The General Overseer of the Redeemed Christian Church of God, RCCG, Pastor Enoch Adejare Adeboye has advised Christians to stay connected to God to overcome life's challenges and have dominion over all forces of darkness and sickness. Adeboye gave the admonition while delivering his sermon tagged: 'A branch of the Life', on the second day of the ongoing annual Holy Ghost congress of the church holding at the Redemption Camp, Lagos-Ibadan Expressway.
Quoting copiously from the scriptures during the healing service, the man of God, explained that Jesus Christ is the Vine while every true believer is the branch and has God's nature in him.
In his words: "Jesus Christ is the vine while we are the branches. He is the combination of divinity and humanity. As the vine is, so also the branches.
"If you are a true Christian, you are a combination of humanity and divinity. You are human but you are made to partake in God's divine nature and He will supply the needed strength, power that you need to do His works.
Every branch of the vine can do what the vine can do".
Pastor Adeboye recalled how he went to toilet 23 times in a day after taking a meal during one of his missionary trips to an unnamed African country years ago, noting that it took God through the prayer of faith for him to be healed.
He made reference to the healing while encouraging the congregation to pray for themselves, stressing that every child of God is a branch of the vine with both the human and divine nature.
"I once told my children that nobody can kill me because I am already dead.
I have been crucified with Christ nevertheless I live. Because Jesus is living in the believer, his blood flows in the believer.
On the outside it may not appear to be so, but in actual fact the blood that is flowing in you is the blood of Jesus.
Revelation 12:10-11, indicates that the blood has enough power to overcome the devil. If only you can believe, the blood that is flowing in you now can overcome any germ, virus or deadly thing," he said.


Used to race gokarts for my university, and still do it when I have time.
So its come to that time of my life, where I have been lucky enough to achieve some success in my career and ready to find that someone special.
Juggling between a busy working lifestyle, gym and meeting friends when I can, its rather difficult to meet new people, so I thought I'd give this a go.
I would describe myself as an active, ambitious and fun loving person who always sees the bright side of life. Love to have a good laugh and always open to try new things. Very much family orientated and value my time spent with my friends and family.
I love travelling and although I have been fortunate to have seen some amazing places, there's still a vast amount I'd love to explore (ideally with a future partner, like Venice for example).
I play many sports (football, golf, kart racing and swimming to name a few) and also I enjoy cooking (surprising for some but I'm a big foodie), and maybe could cook my speciality dish for you!
Lastly but certainly not least I also have a huge passion for cars (especially fast ones) ever since I was little.
If you'd like to know anything more, feel free to message me.
Interested in meeting people looking for online dating like -JT-?
I work as a Trader in the financial markets sector.
Generally someone who's active, down to earth and has a good sense of humour!


text:
Under a new creative director, DVF pulls a YSL and refreshes brand logo
It's out with the old and in with the new, especially when you're the newly appointed creative director of a major fashion brand.
As one of his first major acts as creative director of Diane von Furstenberg, Jonathan Saunders debuted a reimagined logo this week, sharing the new white block letter type set in a post on Instagram. The logo does away with the traditional "DVF" initials, and instead spells out the designer's name in full, stacking "Diane von" atop "Furstenberg," with a space at the top for alignment.The effort signifies an aesthetic shift under new leadership, since Saunders took the helm in May 2016, and points to a larger trend among incoming fashion leaders seeking to make a significant first impression.
The announcement was also meant to drive buzz to the designer's spring 2017 line, his first for the brand since he joined the company in May 2016, which is available for pre-order on the website. The site also underwent a slight redesign this week, to incorporate the new logo and spotlight the refreshed aesthetic. The official Diane von Furstenberg Instagram account shared two additional posts showing the new logo, plus it shared it on its Twitter and Facebook accounts.
Introducing the new logo for the new Diane von Furstenberg. Visit our new website at DVF.com.
A photo posted by DVF (@dvf) on Jan 12, 2017 at 5:17am PST
The announcement of the updated logo
Saunders is taking a page from the playbook of Hedi Slimane, who — upon taking over as creative director of Yves Saint Laurent in 2012 — not only changed the logo but also the name of the storied brand, dropping the "Yves" and dubbing the company Saint Laurent Paris. The transition was met with both praise and consternation, with some consumers applauding a fresh look and others claiming it detracted from the 56-year-old company's image.
Side-by-side comparison of the old and new YSL logos
'It made sense today to transpose these principles and recover the original name and typeface,' Slimane told Wallpaper Magazine in 2013. 'The name Rive Gauche disappeared in the past then resurfaced several times. It seems intrinsic to the universe of Yves Saint Laurent, without it being useful to refer to it literally today. We thus went to the essential, a name that is written as it is spoken every day: Saint Laurent, unequivocally.'
Erich Joachimsthaler, CEO of branding firm Vivaldi Partners, said that while logo rebrands make sense in certain situations, in most cases, he abides to the "If it ain't broke, don't fix it" principle. He noted the infamous rebrands of companies like Uber and AOL, in which major logo design changes led to consumer outcry.
"My general rule is just because you can doesn't mean you should," Joachimsthaler said. "Some people, especially creative people, they are bothered with things when they get to a brand and they want to change it because they want to leave their mark."
While the Diane von Furstenberg changes are minor, Joachimsthaler cautioned that brands across all industries should be strategic when considering a rebrand and think through larger implications for what type of message it sends to consumers.
"Rebranding can be extremely powerful, but you shouldn't mess with something unless you really have a real reason and you want to communicate a new position," he said. "You don't want to do rebranding because you don't like the design. You want to rebrand because you have another story to tell."
MORE FROM GLOSSY ON FASHION
'Skipped a few steps': Erin and Sara Foster on leaning into their fashion opportunity
'Secret sustainability': Fashion brands are learning to master initiatives before marketing them
Inside the marketing strategy that fueled StockX's international growth

