I, like many (I hope I'm not alone!), have periods of my life that I look back at and just SHUDDER. Times where my immaturity and weaknesses shined brighter than the good I hope I project, times I hope others have forgotten even though I simply cannot. And maybe that's a good thing; how can you climb out of valleys if you DON'T have those low points in the first place? How can you grow if you don't recognize those mistakes and learn from them?
Life is a journey. There are lots of bumps along the way. It's not how often you trip, it's how many times you catch yourself, and even learn how to avoid those trouble spots. Let's call it personal evolution.
Marie Allison is a Creighton University graduate who has never been afraid to try something, and more importantly, never been afraid to keep going or move on.
From communication, to patriotism. From classic to country. From rodeo pageants.. to Miss Nebraska. This young lady is no stranger to experiences or to changes, and her life is a colorful piece of artwork reflecting that.
"I am a music and art aficionada, an accomplished equestrienne, adventuries foodie/student of healthful lifestyle, fitness and outdoors enthusiast, passionate academic, and aspiring salsera (I love all latine dance!)," Marie told me recently. She is also Miss Western Nebraska 2016.
So Marie competed again in a new state while attending Creighton, qualifying to compete for Miss Nebraska 2015. Marie chose a song highlighting her classical training (she now has a Music degree from Creighton), and as she told me last year, she focused on Communciation: Proactive Prevention as her personal message and platform (click here to read more!) This year.. everything is different.
Here's a sample of what Marie's discovered about herself in the last year alone..
She loves to model, featured here in photos by Anthony Gaines Photography, and walking the runway for designer Sabrina Jones at Omaha Fashion Week.
She loves to create art, through something as simple as a selfie, or as complex as a sketch.
She loves to serve, and gets to do it through both volunteering and through her full time jobs.
And as she started planning to compete for the Miss Nebraska title, Marie did a 180.. changing her talent genre and her personal platform.
Marie attending President Obama's speech in Omaha in January.
To those who follow the Miss Nebraska pageant.. Marie Allison is coming back this year as a different contestant, with a changed outlook. To those who think negatively of pageants in general, Marie wants you to know Miss America has also evolved over the years.
Personal evolution. With the family and friends Marie calls 'a core component' of who she is, this young woman is ready to showcase her authentic self on one of our state's biggest stages.
CLICK HERE to follow Miss Western Nebraska 2016 Marie Allison on Facebook.
PREVIOUS.. Miss Platte River's Outstanding Teen 2016 Emma Young!
NEXT.. Miss Old West Balloon Fest's Outstanding Teen 2016 Brianna Little!
This blog comes you to from 36,000 feet up in the air.
Photojournalist Ashley Nodgaard and I left Omaha Wednesday on a bleary-eyed 5:30am flight bound for La Paz, Mexico! Through the months of May and June, we'll show you the mission that's been weeks in the making for us and months, if not YEARS in the making for an Omaha team.
CLICK HERE to see a preview of Operation: Open Hearts on KETV!
This is a once-in-a-lifetime opportunity for Ashley and me to tell incredible stories. Truly, THAT is why we both got into this business in the first place. I think to some extent there's an assumption about people in TV News, that we do this because we want to see ourselves on television. I admit, the first time I reported on camera.. the first time I sat in the anchor chair for a broadcast.. those moments were exhilarating. BUT.. that sheen wears off in time, and for MANY years now, my adrenaline rushes have come from knowing we are sharing powerful stories of things going on in our city, state, and in our world, and seeing the difference that can come from that.
I have a feeling my friend Payton Merritt is reading this, thinking 'Preach!!' She's not a journalist, but she is a young woman trying to prove that her mission isn't about big hair and glitter, it's about making a difference with a powerful tool she's been given.
Payton will compete for the title of Miss Nebraska this June, currently Miss Nebraska State Fair 2016. Complete disclosure… I kinda love her. I first met Payton when serving as a judge and then volunteer for the Miss Omaha/Miss Douglas County pageant—Payton was our teen titleholder, then years later, crowned Miss Omaha. She's this teeny, petite, blonde, but when she sings, her voice is anything BUT petite; it's soulful, deep.. it makes you utter 'dang!' from your seat in the audience. Singing was Payton's initial tie to the Miss America Organization, an added element to what was already a magnetic draw for a child watching on TV from home.
Payton also notes that she and the rest of the Miss Nebraska Class of 2016 are constantly seeking out ways to be visible, positive role models. Payton and several other local titleholders recently joined Miss Nebraska Alyssa Howell to make Alyssa's signature Miracle Bags for patients at Omaha's Children's Hospital and Medical Center; the girls then hand delivered them to those kids.
Payton often shares messages and quotes on her Miss Nebraska State Fair Facebook page, encouraging people of the power and importance behind the vote. For Payton, it's an issue she plans to pursue long after this often divisive 2016 Presidential Election; she's pursuing Political Science and Economics degrees at Creighton with plans to attend law school.
UNDERSTANDING AND EDUCATION. We at KETV have a motto—more complete coverage. It's not just our catch phrase, it's something I remind myself of when I'm tired and want to wrap up a story and move on.. is there more I could or SHOULD include? Is there another angle to this? At the end of the newscast, as complimentary (and sometimes not..) as it is to hear about my hair or my dress or the color of my lipstick, I want people to remember MY STORIES.. YOUR stories. I want our viewers and readers to learn something new about a disease or a law or a PERSON. Every time Payton Merritt performs the national anthem for the Creighton basketball or baseball games (click here to listen!), every time she dons her sparkling crown to visit a child or speak to a group, she wants to open new eyes to everything she stands for.
on Facebook, on Twitter, and on Instagram. You can also contact Payton for appearances and events by emailing paytonmerritt@hotmail.com.
WANT TO LEARN MORE ABOUT PAYTON?
CLICK HERE * 2014 * Omaha! Omaha!
PREVIOUS.. Miss Kearney's Outstanding Teen 2016 Shelbe Stroh!
NEXT.. Miss Gering's Outstanding Teen 2016 Ashlynn Haun!


