text:
require File.dirname(__FILE__) + '/spec_helper'

describe Hash, '.from_xml' do

  before(:each) do
    @xml_options = { :root => :person, :skip_instruct => true, :indent => 0 }
  end

  it 'parses a single record' do
    topic_xml = <<-EOT
      <topic>
        <title>The First Topic</title>
        <author-name>David</author-name>
        <id type="integer">1</id>
        <approved type="boolean"> true </approved>
        <replies-count type="integer">0</replies-count>
        <replies-close-in type="integer">2592000000</replies-close-in>
        <written-on type="date">2003-07-16</written-on>
        <viewed-at type="datetime">2003-07-16T09:28:00+0000</viewed-at>
        <content type="yaml">--- \n1: should be an integer\n:message: Have a nice day\narray: \n- should-have-dashes: true\n  should_have_underscores: true\n</content>
        <author-email-address>david@loudthinking.com</author-email-address>
        <parent-id></parent-id>
        <ad-revenue type="decimal">1.5</ad-revenue>
        <optimum-viewing-angle type="float">135</optimum-viewing-angle>
        <resident type="symbol">yes</resident>
      </topic>
    EOT

    expected_topic_hash = {
      :title => "The First Topic",
      :author_name => "David",
      :id => 1,
      :approved => true,
      :replies_count => 0,
      :replies_close_in => 2592000000,
      :written_on => Date.new(2003, 7, 16),
      :viewed_at => Time.utc(2003, 7, 16, 9, 28),
      :content => { :message => "Have a nice day", 1 => "should be an integer", "array" => [{ "should-have-dashes" => true, "should_have_underscores" => true }] },
      :author_email_address => "david@loudthinking.com",
      :parent_id => nil,
      :ad_revenue => BigDecimal("1.50"),
      :optimum_viewing_angle => 135.0,
      :resident => :yes
    }.stringify_keys

    Hash.from_xml(topic_xml)["topic"].should == expected_topic_hash
  end

  it 'parses a single record with nil values' do
    topic_xml = <<-EOT
      <topic>
        <title></title>
        <id type="integer"></id>
        <approved type="boolean"></approved>
        <written-on type="date"></written-on>
        <viewed-at type="datetime"></viewed-at>
        <content type="yaml"></content>
        <parent-id></parent-id>
      </topic>
    EOT

    expected_topic_hash = {
      :title      => nil,
      :id         => nil,
      :approved   => nil,
      :written_on => nil,
      :viewed_at  => nil,
      :content    => nil,
      :parent_id  => nil
    }.stringify_keys

    Hash.from_xml(topic_xml)["topic"].should == expected_topic_hash
  end

  it 'parses multiple records' do
    topics_xml = <<-EOT
      <topics type="array">
        <topic>
          <title>The First Topic</title>
          <author-name>David</author-name>
          <id type="integer">1</id>
          <approved type="boolean">false</approved>
          <replies-count type="integer">0</replies-count>
          <replies-close-in type="integer">2592000000</replies-close-in>
          <written-on type="date">2003-07-16</written-on>
          <viewed-at type="datetime">2003-07-16T09:28:00+0000</viewed-at>
          <content>Have a nice day</content>
          <author-email-address>david@loudthinking.com</author-email-address>
          <parent-id nil="true"></parent-id>
        </topic>
        <topic>
          <title>The Second Topic</title>
          <author-name>Jason</author-name>
          <id type="integer">1</id>
          <approved type="boolean">false</approved>
          <replies-count type="integer">0</replies-count>
          <replies-close-in type="integer">2592000000</replies-close-in>
          <written-on type="date">2003-07-16</written-on>
          <viewed-at type="datetime">2003-07-16T09:28:00+0000</viewed-at>
          <content>Have a nice day</content>
          <author-email-address>david@loudthinking.com</author-email-address>
          <parent-id></parent-id>
        </topic>
      </topics>
    EOT

    expected_topic_hash = {
      :title => "The First Topic",
      :author_name => "David",
      :id => 1,
      :approved => false,
      :replies_count => 0,
      :replies_close_in => 2592000000,
      :written_on => Date.new(2003, 7, 16),
      :viewed_at => Time.utc(2003, 7, 16, 9, 28),
      :content => "Have a nice day",
      :author_email_address => "david@loudthinking.com",
      :parent_id => nil
    }.stringify_keys

    Hash.from_xml(topics_xml)["topics"].first.should == expected_topic_hash
  end

  it 'parses a single record with attributes *other* than "type"' do
    topic_xml = <<-EOT
    <rsp stat="ok">
      <photos page="1" pages="1" perpage="100" total="16">
        <photo id="175756086" owner="55569174@N00" secret="0279bf37a1" server="76" title="Colored Pencil PhotoBooth Fun" ispublic="1" isfriend="0" isfamily="0"/>
      </photos>
    </rsp>
    EOT

    expected_topic_hash = {
      :id => "175756086",
      :owner => "55569174@N00",
      :secret => "0279bf37a1",
      :server => "76",
      :title => "Colored Pencil PhotoBooth Fun",
      :ispublic => "1",
      :isfriend => "0",
      :isfamily => "0",
    }.stringify_keys

    Hash.from_xml(topic_xml)["rsp"]["photos"]["photo"].should == expected_topic_hash
  end

  it 'parses an empty array' do
   blog_xml = <<-XML
     <blog>
       <posts type="array"></posts>
     </blog>
   XML
   expected_blog_hash = {"blog" => {"posts" => []}}
   Hash.from_xml(blog_xml).should == expected_blog_hash
  end

  it 'parses an empty array with whitespace' do
    blog_xml = <<-XML
      <blog>
        <posts type="array">
        </posts>
      </blog>
    XML
    expected_blog_hash = {"blog" => {"posts" => []}}
    Hash.from_xml(blog_xml).should == expected_blog_hash
  end

  it 'parses an array with one entry' do
    blog_xml = <<-XML
      <blog>
        <posts type="array">
          <post>a post</post>
        </posts>
      </blog>
    XML
    expected_blog_hash = {"blog" => {"posts" => ["a post"]}}
    Hash.from_xml(blog_xml).should == expected_blog_hash
  end

  it 'parses an array with multiple entries' do
    blog_xml = <<-XML
      <blog>
        <posts type="array">
          <post>a post</post>
          <post>another post</post>
        </posts>
      </blog>
    XML
    expected_blog_hash = {"blog" => {"posts" => ["a post", "another post"]}}
    Hash.from_xml(blog_xml).should == expected_blog_hash
  end

  it 'parses a file' do
    blog_xml = <<-XML
      <blog>
        <logo type="file" name="logo.png" content_type="image/png">
        </logo>
      </blog>
    XML
    hash = Hash.from_xml(blog_xml)
    hash.has_key?('blog').should be_true
    hash['blog'].has_key?('logo').should be_true

    file = hash['blog']['logo']
    file.original_filename.should == 'logo.png'
    file.content_type.should == 'image/png'
  end

  it 'parses a file with defaults' do
    blog_xml = <<-XML
      <blog>
        <logo type="file">
        </logo>
      </blog>
    XML
    file = Hash.from_xml(blog_xml)['blog']['logo']
    file.original_filename.should == 'untitled'
    file.content_type.should == 'application/octet-stream'
  end

  it 'parses XSD-like types' do
    bacon_xml = <<-EOT
    <bacon>
      <weight type="double">0.5</weight>
      <price type="decimal">12.50</price>
      <chunky type="boolean"> 1 </chunky>
      <expires-at type="dateTime">2007-12-25T12:34:56+0000</expires-at>
      <notes type="string"></notes>
      <illustration type="base64Binary">YmFiZS5wbmc=</illustration>
    </bacon>
    EOT

    expected_bacon_hash = {
      :weight => 0.5,
      :chunky => true,
      :price => BigDecimal("12.50"),
      :expires_at => Time.utc(2007,12,25,12,34,56),
      :notes => "",
      :illustration => "babe.png"
    }.stringify_keys

    Hash.from_xml(bacon_xml)["bacon"].should == expected_bacon_hash
  end

  it 'trickles the "type" attribute through, when unknown' do
    product_xml = <<-EOT
    <product>
      <weight type="double">0.5</weight>
      <image type="ProductImage"><filename>image.gif</filename></image>

    </product>
    EOT

    expected_product_hash = {
      :weight => 0.5,
      :image => {'type' => 'ProductImage', 'filename' => 'image.gif' },
    }.stringify_keys

    Hash.from_xml(product_xml)["product"].should == expected_product_hash
  end

  it 'unescapes text nodes' do
    xml_string = '<person><bare-string>First & Last Name</bare-string><pre-escaped-string>First &amp; Last Name</pre-escaped-string></person>'
    expected_hash = {
      :bare_string        => 'First & Last Name',
      :pre_escaped_string => 'First & Last Name'
    }.stringify_keys
    Hash.from_xml(xml_string)['person'].should == expected_hash
  end

  it 'parses Hash.to_xml output' do
    hash = {
      :bare_string        => 'First & Last Name',
      :pre_escaped_string => 'First & Last Name'
    }.stringify_keys

    Hash.from_xml(hash.to_xml(@xml_options))['person'].should == hash
  end

  it 'parses a datetime with UTC time' do
    alert_xml = <<-XML
      <alert>
        <alert_at type="datetime">2008-02-10T15:30:45Z</alert_at>
      </alert>
    XML
    alert_at = Hash.from_xml(alert_xml)['alert']['alert_at']
    alert_at.utc?.should be_true
    alert_at.should == Time.utc(2008, 2, 10, 15, 30, 45)
  end

  it 'parses a datetime with non-UTC time' do
    alert_xml = <<-XML
      <alert>
        <alert_at type="datetime">2008-02-10T10:30:45-05:00</alert_at>
      </alert>
    XML
    alert_at = Hash.from_xml(alert_xml)['alert']['alert_at']
    alert_at.utc?.should be_true
    alert_at.should == Time.utc(2008, 2, 10, 15, 30, 45)
  end

  it 'parses a datetime with a far-future date' do
     alert_xml = <<-XML
       <alert>
         <alert_at type="datetime">2050-02-10T15:30:45Z</alert_at>
       </alert>
     XML
     alert_at = Hash.from_xml(alert_xml)['alert']['alert_at']
     alert_at.utc?.should be_true
     alert_at.year.should   == 2050
     alert_at.month.should  == 2
     alert_at.day.should    == 10
     alert_at.hour.should   == 15
     alert_at.min.should    == 30
     alert_at.sec.should    == 45
  end

  it 'undasherizes the root node name' do
    xml = <<-EOT
<?xml version="1.0" encoding="UTF-8"?>
<with-dash>
  <another-dash>text</another-dash>
</with-dash>
    EOT
    expected_hash = { "with_dash" => {"another_dash"=>"text"} }
    Hash.from_xml(xml).should == expected_hash
  end
end

redpajama_set_name: RedPajamaGithub


text:
Q: передача List в другую активити Как передать List<String>list= new ArrayList<>() в другую активити? Ну или в ViewPager?

