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Official picture: 2009 Suzuki GSX-R1000
Updated: 19 November 2014
The first official picture of the all-new 2009 GSX-R1000
Suzuki has just released the first official picture of the all-new 2009 GSX-R1000.
The key change is an all new engine that is 59mm shorter than the outgoing K7/K8 model, allowing a longer swingarm, though the wheelbase is 10mm shorter at 1405mm.
The changes have been made to 'increase agility and race track performance' according to Suzuki. Compression is higher according to Suzuki, but Suzuki declined to release further information.
Showa's Big-Piston forks (as seen on Honda BSB bikes and the new Kawasaki ZX-6R) have fewer internal components and have a lower oil pressure than conventional forks, giving smoother action.
A new shock with high and low-speed compression damping matches the new forks. New Tokico four-piston radial calipers are also used.
By Chris Newbigging
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On this day: First Football League Games
Monday, 8th September 2014 by Ian Brown
Saturday afternoons were never the same after September 8, 1888, when the first games were played amongst the twelve teams in England's new Football League. Among the teams, all from the midlands and north-west, Preston North End beat Burnley 5-2, and went on to win the first league title, not losing a single game. Although Preston's stadium has been rebuilt, it is still in the same Deepdale location as that first League game 126 years ago.
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Ian Brown lives in Ottawa, Canada, and spends his spare time perusing maps to find new routes to ride on his orange bicycle.
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On this day: The Most Lopsided College Football Game Ever
On this day: First International Football Match
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Podcast: 10 Minutes About China's Commercial Aviation Industry January 19, 2021
The ascent of the Big Three Chinese carriers January 18, 2021
Pontifications: Electric aircraft builder poised to start production near Everett January 18, 2021
Bjorn's Corner: The challenges of hydrogen. Part 20. Hydrogen airliner weight shift January 15, 2021
HOTR: Some predictions for Airbus and Boeing January 14, 2021
Bjorn's Corner; The Chinese civil aircraft industry
By Bjorn Fehrm.
September 30, 2016, ©. Leeham Co: In our Corners on East bloc aeronautical industries, we will now look at the Chinese civil aircraft industry.
The Chinese aero industry has similarities with the Russian industry in its overall structure. From the start of the industry in the 1950s, it was structured after the Soviet model of research institutes, design bureaus and production companies.
The difference to the Soviet Union was that its own Chinese aircraft designs only started in the 1970s. Before that, the industry built Soviet designs on license and then modified versions of licensed designs.
The first own aircraft designs were presented in the 1980s with a focus on military designs for the first 20 years.
Industry origin and history
The Chinese aeronautical industry was established after the Communist rule was established in 1949. The engagement in the Korean War required that the aircraft industry was centrally controlled under the Aviation Industry Administration Commission from 1 April 1951.
This central administration of the industry has been kept but has been through many changes. It is instructive to let the major changes be headlines for the development of the industry
Apr 1951 – Aug 1952 Aviation Industry Bureau, Ministry of Heavy Industry
Aug 1952 – Feb 1958 4th Bureau, No.2 Mechanical Industry Department
Feb 1958 -Sept 1960 4th Bureau, No.1 Mechanical Industry Department
Sept 1960 – Sept 1963 4th Bureau, No.3 Mechanical Industry Department
Sept 1963 – Apr 1982 No.3 Mechanical Industry Department
The naming is typical; the aeronautical industry was part of the mechanical manufacturing industry in the country. The companies produced different industrial and consumer goods (vehicles, military equipment for the all dominant army, different other mechanical goods, aircraft under license).
Typical aircraft produced during this period was the Soviet MiG-15UTI trainer designated JJ-2, the first license built aircraft (which required a lot of assistance from Russia). After the JJ-2 came the J5, which was a license-built Mig-17, and the H-6, a license-built Tu-16 bomber which was still produced in the 1990s, Figure 1.
Figure 1. License built Tu-16 bomber as Harbin H-6. Source: Wikipedia.
Apr 1982 – Apr 1988 Ministry of Aviation Industry
Apr 1988 – Jun 1993 Ministry of Aviation and Aerospace Industry
Jun 1993 – Jun 1999 China Aviation Industry Corporation, AVIC
China started a transformation of its military government departments into public corporations after the death of Mao Tse-tung (1976). One such corporation was the Aviation Industries of China (AVIC) that spun off in 1993 from the Aerospace Ministry.