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Betrayed! The ultimate test of emotional intelligence . . . and character.
Photo by Xavier Sotomayor on Unsplash
It's easier to forgive an enemy than it is to forgive a friend." ~William Blake
Everyone feels betrayed . . . eventually.
Yeas ago I saw an article that said 90 percent of men engaged in a particular habit. What caught my eye was the subtitle, which said, "10 percent lie." When it comes to the topic of betrayal in business I am tempted to re-assert the same adage, to wit:
Ninety percent of people will feel betrayed at work. Ten percent lie. ~Bryan Miller
The type of organization makes betrayal more, or less, of a risk
Where you work may determine if this sense of betrayal is easily managed or not.
For example, if you work in a big conglomerate or corporate entity, a public or private sector workplace, or the military, you may be able to set it aside philosophically with a rationalization such as "it's only work" or "there is always one jerk" and alter your actions to minimize the impact on your work-life.
But what if you work in a very small company? Or you work in a small professional practice, non-profit, or family business? In these cases . . . it's not so easy. (see our posts on Preserving the Family Business or 9 Common Lies Family Business Owners Tell Themselves.)
Experts have noted that their are certain types of organizations that are prone to present as more "emotional" than the typical corporation--these organizations often have the advantage of sharing stronger bonds (more like Blake's "friends" in the quote above) and are thus at a greater risk of a sense of betrayal. In fact, it is these close bonds--and the implied trust inherent in it--that makes the betrayal an especially dangerous threat.
When people feel betrayed, leaders need to step up!
Ever hear the statement that the employees know "where the bodies are buried?" Think about that statement for a moment . . . and about the literalness of that statement. The employees know "who has died (killed?) and that their final resting places are known." Maybe the burial plot is in marketing, or the warehouse, or the "other office."
It's too easy for leaders to ignore times when employees feel betrayed. Sometimes they blame the "victim" --"they take things too personally!" At other times, the threat is dismissed, "You don't have to like the people you work with." But feelings of betrayal will often erupt in conflict at critical moments or eat away like cancer on your organizational body. Production will drop, employees won't be willing to contribute any more than necessary, negative behaviors increase.
Like it or not, a leader needs to "get into the problem" and help the effected parties come to a resolution. They need to "get over" their own issues with trust . . . and lead. But this often creates a threat to the leader . . . so, often, the leader can revert to "taking control" or they kick this task "down the road" . . . avoiding, for the moment, dealing with the threat of a diagnosable "organizational disease" or perhaps the need for surgery--possibly even amputation..
When you are betrayed, your Response reveals your character.
Yep, I get it. You're hurt. Your angry. What has been done is unjust . . . to you. It's patently unfair. It could have easily been avoided if only the other person would have just taken the easiest, and most normal, of actions. The one you would have taken. The one any good and decent person would have taken.
Maybe, it's even true, maybe someone acted, intentionally, in a way that violated a trust with, or allegiance to, you. Or perhaps a fair-minded person would have concluded it was a misunderstanding, poor communication, or the circumstances that was the causal factor. Never-the-less . . . it still feels like a betrayal.
When you are the one betrayed--whether real or perceived--how you respond says more about you than the event itself . . . or the other person.
Yes, there are true betrayals . . . the acts of people who truly have a cancer of the soul . . . but let's face it most of the betrayals that impact people can be, are typically are, seen differently by the two people involved. That is, the common "sense of being betrayed" is different from a empirical fact of being betrayed." Unfortunately, seeing this as something other than a genuine betrayal takes a certain amount of detachment--a detachment that is particularly difficult to find when one is hurt, confused, sad, or angry. Yet, it is the time when it is most needed.
So, don't tell me how rational you are being. How logical. How professional. The truth is, you feel betrayed. No amount of "pollyanna-ishness", sublimation, or denial . . . will eliminate this fact. Often those that are the most "detached, unaffected, or stoic" . . . are the best at hiding this truth from others, and sometimes themselves--but they too feel a deep sense of hurt, anger or resentment. So, the question is, "What are you going to do about it?"
When I was barely in my 30s, I faced this question--"What are you going to do?"--in a very personal and dramatic way. My younger brother, Kirk, was killed in a car-bike accident. Despite it being "no one's fault" the sense of betrayal--on many levels--was real. I won't burden you with the details, but I bring it up to say that when faced with this kind of pain, resentment, anger, etc. you need to make a choice to respond to it and move beyond it.
Here are few suggestions:
1. Don't over-cook it. We all, at times of betrayal, focus on trying to avoid pain (see "Move through it" below) or wallow in the injustice of it. (My common adage about pain is, "When do you want to quit suffering? Yesterday.") Of course, it is natural to rerun the events that lead to the sense of betrayal. Our minds are trying to understand and incorporate what happened. But there comes a time when we will make a choice (including the choice to not choose) and often it is too tempting to continue to re-live the sense of injustice. Don't do it. Sometimes, it's driven by the person's sense of guilt or shame in a form of unconscious self-punishment.
2. Move through it. Yes, you can try to avoid it or go around it but the shortest path, and often the only choice that leads to a good long-term outcome, is to go through the experience of betrayal. What does this mean? It means acknowledging the sense, and the impact, of being betrayed. It means taking the time to sort through the repercussions of the even and finding perspective about the event and deciding how to act based on what actually happened. It means applying emotional intelligence to the other person, yourself, and the situation. This isn't easy. It takes courage and a willingness to feel vulnerable or "at risk" for a while.
3. Create a plan of recovery. Part of acknowledging the sense of betrayal and deciding how to act is to make a plan for how you will recover; It's not anyone else's job and, really, no one else can do it. Now, a plan doesn't necessarily mean "a plan." That is, some will actually draw up, make a list, or schedule activities to help themselves recover. They are the "list-makers" and it works for them--"Good on ya." For the rest of us, creating a plan for recovery means allowing yourselves the time and actions to recover. Adopt some boundaries with others to protect yourself. Do activities that have the possibility of "feeding you" rather than demanding more of you. Lower your standards . . . for a while. Take care of yourself and let yourself recover . . . just like you would if you had major surgery.
4. Get outside. No not "outdoors" (although maybe that helps too!) Get outside yourself. Focus on someone or something else. When you have been betrayed the focus narrows. For a while all the energy is focused on "how could they do this to me?" News flash: You are not the first, nor will you be the last, person betrayed. This initial focus, as we said earlier, is quite normal. But don't get stuck there. Often people begin to recover by focusing on something else; a person or cause where they can focus that energy in a positive way. This begins to remind us that it's "not all about me" and gives us motivation to keep going. To move on you need perspective this can help with that but often it takes time and choice to make this effort.
5. Find support from the right people. It's nice to have indignant friends that "have your back" and will be appropriately miffed at the betrayal. There role is to "make the right sounds" by affirming that you were betrayed, that the other person treated you unjustly, and you have the right to feel what you feel. But, as reassuring as this is . . . It's more important to have well-balanced people who will both support you and, when the time is right, refuse to "jump on the band wagon"--taking sides in an on-going dispute (being "loyal" or an "apologist" for the other party), and carefully helping you to move away from being stuck in your betrayal. It's great if you have that person in your circle of family or friends. If you don't, you may need to use a professional coach, consultant, or counselor.
Professional Burnout
Regaining the joy of your career
Bryan Miller is the President of Human Systems Consulting; HSC helps leaders sleep at night and enjoy work again by improving the human-side of organizations. Bryan is the author of Family Legacy: Protecting family in family business and other helpful resources. Questions or comments? Contact Bryan here.

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Currently Available for Online Purchase: 2,138 sf!
Approx 70% of boards smooth / 30% with some skip 0.75"
Trailblazer Mixed Hardwood T&G Flooring is produced from hardwood timbers salvaged out of classic 19th century barns. The species are not sorted and separated. Instead, Trestlewood takes all of the hearty North American species which were used in the original structure and includes them in this warm, inviting mix of species. The result is a floor which is conservative because it is durable and sound, yet edgy because it is truly one-of-a-kind. The skip-planed look is generated by using the texture of weathered timbers or lumber and lightly planing that as-is face.
Introduction When the first settlers moved into new regions of our expanding nation, they cleared small plots of ground for subsistence farming and used the felled trees for logs and timbers to construct homes for themselves and barns for their livestock. Because these resourceful settlers had to use what was available to them, they often did not discriminate among wood species--if the trees they felled were solid and durable they were used in the needed structures. It is in that same spirit of resourcefulness, economy and good stewardship that Trestlewood offers Trailblazer Mixed Hardwood T&G Flooring.
Holes Random nail holes; occasional bolt holes or peg holes; regular worm holes. Nail and bolt holes commonly have some stain surrounding the hole.
Checking/Cracks Moderate surface checking; some cracking is allowed as long as the board is sound.
Standard Dimensions a) Thickness: 3/4"; b) Width: 3" to 7"; c) Length: 2 to 10' with no more than 5% of footage to be 2.5' or less.
Skip-Planed Texture Skip-Planed Texture is achieved by using the texture of weathered timbers or lumber and lightly planing that as-is face. The look of the skip-planed material will vary substantially from piece to piece. Some of the characteristics that will vary substantially from piece to piece are: original weathering (brown/gray, deeply checked/relatively smooth); original texture (circlesawn/bandsawn/weathered smooth); species; and color (light tan/pinkish/brown/gray/etc.) Some pieces (roughly 70% of the square footage) will "clean up" entirely and have no skipping.
Because the finish face of Skip-Planed flooring is not entirely milled, there will often be a slight "lip" along the seams where two floor boards come together upon installation. Attention to slight differences from piece to piece may minimize the impact of these differences, but will not eliminate it as an issue entirely.
Appearance Variation Boards can vary in appearance from piece to piece and even within a piece. The characteristics described on this specification sheet generally apply to each board's featured face. The opposite face and edges can differ from the featured face in texture, coloring, and other characteristics unless otherwise noted.