A: Вам надо поместить ваш список сторок в Intent, коий вы запускаете вторую активити с помощью метода Intent#putStringArrayListExtra(String key, ArrayList<String> list). Потом, во второй активити вам надо по ключу вытащить этот список из интенета.
В первой активити:
ArrayList<String> ar = new ArrayList<String>();
ar.add("Apple");
ar.add("Banana");

Intent i = new Intent(this, SecondActivityClassName.class);
i.putStringArrayListExtra("list", ar);
startActivity(i);

Во второй:
ArrayList<String> ar1 = getIntent().getExtras().getStringArrayList("list");

redpajama_set_name: RedPajamaStackExchange


text:
How 3 Friends Made a Multibillion-Dollar Business of Indonesia's Street Stalls
By Karen Gilchrist, CNBC • Published February 2, 2021 • Updated on February 2, 2021 at 9:46 pm
Indonesia is renowned for its millions of traditional family-owned street stalls, or "warungs." But behind the scenes of many of them is a multibillion-dollar business.
And as it helps small businesses modernize, retail start-up Bukalapak is hoping to revive an iconic segment of the country's economy.
"Every maybe 50 or 100 houses, there will be one of these guys who opens a shop in their house and they sell basic goods: Water, soap, coffee or whatever. They have been like that since the beginning and, as the economy grew, they are basically left behind," Bukalapak CEO Rachmat Kaimuddin told CNBC Make It.
A neighborhood business
Bukalapak is an Indonesian e-commerce marketplace designed to help the country's millions of mom-and-pop kiosks come online.
Today, the company boasts tens of millions of customers across the sprawling archipelago. But when it was founded in 2010 by Achmad Zaky, it was simply a way to help his neighbors.
"My predecessor, Zaky, one day went back to his hometown," said Kaimuddin. "He saw all these small businesses, his neighbors, and he was taken aback and realized these guys have looked the same for decades."
"Now I know technology, I've learned about the internet and everything, and I wonder how could I ... help people improve, do better," he said.
So, Zaky, who was then a 23-year-old student, teamed up with his friends Fajrin Rasyid and Nugroho Herucahyono from the Bandung Institute of Technology to create a site to help small businesses sell online.
"The capital he used to start this company is just the registration fee to register the website. It's like 80,000 rupiah or maybe about $5. That is the seed capital of Bukalapak," said Kaimuddin.
Supporting small sellers
Before long, Bukalapak was live, acting as a third-party intermediary to support purchases between consumers and merchants. But the company's real breakthrough came some years later.
In 2017, the company launched Mitra Bukalapak to help these shops compete with modern retailers by offering additional online services such as bill payments and phone top-ups.
Bukalapak CEO Rachmat Kaimuddin meets with Mitra Bukalapak stall owners during the pandemic.
Mitra Bukalapak also connects warungs to consumer goods distributors, narrowing their supply chain, lowering the cost price of their wares and increasing the profit margins for those micro businesses.
In the same year, the company, which earns a commission for each transaction, reached a billion-dollar valuation.
Leading through the pandemic
In January 2020, after a decade at the helm, Zaky stepped down as CEO. Kaimuddin, a 41-year-old former banker, was selected as his successor. Zaky, who now runs an entrepreneurship foundation, still holds an advisory role with the company, while co-founders Rasyid and Herucahyono have both left the firm.
"Zaky (was) basically saying, look, I've led this company from zero and it's probably time for me to extract myself. We probably need someone who can make this (company) more professional, bigger, and we see that you could help us. I was like, okay. Really?" said Kaimuddin.
However, within Kaimuddin's first 100 days in the job, the pandemic struck. The subsequent lockdowns hit the millions of warungs and small and medium-sized enterprises hard. Bukalapak had to step up.
"We need to ensure that the SMEs can still transact. The only way to do that now, or at the time, was online. So, our task is to create a much more efficient onboarding process," he said. "Failure is not an option: We cannot just give up and say like, okay, Covid, let's take a break for a year. People actually need us."
E-commerce on the rise
E-commerce, meanwhile, has been one of the pandemic's big winners. In 2020, Indonesia's digital consumers surged 37% as lockdowns led more people to try new services online. In the same year, online spending rose 11% to hit $44 billion. By 2025, that figure is expected to almost triple to $124 billion.
Bukalapak has ridden that wave, recording a 130% surge in transactions in 2020. The company now serves 13.5 million micro, small and medium enterprises and 100 million customers.
That rapid adoption should help Kaimuddin with his primary task — reaching profitability.
"This is a big organization and we want to be there for a long time," he said. "Of course, growth is nice and we all want to have more growth, more transactions, more customers. But we need to see whether we can create an organization that can be self-sustaining moving forward."
Indonesia's growth opportunity
That hasn't stopped investors from piling onto the business.
In January 2021, Standard Chartered bank became the latest corporation to join a $200 million funding round to fuel the company's expansion. The partnership will help build Bukalapak's digital banking service, while a separate deal with Microsoft will see the company adopt the tech giant's Azure cloud computing platform.
Other investors include Indonesian media conglomerate Emtek, Alibaba-affiliate Ant Group and Singapore's sovereign wealth fund GIC, pushing the company's estimated valuation to between $2.5 billion and $3 billion.
That ranks the 11-year-old company among Indonesia's growing number of unicorns, which include fellow e-commerce player Tokopedia, ride-hailing giant Gojek and travel site Traveloka. The world's fourth most-populous country has the largest number of internet users in Southeast Asia, and analysts say it has potential for more growth.
"A lot of folks feel the demographic dividends are going to pay off: 270 million people, most of them with smartphones now," said Khailee Ng, managing partner of 500 Startups and one of Bukalapak's early investors. "What is super fascinating to me is that how much of that investment goes into tier-one city-targeted business models, versus Indonesia business models."
Preparing to go public
Still, some analysts are skeptical about Bukalapak's ability to expand beyond Indonesia, given its hyperlocal roots. But Kaimuddin says he is confident that the company has plenty of room to grow.
"I'm not going to say that we just want to stay in Indonesia," he said. "But Indonesia, today, is a big enough market to keep us very busy, and we still feel like we have a lot of homework to do. I don't think we've even scratched the surface if you talk about underserved markets in Indonesia."
Getty Images | photo3idea
Street vendors sell fresh produce at an Indonesian market.
Indeed, after recording major growth in 2020, and with potential for more on the horizon, the CEO said Bukalapak may be gearing up for an initial public offering later in 2021.
"Having access to capital markets is good to have for a growing company," he said. "We are not to say anything until we have proof. But, of course, this is something that we understand to be important and we are preparing ourselves to be IPO-ready," he said.
Don't miss: How this 34-year-old chess champion became India's youngest new billionaire
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redpajama_set_name: RedPajamaCommonCrawl