AVIC was a holding company for hundreds of public industrial corporations. These corporations were manufacturing all sorts of goods from automobiles to aircraft, machinery, household appliances, and its aircraft production was modest when compared with western aeronautical companies. (Sixty percent of AVIC's revenue were automobiles, auto-parts and motorcycles in the early years).
In the 1990s,China increased its investment in military technology, particularly in aerospace. China now designed and built several military aircraft of more and more its own design. It also increased the commercial aircraft activity by further developing and producing Soviet models like the Y-7 (An-24) and Y-8 (An-12), Figure 2.
Figure 2. The An-12 based Y-8 produced by AVIC's Shaanxi Aircraft Corporation. Source: Wikipedia.
In the 1990s, China tried to get agreements with McDonnell Douglas and Airbus to co-produce large civilian aircraft in China, but this failed. (McDonnell Douglas assembled the MD-80 and MD-90 in Shanghai at a low-rate production, but the program wasn't particularly successful.)
After these failures, China engaged in subcontracting work to the western aircraft industry. By 1995, AVIC had subcontract work worth $1.5 billion.
Jul 1999 – May 2008 China Aviation Industry Corporation I, China Aviation Industry Corporation II
In 1999, AVIC was split into AVIC I and AVIC II government holding corporations. At the time, AVIC and its manufacturing subsidiaries had 560,000 employees producing aircraft, aircraft machinery, aircraft parts, weapons, missile, aircraft engines and other industrial goods. The two aircraft holdings now started their corporate streamlining.
AVIC I focused on larger aircraft, such as fighters, fighter-bombers, bombers, transports, reconnaissance aircraft, turbojet engines, turbo-fan engines, air-to-air missiles and ground-to-air missiles, as well as machinery and other types of weapons.
It was controlling some 50 large and medium sized firms, including four Tier 1 companies: Shanghai Aviation Industrial Group (SAIC), Chengdu Aircraft Industrial Group (CAC), Shenyang Aircraft Corporation (SAC) and Xian Aircraft Industrial Group (XAC).
The commercial aircraft units improved the quality and efficiency of their products through producing for or cooperating with Boeing and more recently Airbus. In 2006, AVIC I had aerospace sales of US$5.6 billion and 23,000 employees.
AVIC I launched the M-60, a stretched version of the An-24-based Y-7 in 2000. The Harbin Y-11, its own design piston twin, Figure 3 and Y 12 (Twin Otter copy) were also produced.
Figure 3. Harbin Y-11, one of China's first own designed aircraft. Source: Wikipedia.
By the end of 2000, AVIC I started work a new regional jet, ARJ21. The design was similar to the Douglas DC-9-10. Now, 16 years later, the aircraft is in limited service with Chengdu Airlines.
AVIC II focused on smaller aircraft and helicopters. In 1999, AVIC II owned 54 large and medium-sized industrial enterprises and three scientific research institutes involved in helicopter, smaller airplanes/engines and airborne equipment. AVIC II had 210,000 employees.
In 2008, AVIC I and II were reintegrated into AVIC at the same time as the larger commercial aircraft projects were gathered in a new holding, Commercial Aircraft Corporation of China, COMAC.
The charter for COMAC is to develop and market aircraft to lessen China's dependence on western manufacturers like Boeing and Airbus. Its first project was to market the AVIC I developed ARJ21. It was followed by the development of COMAC's first own aircraft, the C919, Figure 3.
Figure 3. COMAC's first own project, C919. Source: COMAC.
The C919 is the aircraft project where China should catch up most of the advantage that the western competitors have, both technically and production wise.
COMAC is now discussing the next project with Russian United Aircraft Corporation, the development and production of a 250-280 seater wide-body.
Category: Antonov, Bjorn's Corner, Boeing, China, Comac, Douglas Aircraft Co, McDonnell Douglas, United Aircraft
Tags: An-12, An-24, Antonov, ARJ21, AVIC, C919, Comac, UAC
← Mitsubishi MRJ90 arrives in Washington State for certification flight testing
Pontifications: Reorganization at Airbus →
10 Comments on "Bjorn's Corner; The Chinese civil aircraft industry"
Mario Sampaio
Besides all your comments I remember the Shanghai Y-10 a transport aircraft powered by four PW JT3-D7s (engines that came from their big stock of spare parts bought for the 707 fleet). The Y-10 reminded a poor man 707 and had dimentions similar to those of the 707-120. As far as I know they built three airframes in the early eighties, and one was used for static tests. First flight war in 1980 but they faced difficulties in the test flights and even more to proceed to series production. Do you have any further informations on the Y-10 ? Rgds, Mario
Bjorn Fehrm
The Y-10 was a technology project that was started by the non winning political faction after Mao (the gang of four). When Deng Xiaoping firmed his grip of China no-one wanted to be to associated with this project which was also not a technological success. It did learn the aero industry quite a bit though, the chief designer became the chief designer of ARJ21.