redpajama_set_name: RedPajamaCommonCrawl


text:
Call Us: 1300 WEUPSKILL
Trainer Login
Quality Indicator (QI)
HLTAID001
Provide Cardiopulmonary Resuscitation
Provide First Aid
Provide an Emergency First Aid Response in an Education and Care Setting
Provide Advanced First Aid
First Aid Kits and their Importance
The complexity of modern workplaces and the laws of physics entails that accidents at work are more or less inevitable. Given that we lack foreknowledge of the future, the way that we design and organise our workplaces to ensure the safety of all who use them requires careful attention to hazards and the likely consequences of workplace practices. One of the best examples of a safety measure designed with this wide coverage in mind is the humble first aid kit. Precisely because we don't know exactly what kinds of injuries may occur at a workplace, the first aid kit is designed to be stocked with the resources needed to treat injuries which are reasonably likely to occur in any workplace, albeit in a basic way. For example, all first aid kits should include, among other things:
Gauze and saline (for dressing and cleaning wounds)
Cotton bandage (to treat bleeding)
Tweezers/forceps (for removing foreign objects)
Furthermore, different workplaces have a higher likelihood of certain kinds of injuries than the baseline, either due to location, the nature of the work done, or both. While there are certain things that all first aid kits should contain, the specific contents will depend upon these factors; for example, kits in a metalworking plant may require more materials to treat burns, and workplaces involving the frequent use of chemicals may require more saline and eye pads in their kits, etc. Importantly, pain-relief medications (like paracetamol) should not be included in first aid kits, and this for two reasons. First, pain relief does not fall under the scope of first aid, which is more narrowly concerned with the immediate treatment of injury, and second, allergic reaction to analgesic medications are not uncommon. For ease of use, first aid kits should include a list of their contents inside. An example of a detailed content list can be found in Appendix C of Worksafe's 2016 Compliance Code for first aid in the workplace.
The provision of first aid kits falls under the duty of care of the owner/operator(s) of the workplace, as expressed in Worksafe's Guide to workplace amenities and first aid 2017, 2nd Edition: "Those who manage or control things that create health and safety risks in the workplace are responsible for eliminating or reducing the risks, so far as is reasonably practicable". More specific guidelines for this provision can be found in the 2008 Compliance Code for First Aid in the Workplace, also by Worksafe. Under their 'proscribed approach', first aid kits should be supplied at the following rate:
In low-risk workplaces (in which severe injuries are not likely):
1 kit for the first 10-50 employees
1 additional kit for every 50 employees up to 200
1 additional kit for every 100 employees above 200
For high-risk workplaces:
1 kit, including specific first aid modules, for up to 25 employees
2 kits including specific modules for up to 50 employees
1 additional kit including specific modules for every 50 employees after this threshold
For workplaces without timely access to emergency services:
At least 1 kit for every 25 employees
Maintenance of the contents and condition of first aid kits is another vital element in securing workplace health and safety. Replenishment of contents should be undertaken after use and any reusable equipment (such as metal tweezers) should be thoroughly cleaned as soon as possible. Even if kits are not used, regular inspection and maintenance should take place every 12 months to ensure that they can perform their function when needed.
The placement of first aid kits is also a vital matter for consideration. Since first aid is the initial treatment offered to someone who has been injured, it is important that they are installed in areas in which injuries are most likely to occur (e.g. in rooms or areas around plant with sharp edges or with a high chance of chemical exposure) in addition to locations which are easy to access generally. Ease of access can be further ensured by highlighting locations of first aid kits on site maps and floor plans, and through storing kits in unlocked containers (typically painted white with a green cross for quick identification). Worksafe's 2016 Compliance Code points out that for sites with multiple buildings or multi-storey offices, first aid kits can function as a supplement to more centrally-located first aid facilities – such as a first aid room with installed equipment like eye sinks and examination beds.
Mobile workers and tradespeople might assume that the obligation to provide a safe workplace doesn't travel with them, but that is not the case. Even a sole trader is required to obtain and store a first aid kit in their vehicle if that vehicle functions as their workplace (as is the case for taxi drivers, inspectors, and sales representatives, etc.). Vitally, the kit must stored in such a way that it does not become a projectile and potentially injure someone in the event of a collision.
Since employers and site managers lack a crystal ball by which to divine the accidents that will occur at their workplace, the next best approach is to intelligently and thoroughly prepare for those accidents which might occur. The provision, proper maintenance, and clear labelling of first aid kits is one of the best proactive measures one can take to deal with workplace injures before they happen.
Sat- Sun: Closed
Telstra Business Centre Building
Fountain Gate Shopping Centre
12 Overland Drive
Narre Warren VIC 3805
info@apit.edu.au
1300 WEUPSKILL
Western Polytechnic Pty Ltd trading as Australian Pacific Institute of Technology


text:
Enel puts online 150 MW of solar in Minnesota
The Aurora project further advances the Midwest's leading solar market
June 27, 2017 Christian Roselund
Community solar plant in Minnesota.
Image: Westmill Solar Cooperative
The victories keep coming for Minnesota. While the state was only the 12th-largest solar market in 2016, it was by far the leading market in the Midwest. This year it is becoming not only a regional leader but a national one, with 203 MW-DC installed in the first quarter alone, largely due to a robust community solar sector.
Today the state marked another victory in its move into solar, with Enel Green Power putting officially putting online the 16 individual solar plants that comprise the 150 MW-DC Aurora solar project. The 16 sites are together expected to generate around 210 gigawatt-hours annually, and the project holds a long-term power contract with Xcel Energy.
"We are proud to be a part of growing Minnesota's energy economy through maximising the utility-scale distributed solar model," explains Rafael Gonzalez, head of Enel Green Power North America.
"This model, which we have implemented through the Aurora solar plant, consists of the installation of multiple small-scale solar sites to supply green energy to communities across the state, and furthers our 'open power' approach to open energy access to more people, new technologies and new uses."
The Aurora project represents an estimated investment of $290 million, and utilizes single-axis trackers supplied by Soltec.
Minnesota's moves into renewable energy are not limited to solar, and the state has the most aggressive renewable energy mandate in the Midwest. Under this standard Xcel, as the state's largest utility, is required to procure 31.5% of its electricity from renewable energy by 2020.
Likewise Enel is building wind as well as solar in Minnesota, and has constructed two wind farms totaling 230 MW in the state.