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text:
← Venice – Metropolis in the Blue Lagoon
Fairytale Walks →
In the Drawing Room of Europe – Piazza San Marco in Venice
Piazza San Marco – or St. Mark's Square – is the main Piazza of Venice, Italy. The place consists of two parts: the main square, called Piazza, going from west to east, and the Piazzetta, that goes in an L-shape towards the sea facing south. I'll talk about the whole complex.
It depends on what side you will enter the Piazza San Marco but if it is the west end, then you will face the huge, imposing basilica of San Marco with a separated bell tower (campanile). The huge place makes an L-turn on the other end between the basilica of San Marco and the campanile to lead to the sea. And because of being so near to the sea, during winter time very often happens the today famous "Acqua Alta" when the whole piazza is flooding.
Now in summer tourists are 'flooding' the piazza, walking in the sunshine and admiring the beauty of the place and especially the basilica.
We need a little bit of history here: In the beginning Venice's patron was St Theodore but around 830 some relics of Saint Mark were stolen in Alexandria, Egypt, and brought to Venice. The Venetians adopted him as a new patron. At this time the city was fighting to free itself from the domination of Byzantium.
The relics of Saint Mark were stored first in the Doge's Palace, and he ordered to build a new church for the new patron. Already in 836, just 7 or 8 years later, the church was sufficiently built to house the remains of the saint. Initially there was much more water around were today the piazza is situated. It seems that until the second part of the 12th century the piazza was just a field or small place with canals in use. It was the wealthy Doge Sebastiano Ziani who started building the piazza like we know it today. Venice was growing rapidly and got more and more influence in the middle ages so it needed also an appropriate piazza in front of its main church, the basilica. The canal Rio Baratario was filled, a piece of land bought from a monastery and plans started for buildings surrounding the piazza. These buildings he left to the state after his death. But his son Pietro became Doge later and continued to create the piazza. The exact dates of the buildings are unknown.
The Procuratie, the long building on the right of the piazza (seen from the basilica) was built as offices and residences for the procurators. Opposite there were other important buildings like the hospice Ospizio Orseolo which at that time was a hostel for pilgrims into the holy land.
When Constantinople was captured in 1204, Venice was shipping a lot of valuable objects to its own town as adornment. During this period the mosaics and marble appeared on the west facade of St. Marks, plus the four horses. All coming from Constantinople.
In the end of the century the new Doge's palace was built, just half, until the 7th pillar (watch out for a circular relief). 50 years later also the remaining old palace was demolished and rebuilt – in the honor of the city.
The clock tower was designed by Codussi and started to be built in 1496. Therefore, a part of the Procuratie was demolished and opened to the Calle Mercerie, leading to the bridge of Rialto. Less than 3 years later the clock-tower was ready, the new, astronomical clock installed.
A fire only 10 years later destroyed a good part of the Procuratie and the whole complex was rebuilt, this time 3 stories high. The beautiful arches were rebuilt, the lower storey was used for shops.
Jacopo Sansovino from Rome as a consultant architect made the plans for the new Procuratie opposite the old one, with a library facing the Doge's palace. He insisted on enlarging the piazza which until now was limited at the bell-tower. He also finished rebuilding the St. Geminiano church at the south end of the piazza.
The Procuratie Nuove were continued by Vincenzo Scamozzi but not completed before 1640 by Baldassare Longhena and 70 years after the death of Sansovino.
Under Napoleon in the late 18th century the winged lion and the four horses on the top of the doors of the basilica were removed and brought to Paris, as Napoleon wanted to take away the symbols of a free Venice. They only returned in 1815/16.
The piazza originally was paved in a herringbone pattern with bricks. The white lines you see today were maybe laid for the many processions and markets here, to help to set them up. During winter time you can see the piazza often being flooded by the sea water coming in with the storms and then laid around the piazza gangplanks to let people walk above the water.
The famous picture of the many pigeons flying in the Piazza San Marco must be very old. I saw a few, they are not shy, but nothing really special. I enjoyed the piazza not only during the daytime but also in the evening and nighttime.The concert of Zucchero was amazing, the acoustic simply perfect. Early in the morning the place is impressive; nearly no people, the sun slowly coming up and putting a golden veil on the buildings, silence, just another world.
I confess it has been many years that I wanted to visit Venice but always thought about it as the most touristic place. It has a lot of tourists but it is not that bad and there are many hours the lagoon city seems to be nearly empty: in the night and in the early morning hours.
Venice, Veneto/Italy:
Tourism Board of Venice
Some books of Donna Leon I highly recommend:
Like a Bridge over Troubled Water – Bridges in Venice
Venice – Metropolis in the Blue Lagoon
The Church of Gold in Venice
This entry was posted in Europe, Italy, ON TRAVEL, Veneto and tagged venice. Bookmark the permalink.


His stature is such that there aren't many places Leonard Adams can wander in the Central Area of Long Beach where he isn't instantly recognized. Being 6-foot-5 helps, but Adams is as known for his activism as his physical presence, having been a staple in the neighborhood since he moved there from Compton in 1973.
"When I go places with my wife, she says 'Everyone knows you,'" Adams says.
It's easy enough to see why. Since moving to Long Beach, Adams has always been involved in some sort of civic activity. Beneath his big, seemingly intimidating exterior, he is actually very sensitive and compassionate, and that is the side of him that comes out when he is reaching out to the less fortunate. Whether helping homeless vets, mentoring young fathers, counseling gang members or serving on the city's Citizen Police Complaint Commission—he is the Sixth District representative—Adams could always be found doing his part and then some.
Friend and fellow activist Erroll Parker calls Adams "a guy who genuinely cares about others," and said he has met few who can match Adams in ministering to the disadvantaged.
Adams seems as at home with city and community leaders in a meeting room as he is with kids on a street corner. At community functions, he'll often sprawl low in a chair and quietly observe the goings-on before engaging. When he speaks in his bass voice it is slow, deliberate and serious, but generally commands attention. He carefully parses his words and tries not to offend.
At the time of his retirement, Adams planned to relax and spend his time watching grandson Adolfo Thomas play basketball for Poly High. But it didn't stick. Although Adams still organizes his week to get out to Poly games, he is also back into volunteering and activism.
He is also assistant director of Developing Future Leaders, a group that provides free art, music and after-school activities for kids as well as backpack, Christmas toy and food giveaways. He works with Long Beach Advocates for Change, the annual Martin Luther King Jr. Parade and Celebration, where he has been a grand marshal three times. And he still works part-time.
That's what retirement looks like to a guy like Adams.
Adams came to his activism from growing up in segregated and racist times in Alabama. He remembers being chased by white men while trying to register blacks to vote in his hometown of Mt. Vernon, Alabama in the 1960s. He remembers having to run into the woods to elude his pursuers. He recalls the first time his mother went to vote, returning from a polling place with dog bite marks. He attended a segregated high school and was pelted with rocks if he went through white neighborhoods on his scooter.
He said it was from working with a blind activist named Monroe Bishop, that his eyes were opened to racial injustice. Despite his segregated South roots he seems to harbor no grudges. He is neither a firebrand nor an apologist, rather, he is known for working diligently with others regardless of race.
Most of the adults who grew up in Long Beach's Sixth District in the last 45 years know Adams either as a playground supervisor and referee at Martin Luther King Jr. Park, or as a volunteer for the Boys and Girls Club. For years, he has worked on the streets as an outreach worker with the now-defunct Role of Men, which helped young fathers develop parenting and life skills.
"I think that's the most outstanding work he did," Parker said.
Adams was particularly proud of his work with the homeless as an outreach specialist, particularly with veterans.
"As you help the veterans you really feel what they're going through," he said.
Through his work with the homeless, Adams gained some notice for helping several celebrated clients. One was Claudius Linton, a former reggae musician from the Trench Town section of Kingston, Jamaica, and a contemporary of Bob Marley. Adams helped Linton with housing and even got him back on stage to perform a few last times before Linton passed away from illness.
Another client was Doris Payne, a notorious jewel thief with a 70-year criminal career, who drifted through Long Beach in 2015. Adams helped her find temporary shelter at the Colonial Motel, before Payne moved on with her life of crimes and misdemeanors.
Andrews is particularly impressed with Adams' work with the homeless.
Adams said his work for the Midnight Madness basketball program from 1995-2009, where the gym at McBride Park became neutral ground for members of various Crips and Bloods factions, was pivotal.
"That taught me a lot about humans, as we embarked on trying to turn gang bangers into solid citizens through basketball," he said.


In this world premiere farce, Dan is a self-made man from blue collar Houston while his fiancé is from Dallas — Highland Park, to be exact. When a carpenter shows up to build the wedding gazebo, looking suspiciously like Dan, all hell breaks loose, with mistaken identities, family secrets, accidental partner swaps and so many laughs.
Robert Askins' play Hand to God received an Obie Award, was nominated for Tony and Olivier awards, and was one of the most widely produced plays in the country in 2016. A graduate of Baylor University, he is currently developing two feature film projects and a comedy series for HBO.


The UN envoy on Western Sahara talks between Morocco and the Polisario Front has invited the parties and neighboring countries to Berlin for bilateral talks, a UN spokesperson said Tuesday.
Former German president Horst Koehler has invited the foreign ministers of Morocco, Algeria and Mauritania, as well as Polisario Front Secretary-General Brahim Ghali, Koehler's spokesman said.
Koehler was appointed in August as special envoy to lead a new UN push for talks between Morocco and the Algerian-backed Polisario Front on Western Sahara.
Morocco and the Polisario fought for control of Western Sahara from 1974 to 1991, with Rabat taking over the desert territory before a UN-brokered ceasefire in the former Spanish colony.
Rabat considers Western Sahara an integral part of Morocco and proposes autonomy for the resource-rich territory, but the Polisario Front insists on a UN referendum on independence.
The announcement of the Berlin invitation coincides with a rise of tension in the region.
Morocco accuses the Polisarios of carrying out raids into the buffer zone on the border with Mauritania.
The United Nations opened negotiations between Morocco and the Polisario in 2007 and there have been several rounds since, with the latest held outside of New York in 2012.