A neighbour called and said she had heard of a big brown and black dog found in Pinehurst about 10-12km from here. The radio had the announcement on. So we called the radio and asked for the phone number to go with the announcement. We called and it was Gus….. Gus had been with them since mid-morning Sunday. They had fed him and looked after him. They did not have the radio on att all yesterday, and had not heard our ad at all. We went and got him..through my tears and all. They would take no money for the food they bought or a reward. Just really nice people.
We are so thankful for all of the help and support we have had.
All the kind words and words of advice from you yesteday really helped us stay calm (to some extent) Our son is thrilled to bits..he had even taken a poster to school today. So we called the school and left a message at lunch when we had picked up Gus. Our son is 12 going on 13 soon.
We could never have our own children and we are foster parents. He was our first child placed in our home. He needed a forever home and we all loved each other and so we adopted him. Just over 2 years ago. He has been with us for just 5 years. This is his first real dog of his own. He loves animals and would love to be a vet when he grows up. He is so good with animals. He has given birthday money and allowance to SHAID over the years. He volunteers there every Saturday!!
I am not bragging, but we think he is pretty special!!
Sorry to be so long winded. That is my story.
Just got word – GUS is HOME! He is back with his buddy Radar!
We are missing our 22 month old Shepherd/Rottie mix since yesterday. His name is Gus.
but Radar will not. Osborne Road New Germany.
Please check your yards and outbuilding and report any sightings. Thank you.
Bindi is FOUND! Home safe! Bindi is a four year old, black and white border collie. She ran off Sunday March 6th at 4:30pm. She is without her collar as she was about to be washed. Last seen on Anderson st. We've called HRM, animal control, and metro animal emergency clinic.
Resolved: This was Bindi who is now home safe and sound! Thanks to our tipster which helped bring Bindi home!
I don't have the dog in my possession.
If anyone has lost a black and white border collie, I saw one running at large around the SuperStore area off Portland Street. We tried to catch him/her, but the dog was panicked and on the run. The dog was muddy and frightened. S/he was last seen on Eisener Blvd.
Owner posted an ad on Kijiji as well, looking for Taffy… so they will soon be reunited. Yeah!!
Found a beagle mix type female dog in the lakeside industrial park, has a rabies tag from clayton park vet hospital and a name tag that says taffy, if this is your dog she was picked up by animal control on sunday around 3 pm. please go and claim her.
I believe this dog was found, but since I can't confirm at this time, it will go into 'unresolved'.
Missing since Friday March 4 in the Musquodoboit Harbour area. 8 year old Male Black Lab answers to the name "Buster". He is a much loved family pet, whom we have had since a baby. His distinctive marks are his nose, it is always very rough.
Our 8 year old male black lab "Buster" went missing on March 4th from our yard in Musquodoboit Harbour. He broke his collar, so he was not wearing one, that is how he began to wander. This was at about 3:30 that afternoon on a Friday. Lots of people go by here on their way home from work and I am asking all of those people to please try to recall if you seen ANYTHING. He is a very friendly dog and someone may have seen him walking on the road or something.
We have lost our beloved family pet "Lola" – last seen Friday March 4th. She weighs 2-3 lbs and is tan and white. She's actually a chihuahua x pomeranian. She is very tiny and timid.
PLEASE PLEASE PLEASE contact if found – she is a very beloved member of our family and we are desperate to find her. Our two little girls are very distraught without her.
I have a small flock of 4 hens and was saddened to find a dark lab type dog (solid colour but sort of blackish greyish (blue?) hue) with a red collar walking down the driveway with something dead and white in it's mouth. I checked the coop to find only one hen (they had been free ranging), 2 hours later 2 others came out from hiding spots. One white leghorn still missing. She could just be hiding and the dog might've had some other white animal like a rabbit or weasel – but it is sad to think a roaming dog ruined my day in such a way. I don't want anything bad to happen to the dog, I just want it to stop roaming. Some neighbours said they saw the same dog on their step a few days ago taunting their dog. Sad times, bad owners. Maybe the dog was lost and hungry, who knows. The remaining 3 hens are quite shaken up and will probably not lay for several weeks. There are also many coyote snares and coyotes out here and the dog is in danger if he/she is roaming.
Our missing hen's name is Chips, age 1 and a half. All white, large red comb, yellowish white legs.
This big puppy is home safe and sound. Yeah!!


Released in 2013, the TDK Life on Record A26 is a compact, waterproof, portable speaker with Bluetooth and speakerphone capabilities.
Here is a link to the User Guide for your speaker.
Henry Amora 가/이 대단히 고마워 할 것입니다.


Nutrition has a major role in weight loss and muscle building and knowing which foods burn unwanted fat and which ones help build muscle mass is crucial for your building muscles fast.
Read this informative article which lists all the fat burning foods you will need to burn stubborn fat.
Once you shed that unwanted fat you can move on and build muscle mass and start to tone up your body.


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USAF general says Space Force tech 'will get people anywhere on Earth in 1 hour'
Posted on December 10, 2019 by Alien UFO Sightings
Steven L. Kwast – who retired from the United States Air Force this year – said there are three groundbreaking pieces of technology that are ready to be created by the Space Force
A retired United States Air Force (USAF) general has hinted three groundbreaking forms of technology are ready to be developed by the Space Force.
Steven L. Kwast spent 33 years in the Air Force with more than 3,300 flying hours and 650 combat hours during Operation Desert Shield, Desert Storm and more.
He retired from the military earlier this year but still holds an interest in it – particularly in the Space Force.
The Space Force is the proposed sixth branch of the USAF and US President Donald Trump has previously said he hopes it to be established by 2020.
Steven L. Kwast claims the Space Force has some groundbreaking technology
But Kwast believes the technological improvements at the disposal of the Space Force far outweigh its negatives.
Speaking at a talk at Michigan's Hillsdale College – which was posted to YouTube on December 5 – he said: "The technology is on the engineering benches today.
"But most Americans and most members of Congress have not had time to really look deeply at what is going on here.
"But I've had the benefit of 33 years of studying and making friends with these scientists.
"This technology can be built today with technology that is not developmental."
There are three specific advancements that could happen, Kwast claimed.
"To deliver any human being from any place on Earth to any other place on Earth in less than hour," he continued.
"To deliver wi-fi from space where you don't need a cell tower to connect.
"To deliver energy from space where you won't need to plug your phone in and it trickle charges and you can use that energy over time."
Such improvements will "change world power forever", the military man added.
Many conspiracy theorists believe the Space Force crafts have already been seen in the skies above the US, despite not being an official organisation.
Bruce Gagnon – the head of an anti-Space Force organisation – told us many of the UFOs seen across the country "could be the military's new Space Force craft that they've built using a secret military budget".
And a professor also told this site how a snake-like UFO seen over Florida could be "a hybrid air, land and sea craft run by USAF".
Source www.dailystar.co.uk
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Q: Earthing system on a mobile vehicle? We have an electrical system which needs a low impedance earthing system below two ohms. We have provided a proper earthing system
in our factory and it works well. Now my question is if the system is supposed to be mounted on a mobile vehicle what are the engineering methods to
implement earthing system?
Edit:  (to make it clear)
Please consider this real example in our stationary version. There is considerable electromagnetic noise in our factory which affects some signals. I removed it by using twisted shielded cables and connecting their shields to our low impedance earthing system. It decreased it to an acceptable amount. Now How can I do this in a car without a low impedance earthing system? Should I connect cable's shields to car's body? or are there any ways like this?

A: Be aware that "ground/earth" has different meanings in different contexts.  Earth means the earth, and ground can mean "0V reference point", "low impedance path for return current", "equipment bond", or "the ground/earth" in different contexts.  I believe for your shield to work correctly it should be connected to the ground of the vehicle, with all of the other relevant concerns of using shielding(ground loops etc.) still applying, which should also be the ground reference of your equipment's power source, if it is separate from the vehicle's already grounded alternator.  Your shield/drain should be connected to the ground that the wires it protects are referenced to.  Normally the connection would be on the upstream end for consistency/simplicity and a drain connection terminal would be provided on the board/device that the other wires terminate to.  Note that some vehicles for whatever reason are + ground instead of - ground.
If anything outboard the vehicle is not safe voltage and powered from the source(think of a diesel generator providing temporary power to a construction site), grounding rods/plates in accordance with local regulations will be used.  If all power consumption is onboard, you may not need a connection to the earth, in cases where this is needed, a sacrificial conductor is often dragged beneath the vehicle, although 2 ohms would I think be a very low impedance and as far as I recall, this is used more for static prevention when transporting explosive or flammable liquids/gases.  If you are providing power to outboard devices it is crucial that your ground connection be of sufficiently low impedance to allow the safety devices (overcurrent breaker and GFCI) to trip within spec, and this is why safety regulations will require a grounding rod/plate.

A: A copper twisted cable will be rolled on a reel / wheel. One end will be connected to the earthing strip. Other end will have a grounding rod. Whenever vehicle is used for operation like Dsng etc Rod is digged in soil/ earth to achieve 0 V reference.