Among the most basic and popular ways to begun building a passive recurring income stream online is to start a site or blog site.
But there's a lot details out there and so many different options and instructions … where do you even begin?
Well, I understand it might appear a little bit frustrating on the surface, especially if you're brand name new to making cash online, however much like a lot of things in life, so long as you have the RIGHT info, it's in fact pretty simple.
So, first of all, you'll require a few necessary tools to get begun. The first is a domain (the actual URL that people key in to access your website) and you'll also need a hosting account (this is where all the files of your website are saved – webpages, images, videos, and so on).
Now, if you buy your hosting account first, they'll typically throw in one domain totally free. When I first started that's what I did. Now I would extremely recommend keeping your domains different from your hosting accounts. This makes it much easier to move domains or redirect domains to various hosting moving on. Often you might want to change hosting suppliers due to a problem with assistance or that particular hosting supplier.
And similar to there are numerous fantastic hosting providers, there are also various domain registrars you can go through to acquire your domain names.
They've been around for numerous years. They've got solid assistance. And particularly if you're just beginning, you're going to remain in excellent hands with your site, without having be some techno geek when it comes servers and things like that.
If you're going to be selling anything straight on your site, not affiliate items, however anything e-commerce, where you're selling an item directly on your website and accepting payment, you will most likely want to think about investing in an SSL certificate. This is how you get the "https://" on in the URL of your site instead of "http://" and adds and extra layer of protection for visitors and customers of your website.
CDN stands for contend delivery network and is basically techno babble meaning your site is going to load a lot faster. The method a content shipment network works is that your website is cached on multiple servers worldwide, so if somebody accesses your site from Italy, the CDN is going to fill your site for that user from it's closest area to Italy, so that it loads in the fastest amount of time for that user, so that they have the very best possible experience with your website.
Some web hosts have actually CDNs built in to their network however then if your site begins to simply go viral and get lots of traffic you may want to consider either a host that concentrates on and is known for the CDN or upgrade your hosting package/plan at your existing supplier.
TIP: When selecting a hosting account, I extremely suggest opting for a strategy that allows you to have unrestricted domains (given that most people eventually have more than one). So, if you do this, it's actually simple to add additional domains to your account. You'll just go to your cPanel or back workplace control panel and click the button that says something much like "include domain" and you'll enter the URL of the domain and add it to your account. Then you'll need to point the nameservers of that new domain from your domain registrar to your hosting account, just like you did for the initial domain you added. And now you have more than one domain indicated your hosting account!
Among the reasons that beginning a blog or website is one of the very best online companies to start is since of the really low start-up expense.
The rates of the majority of hosting plans is typically just a few dollars each month, or you can spend for a year or more in advance and conserve a percentage.
Every hosting business has various names for their strategies and bundles, but I would start with whatever plan permits you to host limitless domains.
But if for some factor you do not find exactly what you're looking for there, you can connect to support straight by emailing, calling or sending a message through live chat.
The host's contact info should be plainly displayed on their website. But I've found that live chat usually gets the best and fastest action to any concern.
When I developed my first WordPress site, I was incredibly cheap and utilized the very best FREE themes I could find, but after some time I recognized it's much more worth it to invest $40-$100 one-time on a high quality Premium WordPress style that's going to offer me the capability to tailor it just how I desire, which I can use on all my other sites.
Now that you have actually got your site all setup and your style and plugins all installed, you're 95% there.
The main point left to do is to just add material.
If you're on a bootstrap budget or just really prefer to compose, you can create the content yourself.
But if you have a budget to deal with and you're not a writer, you may consider contracting out niche associated posts based around the subject or theme of your website.
Exactly what I like to do is the copy that list of keywords into a notepad and begin to cherry pick ones that I can write a truly meaty article about.
And then as soon as you go through and draft the instructions and flow of the short article you're going to compose, you now have a plan for exactly what to write … you merely just elaborate on each of the keywords and prior to you understand it you'll have an actually comprehensive post that answers the questions of several of the long tail search expressions that people commonly enter about that specific topic.
These are the sort of short articles that Google likes. It would much rather rank one great article for lots and great deals of keywords than numerous articles and pieces of content for specific search phrases.
Now, I just mentioned that if you structure your short articles properly and concentrate on crafting a truly extensive piece of material that targets a number of the search expressions that the majority of people enter about that topic, that alone will resolve a lot of your SEO and ranking problems.
Nevertheless, if you do that and you're website still isn't really ranking for they keyword you want it to … or possibly that niche is relatively competitive, the only way to boost your blog post or site is to get external backlinks (other authority websites) point to it.
Generally this was done through guest publishing on other pertinent blogs and websites, but this is incredibly tough to make happen and very time-consuming.
You can setup a webmail account through your hosting account. So, within your cPanel or back workplace you ought to see an area for email. If you do not, reach out to support and they will help you find where it is.
You can setup as lots of e-mail addresses and webmails as you pick, and you'll have the ability to inspect them through your hosting account or if that's a little cumbersome for you, you can likewise connect those webmail accounts to Apple Mail or Outlook or whatever program you use to inspect and organize and manage your mail. There are typically support posts and tutorials in the webhosting understanding base on ways to do this, but if you face any issues, simply connect to your hosting assistance and they'll be able to help you out.
And not just that, webhosting companies have some of the most rewarding affiliate programs. There are lots of popular blog writers that make 6 and even seven figures each year in commissions, referring others to hosting strategies.
Hosting is among the easiest things to offer and suggest too, given that it's something that many everyone needs. If you're planning to begin your own site and want to complete control over every element of that website, then you're going to need to invest in your own hosting.
So, that's just something additional to consider when you start and have whatever setup.
TIP: Another pointer as far as earning money from hosting is ending up being a reseller. There are really just a handful of big hosting companies worldwide. The majority of other sites out there that you think you're purchasing hosting from are really simply resellers of a bigger hosting company, indicating all the back end techy stuff is preserved by the parent company and the site from where you acquired your plan or strategy from is simply spending for a reseller account from a company and just marking it up and offering it to you. And you can do the exact very same thing. Reseller accounts are really inexpensive, as well as if you just get a handful of companies, you can generate numerous thousand dollars each month with very little expense or overhead … so, that's certainly something to think about.
I know it may appear like a lot if this is your very first time, once you've purchased and setup a site one or two times, it gets to the point to where it just takes a few minutes.
The only time consuming part is the post composing … however, again, that can all be outsourced.
And after that if you're releasing extremely appropriate material (that fixes your visitor's questions) on a regular basis and you're still not ranking where you want to, just purchase some backlinks and wait. And then you might need to buy some more … and then wait some more. But ultimately you'll rank.


