbit Thumper. It was because of the precocious creativity that I displayed in naming these animals that I decided to become a writer.
You're a writer. What do you write?
Short stories, non-fiction essays, screenplays, poems, saucy little reviews of Rod Stewart concerts at the Hollywood Bowl, and scripts for reality TV shows.
A "writer" for reality TV shows? Isn't that an oxymoron?
Yes people say that all the time. But you'd be surprised how much a good sense of story is needed to shape these shows.
How long have you been writing poetry?
I didn't really start thinking about writing poems until I took a course my junior year in college. My professor, a frumpy mustachioed poet who looked like a younger and more diminutive Kurt Vonnegut, asked the entire class to submit a poem so he could evaluate our style and what level we were working at. At the time my twin sister had just been accepted into Veterinary school, so I wrote a poem for her to celebrate this milestone. It was purple, sentimental, effusive and very precious. After the next class my professor called me in and said, "I don't think this class is right for you." I was furious. For the rest of the semester I shot him deadly looks from the back row, but it was this brutal assessment that made me start to seriously examine poetry and the way it was written.
And what have you discovered since then?
I've come to realize that the vast majority of people in this country (it may be less so in other countries) are hostile to poetry. They feel it is an affront to their intelligence, that poems are an "inside game" designed to make people outside of the game feel like idiots. I know that I shared some of these beliefs before I started reading and writing a great deal more poetry. And the truth is, some poetry is opaque and requires a great deal of careful reading to glean meaning, and these are the poems I'm less interested in.
So what kind of poems are you interested in?
I prefer poems that gravitate toward the emotional rather than the strictly intellectual. I like poems that use rhythm and pace and meter and show the poet really crafting his or her work. I like clarity in poems. I like stories. I like to feel something when I read a great poem. Richard Hugo, James Wright, Stuart Dybek, Lucia Perillo, Ted Kooser, Bukowski, Billy Collins, Denise Levertov, Sherman Alexie, Anne Sexton, Tony Hoagland. All of these poets, to some extent, accomplish this. That being said, I know I have a great deal more to learn about poetry and many, many more poems to read.
What is your greatest claim to fame in poetry?
I once beat the Poet Laureate of the United States in a game of horseshoes.
TAGS: Dan O'Dair, Poetry, Poetry Interviews, poets, self-interviews
DAN O'DAIR was born and grew up in Columbus, Ohio. He has lived in Chicago, Washington, DC, Columbus and Los Angeles. He holds an M.F.A. in fiction and poetry from the Ohio State University. He currently works as a story editor for various reality-based TV shows in Los Angeles. He's married. He has a cat named Tiny. Recently he built a wine rack for his boss. In 2011 his chapbook Still Life from a Moving Desert Town was published on Hey Rat! Press.
3 responses to "Dan O'Dair: The TNB Self-Interview"
milo martin says:
Dear Dan,
so you beat Louise Gluck at a game of horseshoes?
wow, you are my hero…
with love and esteem,
I appreciate what you have discovered "since", about poetry. It is an insiders game.. and how fortunate is the poet who can break that wall from time-to-time and bring everyone into the game, as you attempt with your poem "Evolution". — Life, the ever changing game, as so poetry!
– Tobias
sex chat voice says:
sex chat voice…
[…]Dan O'Dair | Dan O'Dair: The TNB Self-Interview | The Nervous Breakdown[…]…

redpajama_set_name: RedPajamaCommonCrawl


Working as a bartender whilst finishing his Arts degree at Monash University, he ultimately wants to take his music further, but for the moment he is just a casual performer.
Henry agrees that Open Mic nights generally don't attract the huge crowds, but that this is not necessarily a bad thing as it keeps the atmosphere intimate.
You can catch Henry playing at Club Voltaire on Thursdays.
With a harmonica around his neck and his guitar pumping out his folk/blues originals, Cameron (which incidentally looks abit like Jim Morrison) is a veteran on the local music scene. Having performed growing up at various venues, Cam has always loved playing one instrument or another.
Cam will be playing at the Cornish Arms on Monday nights and Bar Oussou on Tuesday nights.


text:
An airliner is a type of aircraft for transporting  passengers and air cargo.  Such aircraft are most often operated by airlines.  Although the definition of an airliner can vary from country to country, an airliner is typically defined as an airplane intended for carrying multiple passengers or cargo in commercial service. The largest of them are wide-body jets which are also called twin-aisle because they generally have two separate aisles running from the front to the back of the passenger cabin. These are usually used for long-haul flights between airline hubs and major cities. A smaller, more common class of airliners is the narrow-body or single-aisle. These are generally used for short to medium-distance flights with fewer passengers than their wide-body counterparts.

Regional airliners typically seat fewer than 100 passengers and may be powered by turbofans or turboprops. These airliners are the non-mainline counterparts to the larger aircraft operated by the major carriers, legacy carriers, and flag carriers, and are used to feed traffic into the large airline hubs. These regional routes then form the spokes of a hub-and-spoke air transport model.

The lightest (light aircraft, list of light transport aircraft)]) short-haul regional feeder airliner type aircraft that carry a small number of passengers are called commuter aircraft, commuterliners, feederliners, and air taxis, depending on their size, engines, how they are marketed, region of the world, and seating configurations. The Beechcraft 1900, for example, has only 19 seats.

History

Emergence
When the Wright brothers made the world's first sustained heavier-than-air flight, they laid the foundation for what would become a major transport industry. Their flight, performed in the Wright Flyer during 1903, was just 11 years before what is often defined as the world's first airliner. By the 1960s, airliners had expanded capabilities, making a significant impact on global society, economics, and politics.

During 1913, Igor Sikorsky developed the first large multi-engine airplane, the Russky Vityaz. This aircraft was subsequently refined into the more practical Ilya Muromets, being furnished with dual controls for a pilot and copilot and a comfortable cabin with a lavatory, cabin heating and lighting.
This large four-engine biplane was further adapted into an early bomber aircraft, preceding subsequent transport and bomber aircraft.
It first flew on 10 December 1913 and took off for its first demonstration flight with 16 passengers aboard on 25 February 1914.
However, it was never used as a commercial airliner due to the onset of the First World War which led to military applications being prioritised.

Interwar period
In 1919, shortly after the end of the First World War, large numbers of ex-military aircraft flooded the market. One such aircraft was the French Farman F.60 Goliath, which had originally been designed as a long-range heavy bomber; a number were converted for commercial use into passenger airliners starting in 1919, being able to accommodate a maximum of 14 seated passengers.  and around 60 were built. Initially, several publicity flights were made, including one on 8 February 1919, when the Goliath flew 12 passengers from Toussus-le-Noble to RAF Kenley, near Croydon, despite having no permission from the British authorities to land. Dozens of early airlines subsequently procured the type. One high-profile flight, made on 11 August 1919, involved an F.60 flying eight passengers and a ton of supplies from Paris via Casablanca and Mogador to Koufa,  north of Saint-Louis, Senegal, flying more than .