I would have to say "catch up" is a relative term.
C919 has major Western systems including the engine.
China wants replace that engine on an aircraft that not only won't be, but can't be sold outside of China as it is not certified (that's failed as the ARJ-21 never got through the process let alone the C919. A bit murky still
http://www.reuters.com/article/us-china-aircraft-arj21-exclusive-idUSKCN0SF2XN20151021
It does not have to have it, but few countries will buy it without it.
What I can see as its future is the China equivalent of the P-8.
US would block engine sales for that, they would have to build their own and have not done a successful one yet in that area ( or any other that is not Russian as far as I know)
MC-21 done right is at least on paper competitive, producing and support aside. That is the one they both should be hanging their hat on. Russia have achieved a bit of a advancement in that segment that will be fleeing if not fully exploited and it is likely not to be.
By the time the so called wide body is done with all the issues between the two countries its going to be very very late and superseded.
Only the Russians will have support experience and we have to see how that goes. they have failed so miserably so far on the military sales India a staunch partner previously and with more potential industry benefits has given up on them.
China has money. China has political power. The C919 will be approved when China wants it to be approved. When the time comes, the FAA will bow to its new Asian Overlord.
Such is the way things will work. Deal.
I don't necessarily like it, either. But that's just the way the Fortune Cookie Crumbles.
dukeofurl
They cant even get a 4rd rate copy of a 3rd rate Ukrainian turboprop approved for Western use.
Confucious say : best way to save face is to keep lower part shut.
Yep , it's pretty bad when you copy Russian technology and can't even meet their low standards.
So what? The Xian MA60 is an old project that was not all they hoped it would be. So they go back and try another one….and then another one….and then another one. They will get it right and they are wealthy enough to keep developing. They got Money. They got Time. They got Brains. They got Patience.
You may look at such Aircraft as the Y-10, the MA60 and the ARJ21 and see nothing but failure…but I see long-term plan patiently executed. And as China gets wealthier – and Lord knows they will get wealthier – then the pace of development will speed up considerably as money and experience accrue.
As an aside…It's hard for Americans to believe this, but the Chinese have a cultural confidence the type of which Americans could never understand. China was #1 for the better part of 2000 Years before the 1800's and as far as many Chinese are concerned, there is no reason why China shouldn't be #1 again and have that be the norm for the next 2000 years. And that's not boasting, it's just recognizing a fact that Team China is nearly 1.4 Billion terribly smart and industrious people who are well organized and becoming extremely wealthy.
And that Chinese confidence is unstoppable when applied wisely. With the possible exception of Pre World War 1 Japan, no nation has ever risen so far so fast as China has in the past 20 years. So, seriously, mastering commercial jetliners is actually an afterthought to a people who have done so much.
I look at China and see a 'cant deliver', I look at Brazil and Canada and see, Can do.
China has huge outflows of money as its wealthy class take their money and their children overseas for real estate and education.
They dont trust the government and they have contempt for the low level of the tertiary education system in China.
Rapid growth isnt infinite, eventually the bubble will burst. May be they will have produced a copy of a western design by then that takes only 10 years instead 20 .
Keesje
I made a short overview of running programs 4 years ago. Defense but indicating capability.
http://i191.photobucket.com/albums/z160/keesje_pics/ChineseAircraftDevelopment_zps68950d67.jpg
Nicely done, I always enjoy your graphics. Thanks!
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Often referred to as the "gateway art," watercolor is one of the most accessible and popular art mediums to explore. With Watercolor Workshop, author and artist Sasha Prood brings a sense of freedom and fun to watercolor instruction, while still covering all the skills you need to get started. Through 100 different experiments, Sasha teaches you traditional techniques like wet-on-dry, wet-on-wet, and flat washes, and also encourages you to play with the paint through colorful ombres, unique bloom textures, and added elements like salt and sponging.
Buy Watercolor Workshop: Learn to Paint in 100 Experiments by Sasha Prood at Fully Booked online and at Fully Booked branches in the Philippines.