text:
RIM Update: Sponsorship
2018 marks the third full year of business for Rugby International Marketing, the for-profit subsidiary of USA Rugby. RIM was concocted in 2015 by USA Rugby's board of directors to, "jumpstart the commercial activities of USA Rugby and exploit the market opportunity through an infusion of third-party capital and strategic investor partners in an entrepreneurial environment," explained USA Rugby and RIM board member Chad Keck.
While about $7 million in outside investment got RIM off the ground, USA Rugby's contribution was three major revenue streams – events, licensing and sponsorship. They were signed over to RIM via a 15-year licensing agreement. The first four years would see USA Rugby paid an average annual licensing fee of about $1.3 million.
The outside investment came from four entities - $2 million from the Rugby Football Union, English rugby's governing body, $2 million from Chime Sports Marketing, $2 million from the Harlequins RFC (half to RIM and half directly to The Rugby Channel) and about $1 million from five individuals and families. After those investments, USA Rugby owns 75-percent of RIM and 92-percent of The Rugby Channel.
I was able to sit down with RIM CEO David Sternberg, who had the interim tag removed from his job title in February of last year, and Keck at USA Rugby's National Development Summit in Denver, and over the course of the next several days will publish a series of stories on the status of RIM's major revenue streams – sponsorship, events and The Rugby Channel.
Two wins were very recently announced – the signing on of UL (Underwriters Laboratories) and the United States Marine Corps as new sponsors. UL comes on as a presenting sponsor, the same level as AIG, Emirates and Adidas. The Marine Corps came in at the signature level, just below UL. Then there's a third tier of sponsorship for suppliers, which include Gilbert, Gatorade and Thorn.
CSM, one of RIM's shareholders which specializes in corporate sponsorship, was helpful in inking the deal with the Marines.
"CSM, our partners in the sponsorship effort, got a meeting with the head of recruitment, the General, and his marketing team to talk about this property and the opportunity," said Sternberg.
"It was really driven by the creative the Marine Corps had put out showing a female member of the Corps in combat and then also playing rugby. It got fairly wide play in sports programming during the second and third quarter of last year. So that was kind of the genesis of it.
"'Hey, here's a direct linkage they're playing up, we need to talk to these folks.' We've always been cognizant of the close linkage between the armed services and the sport of rugby, historically in England as well as here in the US, and that really was the beginning of the conversation."
The Marines will be looking to get involved with the sport at the grassroots level, too, potentially working with state rugby organizations, individual clubs and other entities to get their recruiting message out into the community, a la the National Guard sponsorship from earlier this decade.
The Guard had a deal with USA Rugby which saw hordes of college teams outfitted with new jerseys, goal post pads and other basic equipment for free. The Guard would be the title sponsor of national championships and underwrite the broadcasting of a college game of the week on ESPNU. However, the sponsorship ended with little explanation. Sternberg said he did his homework on that failed partnership so as to prevent repeating history with the Marines.
"I think one of the lessons was that there needed to be more sort of market-by-market activation, and we needed to create more opportunities for the Guard to get in front of participants and fans," he said.
"They also had an internal reallocation of budgets, which we didn't have much control over from the sounds of it, but it struck me when I came in a year-and-a-half ago, armed services recruitment was one that again, because of the ties between rugby and the military, was a logical category to be filled."
The National Guard also saw its various offices around the country work separate sponsorships with clubs. Goal post pads from the USA Rugby deal can still be seen on pitches across the country.
From inception, RIM was put behind the eight ball in the sponsorship realm, with several deals timing out in 2015 and the bankruptcy of BLK, USA Rugby's kit sponsor through the last World Cup and Rio Olympics. The latter left USA Rugby's coffers low and RIM scrambling to find a replacement. A shorter-than-usual deal was struck with Adidas, and the partnership hasn't been altogether smooth.
National teams were forced to wear off-the-rack apparel early on, sizes weren't always right, and orders didn't always arrive on time. One of the more glaring examples was the men's 7s team opting to use BLK shorts with their Adidas tops on the HSBC Sevens Series last season. Some of the frustration fell on Adidas, and some on internal USA Rugby logistics issues. But Team USA's various sides are now all generally wearing bespoke kits and, overall, Sternberg seems pleased with the sponsorship, as negotiations to extend loom on the horizon.
"We've had some issues just because of the short time frame that we had to launch the partnership last year with BLK's bankruptcy," he said.
"We were up against a very compressed timeframe for design production and delivery of our new kit, so we had some hiccups around that, but long-run I think they are proving to be a really good partner.
"They've got tremendous marketing presence and brand awareness, needless to say, and we are getting closer now than we might have been a year ago to their core rugby management team in Germany and in Europe to ensure that going forward our players will get the best possible product and benefit from every innovation that they're making."
The hunt for meaningful, big-dollar sponsorships has been helped by RIM's event business. UL came on board not just as a sponsor of USA Rugby's national teams, but also the 7s World Cup. AIG was lured in via the All Blacks' two matches at Soldier Field, the latter of which was a RIM production.
On the aggregate, RIM seems to be ascending in the sponsorship silo, one in which USA Rugby floundered for some time. Sternberg says sponsorships are up 30-percent from 2016 to 2017, and more are expected to be announced in the lead-up to the 7s World Cup.
USA Rugby RIM Governance
NSCRO Men's Top 40 Ranking
Eagles Flying into Sydney Unified


text:
Q: Method to check if solutions of given differential equation are identically zero or bounded. I am given a differential equation
 $y'+ 2y = 0$. Then which of the following options is correct one?
A) every solution is identically zero.
B) all solutions are unbounded.
C) every solution tends to zero as x tends to infinity.
D) no solution tends to zero as x tends to infinity.
I havw no idea how to check if solutions are unbounded or identically zero. Even if checking these things is not needed to answer this problem, I have a request to get me know the method.
Options $C$ & $D $ are probably find out by using limiting values of solution.
When I solved the given D.E using variable seperable form , I found the solution to be
$yc = 2x$ (if I am not wrong)..
I dont have idea to analyse further
Extremly sorry fir the stupidiest mistake done. I have corrected the options.
Thanks in advance.