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The Tasman Map
Ian Burnet, The Tasman Map – The Biography of a Map: Abel Tasman, the Dutch East India Company and the first Dutch Discoveries of Australia, Rosenberg Publishing Pty Ltd, 2019
Having grown up in Sydney, I can remember as a student visiting the Mitchell Library in the 1950s. My memories are of a large and impressive reading room but I must confess that I paid little attention as to how I arrived in the reading room after passing through the front entrance.
I now realise that to do so, I had to traverse one of the most remarkable sights in Australia: a mosaic of the Bonaparte Tasman map in the vestibule:
This map graphically illustrates the voyages of Abel Tasman and how his voyages of discovery produced the first recognisable image of the Australian continent. What is of particular interest to me, given my interest in Indonesia since my student days, is that this pictorial record Tasman's voyages south from the Dutch East Indies demonstrates how interlinked are the early histories of Europe's voyages of discovery to Indonesia and Australia.
Ian Burnet in this stunning volume brings alive the many voyages of discovery that linked the exploration and Dutch conquest of Indonesia to a growing awareness on the part of the Dutch of the great, but as yet unknown, land to the south. Burnet, chapter by chapter with stunning illustrations and reproductions of early maps, has managed to document the many voyages from Europe to the "far east" by way of both the Cape of Good Hope and Cape Horn that managed to create in Europe a global awareness of the world. It is a tale of the rise of English and Dutch mercantile capitalism, and the subsequent decline of the Portuguese and Spanish feudal empires, the many ways that the "east" and the "west" interacted, the fortunes that were made, the horrors that many ordinary people experienced, and the way the foundations of the modern world were laid in our part of the globe.
Most of us will have heard of parts of Burnet's story, whether it is of figures such as Francis Drake, Dirk Hartog or Abel Tasman, or of place names which reflect historical moments in our history, such as the Gulf of Carpentaria, Arnhem Land, Groote Eylandt, Rottnest Island, or Maatsuyker Island. But other parts of his story will be new to many. There is the tale of how the tiny spice island of Rhun, lying to our north and claimed by the English was subsequently "swapped" for Manhattan Island that had been claimed by the Dutch. There is the horror story of the wreck of the Batavia on the Western Australian coast where a mutiny among the survivors led to a massacre and an eventual bringing to horrific justice of the perpetrators. The many voyages in our part of the world, such as that of the Duyfken, a replica of which recently sailed around Australia, are brought to life through Burnet's judicious use of contemporary chronicles, logbooks, paintings and maps.
The book also reminds us that Abel Tasman was the first European to circumnavigate Australia despite the fact that for much of his travels he was not in sight of land. However, his two great voyages managed to piece together the disparate understanding of the relationship of our continent to the islands to our north that had slowly arisen through previous voyages, many of which are documented by Burnet.
The book contains many surprises. There is the 1647 verbatim detailed description of the appearance and life cycle of wallabies written by the first Europeans to encounter such, to European eyes, strange beasts. There is the fact that the great flowering of Dutch art in the 1600s typified by such figures as Rembrandt, Johannes Vermeer and Frans Hals, was a direct result of the fabulous fortunes made from the spice islands to our north. There is the more recent amazing tale of how Daisy Bates, while living in the 1920s with remote Aborigines in the Nullarbor Plain, was instrumental in having one of rarest maps in the world, that of the Bonaparte Tasman Map, donated to the Mitchell Library by one of Bonaparte's descendants.
This is a book to savour and to learn from and which will serve as a reference to many a historical event of relevance to both Indonesia and Australia.
Ron Witton
rwitton44@gmail.com
Ron Witton gained his BA and MA in Indonesian and Malayan Studies from Sydney University and a PhD from Cornell University and has lectured in universities in Australia and Indonesia. He now works as an Indonesian and Malay translator and interpreter.
(Forthcoming in Inside Indonesia)
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Flying the Challenger
Hot Start
FMS-Calculated Climb Gradient Configuration/IAS
By dlrk,
April 8, 2022 in Flying the Challenger
dlrk
I'm wondering what configuration and IAS/v-speed OCR climb gradient, req climb gradient, app/ldg climb gradient are based on. For example, if I'm wanting to make sure the airplane meets that performance, what do I need to do with regard to target speed and configuration?
To be more specific, should I be maintaing v2 or vfto or some other speed to MSA to be clear of obstacles absent an ODP or SID?
13 hours ago, dlrk said:
If there's no SID, there has to be an ODP. Someone correct me if I'm wrong.
Or a Diverse Departure Assessment, or the airport is not charted at all (e.g. some private airports) and the pilot is on his own.
Still doesn't answer the OP's question about which airspeed and/or climb configuration corresponds to the FMS-calculated climb performance though…
richjb
On 4/9/2022 at 7:31 AM, JJM said:
Not necessarily... I'm speaking for the US now. Every airport with an instrument approach is assessed for an IFR departure. If you want to know the details, you can read about it in the FAA's Instrument Procedures Handbook: Instrument Procedures Handbook (IPH) | Federal Aviation Administration (faa.gov). If there are no obstacles or terrain affecting an IFR departure from the runway, the pilot is free to turn in any direction after climbing to 400' above the runway elevation and proceed on their way. It's important to note that this "diverse" departure assessment is valid only out to 25 miles in nonmountainous areas and 46 miles in mountainous areas. If obstacles or terrain effect the IFR departure, then takeoff minimums and/or an obstacle departure procedure (ODP) is published for that runway. The ODP can be nothing more than listing of low, close in obstacles that must be seen or otherwise avoided on takeoff. These are not a factor in turbojet takeoffs as long as all engines are operating. The takeoff performance requirements mean that you are well above most of these obstacles by the time you cross the end of the runway. The ODP can consist of a higher than standard climb gradient that will clear obstacles or higher than standard takeoff minimums that allow the pilot to see an avoid the obstacles. The ODP can also turn restrictions, such climb on a heading to an altitude before turning in a specific direction. Finally, the ODP can consist of specific routing to avoid obstacles, to include a climb in holding until reaching a safety altitude.
A SID is nothing more than an abbreviated ATC clearance in charted form. The route is evaluated for obstacle clearance, and if assigned by ATC you fly it instead of the ODP. If no SID is assigned, but takeoff minimums and/or an ODP is published for the runway, and you are an FAA certificated operator (i.e., airline or charter operator), then you're required to fly the ODP.
If there is no SID or ODP, then you are free to turn in any direction and proceed on your way to your first en route fix. However, again you are responsible for terrain and obstacle clearance once you're more than 25/46 miles from the airport.
Rich Boll
On 4/8/2022 at 2:15 PM, dlrk said:
So, I'm going to preface this by saying that this is how it works in the Challenger 300/350, which I fly.... I don't fly the 650 and have not yet looked that close at it, but I have no reason to believe Bombardier and Collins would approach this any differently between airplanes.
TAKEOFF REF page 3/4 presents several options that you can enter (see attachment). One is OBST HT and OBST DIST. LEVEL-OFF HT is also included. You enter the obstacle height and distance from "reference zero", which is the end of the takeoff distance to 35 feet (dry) or 15 feet (wet). Because they measure the obstacle's distance from reference zero, unused runway must be added to the obstacle's distance from the end of the runway. This also is a clue as to what data Collins and Bombardier are using with the calculation.
This "Obstacle Clearance Calculator" that Bombardier & Collins are using references the AFM Performance Section's Flight Path charts, both close-in and distant. These charts have been digitized and stored in the FMS's performance module. The Obstacle Clearance Calculator is using the obstacle distance from reference zero and the obstacle's height above the runway elevation to determine the required Reference Climb Gradient necessary to clear the obstacle. The reference climb gradient is equal to the 2nd segment climb gradient achieved after the landing gear has retracted, but the flaps are still in the takeoff configuration, and the thrust is at the takeoff thrust setting. The airspeed is V2 speed. Further, all of this data is based on an engine failure at VEF or the presumed engine failure speed, which is typically 1 second prior to V1 speed with the pilot electing to continue the takeoff.
The calculator will also calculate the level-off height necessary to clear the obstacle in this second segment climb, after which the aircraft can level, accelerate, and clean up to VFTO speed. That is of course assuming that this is the most critical obstacle for the takeoff. The FMS defaults to a 1000' level-off height but can extend to a higher level off height as needed. It can also be set to minimum height of 400'.
The AFM's Flight Path graphic illustrates the profile that is flown. The FMS Takeoff Ref Page 3/4 is calculating the required climb gradient flight path during the first segment climb and the second segment climb up to the calculated Gross Level-Off Height. The required Reference Climb Gradient will ensure that the Net Takeoff Flight Path clears the obstacle. The actual, or "Gross" flight path will clear the obstacle by much more, approximately 0.8% of the distance traveled from reference zero.
The Obstacle Clearance Limit weight is calculated based on the data you entered.
The system can work backwards, too. You can enter a required climb gradient in the REQ CLB GRAD field and have it calculated the limit weight. The problem is that we don't know that value. It's not the SID or ODP climb gradient since 1) those are based on all-engines operating, normal takeoff performance, and 2) the reference climb gradient data in the FMS is based on the limited scope of the two flight path charts, close-in and distant. On the distant chart, once you get beyond that vertical line on the right of the chart, you're exceeding the 5 minute time limit for takeoff thrust.
If you want to know how to comply with a SID or ODP climb gradient, I refer you to this FAA Information for Operators (InFO) bulletin: InFO 18014: Compliance with Title 14 of the Code of Federal Regulations (14 CFR) Part 97 Instrument Flight Rules (IFR) Departure Procedure & Missed Approach Climb Gradient Requirements (faa.gov)
The more I look at the CL650's FMS guide and the AFM, the more that I am fairly certain that it works the same way as in our CL300/350.
We do not use this FMS feature. Rather we along with most other operators are now using some type airport runway analysis. In the flight simulator world, these are the type of takeoff performance reports generated by the TOPCAT system: FlightSimSoft.com. Unfortunately, we're not likely to see the CL350 added to the list of airplanes supported.
Edited April 16, 2022 by richjb
Grammatical Corrections :-), and some clarifications
I neglected to answer your questions on approach climb and landing climb gradients, and what they are based on here. What we have in the FMS is a good hearted attempt to provide information to the pilot that is really relevant to performance. I'll explain in a moment.
Approach climb is certification performance requirement. It is the climb gradient available with the aircraft in the approach configuration (flaps 20 for the CL65), landing gear retracted, with the thrust set to go-around thrust, a climb speed not more than 1.4 VSR (reference stall speed), and based on the published AFM procedures for a OEI go around. The minimum climb gradient is 2.1%.
Landing climb is also a certification performance requirement. It is the climb gradient available in the landing configuration, landing gear extended, at VREF speed, and with thrust available 8 seconds after go-around thrust is selected (which may be less than the actual go-around thrust as the engine spools up). The minimum climb gradient is 3.2%.
These two climb gradients are "certification requirements" and established as part of the maximum allowable landing weight for the aircraft in the AFM Limitations Section. For the CL650, they are published in the AFM Performance Section, but incorporated into the Limitations section by reference. The operating regulations for flying the airplane require that airplane's takeoff weight, less fuel and oil consumed in flight, allow the airplane to arrive at the destination airport and alternate airport (if applicable) at weight that is less than the maximum allowable landing where the approach climb and landing climb requirements are met.
The AFM has an Approach and Landing Climb weight limit chart. That chart is incorporated into the FMS performance module. When you complete the APPROACH performance page, if you are overweight, for the information that you entered for landing, the FMS will tell you:
Maximum Landing Weight (MLW) is determined by the most restrictive
selection among the following: structural limit weight, climb performance
limit weight, and runway length limit weight. If MLW is unable to be
computed, the MLW data field is blank.
When landing weight is greater than maximum landing weight, the MLW
shows in yellow. In addition, a CDU message CHECK APPROACH
PERF shows under these conditions.
MLW values are synchronized on the APPROACH REF pages
All of the one-engine-inoperative (OEI) takeoff, OEI approach climb, and all-engines-operating (AEO) Landing climb gradient requirement are not true climb performance requirements. They are statements of excess energy available to the aircraft in the stated configuration, at the applicable speed, and with the available thrust. That excess energy can be used to climb the aircraft or accelerate it, as appropriate. Further, the climb gradient values are "spot gradients" that a valid only at particular point in takeoff or landing phase. For example, the 2nd segment climb gradient data and climb gradient value determined is only valid at the exact instant that the landing gear is fully retracted after takeoff at V2 speed, with the takeoff flaps, and with takeoff thrust with one engine inoperative. Once you leave that "spot", the climb gradient decrease. For 2nd segment, or reference climb gradient as Bombardier calls it, the decrement in climb gradient that occurs as the aircraft climbs is built into the two flight path charts that I posted earlier, and is why the takeoff flight path charts are used to determine obstacle clearance rather than computing a "rise over run" climb gradient requirement, e.g., 300' obstacle, 1 NM away, minimum climb gradient 300 ft/NM or 4.9%. That doesn't work out that way when you use the flight path charts for the reference climb gradient required for obstacle clearance. Using the flight path chart, the reference climb gradient required to clear a 300' obstacle 1 NM (6076 feet) from the runway end (assuming takeoff distance required is equal to the runway length) is 5.3% (see example).
As long as your Maximum Landing Weight is not showing overweight in the FMS for the conditions you entered, follow the AFM go around procedures, and you will meet the performance requirements. For OEI go around, climb a speed not less than VAPP and for all engines missed approach, a speed not less than VREF. However, at most landing weights, you'll be well below these limits and the AFM procedure will likely result in speeds being attained above these limits at the recommended go-around pitch attitude. If that's the case, take the extra speed.
Typically, the normal takeoff procedure will result in you climbing well above any climb gradient requirement on a SID or ODP. If there is no SID or ODP, then a 200 ft/NM climb gradient is required. For takeoff the minimum takeoff speed, all engines operating is V2+10. That provides you sufficient stall margin with 30 degree bank.
I can get into a whole bunch calculations, etc. concern how to compute a percent climb gradient and rate of climb when you have a SID or ODP climb gradient in feet/NM. The Collins Proline 21 has a neat feature that makes this easy. Use the Flight Path Vector.
If you have a SID with a 400 ft/NM climb gradient, after takeoff make sure that the Flight Path Vector remains 4.0 degrees or more above the horizon. The climb gradient in feet/NM roughly equals the flight path angle in degrees - See the US Government Terminal Procedures Publication Legend below.
Turbojets are generally capable of meeting a 500 ft/NM climb gradient on a SID or ODP without much further consideration up to 1500' above the airport elevation simply on the basis of the aircraft's OEI takeoff climb requirements. Again, it is not required nor expected that you meet the SID or ODP climb gradient with OEI.
Initially, rotate to the TO command bar pitch attitude. That's to prevent on over-rotation accident. After the aircraft is accelerating, then use FLC and 200 Kts to continue the climb. See FCOM 1 takeoff procedure below.
Thanks for all this great information! I agree that FlightSimSoft will probably never update TOPCAT, but perhaps Apsoft's Toolbox will add a CL650 down the line.
I do have a one question. I thought the climb gradient on an ODP would be that required to avoid terrain. So, why isn't it required to meet that with OEI?
Yes, an ODP is an IFR procedure used to avoid terrain. However, it's the context that is important to understand.
You have asked a question that has caused and continues to cause much confusion among pilots and their training providers. It is one reason why the FAA produced the set of training videos on transport airplane performance, which I have linked in another post.
In the US, the certification & operating rules for transport category airplanes, which apply to the CL650, date back to June 1941. That's before Pearl Harbor! While the certification rules have been updated to reflect changes in airplane technology, namely the introduction of turbojet airplanes in the 1950s, the operating rules remain largely unchanged. For these airplanes, a basic concept applies. When operated in commercial service (in the US, under part 121 or part 135 - the later applying to the CL650), The concept is that the airplane can experience an engine failure prior to V1 speed and stop on the remaining runway available, or experience an engine failure after V1, continue the takeoff, and the entire flight to the destination airport and alternate airport, if required, without hitting an obstacle. If you read the operating rules, this concept is clear. And this basically how obstacle clearance was addressed even for a normal IFR takeoff all-engines operating since it was always considered, and still is, that the obstacle clearance following an engine failure is more critical than it would be for a normal takeoff.
The FAA did not begin to address obstacle clearance on an IFR takeoff until a major re-write to their instrument procedure criteria in 1967, which gave us the US Standard for Terminal Procedures, or US TERPS. Even with this change, it took until the mid-70s until the instrument departure procedure criteria resembles what it looks like to today. At that time, they looked at the possibility of including a OEI requirement to the criteria. After much input from the industry, including the airlines which had been developing OEI obstacle avoidance procedures since the 40's and objected to this addition, the FAA decided that the IFR takeoff and departure, and all of TERPS, will only address only normal aircraft operation. The Title Page to the US TERPS Order 8260.3E states the following:
This order prescribes standardized methods for designing and evaluating instrument flight procedures (IFPs) in the United States and its territories. It is to be used by all personnel responsible for the preparation, approval, and promulgation of IFPs. These criteria are predicated on normal aircraft operations and performance.
In paragraph 2-1-4 e, the Order further states:
e. Extraordinary circumstances, such as a mechanical or electrical malfunction, may prevent an aircraft from achieving the 200 ft/NM minimum climb gradient assumed by TERPS. In these cases, adequate obstacle clearance may not be provided by published IFPs. Operational procedures contained outside TERPS guidelines are required to cope with these abnormal scenarios
Those "operational procedures contained outside of TERPS guidelines" are the operating rules with respect to OEI takeoff and en route obstacle clearance. In short, the criteria used to develop an ODP or a SID assumes a normally operating aircraft, with all engines operating. When the engine quits, the ODP or SID no longer applicable because the criteria doesn't use the same assumptions that the airplane certification criteria uses to construct the OEI takeoff flight path shown in the excerpts above in the AFM. For example, an ODP or SID's climb gradient assumes a linear climb to the climb gradient termination altitude. Actually, it's a surface that cannot be penetrated from above. The OEI takeoff flight path is not linear, it's a segmented path, and obstacle clearance needs to be assessed at each point along that path. Also, there are obstacles that are not considered by the ODP or SID climb gradient that could still be factor following an engine failure. These are known as "low, close-in obstacles".
Low, close-in obstacles are obstacles that lie right off the end of the runway. They require an IFR climb gradient greater than the standard 200 ft/NM, but that climb gradient would only be required to a height of less than 200 feet above the runway. Rather than publishing the climb gradient, they publish the obstacles and their location relative to the runway end so that the pilot can take whatever action they deem appropriate to miss them.
One of my favorite examples of how low, close-in obstacles can affect takeoff performance is Hutchison KS, runway 13 at 40C (104F). Yes, living in Wichita which is just down the road, 40C in the summertime is not unusual. if you run takeoff data for just the runway length and the standard 200 ft/NM or 3.3% climb gradient off runway 13, you find a weight that is greater than the weight limit shown on a takeoff runway analysis that accounts for these obstacles. Therein lies the problem for commercial operators who relay solely on IFR ODP or SID climb gradient. They takeoff at weight in excess of that required by the CFRs (e.g., 14 CFR 315.379 d ii) and if the engine fails at V1, they could find themselves tangling with the obstacles while the landing gear is retracting. Private operators who not governed by these OEI takeoff obstacle clearance rules often abide by them voluntarily.
The US Aeronautical Information Manual has the following statements in Section 5-2-9 concerning ODP and SIDs:
2. ODPs, SIDs, and DVAs assume normal aircraft performance, and that all engines are operating. Development of contingency procedures, required to cover the case of an engine failure or other emergency in flight that may occur after liftoff, is the responsibility of the operator. (More detailed information on this subject is available in Advisory Circular AC 120−91, Airport Obstacle Analysis, and in the "Departure Procedures" section of chapter 2 in the Instrument Procedures Handbook, FAA−H−8083−16.)
NOTE−
Compliance with 14 CFR Part 121 or 135 one−engine−inoperative (OEI) departure performance requirements, or similar ICAO/State rules, cannot be assured by the sole use of "low, close−in" obstacle data as published in the TPP. Operators should refer to precise data sources (for example, GIS database, etc.) specifically intended for OEI departure planning for those operations.
(d) Consider the effect of degraded climb performance and the actions to take in the event of an engine loss during the departure. Pilots should notify ATC as soon as possible of reduced climb capability in that circumstance.
Guidance concerning contingency procedures that address an engine failure on takeoff after V1 speed on a large or turbine−powered transport category airplane may be found in AC 120−91, Airport Obstacle Analysis.
For those folks flying in Europe and throughout the world, ICAO PANS-OPS contains similar statements. Obstacle clearance following an engine failure on takeoff is the responsibly of the operator and is outside the scope of US TERPS and ICAO-PANS OPS.
How these OEI takeoff obstacle avoidance procedures are developed is described in FAA AC 120-91A: AC 120-91A - Airport Obstacle Analysis – Document Information (faa.gov)
I hope this helps explain the difference.
Okay, so if I understand correctly, while the ODP does not account for OEI terrain clearance, the FMS calculator does (provided the necessary data is inserted)?
6 hours ago, dlrk said:
The ODP or SID is not intended for OEI terrain and obstacle clearance since the criteria does not consider both the actual takeoff flight path of the aircraft following an engine failure nor does the climb gradient on an ODP or SD account for all obstacles that much cleared to meet the operating rules. An ODP or SID provides obstacle clearance with all-engines-operating because that's what its criteria assumes. Make sense?
With the proper obstacle information concerning obstacle height above the runway and distance from reference zero, the FMS calculator can be used to calculate OEI takeoff obstacle clearance in accordance with the operating rules. Here's an important caveat. You need the relevant terrain & obstacle data and collecting that data no small feat. There are multiple data sources that need to be consulted, which is why the airlines have performance engineering departments dedicated to that task. For the business aviation community, we have contract providers such Aircraft Performance Group, ASAP Inc., Aerodata (now owned by Garmin), and Jeppesen OpsData through ForeFlight that provide this type of engineering support, and provide takeoff performance/obstacle clearance data in the form of airport runway analysis.
As real CL300/350 pilot, I would never attempt to gather the obstacle data from the various sources and use the FMS calculator, in the same way that I would never attempt collect obstacle data and build my own instrument approach procedure to a runway. The FAA is expert in building instrument flight procedures and these performance engineer providers are the experts in airplane performance and engine failure escape procedures.
I was never really quite sure why the FMS manufacturers (OEMs) put the obstacle clearance routine in their FMS. It's not unique to Collins. It's in the Garmin 5000 as well. If you had one known obstacle that you wanted to clear, one that as not accounted for in your contractor-provided analysis, for example a temporary obstacle, then yes, I could see a use for it. Although in 18 years of flying Collins FMS equipped aircraft, I have never used it other than for experimentation and familiarization.
typo correction...