Another important airliner built in 1919 was the Airco DH.16; a redesigned Airco DH.9A with a wider fuselage to accommodate an enclosed cabin seating four passengers, plus pilot in an open cockpit. In March 1919, the prototype first flew at Hendon Aerodrome. Nine aircraft were built, all but one being delivered to the nascent airline, Aircraft Transport and Travel, which used the first aircraft for pleasure flying, and on 25 August 1919, it inaugurated the first scheduled international airline service from London to Paris. One aircraft was sold to the River Plate Aviation Company in Argentina, to operate a cross-river service between Buenos Aires and Montevideo.
Meanwhile, the competing Vickers converted its successful First World War era bomber, the Vickers Vimy, into a civilian version, the Vimy Commercial. It was redesigned with a larger-diameter fuselage (largely of spruce plywood), and first flew from the Joyce Green airfield in Kent on 13 April 1919.

The world's first all-metal transport aircraft was the Junkers F.13, which also made its first flight in 1919. Junkers marketed the aircraft towards business travellers and commercial operators, and European entrepreneurs bought examples for their private use and business trips. Over 300 Junkers F 13s were built between 1919 and 1932.
The Dutch Fokker company produced the Fokker F.II, then the enlarged F.III. These were used by the Dutch airline KLM, including on its Amsterdam-London service in 1921. A relatively reliable aircraft for the era, the Fokkers were flying to destinations across Europe, including Bremen, Brussels, Hamburg, and Paris.

The Handley Page company in Britain produced the Handley Page Type W, its first civil transport aircraft. It housed two crew in an open cockpit and 15 passengers in an enclosed cabin. Powered by two  Napier Lion engines, the prototype first flew on 4 December 1919, shortly after it was displayed at the 1919 Paris Air Show at Le Bourget. It was ordered by the Belgian firm Sabena, a further ten Type Ws were produced under license in Belgium by SABCA. In 1921 the Air Ministry ordered three aircraft, built as the W.8b, for use by Handley Page Transport, and later by Imperial Airways, on services to Paris and Brussels.

In France, the Bleriot-SPAD S.33 was introduced during the early 1920s. It was commercially successful, initially serving the Paris-London route, and later on continental routes. The enclosed cabin could carry four passengers with an extra seat in the cockpit. It was further developed into the Blériot-SPAD S.46. Throughout the 1920s, companies in Britain and France were at the forefront of the civil airliner industry.

By 1921, the capacity of airliners needed to be increased to achieve more favourable economics. The English company de Havilland,  built the 10-passenger DH.29 monoplane, while starting work on the design of the DH.32, an eight-seater biplane with a more economical but less powerful Rolls-Royce Eagle engine. For more capacity, DH.32 development was replaced by the DH.34 biplane, accommodating 10 passengers. A commercially successful aircraft, Daimler Airway ordered a batch of nine.

The Ford Trimotor had two engines mounted on the wings and one in the nose, and a slabsided body, it carried eight passengers and was produced from 1925 to 1933. It was an important early airliner in America. It was used by the predecessor to Trans World Airlines, and by other airlines long after production ceased. The Trimotor helped to popularise numerous aspects of modern aviation infrastructure, including paved runways, passenger terminals, hangars, airmail, and radio navigation. Pan Am opened up transoceanic service in the late 1920s and early 1930s, based on a series of large seaplanes – the Sikorsky S-38 through Sikorsky S-42.

By the 1930s, the airliner industry had matured and large consolidated national airlines were established with regular international services that spanned the globe, including Imperial Airways in Britain, Lufthansa in Germany, KLM in the Netherlands, and United Airlines in America. Multi-engined aircraft were now capable of transporting dozens of passengers in comfort.

During the 1930s, the British de Havilland Dragon emerged as a short-haul, low-capacity airliner. Its relatively simple design could carry six passengers, each with  of luggage, on the London-Paris route on a fuel consumption of 13 gal (49 L) per hour. The DH.84 Dragon entered worldwide service. During early August 1934, one performed the first non-stop flight between the Canadian mainland and Britain in 30 hours 55 minutes, although the intended destination had originally been Baghdad in Iraq. British production of the Dragon ended in favour of the de Havilland Dragon Rapide, a faster and more comfortable successor.

By November 1934, series production of the Dragon Rapide had commenced. De Havilland invested into advanced features including elongated rear windows, cabin heating, thickened wing tips, and a strengthened airframe for a higher gross weight of . Later aircraft were amongst the first airliners to be fitted with flaps for improved landing performance, along with downwards-facing recognition light and metal propellers, which were often retrofitted to older aircraft. It was also used in military roles; civil Dragon Rapides were impressed into military service during the Second World War.

Metal airliners came into service in the 1930s. In the United States, the Boeing 247, and the 14-passenger Douglas DC-2, flew during the first half of the decade, while the more powerful, faster, 21–32 passenger Douglas DC-3 first appeared in 1935. DC-3s were produced in quantity for the Second World War and were sold as surplus afterward, becoming widespread within the commercial sector. It was one of first airliners to be profitable without the support of postal or government subsidies.

Long-haul flights were expanded during the 1930s as Pan American Airways and Imperial Airways competed on transatlantic travel using fleets of flying boats, such as the British Short Empire and the American Boeing 314. Imperial Airways' order for 28 Empire flying boats was viewed by some as a bold gamble. At the time, flying boats were the only practical means of building aircraft of such size and weight as land-based aircraft would have unfeasibly poor field performance.  One Boeing 314, registration NC18602, became the first commercial plane to circumnavigate the globe during December 1941 and January 1942.

The postwar era

United Kingdom

In the United Kingdom, the Brabazon Committee was formed in 1942 under John Moore-Brabazon, 1st Baron Brabazon of Tara to forecast advances in aviation technology and the air transport needs of the postwar British Empire (in South Asia, Africa, and the Near and Far East) and Commonwealth (Australia, Canada, New Zealand). For British use, multi-engine aircraft types were allegedly split between the US for military transport aircraft and the UK for heavy bombers. That such a policy was suggested or implemented have been disputed, at least by Sir Peter Masefield. British aircraft manufacturers were tied up to fulfill military requirements, and had no free capacity to address other matters though the war.