A: Check your solution again, it should be $y=Ae^{-2x}$. So $(C)$ seem to be correct. $(B)$ doesn't hold when $A=0$.
Identically zero means : $y(x)=0\;\forall x$
Unbounded means: Given $M>0,\exists x:|y(x)|>M$
To prove unboundedness here take look at the region $x<0$.

redpajama_set_name: RedPajamaStackExchange


API of this module is strict in both the keys and the values. If you need value-lazy maps, use Data.Map.Lazy instead. The Map type is shared between the lazy and strict modules, meaning that the same Map value can be passed to functions in both modules (although that is rarely needed).
Be aware that the Functor, Traversable and Data instances are the same as for the Data.Map.Lazy module, so if they are used on strict maps, the resulting maps will be lazy.
Keys and values are evaluated to WHNF before they are stored in the map.
O(n+m). An unsafe universal combining function.
O(n). traverseWithKey f m == fromList $ traverse ((k, v) -> (v' -> v' seq (k,v')) $ f k v) (toList m) That is, it behaves much like a regular traverse except that the traversing function also has access to the key associated with a value and the values are forced before they are installed in the result map.
O(m*log(nm + 1)), m <= n/. Restrict a Map to only those keys found in a Set.
O(m*log(nm + 1)), m <= n/. Remove all keys in a Set from a Map.
O(m*log(nm + 1)), m <= n/. This function is defined as (isSubmapOf = isSubmapOfBy (==)).
O(m*log(nm + 1)), m <= n/. Is this a proper submap? (ie. a submap but not equal). Defined as (isProperSubmapOf = isProperSubmapOfBy (==)).


The handling of the subject of risk management is closely interlocked with the medical device: From the initial idea of the whole product life cycle (development, production, marketing and use, through to the disposal).
These observations contain all possible risks for patients, users or others who are related with the product. DIN EN ISO 14971 offers the basis for a comprehensive risk management process for medical device manufacturers.
MDSS Consulting GmbH can assist your employees and reduce their workload in every phase of this process with its competent support. Our competence team offers wide-ranging expertise in device development and production, in device management as well as in the use of medical devices and post Market Surveillance.
If you would like to receive further information about this service, feel free to use our contact form. We are looking forward to hearing from you.


EMPLOYEES of the Borders water technology firm Panton McLeod have raised more than £2,000 for charity in the last six months, writes Sally Gillespie.
The fundraisers abseiled the Waterloo Monument at Penielheugh, took aim for a day in a 24-hour archery shoot, and cycled nearly 200 miles to raise money for Deaf Blind Scotland, M.S. Scotland and the Bubble Foundation, a specialist unit in Newcastle for babies and children without an immune system.
Marketing executive Niall Armstrong raised £700 for Deaf Blind Scotland, abseiling with his aunt and father.
The monument near Ancrum was designed by Archibald Elliot, a member of the Elliot clan, a rival clan of Niall's ancestors the Armstrongs.
Panton McLeod's team leader Paul Hogarth helped organise and complete the 24-hour archery shoot at Eastcoat Archery Centre, near Hawick, in August to raise £1,000 for M.S Scotland. He and five other archers walked 27 miles and shot more than 875 arrows between them.
Mr Hogarth said: "Although I was initially daunted at the prospect of shooting for 24 hours straight, the total that we raised was well worth it, even though I was exhausted by the end!
The company's sales and marketing director Paul Henderson biked the Borders Reivers Trail across the north of England and the Borders in three days with friends to raise £350 for the Bubble Foundation.
Mr Henderson said: "I had wanted to do a charity cycle for a couple of years but hadn't had the opportunity, so after hearing a group of friends were doing the Reivers Trail, I jumped at the chance.