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The Fanboy Power Hour: Fanboy Power Hour Presents - Trade Talk: Snack-Sized Edition!
Fanboy Power Hour Presents - Trade Talk: Snack-Sized Edition!
In the wake of comic book conventions and Canadian Thanksgiving, a hero stands alone and does his best to bring a number of trade paperbacks to your attention! Titles this week include DELILAH DIRK & THE TURKISH LIEUTENANT (First Second Publishing), TALES OF THE BATMAN: TIM SALE(DC Comics), CATWOMAN: THE DARK END OF THE STREET(DC), PACIFIC RIM: TALES FROM YEAR ZERO(Legendary), and THE REASON FOR DRAGONS(Archaia)!
PS.The artist on Matt Wagner's run on Dynamite's ZORRO comic was Francesco Francavilla. Please forgive my dumbassery. ~S.


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By Vidhi November 28, 2019
Quick Facts of Michael Elliot Epps
Full NameMichael Elliot Epps
Net Worth$6 million
NicknameMike
BirthplaceIndianapolis, Indiana, U.S.
EthnicityMixed
ProfessionActress
Active Year1989-present
Eye colourBlack
Hair colourBalck
BuildAverage
SpouseMechelle McCain (2006–2017) Kyra Robinson (2019)
Height6' 1½" (1.87 m)
Online PresenceInstagram, Facebook and Twitter
HoroscopeScorpio
Are you fan of Mike Epps American stoner comedy film Next Friday? If so, then you might be familiar with the role Day-Day Jones which is played by an American stand-up comedian, actor Mike Epps. He appeared as Black Doug in 2009 film The Hangover.
Epps worked as a executive producer on a documentary about the life of story of a former member of Tupac Shakur's Outlawz.
Mike Epps- Early Life
Mike Epps was born as Michael Elliot Epps on November 18, 1970, in Indianapolis, Indiana, the United States of America. Epps is the son of Mary Reed and Tommy Epps.
Mike Epps' childhood picture, Image Source: @eppsie
In his adulthood, Epps moved to Brooklyn to appear on Def Comedy Jam star. He ended on the Def Comedy Jam tour and appeared in two broadcasts by HBO's Def Comedy Jam.
Mike started his career after joining the Def Comedy Jam tour. His first screen apperance came in the directorial debut of Van Diesel, Strays in 1997. Then he was cast as Ice Cube's co-star in the sequel, Next Friday in 1999 alongside Tamal Jones. His role as Day-Day Jones was a breakthrough for the actor, who was already familiar to many of the audience from his stand-up work. He is also credited for the films like Talk to Me, Resident Evil: Extinction, Hancock, Lottery Ticket and Faster.
Mike's recent work includes the role of Baby Powder in the television series How High 2, featuring Lark Voorhies, Redman and Method Man.
Net Worth- $6 Million
The considerable amount of net worth of Mike Epps is $6 million. Epps earned this fortune with his hard works over the years in, films, television and appearing in music videos. Although the actor is yet to disclose his salary, by featuring in a guest role in a tv show, Mike makes an income of around $35,000 to $50,000 per episode.
Not just that, Victor has acted in many films and receiving a handsome salary. In addition, one of his highest-grossing cinema is Next Friday which made $59.8 million at the box office. To date, the movies and television series that Epps has worked on are doing well in the industry which has probably assisted him to gather a big chunk of money.
Wife-Kyra Robinson
The 49-years old actor is living happily with wife Kyra Robinson whom he married in 2019. Kyra and Mike exchanged their wedding vows in June 2019 in Newport Beach, California. Special guests like Doug E.Fresh, Snoop Dogg, Tiny & T.I attended their wedding. Before the two tied the knot, Robinson shared the news of their engagement via Instagram.
Mike Epps and wife Kyra Robinson attended award function, Image Source: Getty Image
The couple is head over heels with each other by the passing days. The duo is frequently spotted out in public. The above picture is during the 50 NAACP Image Awards at Dolby Theatre on March 30, 2019, in Hollywood, California. Besides, Kyra is an OWN TV producer.
Divorce with the first Wife
Following his relationship with Kyra, Epps was married to Mechelle McCain. The couple tied the knot in 2006, in an intimate wedding ceromany. The Next Friday star is yet to disclose the details about how and when he met McCain.