The committee final report pushed four designs for the state-owned airlines British Overseas Airways Corporation (BOAC) and later British European Airways (BEA): three piston-powered aircraft of varying sizes, and a jet-powered 100-seat design at the request of Geoffrey de Havilland, involved in the first jet fighters development.

After a brief contest, the Type I design was given to the Bristol Aeroplane Company, building on a "100 ton bomber" submission. This evolved into the Bristol Brabazon but this project folded in 1951 as BOAC lost interest and the first aircraft needed a costly wing re-design to accommodate the Bristol Proteus engine.

The Type II was split between the de Havilland Dove and Airspeed Ambassador conventional piston designs, and the Vickers model powered by newly developed turboprops: first flown in 1948, the VC.2 Viceroy was the first turboprop design to enter service; a commercial success with 445 Viscounts built. The Type III requirement led to the conventional Avro Tudor and the more ambitious Bristol Britannia, although both aircraft suffered protracted developments, with the latter entering service with BOAC in February 1957, over seven years following its order.

The jet-powered Type IV became the de Havilland Comet in 1949. It featured an aerodynamically clean design with four de Havilland Ghost turbojet engines buried in the wings, a pressurised fuselage, and large square windows. On 2 May 1952, the Comet took off on the world's first jetliner flight carrying fare-paying passengers and simultaneously inaugurated scheduled service between London and Johannesburg. However, roughly one year after introduction, three Comets broke up mid-flight due to airframe metal fatigue, not well understood at the time. The Comet was grounded and tested to discover the cause, while rival manufacturers heeded the lessons learned while developing their own aircraft. The improved Comet 2 and the prototype Comet 3 culminated in the redesigned Comet 4 series which debuted in 1958 and had a productive career over 30 years, but sales never fully recovered.

By the 1960s, the UK had lost the airliner market to the US due to the Comet disaster and a smaller domestic market, not regained by later designs like the BAC 1-11, Vickers VC10, and Hawker Siddeley Trident. The STAC committee was formed to consider supersonic designs and worked with Bristol to create the Bristol 223, a 100-passenger transatlantic airliner. The effort was later merged with similar efforts in France to create the Concorde supersonic airliner to share the cost.

United States

The first batch of the Douglas DC-4s went to the U.S. Army and Air Forces, and was named the C-54 Skymaster. Some ex-military DC-6s were later converted into airliners, with both passenger and cargo versions flooding the market shortly after the war's end. Douglas also developed a pressurized version of the DC-4, which it designated the Douglas DC-6. Rival company Lockheed produced the Constellation, a triple-tailed aircraft with a wider fuselage than the DC-4.

The Boeing 377 Stratocruiser was based on the C-97 Stratofreighter military transport, it had a double deck and a pressurized fuselage.

Convair produced the Convair 240, a 40-person pressurized airplane; 566 examples flew. Convair later developed the Convair 340, which was slightly larger and could accommodate between 44 and 52 passengers, of which 311 were produced. The firm also commenced work on the Convair 37, a relatively large double-deck airliner that would have served transcontinental routes; however, the project was abandoned due to a lack of customer demand and its high development costs.

Rival planes include the Martin 2-0-2 and Martin 4-0-4, but the 2-0-2 had safety concerns and was unpressurized, while the 4-0-4 only sold around 100 units.

During the postwar years, engines became much larger and more powerful, and safety features such as deicing, navigation, and weather information were added to the planes. American planes were allegedly more comfortable and had superior flight decks than those produced in Europe.

France
In 1936, the French Air Ministry requested transatlantic flying boats that could hold at least 40 passengers, leading to three Latécoère 631s introduced by Air France in July 1947. However, two crashed and the third was removed from service over safety concerns. The SNCASE Languedoc was the first French post-war airliner. Accommodating up to 44 seats, 40 aircraft were completed for Air France between October 1945 and April 1948. Air France withdrew the last Languedoc from its domestic routes in 1954, being replaced by later designs. First flying in February 1949, the four-engined Breguet Deux-Ponts was a double-decker transport for passengers and cargo. Air France used it on its busiest routes, including from Paris to the Mediterranean area and to London.

The Sud-Aviation Caravelle was developed during the late 1950s as the first short range jet airliner. The nose and cockpit layout were licensed from the de Havilland Comet, along with some fuselage elements. Entering service in mid 1959, 172 Caravelles had been sold within four years and six versions were in production by 1963. Sud Aviation then focused its design team on a Caravelle successor.

The Super-Caravelle was a supersonic transport project of similar size and range to the Caravelle. It was merged with the similar Bristol Aeroplane Company project into the Anglo-French Concorde. The Concorde entered service in January 1967 as the second and last commercial supersonic transport, after large overruns and delays, costing £1.3 billion. All subsequent French airliner efforts were part of the Airbus pan-European initiative.

USSR
Soon after the war, most of the Soviet fleet of airliners consisted of DC-3s or Lisunov Li-2s. These planes were in desperate need of replacement, and in 1946, the Ilyushin Il-12 made its first flight. The Il-12 was very similar in design to American Convair 240, except was unpressurized. In 1953, the Ilyushin Il-14 made its first flight, and this version was equipped with much more powerful engines. The main contribution that the Soviets made in regards to airliners was the Antonov An-2. This plane is a biplane, unlike most of the other airliners, and sold more units than any other transport plane.

Types

Narrow-body airliners

The most common airliners are the narrow-body aircraft, or single-aisles.
The earliest jet airliner were narrowbodies: the initial de Havilland Comet, the Boeing 707 and its competitor the Douglas DC-8.
They were followed by smaller models : the Douglas DC-9 and its MD-80/MD-90/Boeing 717 derivatives; the Boeing 727, 737 and 757 using the 707 cabin cross-section; or the Tupolev Tu-154, Ilyushin IL-18, and the Ilyushin IL-62.

Currently produced narrow-body airliners include the Airbus A220 and A320 family, Boeing 737 and Embraer E-Jet family, generally used for medium-haul flights with 100 to 240 passengers.
They could be joined by the in-development Comac C919 and Irkut MC-21.

Wide-body airliners

The larger wide-body aircraft, or twin-aisle as they have two separate aisles in the cabin, are used for long-haul flights.
The first was the Boeing 747 quadjet, followed by the trijets: the Lockheed L-1011 and the Douglas DC-10, then its MD-11 stretch.
Then other quadjets were introduced: the Ilyushin Il-86 and Il-96, the Airbus A340 and the double-deck A380.
Twinjets were also put into service: the Airbus A300/A310, A330 and A350; the 767, 777 and 787.