text:
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does this have support for Dissolution?
They should be compatible with each other.
Yeah, would be cool, but unfortunately PlayerRevive doesn't have it. If you have an idea of how this could be done just let me know.
hy, im having a problem with the player revival mod. When i die and someone help me it is all ok... but when i decide to dye or the time goes out... i get stuck in the respawn screen. Any ideia of why ?
i have the stats keeper and tought as nails mod... could be this ?
I know that there are some issue with PotionsCore. Not sure about the two you mentioned. Maybe try and see if it works without them installed?
Sorry :( but that version is by far too old.
Any chance we can expand the utility of this mod just a little?
-option to disallow reviving when mobs are near?
-option to disallow revive when they have been revived less than X seconds ago?
-option to have taking damage, break the revive?
Hey there, sorry that it took me so long to respond.
About your first suggestion: Why shouldn't you be allowed to revive your mate just because there monsters in a certain range. If the monsters are a threat for you can't revive him anyway (otherwise they would kill you). There is also an option (if IGCM is installed) to increase revive time, which would make it more challenging.
Your second suggestion doesn't make sense to me either. I get the idea that you are not supposed to die too often, but it would be rather frustrating if your mates are not able to revive just because of that timer. Maybe there are some other ways to balance it. You could for example increase the exhausting, so the reviving players would loose more saturation.
I really like your third suggestions and added it to my todo list. I plan to work on a new version for PlayerRevive when I will part it 1.13. Feel free to explain your suggestions!
So we're using this in an mmo set up and really it just comes down to the amount of cheese that a player group can pull off.
all 3 of these are coming from a perspective of balancing and creating a situation where players can kite a boss around, and get everyone back up, and not really creating an end to the fight thats not in the players favor.
either of the first 2 options ( preferably the second, frankly ) is aimed at keeping those fights balanced, but allow for mistakes, but not an infinite number of mistakes.
Best thing to bear in mind i suppose, is that we all use MC in different ways, and as long as things are configurable and options... they should be a positive change.
Somebody else asked for an option to configure a revive item. Maybe that is a way to balance it?
Ish. This is generally bad game design.
Players will horde these items and use them to cheese the hardest current content.
And what about being able to "kill" a knocked player?
So the only option you see works is a timer which starts when someone is revived. If the player "dies" again before the timer has finished there no way to remove him/ her?
IMO 2 options need to be added.
1) Cant revive twice between X sec/tic.
2) Reviver taking damage resets the revive time/ stops the revive.
A "timer" isn't really needed, just record the timestamp you last died. Then when you die again, if you are within X tics/seconds/etc of the last death timestamp, you do not get the revive screen and go straight to the respawn/logoout default menu.
What do you think about a system which decreases the bleeding time after the player has been revived recently? The default revive time is one minute. If the player had been revived less than 5 minutes ago the revive time will be cut in half. This continues until the player basically dies within a few seconds.
We are a dungeons and dragons themed mmorpg mc server.
Any Progress on these neat additions :D ?