text:
Air Transport Safety Articles by Shem Malmquist
A collection of articles written by Shem Malmquist FRAeS || Disclaimer: The views and opinions expressed in these articles are those of the author and do not necessarily reflect the official policy or position of any other entities, organizations, parties or companies.
Angle of Attack Book
Awarded Top 100 Airline Blogs And Websites For Airline Travelers
MIT STAMP 2019
← Salient Symbols and the HUD
Indonesia AirAsia Flight 8501 →
High Altitude Stalls – how well do you understand them?
Posted on April 7, 2015 by Shem Malmquist FRAeS
By Captain Shem Malmquist
Credit for the impetus of this article must be given to my friend, aerodynamicist Clive Leyman, who initiated a discussion on these issues. He provided the technical foundations, including correcting and clarifying portions of this article. Portions of this article are based on a paper written by Clive Leyman, which have been revised as necessary for a more general pilot audience.
Stalls and modern wing designs
There has been much written in the aftermath of the Air France 447 accident regarding aircraft stalls, pilot training and similar aspects. In a previous article I outlined some of the cognitive aspects that were likely involved with the accident. Many pilots have wondered why the Air France crew did not recognize the stall itself. In this article I will explore some of the aerodynamic effects involved in high altitude stalls which can make the problem much more complex than many pilots might realize.
Modern airliner wings have been designed to minimize drag at the design cruising Mach number. The aerodynamic design of the wing is based on the necessity to reduce wave drag and lift induced drag, and may be modified to reduce wing bending moments and weight. These compromises mean that the way the air starts to separate as the angle of attack approaches the stall, and what forces are generated as it does so, may be significantly different than what most pilots are expecting.
As outlined in the figure below, on a typical airliner wing, the air will start to separate about 2/3rds of the way from the root to the tip. It starts on the aft portion, so the forward section of the wing is still developing normal lift. This results in a gentle pitch up.
As the angle of attack is increased, the separation will move forward and across the wingspan, but these separations are still aft of the CG, so the aircraft will continue to have a gentle pitch up. It is only after the inboard part of the wing stalls that there will be any pitch down at all, but in reality, this will likely just appear as a cessation of the pitch up.
Modern wings are designed to be "supercritical", meaning that they are designed such that during normal cruise over a large part of the wing upper surface the airflow is supersonic, decelerating through a shock wave lying about two thirds to three quarters wing chord. It is across this shock wave that the initial airflow separation will most likely begin, and that is near the trailing edge of the wing. This will be perceptible as buffet. Additionally, some of the lift is produced by positive pressure on the lower surface near the trailing edge. This has the effect of increasing the lift on the wing with increased angle of attack for quite some time after the air flow on the upper surface as begun to deteriorate.
The experience most pilots had in primary training is a bit different. In most trainer aircraft during the stall the airflow separation results in a loss of lift early in the process. As the airflow continues to deteriorate there comes a point where there is a fairly significant pitch downwards known as the "stall break" which is coupled with a simultaneous significant loss of lift. The buffet is significant, and very obvious.
By contrast, the modern airliner wing will still see the lift increasing somewhat after the point that the pre-stall buffet has occurred. This may, or may not coincide the the AoA at which the stall warning is triggered, with choice of that point left to the designer. Beyond that pre-stall buffet the lift goes on increasing very slowly (from the bottom surface flow), but the buffeting gets steadily worse. At some point there is a change in the character of the buffet (magnitude and frequency) accompanied by a loss of lift. Taken together these may define "stall", but it is difficult to identify the exact point without recourse to instrumentation. This is quite unlike anything met in training.
A word about high speed buffet
In addition to low speed buffet associated with the stall, many pilots also have read about, or been taught that the aircraft will experience a "high speed" buffet if they fly above the maximum mach speeds. It is possible that some pilots might be concerned with lowering the nose as they might believe they are entering "coffin corner", and lose control of the aircraft. In reality, while this was a factor in early jet transports, it is generally no longer the case in modern designs due to aerodynamic improvements. From the accident report for Air France 447, page 42-43:
Pilots consider that in-flight overspeeds constitute a serious risk. This perception of the risk has a number of origins:
ˆ Flying theory training (notably during ATPL):
– the danger of a "shock stall" is considered on a par with the more classical "low-speed" stall;
-the dangers associated with high speed (e.g. the onset of flutter, or the tuck-under effect(2)) are presented even though modern aircraft generally no longer suffer from these characteristics, which could indeed be hazardous on some older-design aircraft;
ˆ- VMO/MMO corresponds to an important limit in the performance and limitation curves, for airline pilots; although the "classic" stall is perceived as being fairly well known, and is experienced by pilots (at least during their initial training), excursions well above the VMO/MMO are not demonstrated in training.
It would take a very large excursion above Mmo before adverse effects, and most such effects would be issues with flutter or hinge moments with large control inputs. Any buffet experienced is almost certainly going to be due to pre-stall or stall buffet. Also, high speed buffet will feel different (see discussion below), likely higher frequency and less likely to incite the aircraft's natural frequency.
Stall identification
The JAR (see Annex) and FAR rules specify that; acceptable indications of a stall are –
A nose-down pitch that cannot be readily arrested and which may be accompanied by a rolling motion which is not immediately controllable (provided that the rolling motion complies with JAR 25.203 (b) or (c) as appropriate; or
Severe buffeting of a magnitude and severity that there is a strong and effective deterrent to further speed reduction; or
In the case of dynamic stalls only, a significant roll into or out of the turn which is not immediately controllable.
As previously described on many modern wing designs the airflow separation will slowly spread outwards and forwards from the initial point. This means that any changes in pitch or roll from the approaching stall can take place over a relatively long period of time (depending on the rate the AoA is increased), and there are no sudden indications. This can somewhat mask the approaching stall, which can then only be identified through the severe buffeting criteria. Further complicating this is that the initial buffeting could be mistaken for turbulence, as appeared to be the case in the other events described in my article on cognitive bias. It is possible that mountain wave action or turbulence can induce a stall warning and possibly even pre-stall buffet at high altitude, although it is unlikely to cause an actual stall.
To further elaborate on what the buffeting might be like for the pilots in a large transport, consider the following charts derived for the Air France 447 accident, notice the amount of buffet in both vertical and lateral, with almost plus or minus 2 g's vertically and half a g laterally, and at a fast cycle of around 2-3 times per second! The airplane fuselage's natural frequency will have a great influence here. Boeing test pilots have described it as akin to driving sideways across railroad tracks – and I don't mean tracks embedded in pavement, think driving sideways across a railway yard at 20 mph with no shock absorbers! If you were experiencing that what would YOU think was happening (absent prior knowledge of it)? What does an airplane feel like as an engine is falling off or some other sort of structural damage? Put yourself in the situation with zero prior knowledge (which you now have).
The first chart is lateral (Nyf) and the second vertical (Nzf), and these represent the values that were experienced at the location of the flight deck:
One more point. If you do find yourself in buffet, high or low speed, and you really do not know which it is, it is probably best to "push" either way. That is obvious if it is low speed, but why high speed? Because you will descend away from the buffet boundary.
Air France 447
AF 447 was in cruise flight at FL 350. The Captain had chosen to take the "middle" nap, which is typical. Unless unusually tired, most Captains will take a turn in the middle of the flight so they can be present for the more complex procedures during the first and last portions of the flight. This can be altered, of course, depending on when they are tired, the Captain might choose the first or last period also. The area of weather was still about 80 miles ahead of them when the Captain went back to take his nap. Thunderstorms are typically somewhat numerous crossing the tropics, and it is probable that the aircraft radar was not depicting anything of significance that far out. Furthermore, as I have outlined in other articles, thunderstorms in the ITCZ region do not depict in the same way as storms at higher latitudes, particularly at night over the water. The reflective portion tends to be much lower.
While some have questioned the decision of the Captain to take his rest at that time, it is not so surprising given the information present. The radar was not depicting anything much (as I have described in previous articles here and here) all all looked typical. Further, it was likely that there would be more storms over the next several hours as they continued across the tropics. Waiting was unlikely to improve things. Personally, I would have chosen the first or third rest period just because I do not sleep well in turbulence and I have a bit more training with radar usage than many, but it is hard to second guess this Captain's decision. This left the First Officer in the right seat, as the flying pilot, and the relief First Officer in the left seat, as pilot monitoring.
When the aircraft encountered an area of high altitude ice crystals resulting in the loss of airspeed indications the autopilot and autothrust disconnected, unable to function without airspeed. With the loss of airspeed came a multitude of various warnings as each system that utilized airspeed in some way indicated a problem. Furthermore, as the system incorporates what is known as integrated modular avionics, these failures propagate across the other computers in very unpredictable ways, a cascading series of faults, with each box now receiving bad information sending its failure messages out. The flight controls reverted to a degraded state where the pitch mode was still working normally in terms of response, but no longer had any of the stall protection features. Meanwhile, the roll mode went to "direct law". In "normal" operation the pilot would have become accustomed to the Airbus FBW mode where stick movement commands roll rate and centralizing the stick gives zero roll rate (holds the bank angle). However in direct law stick movement commands roll acceleration and centralizing the stick leaves the pilot with a residual roll rate. To cancel that one must apply opposite stick motion. The A330 is also a surprisingly nimble airplane, and it is easy to over-control the roll when in direct law at altitude. It is a bit like going from flying a big jet to a Learjet, instantly. Few pilots would not "overcontrol" at least initially.
The pilot found himself flying an aircraft at altitude by hand. Due to the lower dynamic pressure and higher true airspeeds for the same equivalent airspeed (EAS), there is less damping at that altitude, so not only is the aircraft flight control system in a degraded state that is not normally seen outside of a demonstration in the simulator during initial training, but it was in a flight regime most pilots today have never "hand-flown" an aircraft at due to RVSM rules.
With such a sudden change in aircraft dynamics coupled with the low damping at altitude, it is not surprising, then, that the pilot was focused on trying to keep the wings level, which was occupying a good deal of his ability. It also would not be unusual for a pilot to be subconsciously pulling a bit with each lateral control input. Furthermore, the flight directors, which were biasing in and out of view, were commanding a pitch up as a consequence of the altimeters now showing that they were 400 feet low with the loss of pitot input. Exacerbating this, pilots today often see a lot of emphasis on staying on the flight director. Even assuming the indications are correct, attempting to stay right on the flight director bars at altitude becomes what the test community calls a "tight tracking task". Tight tracking tasks are utilized in flight test to elicit PIO. Not ideal.
The pilot pulled the controls back enough to increase the g-force momentarily. This led to an increase in angle of attack to the stall warning threshold. The stall warning responded with a momentary "Stall, Stall", but discontinued before the "cricket" tone was generated. The monitoring pilot in the left seat asked "What was that?", but beyond that, the Air France crew did not discuss this momentary indication. Did they just attribute it to turbulence? Based on the lack of any secondary indications, it is very possible that they assumed that the momentary warning was connected with the lack of airspeed indication. This is a training problem, as modern stall warning systems on transport aircraft utilize angle of attack. However, the aircraft continued to fly normally.
Although not discussed by the crew or mentioned in the BEA report, flight tests reproducing AF 447 clearly showed buffet. It is hypothesized that the pilot perception of buffet may be strongly linked to fuselage flexibility, so the g-forces generated by the buffet might not represent what the pilots are actually experiencing. These might lead to a pilot mistaking buffet for turbulence during the initial stages. It is also possible that, while in the turbulence, the buffet is somewhat masked, or perhaps not as salient as the turbulence itself. As the buffet became severe it is possible that it seemed like some sort of unknown structural failure as discussed above. It would absolutely be outside of anything most pilots had experienced at that time.
Many have wondered why the crew might have ignored the stall warning in the first place. It is likely that they viewed it as a false or spurious warning. Perhaps they just assumed it was another system failure associated with the loss of airspeed, as many pilots incorrectly believe that the stall warning might be impacted by loss of airspeed indications. Several crews reported that in previous probe icing events they had a single stall warning sound but ignored it as being "a blip" Regardless, this likely had an effect on the subsequent stall warnings, as research has shown that when a system warning is perceived to be false once (accurately or not), people will ignore subsequent warnings. As they continued to slow, the aircraft entered a stall again. Again, it appears that the warning was still not accompanied by salient secondary indications, or, at the very least, as described previously, not the secondary indications most pilots have been trained to expect.
In any event, it is clear that warning was essentially ignored from that point onwards. No other discussion or mention of it occurred, even when it was repeatedly calling "Stall, Stall..cricket" The warning was just noise at that point. If there was buffet at this point it would be easily masked by the turbulence as they flew through the tops of thunderstorms. The aircraft would be experiencing a gentle pitch up due to aerodynamic factors discussed earlier, but the A330 FBW system would have just kept the pitch constant. Further, the system trimmed the stabilizer to the full up position.
The stall warning continued for the next two and a half minutes. Clearly they would have heard it so why did they not react? Again, the most probable explanation is that they considered it a false warning. The aircraft AoA continued to increase, and that is when the shaking would have gotten to be severe. That coupled with the sound of the ice crystals may be why they expressed concern about overspeed. The airplane entered a "deep stall". The airspeed become so low and angle of attack so high that the stall warning system stopped based on the assumption that the combination would be a false indication. At that point, a relatively dramatic nose down pitch would have been required to recover, and with full nose up trim, even full forward control stick would result in just a very slow pitch over. Transport aircraft rarely see nose-down pitches over a few degrees in normal operations, but after reaching this point, the aircraft would have required something in the neighborhood of 15 degrees nose down to start a serious recovery. Coupled with this, though, was that as the aircraft finally fully stalled it started to descend. Fast.
The descent rate resulted in the measured g-force falling to around 0.6 g, vacillating between that and .75 g. Pushing forward on the controls under normal circumstances to get to 15 degrees nose down would be outside the experience of most pilots. How many pilots would still recognize the need when they were subject to g-forces where they felt they were already falling? Pilots are taught to "unload" to break the stall, but what if they are already "unloaded"? Under normal circumstances a stall at this altitude could require more than 5,000 feet to recover. In this case, would have taken much more. This means pushing forward to around zero-g for perhaps half a minute, at night, in a storm, when you're not sure what is going on, while the aircraft is shaking like driving sideways across railroad tracks!
From the time the airplane actually stalled to when it hit the water was just around 3 minutes. Not a lot of time to sort out what was happening.
In addition to the confusion the crew was experiencing regarding what was happening, there was also a good amount of oscillation in roll. This is likely due to the aerodynamics of very high angles of attack, where the flow can have some very difficult to predict effects. The pilot flying had all he could do to try to keep the wings level. Sadly, allowing the aircraft to "roll off" might have pushed the aircraft out of the stall, but they did not know that.
Again, if you do encounter buffet, one method that should work for about any airplane is to lower the nose and maintain a constant Mach number by reducing thrust. Whether you are in high or low speed buffet this will move you away from the buffet boundaries.
In conclusion, it should be clear that the aspects surrounding high altitude stalls are complex. As outlined in previous articles, expectation bias and confirmation bias play their parts as well. In truth, there was really not a lot of time to sort it all out, and simulators are not able to replicate the situation adequately. It is hoped that this article will provide some insight and "food for thought" for pilots confronted with such a situation. For those interested in more on the topic, may I recommend my book written with Roger Rapoport, "Angle of Attack". We explore this and many other aspects in much greater detail there.
Load your CAD/structural design software on the cloud & access it via high performance virtual desktops with 24×7 support and remotely accessible from your favorite mobile device with CloudDesktopOnline. Visit www.Apps4Rent.com today to learn more about cloud products.
About Shem Malmquist FRAeS
B-777 Captain. Air Safety and Accident Investigator. Previous experience includes Flight Operations Duty Officer, Assistant Chief Pilot. Line Check Airman, ALPA Aircraft Technical and Engineering Chairman, Aircraft Performance and Designs Committee MEC Chair, Charting and Instrument Procedures Committee, Group Leader-Commercial Aviation Safety Team-Joint Safety Implementation Team (CAST)-Loss of Control-Human Factors and Automation, CAST-JSIT- Aircraft State Awareness. Fellow of the Royal Aeronautical Society, full Member of ISASI, AIAA, IEEE, HFES, FSF, AFA and the Resilience Engineering Association. I am available for consulting, speaking or providing training seminars to your organization. Please contact me at spmalmquist at outlook.com for inquiries.
View all posts by Shem Malmquist FRAeS →
This entry was posted in Safety. Bookmark the permalink.
2 Responses to High Altitude Stalls – how well do you understand them?
Pingback: Indonesia AirAsia Flight 8501 | Air Transport Safety Articles
Good stuff, Shem.
Why do we need hard limits on jet engines?
The Plane Paradox: More Automation Should Mean More Training
Grounded is published! Click the image for the podcast.
A new approach -Thoughts on Automation
Proper attire on airplanes