Regional aircraft

Regional airliners seat fewer than 100 passengers.
These smaller aircraft are often used to feed traffic at large airline hubs to larger aircraft operated by the major mainline carriers, legacy carriers, or flag carriers; often sharing the same livery.
Regional jets include the Bombardier CRJ100/200 and Bombardier CRJ700 series, or the Embraer ERJ family.
Currently produced turboprop regional airliners include the Dash-8 series, and the ATR 42/72.

Commuter aircraft

Light aircraft can be used as small commuter airliners, or as air taxis.
Twin turboprops carrying up to 19 passengers include the Beechcraft 1900, Fairchild Metro, Jetstream 31, DHC-6 Twin Otter and Embraer EMB 110 Bandeirante.
Smaller airliners include the single-engined turboprops like the Cessna Caravan and Pilatus PC-12; or twin piston-powered aircraft made by Cessna, Piper, Britten-Norman, and Beechcraft.
They often lack lavatories, stand-up cabins, pressurization, galleys, overhead storage bins, reclining seats, or a flight attendant.

Engines
Until the beginning of the Jet Age, piston engines were common on propliners such as the Douglas DC-3. Nearly all modern airliners are now powered by turbine engines, either turbofans or turboprops. Gas turbine engines operate efficiently at much higher altitudes, are more reliable than piston engines, and produce less vibration and noise. The use of a common fuel type – kerosene-based jet fuel – is another advantage.

Airliner variants
Some variants of airliners have been developed for carrying freight or for luxury corporate use. Many airliners have also been modified for government use as VIP transports and for military functions such as airborne tankers (for example, the Vickers VC10, Lockheed L-1011, Boeing 707), air ambulance (USAF/USN McDonnell Douglas DC-9), reconnaissance (Embraer ERJ 145, Saab 340, and Boeing 737), as well as for troop-carrying roles.

Configuration
Modern jetliners are usually low-wing designs with two engines mounted underneath the swept wings, while turboprop aircraft are slow enough to use straight wings. Smaller airliners sometimes have their engines mounted on either side of the rear fuselage. Numerous advantages and disadvantages exist due to this arrangement. Perhaps the most important advantage to mounting the engines under the wings is that the total aircraft weight is more evenly distributed across the wingspan, which imposes less bending moment on the wings and allows for a lighter wing structure. This factor becomes more important as aircraft weight increases, and no in-production airliners have both a maximum takeoff weight more than 50 tons and engines mounted on the fuselage. The Antonov An-148 is the only in-production jetliner with high-mounted wings (usually seen in military transport aircraft), which reduces the risk of damage from unpaved runways.

Except for a few experimental or military designs, all aircraft built to date have had all of their weight lifted off the ground by airflow across the wings. In terms of aerodynamics, the fuselage has been a mere burden. NASA and Boeing are currently developing a blended wing body design in which the entire airframe, from wingtip to wingtip, contributes lift. This promises a significant gain in fuel efficiency.

Current manufacturers

The major manufacturers with large aircraft airliners currently in production include:
 Airbus (France/Germany/Spain/United Kingdom)
 Antonov (Ukraine)
 ATR Aircraft (France/Italy)
 Boeing (United States)
 Comac (China)
 Embraer (Brazil)
 Irkut Corporation (UAC, Russia, includes Sukhoi)
 Xi'an Aircraft Industrial Corporation (China)

The narrow-body and wide-body airliner market is dominated by Airbus and Boeing, and the regional airliner market is shared between ATR Aircraft and Embraer.

Setting up a reliable customer support network, ensuring uptime, availability and support 24/7 and anywhere, is critical for the success of airliner manufacturers.
Boeing and Airbus are ranked 1 and 2 in customer satisfaction for aftermarket support by a survey by Inside MRO and Air Transport World, and this is a reason why Mitsubishi Aircraft Corporation purchased the Bombardier CRJ program.
It is an entry barrier for new entrants like the Xian MA700 and Comac C919, with no credible previous experience with the MA60, or the Irkut MC-21 after the Sukhoi Superjet 100.

Notable airliners

 Boeing 247 – the first modern airliner, with all-metal construction and retractable landing gear
 Douglas DC-3 – very widespread, still serving
 Boeing 307 Stratoliner – the first with a pressurized cabin
 Douglas DC-6 – derived from the Douglas DC-4
 Boeing 377- developed from the C-97 Stratofreighter
 Vickers Viscount – the first turboprop airliner
 Lockheed Constellation – one of the largest propeller-driven airliners
 Antonov An-2 – a single engine biplane, a widespread large utility aircraft

Notable jetliners

 De Havilland Comet – the first operational jetliner, grounded by early crashes
 Tupolev Tu-104 – the first twinjet, developed into the first turbofan-powered airliner, the Tupolev Tu-124
 Boeing 707 – the most successful early jetliner, along the less widespread Douglas DC-8
 Sud Aviation Caravelle – the first jetliner with rear podded engines, the configuration of the more widespread Douglas DC-9
 Boeing 737 – the most successful jet airliner by deliveries
 Tupolev Tu-144 – the first operational supersonic transport in 1975, with passenger service 1977-78
 Concorde – the first supersonic airliner in passenger service, operating from 1976-2003; the first airliner with fly-by-wire flight controls
 Boeing 747 – the first wide-body aircraft and first high-bypass turbofan-powered airliner, the largest passenger airliner until the A380
 McDonnell Douglas DC-10 – the first trijet wide-body, along the later Lockheed L-1011 TriStar
 Airbus A300 – the first twinjet wide-body, followed by the Boeing 767
 Airbus A320 – the first airliner with digital fly-by-wire flight controls, the most ordered jet airliner
 Boeing 777 – the largest twinjet
 Airbus A380 – full double-deck aircraft, the largest passenger airliner
 Boeing 787 – the first airliner mostly constructed with composite materials

In production aircraft

Fleet

The airliner fleet went from 13,500 in 2000 to 25,700 in 2017: 16% to 30.7% in Asia/Pacific (2,158 to 7,915), 34.7% to 23.6% in USA (4,686 to 6,069) and 24% to 20.5% in Europe (3,234 to 5,272).

In 2018, there were 29,398 airliners in service: 26,935 passenger transports and 2,463 freighters, while 2,754 others were stored.
The largest fleet was in Asia-Pacific with 8,808 (5% stored), followed by 8,572 in North America (10% stored), 7,254 in Europe (9% stored), 2,027 in Latin America, 1,510 in Middle East and 1,347 in Africa.
Narrowbody are dominant with 16,235, followed by 5,581 Widebodies, 3,743 Turboprops, 3,565 Regional jets and 399 Others.