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On 15 February UIC welcomed the delegation of OTIF (Intergovernmental Organisation for International Carriage by Rail) led by OTIF Secretary General Mr François Davenne – who was re-elected recently for a new mandate at the head of the international transport law organization – together with Mr Bas Leermakers, Head of the Technical Department and Ms Sarah Pujol, Head of Communications. UIC was represented by its Director General, Mr Jean-Pierre Loubinoux, Mr Marc Antoni, Director of UIC Rail System Department, and Mr Paul Véron, Director of Communications, UIC Coordinator for the Middle-East.
The objective of this contact meeting was to exchange on synergies and review fields of possible cooperation between both international organisations which have been closely cooperating since the founding of UIC in 1922 in the field of international railway harmonisation and facilitation of cross-border operations by rail.
In this context, OTIF and UIC recently joined their efforts to organise conferences and workshops on harmonisation of international transport by rail, recently in November 2014 in Tehran, and in April 2015 in Doha, Qatar. Among other fields of cooperation, more opportunities will be provided to organise joint workshops and activities in different regions of the world (Middle-East, Asia) in the period to come.
More generally, UIC and OTIF are keen to further develop the traditional and successful cooperation on the issues of interoperability and development of international corridors under the technical, administrative and legal aspects.
UIC participates in the Inland Transport Committee at UNECE (Geneva, 23 February 2016) New UN study points to ways to create sustainable inland transport Shift2Rail announces Carlo Borghini as Executive Director UIC takes part in the International Railway Summit (17 – 19 February 2016, Vienna) Only 1 week left to register for the 12th ERTMS World Conference jointly organised by UIC and INFRABEL from 29 February – 2 March in Brussels! 6th RailTopoModel Conference to be held at UIC Paris headquarters on 19 April 2016 TAP meetings held from 15 – 18 February 2016 in Paris Iran/China: The first train connecting China to Iran through the ancient Silk Road has arrived in the Iranian capital after travelling over 10,000 kilometres Russia/Azerbaijan: The railways of Russia and Azerbaijan agree on tariffs for cargo traffic on the North-South International Transport Corridor UIC eNews Quality Survey – Your opinion matters to us!