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text:
Home Family HealthProstate Cancer Primer for Women
Prostate Cancer Primer for Women
https://spryliving.com/articles/prostate-cancer-journal/
By Spry Contributor on September 1, 2010
https://i2.wp.com/spryliving.com/wp-content/uploads/2010/09/34m403.jpg?resize=150%2C150&ssl=1
Prostate Cancer Journal – Day 1 "You've got cancer." Dr. Price said it in a very matter-of-fact tone. No sugar coated, "I have some bad news for you." Nothing to wash it down. Bad news, served straight up without a garnish.
I could hear Charlotte choking back tears. I couldn't look at her. I suppressed a strong urge to throw up. We spent the next five minutes discussing the Gleason Grading Scale, success rates, surgery and what happens "after." Then stumbled out into the bright, fluorescent-lit hallway and walked like zombies toward the bank of gun-metal gray elevators.
The doors slammed shut behind us with a metallic CLANK like the sound of prison cell. She cried softly and hugged me so tight it gave me the impression she was afraid I might float away. My body felt like lead. I wasn't going anywhere.
"It'll be ok," I mumbled.
I didn't know who I was trying to convince.
The day after my diagnosis my wife Charlotte summed up prostate cancer pretty well: "It's about the worst disease a man can get."
I corrected her without missing a beat.
"No," I said. "It's not about the worst disease a man can get. It is the worst disease a man can get."
She had no idea.
I knew the morning of my diagnosis that my life — our life together — was in for a huge change. This was big — ATOM BOMB big. The life I had known when I walked into that exam room was officially over. I was now the guy with cancer. Worst of all, I didn't know where to turn or what to do next. By the time we walked out of the doctor's office, I was just a robot going through the motions. I fell back on the only thing that even came close to making me feel like a man. I held my wife in an empty elevator and told her everything was going to be OK. The truth is, I'd never felt so alone in my life. I didn't have a clue what I was talking about.
Charlotte was desperate and determined to help me. At first, I was just as desperate and determined not to let her help. I could handle this by myself. It was as if I had stepped fully formed out of a celluloid frame in a John Ford western.
Face it, men are different. This goes a lot deeper than what you learned in fifth grade health class. We think differently. We react differently and we deal with difficult situations differently.
If someone you love has been diagnosed with prostate cancer, don't give up. With knowledge and understanding, you can help him survive and possibly build an even stronger relationship.
Here are five things every woman should know about the illness that affects one in six men.
1. He Isn't Going To Die In The Next 15 Minutes
After you get past the shock of diagnosis, consider this: Prostate cancer survival rates are very high and his chances are excellent. According to the American Cancer Society:
• The 5-year survival rate is 97%
• The 10-year survival rate is 79%
Compared to other forms of malignant carcinoma the prognosis for prostate cancer is really very good. It is nearly 100% survivable if detected early.
The disease is diagnosed every 2.6 minutes and it knows someone in every field of endeavor — from punks (Joey Ramone) to poets (Robert Frost) and politicians (Rudy Guliani) to pundits (David Brinkley). Prostate cancer is the most common cancer in American men. It is the second leading cause of cancer death among men (lung cancer is number one).
2. He'll be Depressed.
Your guy will go through the five stages of grief (denial-anger-bargaining-depression-acceptance) in no particular order. He may start with depression and then work his way back to denial. Everyone has a different experience. One thing is certain. At some point he'll be depressed.
Some men are depressed immediately after diagnosis. Others get depressed when they encounter the by-products of surgery like erectile dysfunction (ED) (impotence). ED is common among most prostate cancer patients. For some men it's temporary. For others it's permanent. You can help by encouraging him to become more knowledgeable about the disease or suggesting a night out with the guys. A little male bonding can go a long way towards lifting his spirits. Encourage your man to talk about what's going on and how he's feeling about his progress. Your conversation may not turn his mountains into mole hills, but you can definitely show him they can be climbed.
3. He Doesn't Know As Much As You Think
Just because he's a guy doesn't mean he knows anything about his prostate. Most men can't even tell you where it's located, or what it does. You can do a lot just by helping him answer his questions. Go with him to the bookstore, library, or help him search online. Ask your friends if they know anyone else experiencing prostate cancer and talk with them. Your goal is to make him the best informed prostate cancer patient possible.
There is a lot of excellent material out there, but there's so much it can be overwhelming. The "Bible" on prostate cancer is, A Primer on Prostate Cancer: The Empowered Patient's Guide by Stephen B. Strum and Donna Pogliano. It's a very detailed and well researched book that will probably tell you more than you want to know.
You can also find plenty of prostate cancer-specific information at WebMD (www.webmd.com). The postings on the WebMd prostate cancer message board are very informative, educational and enlightening. The "brothers" on this board will also answer your specific questions about anything related to this illness.
4. He'll Fight the Disease and Maybe You Along With It
You're in for a few arguments. Men and women really don't see things the same way. My first instinct was to adopt a "me-against-the-world" attitude. It didn't do either of us any good. Charlotte helped me overcome this by fostering a "team" spirit. After a while we became a dedicated force ready to navigate our way through the prostate cancer maze.
That's not to say that your guy will always be open to your ideas or suggestions. He won't. Give him a little room. If you're met with resistance try again later. Allow him to get used to each new situation before he's forced to accept something else. Let him negotiate the pace and guide him toward the best treatment, care and advice.
Prostate Cancer Journal – Day 28 — Charlotte and I left the doctor's office and headed back to work. We had one of the biggest fights we'd had since I was diagnosed.
"So, what are you thinking you'd like to eat next week?" she asked. It was a simple question, but it hit me funny.
"I dunno," I mumbled as I threaded my way through traffic. "Angel hair pasta, stuff that's easy to digest."
My response caught her funny and her lip began to quiver. All I could think was how insignificant food was when I was facing the toughest battle of my life.
"What do I want to eat? How about a plate of cancer with a side of chemo?" I caught myself before the words came out.
I yelled. We argued. The conversation centered on my feelings that I was headed to a funeral and her feelings that she wasn't helping. Is there any good way to deal with this?
Cancer is a topic they never covered on Leave it to Beaver when I was growing up. I don't remember Ward ever discussing it with June.
5. He'll Recover Faster With an Attitude of Gratitude
Groucho Marx said he'd never join a club that would have him as a member. That's prostate cancer: the club no man wants to join. It isn't easy coming to terms with the fact that you have prostate cancer. Charlotte had a lot to do with my acceptance of the disease. First, she accepted me for what I was. She embraced every stage of recovery and provided me the support to clear every road block. Time, at least to her, was the cherished commodity. As far as she was concerned, difficulties like impotence could be overcome. The important thing was that we had been given a second chance.
Her unconditional love helped me develop an attitude of gratitude. Most people are harder on themselves than they are on others. I expected — no, demanded — a fast and efficient recovery. What I got was a slow and inefficient recovery that allowed me to develop a better appreciation for good health, good friends and a wonderful wife.
Prostate Cancer Journal – Day 357
Charlotte and I were making our first cross-country road trip after surgery and we talked about my recovery and how we were handling it.
"Do you ever have a day when you don't think about this?" she asked.
"I like to focus on the future," I said. "The other stuff depresses me."
"Like what?" she asked.
"Impotence. It makes me so frustrated … ," my voice drifting off until it was completely covered by the whine of the tires on the dry pavement.
"What does Dr. Lee say?" she continued, trying not to sound too concerned.
"He says it could take up to 36 months. After that it's anyone's guess," I said.
"It's early then," she said. "Give it time."
"But, if you really push him he'll say, 'Mr. Hill I am sorry. We had to take one-half of your nerves in the surgery. We did our best.'"
"So, what does that mean?" she asked.
"It means we'll have to wait and see," I added.
"Is 'wait and see' OK, with you?" she said.
"It'll have to be," I said."I'm fairly happy with my progress, but unfortunately the surgery wasn't complete."
"Wasn't complete?" she said. "What didn't they get?"
"My memories," I answered. "I remember what it was like in B.C. — Before Cancer. I want things back the way they were — at least the way they were without cancer."
"Those were good times," she said. "We'll have plenty more. Wait and see."
With those words, she confirmed what I suspected for some time. Charlotte had fully embraced the "new normal" of life after prostate cancer. She hadn't just accepted it — she had wrapped her arms around it and had it in a big bear hug. I knew that soon there wouldn't be a "new normal" — there would only be the "normal" that we had built for ourselves like settlers in the New World.
We continued our drive that afternoon. As we sped past the fields and farmhouses of Mississippi, I thought that Charlotte was probably right. It was time to embrace the "new normal" and disconnect from the "old." It wasn't coming back anyway. The future lay ahead of us like the slender ribbon of road that would carry us home. The old B.C. days grew dim in the rearview mirror. Soon, very soon, we wouldn't see them at all.
Excerpted with permission from Dead Men Don't Have Sex. A Guy's Guide to Surviving Prostate Cancer, by Robert Hill. $15.99 on amazon.com
Robert "Bob" Hill, 54, is a six-year prostate cancer survivor who lives in Colleyville, Texas with his wife Charlotte. They own a public relations firm and produce The Boomer Brief, www.boomerbrief.com, a web site dedicated to keeping Baby Boomers current on the world around them.
Found in: Family Health
Raising Good Sports
Note to Self: Let it Go


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text:
/*
 * To change this template, choose Tools | Templates
 * and open the template in the editor.
 */
package model;

import java.io.Serializable;
import java.text.ParseException;
import java.text.SimpleDateFormat;
import java.util.Date;

import org.json.JSONException;
import org.json.JSONObject;

/**
 *
 * @author Alex
 */
public class Seances implements Serializable {
    private static final long serialVersionUID = 1L;
    private Integer id;
    private Date dtDebut = new Date();
    private short duree;
    private String nom;
    private int idEnseignant;
    private int idGroupe;
    private Boolean validee;

    public Seances() {
    }

    public Seances(Integer id) {
        this.id = id;
    }

    public Seances(Integer id, Date dtDebut, short duree, String nom, int idEnseignant, int idGroupe) {
        this.id = id;
        this.dtDebut = dtDebut;
        this.duree = duree;
        this.nom = nom;
        this.idEnseignant = idEnseignant;
        this.idGroupe = idGroupe;
    }

    public Seances(JSONObject json) throws JSONException, ParseException {
		this.id = json.getInt("id");
		SimpleDateFormat f = new SimpleDateFormat("yyyy-MM-dd hh:mm:ss");
		this.dtDebut = f.parse(json.getString("dtDebut"));
        this.duree = Short.parseShort(json.getString("duree"));
        this.nom = json.getString("nom");
        this.idEnseignant = json.getInt("idEnseignant");
        this.idGroupe = json.getInt("idGroupe");
        this.validee = (json.getInt("validee") == 1);
	}

    public Integer getId() {
        return id;
    }

    public void setId(Integer id) {
        this.id = id;
    }

    public Date getDtDebut() {
        return dtDebut;
    }

    public void setDtDebut(Date dtDebut) {
        this.dtDebut = dtDebut;
    }

    public short getDuree() {
        return duree;
    }

    public void setDuree(short duree) {
        this.duree = duree;
    }

    public String getNom() {
        return nom;
    }

    public void setNom(String nom) {
        this.nom = nom;
    }

    public int getIdEnseignant() {
        return idEnseignant;
    }

    public void setIdEnseignant(int idEnseignant) {
        this.idEnseignant = idEnseignant;
    }

    public int getIdGroupe() {
        return idGroupe;
    }

    public void setIdGroupe(int idGroupe) {
        this.idGroupe = idGroupe;
    }

    @Override
    public int hashCode() {
        int hash = 0;
        hash += (id != null ? id.hashCode() : 0);
        return hash;
    }