text:
Home en » Publications » Motu Proprio
Intima Ecclesiae natura
Apostolic Letter issued "Motu Proprio" Intima Ecclesiae natura on the Service of Charity (November 11, 2012)
Deutsch, English, Español, Français, Italiano, Latino, Polskie, Português]
Speech by Mons. Giampietro Dal Toso at the "Convegno nazionale per Economi e e Direttori degli uffici amministrativi delle diocesi italiane", organized by the Conferenza Episcopale Italiana: "Il motu proprio Intima Ecclesiae natura: ragioni teologiche e canoniche" (Salerno, Italy, 24 February 2014)
Symposium on the Motu Proprio Intima EcclesiF natura, organized by the Pontifical Council Cor Unum and the Pontifical University of "Santa Croce" (Rome, 13 December 2013) - Programme
"Witnessing the Faith through Charity"- Cor Unum and the CCEE organize a meeting of Catholic European Bishops at the conclusion of the Year of Faith (Trieste, Italy, 4-6 November 2013)
S.Em. Card. Robert Sarah Italiano
Mons. Giampietro Dal Toso Italiano
Card. Robert Sarah, Speech at the Plenary Assembly of the Symposium of Episcopal Conferences of Africa and Madagascar (SECAM) (Kinshasha, 10-14 July 2013)
Card. Robert Sarah, "Ecclesial Dimension of Charity", speech at the University of Freiburg (Germany), Theological Facolty, Sciences of Charity (23 April 2013)
Card. Antonio María Rouco Varela, Archbishop of Madrid, Spain, "Role and Responsibilities of the Bishop" (21 February 2013)
H.E. Msgr. Roland Minnerath, Archbishop of Dijon, France, "This is What Qualifies the Catholic Identity of Charitable Organizations" (21 February 2013)
Card. Robert Sarah, "The Bishop, Minister of Charity" (2 December 2012)
H.E. Msgr. Juan Ignacio Arrieta Ochoa de Chinchetru, Secretary of the Pontifical Council for Legislative Texts, "Between Responsibility and Service - The Canonical Expression of the Service to Charity" (2 December 2012)
The Encyclical Deus Caritas Est states that "The Church's deepest nature is expressed in her three-fold responsibility:...
The Pontifical Council Cor Unum for Human and Christian Development was established on July 15 1971 by Pope Paul VI...