The collection represents the movies you own. It could be a DVD, a Blue ray or a Digital version. If you own it, it should be added to your collection.
The movies you wish you owned goes in the wish list. Once you own the movie, you move it from your wish list right into your collection.


Being half English and half Filipina, Sharon Lear is currently interested in showing an awareness of the Philippines and their society but by incorporating a personal aspect of herself. She currently works in sculpture and installation, reflecting a relationship between material and video. Working with themes of culture and identity, she aims to trigger an individuals memories, experiences and associations when looking at her work.


On July 1, 2013, McGill MBA Japan Program graduate, Class of 2011, Ms. Rikky Takahara was appointed manager and technical assistant to the CEO of Nissan Motor Company and Renault-Nissan Alliance, Carlos Ghosn, based in Yokohama. Congratulations, Ms Takahara.
UPDATE: In 2017, Rikky Takahara was appointed Chief of Staff in the CEO's office at Mitsubishi Motor Company. Congratulations Rikky on realizing your dream of becoming a successful auto executive.
Q. What can you tell us about your work?
A. technical assistant to a CEO needs to support and solve problems related to him or her. In my case, I need to make sure that he speaks to the right people, at the right time, and to prepare the right information he needs, with the right figures, message, and content. Before he has an interview or makes a speech, I need to give him enough background to face any question that he might be asked. In simple terms, my job is to make sure his time is used valuably. I must also have ample knowledge of the company's operations and make sure the CEO's orders are correctly executed.
Q. What can you tell us about CEO Ghosn and Nissan?
A. Nissan is a global automotive company with 157,365 employees and about $100 billion in revenue. Mr. Ghosn is also CEO of Renault SA and the Renault-Nissan Alliance. I am responsible for Nissan and the Renault-Nissan Alliance. The company also has alliances with Dongfeng Motor Corporation in China, AvtoVAZ in Russia, and Daimler AG for the Infiniti brand.
A. I am the only technical assistant for Mr Ghosn, but I work closely with his personal assistant. I also work with technical assistants to the other executives, and sometimes directly with those executives. My job is to understand their problems and concerns, and be the pipeline between functions, regions, and Mr Ghosn.
Q. So your role involves working with the CEO and Nissan's other functions. And you do it all by yourself?
A. Well, many other people deliver our services and products. I just support them.
Q. What qualities do you need to perform this role?
A. There is a lot of interaction with many different people. I try to keep things simple, clear, and to the point.
Q. You have changed roles a few times over the past year or so. How did your current role come about?
A. I entered Nissan as a manufacturing engineer in 2004, after graduating with a Bachelor of Science in Mechanical Engineering from Sophia University, in Tokyo. I transferred to the Control and Corporate Planning Department of the Infiniti Business Unit in 2008, through an internal recruitment process that allows employees to get work experience in other departments. It is very good that Nissan provides opportunities for employees who want a change, or who expect something new in their career.
After I graduated from the McGill MBA Japan Program in 2011, I moved to Nissan's Global Marketing and Communication Division. By using my strengths in math and analysis, my past experience in the company and, of course, my knowledge from the McGill MBA, I was put in charge of a global project for establishing and implementing fixed marketing investment management. The project was successful and I was promoted to manager. It is very unusual to be promoted like this in a Japanese company at my age. It was a skip-level promotion, which is very rare at Nissan. That Nissan is so keen on talent management made me more confident. Three months later, I was transferred to the CEO's office.
Q. I understand you travel a lot. Where do you go and how much travel do you do?
A. I fly with Mr Ghosn on business almost all the time, and I usually attend his meetings.
Q. "Diversity is our Strength" is a Nissan slogan. Do you see yourself as representing diversity? How does this play out in the work you do?
A. Yes, Nissan is really promoting diversity in the company. Japan is a very different country compared to the rest of the world. The percentage of female workers drops after they reach 30 to 40 years of age, mainly due to marriage and giving birth. In other countries, the number goes back up again [after these life events]. Nissan is promoting diversity very much to keep pace with other countries. We are not only competing in Japan, but we are looking to the world; we need to have the same percentage of female workers as in other countries.
We have found out that decisions made by females are really important. For example, women influence about 50 to 70% of car purchase decisions, so we really need to understand how they think. I think Nissan is doing really well in this regard, compared to other car companies in Japan. I think Nissan gives a great deal of opportunities to female workers. They are really looking forward to training women to become managers and directors in the company.
Q. Is there a target for employing female managers at Nissan?
A. We are aiming for women to make up 10% or more of manager positions in [the Japan business] by 2016. This year, females comprise 6.7% of management, which is way higher than other automotive companies in Japan.
Q. You have been with Nissan for 10 years or so, but are still growing in your career. What would you like to do in the future?
A. I'd like to become a regional managing director in the midterm. I started my career at company headquarters, but I haven't been to any regional offices. I still haven't seen the place where we actually sell cars. Headquarters is the brain; it sets the strategy and everything. But I want to understand how to make and sell cars, and how to act with dealers. Without understanding [how things work on the ground], strategy ends up being just pie in the sky. I believe this should be part of the process to train me to go on to the next step. I see me back at Global Headquarters in a decision-making position to deal with business strategies and management.
Q. Those are big goals. I hope you can achieve them. I am pretty sure you can do whatever you want from what I've seen of you so far.
Q. What advice would you give to young women with big dreams for their careers?
I struggled a lot after I transferred from the engineering field to the business side. But doing the MBA course gave me a lot of confidence, not only via the academic component but also the whole course. It helped me deal with people, think about business, and work in a group. We made presentations almost every day. All these small things happened in the MBA, and gave me a lot of confidence to go out and say my own opinions.
Most Japanese people don't voice their opinions. At the lower level, people just obey and listen to orders from the top. But in order to get into the global business world—and, I believe, even the manufacturing world these days—and to compete against global competition, it's necessary to express your opinions and ideas clearly and logically, using good presentation skills.
The whole McGill course gave me a lot of confidence. It trained me on how to think from a logical and bird's eye point-of-view—from a high-level business point-of-view. You must be brave to challenge yourself. If you want to change, you need to go for it, and not wait for the opportunity to come to you.
Q. It seems to me that confidence is one of your strong points. Were you always confident?
A. No. When I moved to the CEO's office, I didn't know what an executive lifestyle was. I believed that I needed to have confidence in myself to do the job. You should act confidently with people. It should not be embarrassing to ask for help or to ask questions about something you don't know, even things that would be common sense to people in that area.
Make sure you understand everything well. Then you can be confident in yourself, especially when you are senior, and if you want to become a manager. We need to take responsibility for every single decision we make. That is how you show your confidence to staff. If you are not sure what you are talking about or what you are asking people to do, they will never follow you.
Q. What can you learn from this position?
A. Now that I am attending most of Mr, Ghosn's meetings, including executive ones, I can see how fast the company is moving. I have learned how strongly the instructions and the decisions made at meetings impact on the company.
Of course, I need to be very confidential and discreet working at the operations level. Confidentiality is really the key. All decisions are so important; decisions and comments have a great impact on the company. And when decisions are made, we need to check everything is followed up.
Q. You see yourself in the future as a regional managing director. Your present role is helping you understand this job, so you are really in a unique position.
A. I gain an advantage by networking. I think I can benefit from this position by developing a huge network, both inside and outside the company.
Q. What does it mean to be managing director of a region?
A. It can be said that the person in this position is the head of a market. I see myself going overseas to lead and manage a market by using the experience I got as a technical assistant, which is a post for high-potential people to work really closely with executives, and to see and learn how they make business decisions.
Q. Do you run into cultural issues in your work at the Renault-Nissan Alliance?
A. Not really, as a cross-functional and cross-cultural mindset is the first item listed in the "Nissan Way" company recruitment document. Under the alliance, some Nissan managers work for Renault and some Renault managers work for Nissan, so we work together and understand the DNA or the process of both companies. They understand the culture of the other party and try to create value.
Q. There are not many female mechanical engineers in Japan. Is this changing?
A. No, but I hope this will change in the near future.
Q. To become an executive in an automobile company, is it necessary to be an engineer or to have a scientific or technical background?
A. No, I don't think it's a mandatory. I see a lot of executives who are not from an engineering background; some are from purchasing, others are from sales. It is good to have logical thinking, so having an engineering background is a benefit. But I don't think it is a must-have skill to become an executive.