    @Override
    public boolean equals(Object object) {
        // TODO: Warning - this method won't work in the case the id fields are not set
        if (!(object instanceof Seances)) {
            return false;
        }
        Seances other = (Seances) object;
        if ((this.id == null && other.id != null) || (this.id != null && !this.id.equals(other.id))) {
            return false;
        }
        return true;
    }

    @Override
    public String toString() {
    	SimpleDateFormat f = new SimpleDateFormat("dd/MM/yyyy hh:mm");
        return nom + " - " + f.format(dtDebut);
    }

	/**
	 * @return the validee
	 */
	public Boolean getValidee() {
		return validee;
	}

	/**
	 * @param validee the validee to set
	 */
	public void setValidee(Boolean validee) {
		this.validee = validee;
	}

}


text:
COMMENTARY: Democrats on Withdrawal from the Paris Accord: "Don't Do What I Do, Do What I say."
Soapboxis reported on the 25 dirtiest cities in the world and not one American city is in the top 25. Politifact, a winner of the Pulitzer Prize, reported that 15 out of the 20 worst polluted cities in the world are in India and China, who, by the way, have exemptions under the Paris Accord. China has suggested that its CO2 emissions will most likely peak in 2035, but no guarantee. Forbes magazine in a recent article ranked the top 10 dirtiest cities in America, and Democratic mayors run all ten. If Democrats are so committed to climate change, why do they run the most polluted cities in America? What are their plans to clean the air and lower the temperature in these cities?
97.4% of Claims about Climate Change Were Wrong.
A new study by a "group of mean reactionary science purists" at the Journal Nature Climate Change…


text:
Forensic officers comb Stoke-on-Trent park for clues after 'serious sex attack'
Part of the park remains cordoned off this evening
Police at the scene in Union Street, Hanley
A major investigation is underway into a 'serious sex attack' at a Stoke-on-Trent park.
Police this afternoon cordoned off part of Central Forest Park, off Union Street, Hanley.
Two PSCOs are standing guard on either side of the New Testament Church of God this evening.
It comes after a victim reported they had been subjected to a sexual assault late on Sunday night (November 24).
Officers have now launched an urgent appeal for witnesses.
A Staffordshire Police spokesman said: "Officer are investigating following a report of a serious sexual assault in an area off Union Street in Hanley, last night.
"A cordon is currently in place, and inquiries are on-going this evening."
Detectives arrest two men after police discover drugs and cash in two Stoke-on-Trent properties
Eye-witnesses reported seeing several police vehicles at the scene.
William Dunn, aged 58, of Boundary Court, said: "I took my dog out for a walk and I spotted the police tape.
"It's all taped off round the back of the church going into Central Forest Park. It looks bad."
Mario Lowndes, aged 51, from Bucknall, said: "The police didn't come until 3.50pm. It's making me worry because my mother lives here."
His brother Darren Lowndes, aged 52, added: "I stood there having a fag in front of the church because my mother lives in the flats. It was before 4pm they started cordoning it off. My mum lives in the flats so I don't feel safe for her. You end up expecting the worst."
Police name suspect after raid on Stoke-on-Trent convenience store
Anyone with information is asked to call Staffordshire Police on 101, quoting incident number 211 of November 25.
Bucknall
Traffic & TravelMan taken to hospital after air ambulance called to five-vehicle crash on M6There are still long delays on the M6 following the collision
Port Vale FCFree admission - Port Vale reveal details of reserve game against MansfieldPort Vale are at home to Mansfield in the Central League Cup