Mike Epps with his ex-wife Mechelle McCain, Picture Source: EURweb
However, they used to live in Beverly Hill, California until they got separated in September 2017. Yet, the accurate reason for their divorce is not out as both the couple have stayed tight-lipped in this matter.
Father of four Children
Mike Epps shares three children with his first wife Mechelle. Since Mike lives a low key life, he hasn't shared the proper identity of his children in the media. Also, the actor shares has a fourth child from his previous relationship. Unlike his other personal details, the information about his partner is unknown.
Age, Height
Talking about Mike Epps's age, he is 49 years old as of 2019. In the same way, the star has a height of 6 feet 1 inch or 1.87 m tall. Epps has a pair of black eyes and his hair color is also black.
American actorMike EppsTamal Jones
Author Vidhi
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Alexander De Croo is currently Deputy Prime Minister and Minister of Development Cooperation, Digital Agenda, Post and Telecom in the Belgian Federal Cabinet. From 2012 to 2014, he was Deputy Prime Minister and Minister of Pensions. Before taking the office of Deputy Prime Minister, Alexander De Croo was Party Chairman of Open Vld, the Flemish liberal‐democrats.
In 2010, he was elected Senator, scoring third in the popular vote in Flanders. In 2015, he was selected as Young Global Leader by the World Economic Forum (WEF). He is also member of the Global Agenda Council on Europa at the WEF.
Prior to politics, Alexander De Croo was an active entrepreneur in the field of intellectual property rights. He started his professional career as a business consultant for The Boston Consulting Group. Alexander De Croo holds a degree in Business Engineering from the Free University of Brussels and an MBA from Kellogg School of Management (Northwestern University, Chicago).
Rodrigo Ballester is a law graduate (San Pablo University, Madrid) and holds a Master in European Law (LL.M) from the College of Europe (2002). He started his career as an academic assistant in the College of Europe for two years before moving into the private practice as a lawyer in the American law firm Lathan and Watkins. He then moved to the European Parliament where he worked as an adviser for the Spanish Delegation of the European People's Party (Partido Popular). In 2008, he joined the European Commission, first in DG Justice, and as from 2011, in DG Home Affairs where he was in charge of the external dimension of the EU's migration policy in Morocco and Sub Saharan Africa.
He is now a member of the Cabinet of Commissioner Naracsics. He is in charge of education and follows among other issues the Europe 2020 strategy and the Education and Training 2020 Framework, the Skills Agenda (including entrepreneurship) and the role of education in tackling radicalisation.
He is an invited professor in the Institut d'Etudes Politiques de Paris. Married, two children.
Saskia Van Uffelen has been working in the sector of information and communication technology (ICT) for over 25 years. She has held national and international sales and marketing functions in leading companies such as Xerox, Compaq, HP, Arinso, Bull and CSB Consulting . In may 2014, she was appointed as CEO Belgium and Luxemburg of Ericsson bringing her through the Telecom offer in the heart of the Networked Society.
As a manager, Saskia Van Uffelen always keeps a keen eye on the human aspects of collaboration in a company. She focusses heavily on ensuring the synergies between the different generations inside Ericsson to make everybody proud, and in interview and guest columns she urges her peers to do the same.
In November 2012, the federal ministry of economic affairs appointed Saskia Van Uffelen as 'Digital Champion' for Belgium in support of European Commissioner Neelie Kroes. To stimulate the roll out of the Digital Agenda in Belgium she sensitizes all local stakeholders about the Digitalization of the educational system, boosting the e-Commerce and safety on the internet and focusing on the specifics of e-skills to turnaround our economy.
Saskia Van Uffelen is married and a mother of five.
Eva Pascoe, born in Poland, studied Linguistics (Warsaw University, 1983-86), came to UK 1986 to study Psychology and Ergonomics of Human-Computer Interaction, London University.
Co-founded a non-profit Digital think-tank Cybersalon.org in 1997, present chairman (digital inclusivity and diversity, on-line privacy protection, crypto-currencies, retail.2.0, mobile retail and marketing), in alliance with Middlesex University, Media, Film and Performance Department (2012- present). Working on digital preservation for Internet works in art, retail and advertising projects in New Media Memories (joint project with" Digital Archeology"), co-organiser of Cybersonica Festivals (Southbank, Soho, Science Museum, co-founded with Arts Council, supported by Welcome Fundation, Nesta).