With over 12 years of experience in the private education sector, Julia is a key figure in Star Education Group's drive to transform PSB Academy into a global Future Academy. She leads the institution's regional expansion efforts, and plays a key role in student recruitment and in liaising with university partners on new programme offerings.
Julia obtained her Bachelor of Science (Hons) in Business Administration (Marketing) from the University of Wales. Subsequently, she undertook a Master of Arts in Educational Management with the National Institute of Education at Nanyang Technological University.


text:
CRAFTINC.FILMS
Maunga (Mountain) Tiki Taane Mahuta Polish Children of Pahiatua The Last Night Pacific Dreams The Lion's Jaw
CRAFTINC.FILMS Projects Maunga (Mountain) Tiki Taane Mahuta Polish Children of Pahiatua The Last Night Pacific Dreams The Lion's Jaw
David J. Strong / Wanda Lepionka / Steve Barr
If greatness lies inside the jaws of a lion, So be it. Go snatch it from his jaws. Your lot shall be greatness, prestige, honor and glory. If all fails, face death like a man.
Hanzala of Badghis – 9th century poet
"Welcome to God's ashtray" reads the sign that greets newly graduated Lieutenant James Lesley as he arrives at Forward Operating Base Tango at the base of The Lion's Jaw, the longest valley in Afghanistan. On his first operation James and his team of four are ordered to journey up the valley to advise a powerful warlord, Azeem Asoud, that his millions of dollars in US aid funding is being cut.
It's a simple messenger mission, but the further James goes, the more his idealism crashes into the harsh reality of Afghanistan. Over the season, he begins to break down – questioning his values, his identity, and the very ideals his nation represents – until, in an act of unrestrained violence, the traumatized young officer succumbs to the barbarism that rules this land.
Finally, in Azeem's stronghold in the highest mountain of the Hindu-Kush, James must choose between civilized failure or barbaric success and face the terrible consequences of his choice.
The world of 'The Lion's Jaw'
The Lion's Jaw will lead audiences into a world they have never seen – ancient Afghanistan at its rawest, the bloody crossroads of civilisation. A mountainous, dusty, hyper-surreal land, where the United States as the world's policeman is withdrawing its military, political, and financial support – creating a power vacuum where Taliban, Al Qaeda and ISIL are circling. A land of mineral riches exploited by corporate vultures and the opium trade mainlining millions into the arteries of warlords atop mountain strongholds. A land of human trafficking, child soldiers, aid agencies, spy agencies, international armies, private armies, and 2000 years of failed invasions.
The audience will discover a world without rules, out of control, where death is one random event away. A world where the cumulative impact of its people and environment creates near insurmountable challenges to James and his team.
Themes and structure
The Lion's Jaw is not merely a war drama or action TV, it's a vehicle for examining the American mission in the world. The grand themes are nothing short of the hollowness of civilisation, the absurdity of evil, the descent into barbarism, and the hypocrisy of modern imperialism. The irony is that the most brutal man in the valley – Azeem Asoud, the warlord – is also the most pure and honest in his intentions.
A 13 part drama series that melds deep character development with a strong contemporary geopolitical premise, epic cinematic scenery, multi-layered intrigue, and brutal action. It focuses on a single protagonist's journey into the depths of evil for the most noble of purposes.
Five seasons, the first developed in detail, the later four in outline.
Wellington,
©CraftInc. Films Limited 2018


General Practice opening in Santa Rosa, California. This and other physical therapy jobs brought to you by AlliedHealthJobCafe.com This 6 month opportunity is mix between outpatient therapy and school-based therapy in Santa Rosa, CA. Therapists will treat a pediatric and adolescent population, so candidates with school/pediatric experience are desired, however ambitious new grads will be considered! Spend the weekends hiking, exploring wine country, or visiting the Bay Area. Contact your CompHealth recruiter to learn more today!


text:
"After receiving a report from the Bureau of Immigration regarding visa violations committed by a Bangladesh National Mr Ferdous Ahmed," the MHA statement noted.
The ministry, earlier in the day, had asked for a report from Foreigners Regional Registration Office (FRRO) on Bangladeshi actor Ferdous Ahmed's campaign for Trinamool Congress in West Bengal.
MHA: After receiving report from Bureau of Immigration regarding visa violations committed by a Bangladesh National Mr Ferdous Ahmed(actor who campaigned for TMC), MHA has cancelled his business visa and issued him a leave India notice. He also has been blacklisted. pic.twitter.com/3lbqJEboEg
— ANI (@ANI) April 16, 2019
The 45-year-old Bangladeshi film star was reportedly seen seeking votes for Agarwal at campaign rallies across Hemtabad and Karandighi near the Indo-Bangladesh border.
The FRRO is responsible for providing visa services in the area under its jurisdiction.
The Bharatiya Janata Party on Monday took notice of the incident and had raised the issue of Model Code of Conduct violation.
The BJP moved the Election Commission and filed a complaint against the Trinamool Congress. BJP claimed that participation of a foreign national in an election campaign is a sheer violation of the Model Code of Conduct (MCC).
BJP also claimed that the Trinamool Congress was trying to consolidate minority votes in the Raiganj seat by roping in a famous Bangladeshi actor - Ahmed.
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Bangladeshi actor Ferdous Ahmed, who campaigned for Trinamool Congress, blacklisted for visa violations
Bangladeshi actor Ferdous Ahmed in West Bengal. Photograph:( DNA )
WION Web Team New Delhi, Delhi, India Apr 16, 2019, 08.07 PM (IST)
The Ministry of Home Affairs (MHA) on Tuesday cancelled Bangladeshi actor Ferdous Ahmed's business visa and issued him a 'leave India' notice. Ahmed has also been blacklisted.
The Bangladeshi film star was reportedly seen seeking votes for Agarwal at campaign rallies across Hemtabad and Karandighi near the Indo-Bangladesh border.


Just seven words—the simple prayer of a sinful man: "God, have mercy on me, a sinner" (Luke 18:13). Why did Jesus tell this parable and present the tax collector's prayer as a model?
First of all, the tax collector knew whom to address. God alone can remove the stain of sin that blots our fellowship with Him. The tax collector also identified himself correctly—a sinner. The Greek word used for sinner, hamartolos, refers to someone who was "devoted to sin" and "especially wicked." He didn't pretend to be righteous as the Pharisee next to him did. He recognized that he had no right to approach God and that he deserved nothing but punishment from God. In fact, Jesus said that the man was so overcome by his unworthiness that "he would not even look up to heaven" (v.13).
The tax collector also knew what to ask for—mercy. The Greek word for merciful means to "be propitious." Propitiation isn't a word we use very often. It comes from the Greek word hilasterion which referred to the Mercy Seat of the Ark of the Covenant in the Tabernacle. Once a year the High Priest would offer where the High Priest made atonement for sins by sprinkling the blood of sacrificial animals on the Mercy Seat (Lev. 16:11-14). This act was symbolic in two ways: it indicated that sins required punishment (the sacrifice) and that God would be merciful (forgive the sins) if the sacrifice was made.
Jesus told his listeners that the tax collector "went home justified before God" because he humbled himself (Luke 18:14). To restore our relationship with God as the tax collector did, we must also humbly ask God for mercy–to withhold punishment because Christ became the sacrifice for our sins on the cross.
Sometimes I don't know what to say when I approach God in prayer, especially if my mind is filled with sins I've committed—angry words, prideful attitudes, unkind thoughts, selfish actions. Asking for mercy is a good place to begin when I'm overwhelmed by my unworthiness to speak to a holy God.
Are you staggering under the weight of your sins and shortcomings? Pray the tax collector's prayer and allow God's mercy to lift your burden.
Read the parable in Luke 18:9-14. What other differences do you see between the Pharisee's prayer and the tax collector's prayer?
To understand how Jesus' sacrifice eliminated the need for the Ark of the Covenant's Mercy Seat, read Hebrews 9:1-15.
Read Luke 6:32-36. What practical examples of mercy did Jesus give the disciples? How can we extend God's mercy to others on a daily basis?
To be justified is to be made right with God. To read a devotion on justification, see Justification under Dig into Words. To read a devotion on mercy, see At Calvary under Dig into Songs.