It was General Dynamics (Convair Division) determination to break into the burgeoning late 1950's world market for first generation civil jetliners which saw both the CV880 & CV990 produced. Desperation to succeed within the lucrative civil aviation market also lured this respected aerospace manufacturer into one of the greatest financial losses in US corporate history.
From the outset of its jetliner project, Convair correctly recognised existence of a "Niche Market" for high speed luxury air travel .... PAX willing to pay higher premiums for the benefit of reduced travelling time (as Concorde proved more than a decade later) and airlines willing to cater accordingly in order to gain advantages over their competitors. Despite already having sustained significant losses through the CV880's lack of appeal among airlines of the world, Convair rather than cutting its losses at this early stage, was determined to try to make the aircraft more competitive. Greater power, speed, range, and capacity were all logical solutions .... from which a markedly different aircraft began to evolve. This new aircraft was launched during 1958 under the "MODEL 30" type designation though initially it seemed to suffer a similar identity crisis to that which originally afflicted the CV880 .... being first redesignated "CONVAIR 600" (also once applied to the 880), then "MODEL 990" (recognising the aircrafts projected speed in feet per second), and finally "CORONADO" (in honour of General Dynamics/Convair San Diego abode/hometown). World civil aviation would ultimately come to know the new jetliner as "CV990".
Intended as a luxury high-speed transcontinental aircraft to challenge both B707 & DC8, the CV990 retained the CV880's narrow fuselage diameter but featured a 114in fuselage stretch, increasing capacity to between 122-137 PAX (depending on airline configuration). In later years PAX accomodation was further increased without sacrificing legroom through the installation of redesigned seats. The new aircrafts wingspan remained the same as that of the CV880 but comprised of slightly greater area. Much higher anticipated cruising speeds required area ruling concepts being applied to the wing design which were manifested in the form of 2 raised cones/anti shock bodies located along the upper trailing edges of both main aerofoil surfaces. These devices also additionally served as integral fuel tanks and became a major distinguishing feature of the CV990. To contend with higher operating weights the aircraft featured a strengthened landing gear. It also became the first civil jetliner to be equipped with a Proportional Anti-Skid Braking System. General Electric (considered some 2 years in advance of competing jet engine development) once again became the engine of choice for the CV990, this time utilising revolutionary new fanjet technology of much superior performance, economy, and environmental acceptability. The aircrafts new Aft-Fan fanjet powerplants represented a ducted fan type upgrade of the CV880's GE CJ805 series turbojets with the fan located at the rear rather than forward end of the engine. This configuration (among other enhancements) promoted some 40% greater power for 10-15% less fuel burn.
Eager to inaugurate high speed transcontinental services up to 1 hour faster than its opposition, American Airlines became launch customer for the CV990 during August 1958 with an order for 25 aircraft. The first overseas orders for the new jetliner came from SAS, and Swissair. Both Continental Airlines, and Pan American World Airways initially fostered interest in the CV990, but, eventually committed to B720's. Early KLM, and TCA enthusiuasm also similarly evaporated in favor of DC8's. A Howard HUGHES/Toolco order for 13 CV990's lapsed and was eventually cancelled, whilst VARIG Brasilian Airlines reluctantly inherited a REAL Aerovias order for 3 CV990's. By 1961 American, SAS, Swissair, and VARIG were Convair's only confirmed CV990 clients for a total of just 37 airframes. SAS later cancelled in favour of a leasing 2 aircraft from Swissair. Indeed history seemed to be repeating itself .... only this time Convair's "Niche Market" for high speed luxury jetliners was eroding even before the first aircraft had ever flown.
CV990 "Ship One", N5601, was rolled-out at San Diego Lindbergh Field on November 23rd 1960 and first flew on January 24th 1961. During test flying and the gradual work-up to full speed .... a garunteed 635mph .... problems resulting from excessive drag became apparent. At high speed the aircrafts elevators also lacked effectiveness, and its outboard engine pylons vibrated alarmingly .... restricting maximum cruising speed to 580mph .... some 55mph less than Convair's garunteed performance. "Ship One" then underwent 6 weeks of modifications which resulted in its outboard engine pylons being shortened by 18in, and new slats being fitted, in attempt to resolve these initial problems. During this period "Ship Two" continued ground and systems testing in support of the certification process. A modified "Ship One" took to the sky again during April 1961 and was successfully flown at Mach 0.97 without reocurrence of any of the original problems, however, further airframe enhancement was still necessary and resulted in alterations to the rear of each of the aircrafts 4 engine nacelles, along with new Kruger Flaps, new wing leading edges, and revised wing/fuselage fillet panels all being fitted. Despite these modifications and subsequent performance gains it became obvious the CV990's high cruising speed could only be attained at the undesirable expence of excessive fuel burn .... reducing both the aircrafts profitability, range, and subsequently its appeal to most airlines.
FAA certification for the "CV990" was approved on December 15th 1961, followed by approval for the modified "CV990-A" on October 10th 1962. Aircraft upgraded to "A" specification had a garunteed maximum speed of 621mph .... still 14mph short of Convair's original intended performance, but, sufficient to promote the CV990 as "the worlds fastest jetliner". By the time production of all 37 airframes was complete, only 9 aircraft were built to pure CV990-A specification. The original 28 airframes were all upgraded between 1962 and 1964 whilst in-service and at Convair expence.
All CV990-A's had a fuselage length of 134ft 9in with a cross-section diameter of 11ft 6in, and wingspan of 120ft. 3 sub versions of the CV990-A were built .... the model 30A-5, A-6, and A-8. Most varied slightly in fuel capacity, engine model, and certified MTOW in accordance with airline preferences. Both the CV990-30A5 and -A8 were powered by 4 GE CJ-805-23 Aft-Fan fanjet engines rated at 15,850lb/st e/a and certified for a MTOW of 239,200lbs, whilst the CV990-30A6 was powered by GE CJ805-23B Aft-Fan fanjet engines rated at 16,050lb/st e/a and approved a MTOW of 244,200lbs. The CV990-30A8 differed only in marginally greater fuel capacity. All versions had a range of some 3,200nm to 3,595nm depending on payload and reserves.
By early 1962 the first CV990 had still to be delivered. With aircraft failing to meet original performance garuntees, long delays resolving defficiencies, and much higher than anticipated operating costs, significant harm had by this time been done to the entire project .... to the extent that B707 & DC8 jetliners became even more firmly established among airlines of the world as all but those 4 major carriers with confirmed CV990 orders began avoiding the new Convair jetliner completly.
When American Airlines ordered CV990's during 1958, it intended utilizing these aircraft on high speed non-stop transcontinental/coast-to-coast "Blue Streak" services across the USA. The aircrafts failure to meet both speed and range expectations forced abandonment of these plans along with a revised purchase agreement (reduced to 20 aircraft), compensation for the airline, and right to abandon the contract completly should Convair be unable to modify the CV990 by mid 1963 to meet a minimum cruising speed of 620mph. These conditions eventually being met all 20 aircraft were delivered to American between January 7th 1962 and early 1963. Only the airlines last 5 aircraft were delivered as CV990-A's whilst its first 15 were progressively upgraded to "A" specification on-the-line and by late 1964. Instead of operating the transcontinental services for which they had been intended, American's CV990's were relegated to medium haul routes across the USA. Originally configured for 99 PAX in a dual First/Economy Class cabin, capacity was later revised to 101 PAX. American began disposing of its CV990 fleet from 1965, though the type remained in service with the airline until 1968 as aircraft were sold or leased to other operators. Despite never fulfilling original service ambitions these aircraft none-the-less provided 6 years of stirling service to the airline .... even so American CEO C.R.SMITH is much later reputed to have stated "my only bad equipment decisions were the CV990 and BAC 1-11".
Financial difficulties rather than concern regarding the CV990's performance defficiencies was the reason for SAS cancelling its 2 aircraft order. The airline instead negotiated leasing 2 CV990's from Swissair. Both aircraft were delivered to the airline from the Convair/San Diego production line and in definitive SAS livery on February 23rd and April 10th 1962. These operated the airlines Copenhagen/Tokyo services with dual First/Economy class acommodation for 129 PAX until March 27th 1966.
A co-operation agreement with Thai Airways International also saw SAS CV990-A SE-DAZ "Ring Viking" sub-leased to Thai. In Thai service this aircraft became HS-TGE "Srisuriyothai", and operated in hybrid SAS/Thai livery from May 17th 1962 until December 21st 1963.
VARIG Brasilian Airlines became a CV990 operator by default only .... inheriting a REAL Aerovias order for 3 CV880's (later renegotiated for CV990's) when the 2 airlines merged during 1960. Upon realisation of the CV990's under-performance, and whilst both American Airlines, and Swissair successfully renegotiated revised contracts and compensation, VARIG flatly refused accepting its 3 aircraft modified to any standard less than Convair's original garunteed performance. This situation was never resolved until early 1963 when a series of CV990 proving flights were operated along VARIG routes. All 3 VARIG aircraft were finally accepted on March 1st 1963 and employed on the airlines Bogota, Lima, Los Angeles, and Puerto Alegre serivces from both Rio de Janeiro, and Sao Paulo. The 3 VARIG aircraft were also among those few built to pure CV990-A specification and remained in service with the airline until July 1971. As a result of its 1965 takeover of Panair Do Brasil, VARIG also became the only airline in the world to ever operate a combined fleet of B707, CV990, and DC8 jetliners.
Undoubtedly the most successful CV990 operations by a major scheduled carrier were those of Swissair which acquired a fleet of 8 aircraft between January 12th 1962 and March 27th 1966. In Swissair service the name "CORONADO" was popularised, becomming a synonym for the CV990 throughout the civil aviation world. The airline also earned distinction for becomming the first in the world to place the CV990 into revenue service .... from March 7th 1962 .... featuring dual First/Economy Class accomodation for 100 PAX (later revised to 116 PAX). With aircraft deliveries delayed some 10 months pending modifications, the airline negotiated similar terms of acceptance to those already agreed between American Airlines and Convair. Swissair's CORONADO's were all delivered unmodified and progressively upgraded by the airline at Zurich. The airlines CORONADO fleet operated from both Zurich and Geneva to most European destinations, through the middle East to Asia, and to both African and South American ports. Swissair CORONADO's were also leased to Air Afrique, Air Ceylon, Balair, El Al, Ghana Airways, SAS, and Thai Airways International for various durations. 1 aircraft even operated a vatican charter during the 1969 papal visit to Geneva. The last Swissair CORONADO service operated Zurich/Nice on January 7th 1975 concluding 13 years of highly satisfactory CV990 operations. 1 of the airlines aircraft (HB-ICC "St.Gallen") was preserved and is today a rare and prized exhibit on permanant public display inside the Swiss Transport Museum at Lucerne.
Between 1968 and 1974 Swissair charter subsidiary Balair also operated CORONADO's to holiday destinations throughout continental Europe, to the UK, and some Caribbean charters. These aircraft were reconfigured with a Super Economy Class cabin with capacity for 137 PAX.
Of the 37 CV990's produced, 31 were delivered directly to airline operators whilst the remaining 6 aircraft (surplus to the original 1958 American Airlines order) were initially unplaced. These were eventually sold to other carriers, and aircraft brokers for onward leases from 1963.
Garuda Indonesian Airways took delivery of 3 surplus CV990-A's between September 3rd 1963 and January 24th 1964 .... the airlines first jet equipment. These operated the airlines "Emerald" services from Jakarta to Amsterdam, Bankok, Bombay, Cairo, Hong Kong, Manila, Melbourne, Perth, Rome, and Sydney until 1972 when they were eventually replaced by DC8's.
2 surplus CV990-A's were also acquired by aircraft broker F.B.Ayer & Associates and leased to Aerolineas Perunanas. The first aircraft was delivered to the airline on November 15th 1963 .... ushering APSA into the jet age. A 2nd aircraft was similarly leased from February 1st 1965, followed by a 3rd formerly Northeast Airlines CV990 during June 1968. All 3 aircraft were operated on lease-to-purchase contracts and configured for 119 PAX. Based from Miami, APSA's CV990 fleet serviced Asuncion, Buenos Aires, Bogota, Guayaquil, La Paz, Lima, Los Angeles, Mexico City, Montivideo, Panama, Rio de Janeiro, and Sao Paulo. During 1968 the airline also attempted pentrating European markets with a leased DC8-50 but ran excessively into debt. APSA was forced to shutdown during August 1973.
The remaining unplaced CV990-A airframe (originally "Ship One") was eventually acquired by NASA on November 17th 1964. This particular aircraft (N711NA "Galeleo") became an airborne scientific laboratory/research platform modified with additional viewing ports along its upper fuselage, along with a host of high tech recording/data processing equipment installed inside its main cabin, and had capacity for up to 30 scientists. The aircraft operated from the AMES Research Center at Moffet Field California between 1964 and 1973, flying a variety of scientific research missions ranging from the observation of solar eclipses to other more advanced atmospheric research. Between June 1973 and May 1975 a further 2 CV990's passed through NASA ownership. The last of these (N810NA) was extensively modified during 1988 to undertake developmental work in support of the Space Shuttle program and was eventually retired from service on August 11th 1995.