Jason joined University College London in 2013 to help establish a globally unique Department of Science, Technology, Engineering and Public Policy (UCL STEaPP). As Head of this innovative new department, Jason is leading the strategic development of STEaPP's rapidly expanding research, education and policy engagement programmes, all aimed at delivering on STEaPP's socially-oriented mission to explore, experiment with, and improve the mobilisation of scientific and engineering knowledge in support of better public decision-making around the World.
Prior to joining UCL, Jason taught and directed policy-engaged research at leading universities and think tanks, including Harvard, Oxford, the Centre for International Governance Innovation (Canada), and the International Institute for Applied Systems Analysis (Austria). For the past seven years, Jason's scholarly and policy work has focused on the complex interactions between the scientific, political and global governance dimensions of our planetary climate and energy challenges. In 2010 Jason was elected an Associate Fellow of the World Academy of Art and Science.
André Richier is responsible for policy issues relating to the digital economy, IT professionalism and skills within the Directorate-General for Internal Market, Industry, Entrepreneurship and SMEs (DG GROWTH). He was the 2002-2003 EU Fellow at the LBJ School of Public Affairs (University of Texas) at Austin. He played a leading role in the e-skills (2007), e-economy (2001) and e-learning (1998-2000) policy initiatives. Before that he was in charge of research projects (1991-1996) within the European Strategic Programme for Research in Information Technology (ESPRIT). Prior to joining the Commission, he held sales and marketing positions in the IT industry. He started his career at IBM in 1985.
Alexander Riedl is Deputy Head of the "Digital Economy and Skills" unit in the European Commission's DG CONNECT. He is contributing to the Commission's work on the impact of digitisation on skills needs and the labour market, and concrete actions to tackle the digital skills challenge. A trained economist, he worked in the media and telecommunications sectors before joining the EC in 2004. Prior to his current job in the Commission, he worked in competition enforcement and scientific advice to policy making.
Martine Tempels has been leading since 2009 Telenets B2B department named Telenet for Business. This division is responsible for bringing the Telenet telecommunication, security and hosting services to the business market. The Division has its own sales, marketing, hosting services and customer operations department but is leveraging Telenet's network.
In February 2012 Martine was selected 'ICT Woman of the Year' by Data News. With this nomination Martine will undertake an ambassador role in the ICT-sector. She committed to reinforce existing initiatives to encourage young people and especially young woman to choose an ICT career.
In January 2013 she started CoderDojoBelgium. CoderDojo is a club, with the Irish origin, where children between 6 and 18 learn to code. Currently CoderDojo Belgium works in 44 locations and has over 1000 children who participate in its activities.
In early 2012 Martine was invited to be a member of the Flemish STEM platform, of which she became president. The STEM platform advises the Flemish Government on the execution of the STEM action plan, which has as objective to maintain Flanders in the top economical regions of the world.
Karsten Simons heads the Corporate Affairs team for Europe at Cisco Systems. Together with his team he incubates and implements Corporate Social Responsibility activities with a focus on digital entrepreneurship, digital literacy and ICT training across Europe. The flagship program, the Cisco Networking Academy equips more than 200,000 students and job seekers per year in the region with the digital skills required to succeed in today's connected economy.
Karsten joined Cisco as a Business Development Manager in the EMEAR education team in 2010. He was responsible for driving partnership engagements with the National Research and Education Networks. He has a more than 10 years background in the public sector and holds a master degree in Computer Science, which he gained studying in Augsburg. Karsten Simons began his career in the public sector in Germany as the Marketing and Product Management Lead at bol Behörden Online GmbH.; a daughter company of British Telecom and the datacentre of the Bavarian saving banks. After 3 years at bol Behörden Online GmbH he joined Microsoft Germany as the Marketing Lead for Public Sector, where he created the concept of the Modern Administration Workplace, which became a worldwide campaign of Microsoft Corporation. Furthermore he also was responsible for the Government and Education Programs from Microsoft and he closed several cooperation agreements with Government entities in Germany concerning learning software in kindergartens as well as supporting initiatives for young entrepreneurs out of Universities.
Anusca Ferrari is Digital Skills Project Manager for European Schoolnet. She is managing the eSkills 2015-2016 campaign; the I-LINC project; and she contributes to other activities in the digital citizenship line of work. With over 13 years' experience in education and training, Anusca has been working as a consultant, a research officer, a project manager, a teacher. Her main area of expertise is digital competence and eskills. She is the author of several articles, papers, reports on technologies for learning, digital competence, and creativity.