By the end of 2018, there were 1,826 parked or in storage jetliners out of 29,824 in service (6.1%): 1,434 narrowbodies and 392 widebodies, down from 9.8% of the fleet at the end of 2012 and 11.3% at the end of 2001.

Market

Since it began, the jet airliner market had a recurring pattern of seven years of growth followed by three years of deliveries falling 30–40%, except a steady growth from 2004 due to the economic rise of China going from 3% of world market in 2001 to 22% in 2015, expensive jet fuel till 2014 stimulating old jets replacement allowed by low interest rates since 2008, and strong airline passenger demand since.
In 2004, 718 Airbus and Boeings were delivered, worth $39.3 billion; 1,466 are expected in 2017, worth $104.4 billion: a growth by 3.5 from 2004 to 2020 is unprecedented and highly unusual for any mature market.

In 2016, the deliveries went for 38% in Asia-Pacific, 25% in Europe, 22% in North America, 7% in Middle East, 6% in South America and 2% in Africa. 1,020 narrowbodies were delivered and their backlog reach : 4,991 A320neo,  A320ceo; 3,593 737 Max, 835 737NG, 348 CSeries, 305 C919 and 175 MC-21; while 398 widebodies were delivered : 137 Dreamliners and 99 B777 for
Boeing (65%) against 63 A330 and 49 A350 for Airbus, more than 2,400 widebodies were in backlog, led by the A350 with 753 (31%) then the Boeing 787 with 694 (28%).

The most important driver of orders is airline profitability, itself driven mainly by world GDP growth but also supply and demand balance and oil prices, while new programmes by Airbus and Boeing help to stimulate aircraft demand.
In 2016, 38% of the 25 years old airliners had been retired, 50% of the 28 years old : there will be 523 aircraft reaching 25 years old in 2017, 1,127 in 2026 and 1,628 in 2041.
Deliveries rose by 80% from 2004 to 2016, they represented 4.9% of the fleet in 2004 and 5.9% in 2016, down from 8% previously.
Oil prices and airshow orders are trending together.

In 2020, deliveries were down by more than 50% compared to 2019 due to the impact of the COVID-19 pandemic on aviation, after 10 years of growth.

Storage, scrapping and recycling

Storage can be an adjustment variable for the airliner fleet: as Jan–Apr 2018 RPKs are up by 7% over a year and FTKs up by 5.1%, the IATA reports 81 net aircraft went back from storage (132 recalled and 51 stored) in April.
It is the second month of storage contraction after eight of expansion and the largest in four years, while new aircraft deliveries fell slightly to 448 from 454 due to supply-chain issues and in-service issues grounding others.
Retirements were down by 8% and utilization up by 2%, according to Canaccord Genuity, driving used aircraft and engines values up while MRO shops have unexpected demand for legacy products like the PW4000 and GE CF6.

Cabin configurations and features

An airliner will usually have several classes of seating: first class, business class, and/or economy class (which may be referred to as coach class or tourist class, and sometimes has a separate "premium" economy section with more legroom and amenities). The seats in more expensive classes are wider, more comfortable, and have more amenities such as "lie flat" seats for more comfortable sleeping on long flights. Generally, the more expensive the class, the better the beverage and meal service.

Domestic flights generally have a two-class configuration, usually first or business class and coach class, although many airlines instead offer all-economy seating. International flights generally have either a two-class configuration or a three-class configuration, depending on the airline, route and aircraft type. Many airliners offer movies or audio/video on demand (this is standard in first and business class on many international flights and may be available on economy). Cabins of any class are provided with lavatory facilities, reading lights and gaspers.  Larger airliners may have a segregated rest compartment reserved for crew use during breaks.

Seats

The types of seats that are provided and how much legroom is given to each passenger are decisions made by the individual airlines, not the aircraft manufacturers. Seats are mounted in "tracks" on the floor of the cabin and can be moved back and forth by the maintenance staff or removed altogether. Naturally the airline tries to maximize the number of seats available in every aircraft to carry the largest possible (and therefore most profitable) number of passengers.

Passengers seated in an exit row (the row of seats adjacent to an emergency exit) usually have substantially more legroom than those seated in the remainder of the cabin, while the seats directly in front of the exit row may have less legroom and may not even recline (for evacuation safety reasons). However, passengers seated in an exit row may be required to assist cabin crew during an emergency evacuation of the aircraft opening the emergency exit and assisting fellow passengers to the exit. As a precaution, many airlines prohibit young people under the age of 15 from being seated in the exit row.

The seats are designed to withstand strong forces so as not to break or come loose from their floor tracks during turbulence or accidents. The backs of seats are often equipped with a fold-down tray for eating, writing, or as a place to set up a portable computer, or a music or video player. Seats without another row of seats in front of them have a tray that is either folded into the armrest or that clips into brackets on the underside of the armrests. However, seats in premium cabins generally have trays in the armrests or clip-on trays, regardless of whether there is another row of seats in front of them. Seatbacks now often feature small colour LCD screens for videos, television and video games. Controls for this display as well as an outlet to plug in audio headsets are normally found in the armrest of each seat.

Overhead bins

The overhead bins, also known as overhead lockers or pivot bins, are used for stowing carry-on baggage and other items. While the airliner manufacturer will normally specify a standard version of the product to supply, airlines can choose to have bins of differing size, shape, or color installed. Over time, overhead bins evolved out of what were originally overhead shelves that were used for little more than coat and briefcase storage. As concerns about falling debris during turbulence or in accidents increased, enclosed bins became the norm. Bins have increased in size to accommodate the larger carry-on baggage passengers can bring onto the aircraft. Newer bin designs have included a handrail, useful when moving through the cabin.

Passenger service units
Above the passenger seats are Passenger Service Units (PSU). These typically contain reading lights, air vents, and a flight attendant call light. On most narrowbody aircraft (and some Airbus A300s and A310s), the flight attendant call button and the buttons to control the reading lights are located directly on the PSU, while on most widebody aircraft, the flight attendant call button and the reading light control buttons are usually part of the in-flight entertainment system. The units frequently have small "Fasten Seat Belt" and "No Smoking" illuminated signage and may also contain a speaker for the cabin public address system. On some newer aircraft, a "Turn off electronic devices" sign is used instead of the "No Smoking" sign, as smoking isn't permitted on board the aircraft anyway.

The PSU will also normally contain the drop-down oxygen masks which are activated if there is a sudden drop in cabin pressure. These are supplied with oxygen by means of a chemical oxygen generator. By using a chemical reaction rather than a connection to an oxygen tank, these devices supply breathing oxygen for long enough for the airliner to descend to thicker, more breathable air. Oxygen generators do generate considerable heat in the process. Because of this, the oxygen generators are thermally shielded and are only allowed in commercial airliners when properly installed – they are not permitted to be loaded as freight on passenger-carrying flights. ValuJet Flight 592 crashed on May 11, 1996, as a result of improperly loaded chemical oxygen generators.