The need to modernize in order to remain competitive saw Lebanese International Airlines lease 2 CV990's from American Airlines. LIA's first CV990-A was delivered to the airline on October 19th 1965 followed by a 2nd aircraft on February 21st 1966 .... becomming LIA's first jet equipment and operating from Beiruit throughout the Middle East, and to European destinations. LIA was suddenly forced out of business when both its CV990's were destroyed during an Israeli ground attack on Beiruit International Airport on the evening of December 28th 1968.
Also leased from American Airlines was a fleet of 6 CV990-A's operated by Middle East Airlines. Delivered between June 1967 and March 1972, these briefly operated MEA's "Ceder Jet" services from Beiruit to Ankara, Aman, Cairo, Copenhagen, Frankfurt, Geneva, Instanbul, Milan, Paris, Vienna, and Zurich. Despite lease-to-purchase contracts MEA traded all 6 CV990's back to American between December 1970 and March 1972 in favor of B720-B's.
Northeast Airlines became 1 of only 2 airlines to ever operate both Convair jetliner types when it leased a CV990-A from F.B.Ayer & Associates. Named "Flagship Rita", and operated in the airlines definitive "YellowBird" livery, this particular aircraft flew exclusively New York/Miami services between January 20th 1967 until April 30th l968.
The only other carrier to operate both Convair jetliners was Alaska Airlines, which purchased an ex VARIG Brasilian Airlines CV990-A during May 1967. This aircraft operated the airlines "Golden Nugget" services until March 1968 when it was leased to Aerovias Ecuatorianas.
Operating in definitive AREA Ecuador livery, the CV990 serviced Asuncion, Bogota, La Paz, Miami, and Montivideo from Guayaquil until October 1969.
Charter airline Modern Air Transport (owned by Gulf American Corporation) purchased 5 CV990-A's from American Airlines. These were delivered between January 4th 1967 and February 1st 1968 each configured for 139 PAX (later increased to 149 PAX). Modern Air's first 2 CV990's entered service in the airlines original natural metal "Silver Palace" livery. Between March 1968 and July 1971 the airline purchased another 5 CV990-A's from both American, and VARIG Brasilian Airlines .... by this time boasting the worlds largest CV990 fleet. Based from Miami these aircraft operated charters between the states of Florida and Arizona for prospective investors in Gulf American Land Corporation development projects. Tourist charters to other North and Central American holiday destinations were also undertaken, and during the late 1960's the airline commenced trans-Atlantic charters from Montreal. Some aircraft were also later based in West Berlin/Tegel, servicing the European continent and destinations as far afield as Bankok, and Johannesburg. Possibly the airlines greatest exploits were 2 around the world trans-polar luxury charters during 1968 and 1970. These saw a CV990-A (N5612 "Polar Byrd 1") become the first civil jetliner to use the ice runway at McMurdo Sound Antarctica, and Modern Air the first US airline to operate a charter to the then Soviet Union. A change in parent company management and associated philosophy during 1971 saw the airline base all services from West Berlin and resulted in a major downturn in prosperity. From 1972 Modern Air was forced to seek "Bankruptsy Protection" .... loosing all its lucrative package tour trade as a result. Limited US based services were reinstated during 1972 but all European operations ceased from 1974. The CAB finally cancelled Modern Air's operating license on October 6th 1975 when Gulf American Corporation declined investing any further finance in the carrier.
For 20 years CV990's were both the workhorse and a fleet icon for Spanish charter carrier SPANTAX. The airline began modernising with jets during 1967 when it purchased 2 CV990-A's from American Airlines .... delivered on February 19th and May 5th. A further 8 ex American aircraft were acquired between January 29th 1968 and May 8 1972, followed by 4 ex Swissair aircraft delivered between April 5th and June 7th 1975 .... SPANTAX having by this time accumulated what ultimately became both the largest and last great CV990 fleet in the world. SPANTAX aircraft were all configured for 149 PAX and operated inclusive tour services between destinations within continental Europe, Scandinavia, and the UK, to both Baleares and the Canary Islands. Fast, strong, and classy .... in SPANTAX service the CV990 was affectionately regarded as "the Maseratti of the skies". Although the oil price shock of the early 1970's imposed reductions in cruising speeds to promote fuel economy it also resulted in significant range improvemments. From 1981 the airline began the innevitable withdrawal of its CV990 fleet. In attempt to remain economically competitive DC8 & DC9 equipment were introduced. The last SPANTAX CV990 service was operated by EC-BZO during March 1987 .... finally concluding the worlds longest and most successful CV990 operations by a charter airline.
As occurred with redundant CV880's, travel clubs and tour operators around the world soon took advantage of the availabiity of ex airline CV990's from the late 1960's in order to transition into the jet age .... some for the better and others for worse.
Danish charter operator Internord leased 3 CV990-A's from American Airlines. Its first 2 aircraft were delivered on June 23rd and December 12th 1967, followed by the 3rd on March 10th 1968. All 3 aircraft operated inclusive tours/charters throughout Scandinavian and Mediterranean regions, and to the Canary Islands. Internord's financial difficulties forced American to repossess all 3 aircraft on October 30th 1968 and the subsequent demise of the carrier.
In celebration of its 10th anniversary, Nomads Travel Club purchased an ex Modern Air Transport CV990-A on August 1st 1975. This aircraft operated Caribbean and around the world charters, along with other excursion trips for club membership until 1981 when it was replaced with a B727.
Among less common charters flown by CV990 aircraft were gambling excursions operated by Consolidated Components/Galaxy Airlines. Aquiring a single CV990-A on March 16th 1984 the company operated from Fort Lauderdale to both The Bahamas, and Reno until 1985. The same aircraft (N990E) was also later acquired by El Paso Texas based Christ Is The Answer during 1990 for intended missionary flights to Africa which never came to fruition.
The worlds last ever civil CV990 service was operated during 1988 by shortlived Ciskei International Airways .... a US registered carrier and airline of the independant Central African state of Ciskei. Acquiring an ex Denver Ports Of Call CV990-A (N8357PC) on January 16th 1988, the airline operated a single proving flight to Johannesburg but failed to obtain an operating licence and never became commercially airborne.
Of the 37 CV990's built less than a handful remain today .... either preserved as prized museum exhibits or retained in storage around the world still awaiting their final fate. The remainder having long since succumed to the scrap merchants. For General Dynamics production of the CV990 only inflated already huge losses sustained from its CV880 project to well in excess of $425 million by the time production ceased during 1962. Despite producing some of the worlds finest high performance military jets of the 1950's, Convair's jetliner project ( by comparason) was improperly managed, with little apparent concept of the cost of designing and marketing an advanced civil jetliner. Although a monumental commercial failure, the CV990 never-the-less earned a fine in-service reputation among pilots, PAX, and with those few airlines whom successfully operated this otherwise superb greyhound of the skies.
The only other carrier to operate both Convair jetliners was Alaska Airlines which purchased an ex VARIG Brasilian Airlines CV990-A during May 1967.
The key word there is "purchased" as Alaska was the only airline to actually OWN both the 880 and 990.
Like part 1, bravo, fine and great article, Marc , interesant to know the history of this serie of planes of Convair and specially the details of his operators.Again, many thanks.
To add: NASA's N711NA "Galileo" was lost in a midair, with a P-3C from VP-47, also based at Moffett Field NAS. On 12 April 1973. I believe there were 5 on the P-3C and 11 on "Galileo" that were lost. There was 1 survivor from the P-3C.
A little American Airlines trivia concerning the CV990. While they were flying them on medium routes, one of the trips was from KNYC to KELP. The trip was run a couple times a week. Apparently the reason the trip was popular was people in New York were going to El Paso to get a "quickie" Mexican divorce. The flight number was American 69. Who says American doesn't have a sense of humor .
Just updated the above CV990 feature too .... a few corrections made .... and other loose nuts, bolts, and rivets all tightened up a wee bit too.
Always enjoyed the interesting and informative articles and accompanying screen shots of the HJG Aircraft History section.
Recently I decided to do the Modern Air CV 990 flight to Mc Murdo Sound, Antartica. I departed Christchurch NZ, ( don't know if this was the actual departure point ) using GPS navigation.
It was quite interesting to observe the response of the DG and magnetic compass as the flight was progressing and coming under the increasing effect of the magnetic south pole.
Close to MMS the DG was reading 060 degrees even though I was flying in a southerly direction.
Another point of interest was that there are actually two landing sites at MMS very close to each other, with one located over open water, ( FS9 always displays water that way).
ATC vectored me in on a truly..... visual approach ( not even a VASI) to land on what appeared to be the more land based ice runway. Anyone attempting the landing from that direction (don't recall the runway numbering) must be prepared to keep some reverse thrust on continuously or you will end up sliding into the sea (the runway must have some slope to it). The other option, of course is to make the approach from the other direction.
I would appreciate hearing experienses from other HJG pilots who have made this historic flight.
For some unknown reason, I have a soft spot for the CV-990. It's a one-off, extremely unique aircraft with a mystique that makes it a favorite in my opinion. Really a shame it didn't make it like the Boeing and (McDonnell) Douglas types...but then it wouldn't have that mystique I don't think, if it had.
Great article, great plane IMO...thanks!
Hi: Only to add, that the only CV 990 (and CV 880) I saw ever really flying was Modern Airs one from Salz burg (LOWS). It was a spectacular view and hearing this elegant bird pulling brown thick smog behind accelerating to the end of the then shorter Runway. Thanks you have realized this gem.
During a controllers strike in France a Spantax CV 990 and a IBERIA DC-9 collided in midair due to a controllers failure. The DC-9 went out of control and everybody on board died, the CV 990 lost part of its wing but could land and nobody on board was harmed. Speaks for the pilots and the structure of the bird. That it was not easy to learn how to fly it confirm the 5 ships which were lost while on training-flights even ones of well known airlines. The last remaining CV 990 of Spantax is stored at an airbase in Majorca, they are working on a restoration of it.
Just to add something regarding Ciskei International Airways: The Ciskei was a "homeland" state created by the old South African apartheid regime as a so-called independent state. It was never recognised by any other country, which is probably why the aircraft was US registered and (this is speculation on my part) why the airline never took off.
Do you happen to know where the test flight to Johannesburg originated?
N8357C, MSN # 24, was first delivered to AMERICAN AIRLINES (N5612 .... as a standard CV990) on April 9th 1962 .... entering service with the airline on April 17th 1962. It was modified to CV990-A standard by AMERICAN AIRLINES, at Tulsa/Oklahoma, and returned to scheduled service with the airline on June 18th 1963. It was then leased to NORTHEAST AIRLINES (N5612 "Flagship Rita") from January 20th 1967 until April 30th 1968 when it was returned to AMERICAN AIRLINES and placed into storage. This aircraft was next leased to AEROLINEAS PERUNANAS SOCIEDAD ANONIMA (OB-R-925) from June 1968 until August 16th 1973 when it was repossessed from APSA (N6846) and stored at Marana/Arizona. Acquired by CALIFORNIA AIRMOTIVE on September 25th 1973 it was then sold to PORTS OF CALL DENVER TRAVEL CLUB (N8357C) on October 23rd 1973 with whom it operated until December 31st 1984 when it was withdrawn from service and stored at Marana/Arizona (total accumulated flying time = 27,652 hours/11,213 cycles). The aircraft was then sold to WESTERN CONTINENTAL HOLDINGS during October 1987 .... and leased to CISKEI INTERNATIONAL ALWAYS (N8357C .... effectively an American operator) .... and was delivered to Bisho/Ciskei via Miami on January 16th 1988. It only ever operated a single pre-inaugural service for CISKEI INTERNATIONAL .... from Bisho to Johannesburg .... and was "parked up", at Johannesburg, through the airline not being able to secure civil operating licenses/certificates. During September 1988 it was sold to TRANSAV INC (N8357C) and flown to Ostend/Belgium on September 9th 1990 .... where it remained until September 1991. It was then sold to GRECO AIR/David TOKOPH (N8357C) and ferried to El Paso/Texas .... where it remained in storage until around 1999. I understand this aircraft may, since, have followed the fate of many a good CONVAIR aircraft before it and been "broken-up"
Quite a history there. You're a mine of information! I wonder if this is the only Convair 990 ever to fly in South Africa, or any Convair jet for that matter. It might also be the largest ever commericial ailiner to have landed at Bisho. That airport "operated" for a long time without any flights with full staffing, all equipment on, etc, as part of the policy that Ciskei was an independent state with its own capital, airport, airline, etc. Very expensive I'd imagine!
Again so far as I'm aware .... it probably was the only CV990 to ever have been based in Africa, but, not the first to have operated there. I think SWISSAIR routing took their aircraft to North African ports.
I should, perhaps, also have added (above) that there was another connection between the Republic of Ciskei and Convair jetliners too.