His keys dropped, rattling on the parquet floor. Julius stared at them, unwilling to look at the bandaged stump where two weeks ago his left hand had been. He should be used to it by now. He should not still be trying to pass things from his right hand to his left. But it still felt as if his hand were there.
"For Solo Cello, op. 12" is about how far a professional cellist is willing to go through to regrow his lost hand.
"Cerbo en Vitra ujo" is the horrific story of a smart but naive girl searching for her boyfriend in a future where "excess" children can be taken for their body parts.
"Death Comes But Twice" is a Victorianesque tale of reanimation.
The all touch on the horrific side of the biological, and I enjoyed reading them all.
I'm so glad you enjoyed my stories. Thank you for this lovely post.


text:
Time24 News
Home Tags Hes
Tag: hes
Alberto Cowboy comments on fame as 'BBB7' villain and says he's...
One week to go before the big debut of BBB21 and the public is already looking forward to meeting those confined...
Conor McGregor teases Khabib and shoots: "He's afraid to fight me"...
Conor McGregor was defeated by Khabib Nurmagomedov in 2018, at UFC 229, but even today he doesn't seem to have digested...
He was 'scratched', went around and convinced Mourinho: "He's a great...
O Tottenham returned this Sunday to the victories, defeating Sheffield United, by 3-1, in a match in which Tanguy Ndombélé took on a prominent...
'Defeats had many. He's already beaten, he's already kneeled '
Last Friday (15), Porto and Benfica drew 1-1 at Estádio do Dragão, in a hot and expelled classic, for the 14th round of the...
Rueda says he's ashamed of late salary at Santos
President Andrés Rueda intends to quickly resolve disputes with the Santos squad....
David Bowie's son reflects on the singer's death: 'He's still here'...
Recently, Duncan Jones shared a memory of his late father David Bowie, whose death five years...
Fredrik Solvang – That's why he's away from Twitter
On Saturday, two popular profiles shine with their absence from the microblogging site Twitter.One belonged to the outgoing President of the United States Donald...
"I would love to hire Maradona, but he's dead": the irony...
Raymond Domenech, Nantes coachFotografia: FC NantesEssay09 January 2021 at 10:40Nantes coach used irony to answer a transfer market question.Raymond Domenech took over technical command...
Age of Empires 4: dev says he's making 'big progress'
In a note posted on the official website, Shannon Loftis, director of the World's Edge studio, confirmed that progress in Age of Empires 4...
– He's talking like a mafia boss
- Corruption, abuse of power and worthy of a new Supreme Court case. The reactions are strong to Donald Trump's attempt to "find"...
Nursing home resident in Lierbyen: – Found dead under wardrobe
Nova Gcam brings audio zoom and new features and interface for...
Vice President Mike Pence takes over: "Our time is up"
Lord thanks health professionals in PG | The net
FIFA 21 has already arrived on PS5 and Xbox Series X....
PlayStation: five gifts that gamers want to receive this Christmas –...
The Enemy – Digimon Survive is postponed to 2021
Election refutes radicals and strengthens liberal and dialogue parties, says Maia...
Time24 News is your news, entertainment, music fashion website. We provide you with the latest breaking news and videos straight from the entertainment industry.
© www.time24.news