Cabin pressurization

Airliners developed since the 1940s have had pressurized cabins (or, more accurately, pressurized hulls including baggage holds) to enable them to carry passengers safely at high altitudes where low oxygen levels and air pressure would otherwise cause sickness or death. High altitude flight enabled airliners to fly above most weather systems that cause turbulent or dangerous flying conditions, and also to fly faster and further as there is less drag due to the lower air density. Pressurization is applied using compressed air, in most cases bled from the engines, and is managed by an environmental control system which draws in clean air, and vents stale air out through a valve.

Pressurization presents design and construction challenges to maintain the structural integrity and sealing of the cabin and hull and to prevent rapid decompression. Some of the consequences include small round windows, doors that open inwards and are larger than the door hole, and an emergency oxygen system.

To maintain a pressure in the cabin equivalent to an altitude close to sea level would, at a cruising altitude around , create a pressure difference between inside the aircraft and outside the aircraft that would require greater hull strength and weight. Most people do not suffer ill effects up to an altitude of , and maintaining cabin pressure at this equivalent altitude significantly reduces the pressure difference and therefore the required hull strength and weight. A side effect is that passengers experience some discomfort as the cabin pressure changes during ascent and descent to the majority of airports, which are at low altitudes.

Cabin climate control
The air bled from the engines is hot and requires cooling by air conditioning units. It is also extremely dry at cruising altitude, and this causes sore eyes, dry skin and mucosa on long flights. Although humidification technology could raise its relative humidity to comfortable middle levels, this is not done since humidity promotes corrosion to the inside of the hull and risks condensation which could short electrical systems, so for safety reasons it is deliberately kept to a low value, around 10%. Another problem of the air coming from the ventilation (unto which the oil lubrication system of the engines is hooked up) is that fumes from components in the synthetic oils can sometimes travel along, causing passengers, pilots and crew to be intoxicated. The illness it causes is called aerotoxic syndrome.

Baggage holds

Airliners must have space on board to store "checked" baggage – that which will not safely fit in the passenger cabin.

Designed to hold baggage as well as freight, these compartments are called "cargo bins", "baggage holds", "luggage holds", or occasionally "pits". Occasionally baggage holds may be referred to as cargo decks on the largest of aircraft. These compartments can be accessed through doors on the outside of the aircraft.

Depending on the aircraft, baggage holds are normally inside the hull and are therefore pressurized just like the passenger cabin although they may not be heated. While lighting is normally installed for use by the loading crew, typically the compartment is unlit when the door is closed.

Baggage holds on modern airliners are equipped with fire detection equipment and larger aircraft have automated or remotely activated fire-fighting devices installed.

Narrow-body airliners
Most "narrow-body" airliners with more than 100 seats have space below the cabin floor, while smaller aircraft often have a special compartment separate from the passenger area but on the same level.

Baggage is normally stacked within the bin by hand, sorted by destination category. Netting that fits across the width of the bin is secured to limit movement of the bags. Airliners often carry items of freight and mail. These may be loaded separately from the baggage or mixed in if they are bound for the same destination. For securing bulky items "hold down" rings are provided to tie items into place.

Wide-body airliners
"Wide-body" airliners frequently have a compartment like the ones described above, typically called a "bulk bin". It is normally used for late arriving luggage or bags which may have been checked at the gate.

However, most baggage and loose freight items are loaded into containers called Unit Load Devices (ULDs), often referred to as "cans". ULDs come in a variety of sizes and shapes, but the most common model is the LD3. This particular container has approximately the same height as the cargo compartment and fits across half of its width.

ULDs are loaded with baggage and are transported to the aircraft on dolly carts and loaded into the baggage hold by a loader designed for the task. By means of belts and rollers an operator can maneuver the ULD from the dolly cart, up to the aircraft baggage hold door, and into the aircraft. Inside the hold, the floor is also equipped with drive wheels and rollers that an operator inside can use to move the ULD properly into place. Locks in the floor are used to hold the ULD in place during flight.

For consolidated freight loads, like a pallet of boxes or an item too oddly shaped to fit into a container, flat metal pallets that resemble large baking sheets that are compatible with the loading equipment are used.

See also

Lists
 Regional jets
 List of civil aircraft
 List of regional airliners
 List of airliners by maximum takeoff weight

Topics
Aircraft design process
Aircraft spotting
Aviation and the environment
Aviation safety
Flight length
Flight planning

References

Bibliography

 Andrews, C.F. and Eric B. Morgan. Vickers Aircraft since 1908, Second edition. London: Putnam, 1988. .
 Barnes, C.H. Bristol Aircraft since 1910. London: Putnam, First Edition, 1964 (1987 reprint). .
 Chillon J., J-P Dubois and J.Wegg. French Postwar Transport Aircraft. Tonbridge, Kent, UK: Air-Britain (Historians) Limited. 1980. .
 Faith, Nicholas. Black Box: Why Air Safety is no Accident, The Book Every Air Traveller Should Read. London: Boxtree, 1996. .

 .
 Jackson, A.J. British Civil Aircraft since 1919: Volume II. London:Putnam, Second edition 1973. .
 Jackson, A.J. British Civil Aircraft 1919–1972: Volume III. London: Putnam, revised second edition, 1988. .

 Norris, Geoffrey. The Short Empire Boats (Aircraft in Profile Number 84). Leatherhead, Surrey, UK: Profile Publications Ltd., 1966.