The Kalorama Chestnut Festival is run every year by a team of volunteers from the Mt Dandenong Preschool.
Our little Pre-School is situated in the beautiful Dandenong Ranges, Victoria, Australia. At an elevation of 500m / 1650ft we are surrounded by cool temperate rainforest consisting of towering eucalypts and ancient tree ferns with an amazing variety of wildlife, including one of the world's best mimics- the Lyrebird. The Dandenong Ranges are about an hours drive from the centre of Melbourne.


"Nachodzić" also means to pester or to intrude and it was the first meaning that popped into my head when I had read that word.
The winter is ending is also correct. Duo doesnt agree.
Added "the", will work now.
Well, not yet. It's close to the end, it's 'in the process of ending', but not over yet.


text:
Year : 2009 | Volume : 1 | Issue : 2 | Page : 1-6
Clinical evaluation of a newly designed orthodontic tooth brush - A clinical study
CS Saimbi1, Jha Thulika2, AK Mehrotra3, Kaushal Shalini4
1 Professor, Department of Periodontics, C.S.M. Medical University, Lucknow, India
2 Professor & H.O.D., Department of Orthodontics, Maulana Azad Dental College, New Delhi, India
3 Professor & H.O.D., Department of Orthodontics, Ram Dental College, Hospital & Research Center, Kanpur, India
4 Assistant Professor, Department of Periodontics, C.S.M. Medical University, Lucknow, India
C S Saimbi
Professor, Department of Periodontics, C.S.M. Medical University, Lucknow
In this study, a clinical trial was conducted with a newly designed orthodontic tooth brush, on ten subjects having fixed orthodontic appliances. In this newly designed tooth brush, the bristles of anterior portion of the head of the tooth brush are elongated and tapered towards the tip of the bristles and rest of the bristles are shorter than the anterior bristles. The inner bristles are further shorter than outer bristles row, providing a groove in the center of the brush. This groove is designed to engage the brackets. The elevated anterior bristles portion of the brush gets engaged in interproximal areas and cleans these areas.
In this study, the newly designed orthodontic tooth brush is compared with an ordinary tooth brush. Results of this study show that the newly designed orthodontic tooth brush is superior in its cleaning efficiency as compared to the ordinary tooth brush. The results show that plaque removing capacity of orthodontic tooth brush is nearly 95-99%.
Saimbi C S, Thulika J, Mehrotra A K, Shalini K. Clinical evaluation of a newly designed orthodontic tooth brush - A clinical study. J Int Clin Dent Res Organ 2009;1:1-6
Saimbi C S, Thulika J, Mehrotra A K, Shalini K. Clinical evaluation of a newly designed orthodontic tooth brush - A clinical study. J Int Clin Dent Res Organ [serial online] 2009 [cited 2019 Jul 19];1:1-6. Available from: http://www.jicdro.org/text.asp?2009/1/2/1/77270
Maintenance of good oral hygiene has always been a problem in the normal dentition because of the inaccessible areas on the tooth surfaces where plaque and calculus are frequently deposited, leading to various periodontal problems. In patients undergoing fixed orthodontic appliance therapy, the situation becomes more grave as the fabrication of the bands, attachments like brackets, tubes, cleats, hooks and wires create new retentive areas where food is lodged frequently. These are artificially created retentive spaces near the gingival margin which do not have self cleansing properties, so most food particles and debris are deposited in interdental areas and between the marginal gingiva and around the band. These areas are most important as periodontal problems start from the interproximal areas [2] .
Several mechanical aids and chemical agents [3] are used to check the inflammation from the interproximal areas. But these measures are not very effective in maintaining the good oral hygiene of these areas. In fixed orthodontic appliance bearing patients, maintenance of oral hygiene is more difficult. Many different designs of orthodontic tooth brushes are available for maintaining the proper dental health of fixed orthodontic patients but none of the available orthodontic tooth brushes achieve optimal oral hygiene. Keeping in mind this lacuna, in the present study a new orthodontic tooth brush is designed.
Materials and Method
A new orthodontic tooth brush was designed to improve the oral hygiene status of the patients undergoing orthodontic treatment with fixed appliances. The design of this new tooth brush was as under.
Design Of The Tooth Brush
Bristles of middle two rows of a conventional tooth brush (soft) were cut in one plane, 3 mm shorter than the peripheral ones. Only seven posterior tufts were incorporated. In this way a rectangular box type groove was formed [Figure 1].
Figure 1: A box type groove for the placement of orthodontic braces while brushing
Seven posterior tufts of peripheral rows were also cut short by 1 mm, so that it remained only 2 mm longer than the 2 central rows.
Tip of the brush comprising of 3 anterior rows of 4 tufts each was cut in such a circular fashion that the bristles of middle two rows on second line were longest. Other bristles of the peripheral rows went on decreasing in height till they were 2 mm shorter than the longest central bristles [Figure 2].
Figure 2: The toe of the brush having pyramidal shape of cleaning the interproximal spaces
Ten subjects (both male and female in the age group of 14-22 years) undergoing treatment with upper and lower edgewise appliance were enrolled from Department of Orthodontics, King George's University of Dental Sciences, Lucknow, India for the clinical trials with this newly designed tooth brash. Only those subjects were selected for this study who did not have severe gingivitis and periodontal disease prior to commencement of orthodontic treatment.
This study was conducted in two phases. In phase I, plaque removing efficacy of ordinary tooth brush was observed. In phase II, the effect of newly designed orthodontic tooth brush was studied.
At the beginning of Phase I clinical trial, the dentition of all subjects were made plaque free by thorough oral prophylaxis. After achieving zero plaque score all the subjects were instructed to abstain from tooth brushing and use of any other mechanical and chemical oral cleansing aid for 3 consecutive days (72 hours).
At the end of this period, the total plaque deposit was disclosed by Bismarck brown disclosing solution and scored by the Turesky-Gilmore-Glickman Modification of The Quigley and Hein plaque index[4].This scored plaque served as base line for the clinical trial. Before starting the experimental trial all the subjects' dentition were made plaque free and they were supplied ordinary soft tooth brush. They were advised to brush their teeth once a day in the morning after waking up for three days. After three days experimental plaque was disclosed and scored by the above method. This was the plaque which could not be removed in the phase I study.
In Phase II clinical trial, the newly designed orthodontic tooth brush was used after one week of the phase I study. Before starting the experiment with the newly designed orthodontic brush, all the subjects' dentition were made plaque free and they were supplied with the newly designed orthodontic tooth brush for brushing for 3 days. They were advised to brush in their own technique once a day in the morning and on the 4th day experimental plaque was scored by the above method. This left over plaque could not be removed with newly designed orthodontic tooth brush.
The mean score of the base line plaque and the experimental plaque of each subject was calculated for both the phases. % plaque removing efficacy of both the brushes in each subjects was calculated. The mean plaque scores of individual subjects were used to evaluate the effectiveness of both the brashes in removing plaque. The t-test was used to evaluate the difference in effectiveness of ordinary tooth brash Vs the newly designed orthodontic tooth brash.
Mean baseline plaque scores and experimental plaque scores of ordinary tooth brash and newly designed orthodontic tooth brash is shown in [Table 1]. Base line plaque score of all the ten subjects of phase I and phase 11 is almost the same but the mean experimental plaque score with newly designed orthodontic tooth brash was very low ranging from 0.02 to 0.13, whereas mean experimental plaque score after brushing with ordinary tooth brush was much higher than the phase II experimental plaque ranging from 0.73 to 1.67.
Percentage plaque removal by both the brushes is also depicted in [Table 1]. Better result was achieved with orthodontic tooth brush which is 99% percent in most of the patients. Plaque removing efficacy of ordinary tooth brush was much lower, ranging from 64.47% to 78.86%. There was no evidence of dislodgement of fixed appliance and any soft tissue injury with phase I and II brushes. The superior cleansing effect of newly designed orthodontic brush is demonstrated. Data of both the phases were analyzed statistically and t-test was performed on the mean average of all the subject plaque index [Table 2]. Phase I plaque index was treated as control and phase II plaque index as experimental plaque. Statistical analysis showed highly significant difference in plaque reduction at the 0.001 level.
Table 1: Baseline and Mean Plague Scores of Ordinary Toothbrush and Newly Designed Tooth brush
Table 2: Comparison of Mean Plague Inhibitory Effect in Phase I and II
Oral hygiene is greatly complicated for patients following the placement of a full-banded orthodontic appliance. In the present study, significantly lower plaque scores were demonstrated for the newly designed tooth brush as compared to the ordinary tooth brush.
The configuration of the bristles in the new brush was done in such a manner that it had a better cleaning ability especially in the interdental space and the area around the band and bracket. The middle two rows were cut 2 mm short of the peripheral bristles so as to form a rectangular box type groove. The tooth brush could snugly fit over the bracket and other accessories and the food debris could be removed simultaneously from the bracket and the adjacent tooth surfaces both cervically and incisally. If the bristles of the middle two rows were not reduced in height, the peripheral bristles would also not come in proper contact with the tooth surface.
The toe region of the tooth brush was designed in a pyramidal fashion. The bristles of the middle two rows on the second line remained longest of all the bristles on the brush as the posterior peripheral ones were also reduced in height by 1 mm. During placement of the brush the longest bristles of the toe are engaged in the interproximal space, brackets are engaged in the homogenous rectangular groove and the peripheral bristles of the posterior part came in contact with the incisal and cervical part of the teeth and band [Figure 3].
Figure 3: The placement of newly designed orthodontic toothbrush in the patient mouth
Thus, the lower plaque scores by using the newly designed tooth brush could be attributed to the better adaptation of the bristles on to the orthodontic appliances and tooth surface, thereby increasing the cleaning ability of the new brush.
Although gingival inflammation was not scored, there appeared to be a general improvement of gingival health with the experimental brush. This would be consistent with the result as plaque is decreased, so is inflammation.
The following conclusions were drawn from the present study.
The newly designed orthodontic tooth brush was found to be superior in its cleaning efficiency when compared to the ordinary toothbrush.
The mean change in the plaque inhibitory effect was found to be highly significant between the two groups.
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Saimbi C S
Thulika J
Mehrotra A K
Shalini K