Further reading

Russian inventions

redpajama_set_name: RedPajamaWikipedia


Hi guys and welcome to our next and so far our biggest Give-Away. We are happy to announce that today (March 1st, 2012) Mortal Kombat Secrets is celebrating its 10th Anniversary. That's right, we have been around for the past decade, ever since the announcement of Mortal Kombat: Deadly Alliance. This makes us one of the oldest and most experienced Mortal Kombat fan sites out there. We have been with the franchise at it best and at its worst and our passion has only grown stronger.
For our 10th Anniversary we decided to do something special for you, the people who have supported us throughout the years. So, here is our biggest Give-Away ever with 10 prize packs for 10 of you. Before we begin, I want to thank Syco Collectibles, Netherrealm Studios and myself (Gambid) for sponsoring the give-away and providing the prizes.
2. Like us on Facebook, find the anniversary post and wish us something for our 10th anniversary.
4. Follow us on Twitter and then use the Twitter share button displayed on this page.
5. Subscribe to our YouTube channel and post a comment on our channel page, wishing us something for our 10th anniversary.
The contest is open for people from all over the world.
The rules are simple. You can use all 5 ways to enter the contest, increasing your chance to win. You cannot use the same way to enter the contest twice (in fact this might remove you from participation). If you are among the winners and you do not respond to our attempt to contact you within 48 hours we reserve our right to select another winner. In case of a lost package through the courier we will most probably not be able to replace it and send another package.
We are extending the give-away and dividing it in 4 separate phases. All entries qualifies automatically for all phases. A winning entry does not participate in further phases.
Phase 1 (Prize 8/9/10) ends on April 2nd, 2012 at 0am GMT.
Phase 2 (Prize 5/6/7) ends on April 9th, 2012 at 0am GMT.
Phase 3 (Prize 2/3/4) ends on April 16th, 2012 at 0am GMT.
Phase 4 (Champion Prize) ends on April 23rd, 2012 at 0am GMT.


Widower Mark Cage is rusty at relationships. Owner of an award-winning micro-brewery, and supplier to St. Augustine's premiere resort, Essence, his only interest is building his business and raising his teenage daughter. Until he runs into a sweet kindergarten teacher vacationing at the resort. Combined with an inexplicable encounter with a mystical tree, Mark is convinced the woman is his destined match.
His only hope of persuading his skittish lady to go out with him is working with the spa's onsite relationship coach and blogger, Athena Sullivan. Athena is the opposite of everything Mark wants in a woman. Feisty and independent, sparks fly from their first meeting as Athena helps him navigate the dating scene.
After a series of too-perfect, and mind-boggling boring dates, Mark realizes that the woman of his dreams may not be the sweet schoolteacher after all, but the feisty woman who challenges him at every turn.
If he can only open himself up to loving again, he might just find his true soul mate.


text:
Symphony Summer Vivo X27 New Color Variant Announced
Laiba MohsinLast Updated: Jun 9, 2019
Vivo X27 was announced back in March 2019. Recently, Vivo has launched another color variant of the handset named as Symphony Summer. It seems very similar to simple rose gold color, but it has also got some cool light refraction effects that makes it different from all available color options.
Vivo X27 New Color Variant Announced
The new color seems cool giving Summer Vibes. Let's have a look at that.
The X27 features a 6.39-inch FHD+ Super AMOLED display. It comes with super thin bezels on nearly all of its sides. There are two variants of the handset. One of them is powered by the Snapdragon 675 with 8GB of RAM and 128GB of storage while the other one is powered by the Snapdragon 710 processor with 8GB of RAM and 256GB of storage.
The Vivo X27 sports a 16MP pop-up selfie camera. In addition to that, the camera slides out in just 0.68s with colorful light strips flanking it on each side. One of the amazing features of the smartphone is that its LED lights are customizable. You can change between six different colors. On the back of the phone, there is a 48MP f/1.79 Sony IMX586 primary camera, a 13MP wide-angle camera, and a 5MP depth-sensing camera.
Furthermore, the device runs FunTouch OS 9 based on Android 9 straight out of the box. Moreover, it sports a 4000mAh battery with support for Vivo's own FlashCharge 22.5W fast-charging technology. The handset comes with Vivo's 6th generation in-display fingerprint scanner for security as well.


Watch as this guy expertly uses a forklift to pick up a coin and neatly deposit it into a bottle of water.
This forklift driver is very pleased to show off some skills he developed on the job. No its not picking up heavy things and moving them around, this enterprising fellow has worked out how to pick up a coin with a forklift blade and drop it into a plastic bottle. Doesn't exactly sounds impressive, but when you see the size of the machine and the size of the coin we think you'll change your mind. It seems apparent this forklift driver has a fair amount of spare time on his hands at work and he has used every minute to learn this trick.
Working as a forklift driver is much harder than most people initially assume. The steering of the forklift can be a challenge as many of the trucks steer from the rear axle and pivot on the front wheels, the rear end of the forklift swings wide when turning. This can cause many novice drivers to crash or cause accidents with the rear of the forklift. The other problem area is drivers underestimating how long the blades are. It's a common early mistake of drivers to hit objects with the blades as they turn sharply.
If you think you have what it takes to become a driver, there are plenty of training videos on YouTube to get you started before you start the first day of work. But also there is plenty of material to inspire you not to even try.


text:
The Center for a New American Security (CNAS) is an independent, bipartisan, nonprofit organization that develops strong, pragmatic, and principled national security and defense policies. CNAS engages policymakers, experts, and the public with innovative, fact-based research, ideas, and analysis to shape and elevate the national security debate. A key part of our mission is to inform and prepare the national security leaders of today and tomorrow.
CNAS has a 4-star rating from Charity Navigator. This is the highest possible rating and indicates that CNAS adheres to the sector's best practices and executes its mission in a financially efficient way.
Anna Saito Carson
Vice President of Development
Kayvan Chinichian
Jake Penders
Emily Tenuta
CNAS receives support for its work from individuals, corporations, foundations and governments. We are grateful to the generous donors who help make our work possible. You are welcome to view the full list of CNAS supporters.
Individuals, who share the Center's passion in advancing bipartisan national security solutions, participate in the CNAS Council program.
CNAS corporate partners have access to our expert network, shape strategic policy conversations, and affiliate with our nation's leading defense and security policy institute. Learn more about the CNAS Corporate Partnership Program.
CNAS is registered with the Combined Federal Campaign (CFC): #81729
CNAS' most recent IRS Form 990 can be accessed below:
FY2018 | FY2017 | FY2016 | FY2015 | FY2015 (3-month) | FY2014 | FY2013
FY2018 | FY2017 | FY2016
CNAS Funding Guidelines
Intellectual Independence Policy
CNAS is a national security research and policy institution committed to the highest standards of organizational, intellectual and personal integrity. The Center retains sole editorial control over its ideas, projects and productions, and the content of its publications reflects only the views of their authors. In keeping with its mission and values, CNAS does not engage in lobbying activity and complies fully with all applicable federal, state and local laws. Accordingly, CNAS will not engage in any representation or advocacy on behalf of any entities or interests and, to the extent that the Center accepts funding from foreign sources, its activities will be limited to bona fide scholastic, academic, and research-related activities, consistent with applicable federal law.
Political Engagement Policy
Consistent with its bipartisan character and its mission of shaping and elevating the national security debate, CNAS encourages its personnel to become engaged in their personal capacities in political activities, including as advisors to presidential and other campaigns. Such engagement has been core to the Center's impact since its inception, and all CNAS personnel are welcome to participate in their individual capacities. However, it is CNAS policy that the institution shall not engage in political campaigns or activities, and that CNAS personnel participating in them do so solely in their individual capacities on their own time, without using CNAS resources and without suggesting that their views or activities in any way represent the Center as an institution. At the same time, CNAS encourages its personnel to always to act with civility and a spirit of mutual respect, consistent with the Center's mission to deliver bold, innovative, and bipartisan ideas and elevate the national security debate.
CNAS Donor Acceptance and Disclosure Policy
The Center for a New American Security (CNAS) accepts funds from a broad range of sources provided they are for purposes that are in keeping with its mission. These contributions may be payable on an annual basis or over a period of time, or be given as in-kind goods or services. CNAS is grateful for the contributions it receives, which provide critical support that makes the Center's work possible. CNAS respects the intent of its donors by ensuring that the Center uses donor funds in accordance with their wishes.
Acceptance of any contribution is at the discretion of CNAS. Accordingly, each is subject to a condition, which is reflected in a written acceptance letter for any contribution of $250 and above that stipulates that CNAS is accepting such contribution on the condition that CNAS retains intellectual independence and full control over any content funded in whole or in part by the contribution, consistent with the Center's Intellectual Independence Policy.
As a general policy, the Center does not accept anonymous contributions. In appropriate occasions CNAS will make exceptions to this policy for individual donors. CNAS does not accept funds from 501(c)(4) social welfare organizations primarily engaged in political activities.
CNAS publicly acknowledges all its donors who give $250 or more in an annual listing on its website, and may do so in other contexts as well.
The Center does not sell, trade, or rent its donor lists, and does not share donor information with third parties. CNAS takes all reasonable and appropriate measures to prevent unauthorized use of its donor lists.


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text:
// ---------------------------------------------------------------------------- PCH
#include "converter/smr2rdox/pch.h"
// ----------------------------------------------------------------------- INCLUDES
// ----------------------------------------------------------------------- SYNOPSIS
#include "converter/smr2rdox/rdortp.h"
#include "converter/smr2rdox/rdoparser.h"
#include "converter/smr2rdox/rdoparser.h"
#include "converter/smr2rdox/rdoparser_lexer.h"
#include "simulator/runtime/calc/calc_base.h"
// --------------------------------------------------------------------------------

OPEN_RDO_CONVERTER_SMR2RDOX_NAMESPACE

int cnv_rtplex(YYSTYPE* lpval, YYLTYPE* llocp, void* lexer)
{
	LEXER->m_lpval = lpval;
	LEXER->m_lploc = llocp;
	return LEXER->yylex();
}

void cnv_rtperror(YYLTYPE* /*llocp*/, void* /*lexer*/, const char* /*message*/)
{}

// --------------------------------------------------------------------------------
// -------------------- RDORTPResType
// --------------------------------------------------------------------------------
RDORTPResType::RDORTPResType(Converter* pParser, const RDOParserSrcInfo& src_info, bool permanent)
	: RDOParserSrcInfo(src_info            )
	, m_number        (pParser->getRTP_id())
	, m_permanent     (permanent           )
{
	pParser->insertRTPResType(LPRDORTPResType(this));
}

RDORTPResType::~RDORTPResType()
{}

void RDORTPResType::addParam(const LPRDORTPParam& param)
{
	if (findRTPParam(param->name()))
	{
		Converter::s_converter()->error().error(param->src_info(), rdo::format("Параметр уже существует: %s", param->name().c_str()));
	}
	m_params.push_back(param);
}

void RDORTPResType::addParam(const std::string& /*param_name*/, rdo::runtime::RDOType::TypeID /*param_typeID*/)
{
	NEVER_REACH_HERE;
}

LPRDORTPParam RDORTPResType::findRTPParam(const std::string& paramName) const
{
	ParamList::const_iterator it = std::find_if(m_params.begin(), m_params.end(), compareName<RDORTPParam>(paramName));
	return it != m_params.end() ? *it : LPRDORTPParam();
}

void RDORTPResType::finish()
{}

std::size_t RDORTPResType::getRTPParamNumber(const std::string& paramName) const
{
	ParamList::const_iterator it = std::find_if(m_params.begin(), m_params.end(), compareName<RDORTPParam>(paramName));
	return it != m_params.end() ? it - m_params.begin() : UNDEFINED_PARAM;
}

void RDORTPResType::writeModelStructure(std::ostream& stream) const
{
	stream << getNumber() << " " << name() << " " << getParams().size() << std::endl;
	for (std::size_t i = 0; i < getParams().size(); i++)
	{
		stream << "  " << (i+1) << " ";
		getParams().at(i)->writeModelStructure(stream);
	}
}

/*
// --------------------------------------------------------------------------------
// -------------------- RDORTPFuzzyMembershiftFun - ф-ия принадлежности нечеткого терма
// --------------------------------------------------------------------------------
RDORTPFuzzyMembershiftFun::RDORTPFuzzyMembershiftFun(Converter* pParser):
	RDOParserObject(pParser)
{
	for (std::size_t i = 0; i < m_points.size(); i++)
	{
//		double x = m_points[i]->getX();
	}

	Items::iterator it = m_points.begin();
	while (it != m_points.end())
	{
		double x = (*it)->getX();
		it++;
	}
}
// --------------------------------------------------------------------------------
// -------------------- RDORTPFuzzyTerm - нечеткий термин
// --------------------------------------------------------------------------------
RDORTPFuzzyTerm::RDORTPFuzzyTerm(Converter* pParser, const RDOParserSrcInfo& src_info, RDORTPFuzzyMembershiftFun* pMembersfift_fun):
	RDOParserObject(pParser)
{

}*/

CLOSE_RDO_CONVERTER_SMR2RDOX_NAMESPACE

redpajama_set_name: RedPajamaGithub


text:
Ticket lottery launched for the CFR in Red Deer
CFR runs Oct. 30th to Nov. 4th
Red Deer Express Staff
Apr. 9, 2018 10:30 a.m.
A ticket lottery was launched for the 45th edition of the Canadian Finals Rodeo happening in Red Deer Oct. 30th to Nov. 4th at the Enmax Centrium.
The All-In-Pack was announced April 6th, and includes access to all seven performances. Prices range from $261 to $498 plus applicable fees and taxes.
There are 4,100 All-In-Packs and people can register for the lottery until April 22nd.
Parks Canada updating its reservation system to book camping and other activities
Imperial Oil reports $1.73-billion Q4 profit, up from $813 million a year earlier
NY high school students injured when bus strikes overpass
Canadian police chiefs launch professionalism survey