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>What Is CBDA And How Is It Different From CBD?
What Is CBDA And How Is It Different From CBD?
Cannabidiolic acid, otherwise known as CBDA, is a cannabinoid found within raw cannabis. Upon heat exposure or prolonged drying, CBDA is transformed into CBD. However, CBDA has been shown to have its own set of benefits, and may play an important role in the future of cannabis medicine.
Cannabis has been used by humans for thousands of years as a source of food and medicine. There's even reference to the herb in the Ancient Chinese "ma", a popular medicine that possessed both yin and yang qualities and dates back to 2900 BCE. The Egyptians also wielded cannabis as a treatment for glaucoma, inflammation, and enemas way back in 1213 BCE. The effectiveness of cannabis has truly stood the test of time, and it's still used and prescribed to this day to help treat a large range of health conditions.
The advantage modern medicine has over that of our ancestors is a deeper and more thorough understanding of the chemistry of the herb. It's now understood, thanks to decades of scientific research, that chemicals known as cannabinoids are responsible for many of the medicinal effects of cannabis. These include cannabinoids such as the psychotropic THC, and the non-psychotropic and highly medicinal CBD.
THE RECENT RISE OF CBD
CBD in particular has risen to immense popularity in recent years as it offers relief without any intoxicating side effects. This compound displays evidence of anti-inflammatory, antiseizure, antipsychotic, neuroprotective, antitumour, and antioxidant properties, among numerous others.
Today, the cannabinoid can be found far and wide in vape shops, supplement stores, and dispensaries. CBD operates in a multitude of ways within the body and is known to interface with the endocannabinoid system, a series of receptor sites found in the nervous system, immune system, and elsewhere.
WHAT EXACTLY IS CBDA?
Most cannabis enthusiasts are familiar with CBD, but what about cannabidiolic acid (CBDA), the acidic precursor to CBD? This cannabinoid is found within raw cannabis material prior to heating and processing. Although often overlooked, CBDA has been assessed in some scientific studies, and has been found to produce its own host of potential benefits.
CBDA occurs naturally within cannabis plants and begins life as the precursor cannabinoid cannabigerolic acid (CBGA). This precursor has the potential to be converted into either tetrahydrocannabinolic acid (THCA) or CBDA, depending on which enzyme acts upon it. If subject to the enzyme CBDA synthase, CBGA converts into CBDA.
CBDA is only present within the raw cannabis plant. You won't be ingesting or inhaling CBDA via smoking, vaping, or eating cooked edibles. This is because the compound goes through a process known as decarboxylation when exposed to high temperatures. When heat is applied, a carboxyl group is removed from the molecule, leaving behind CBD.
Now that we've become more familiar with this interesting cannabinoid, let's take a closer look at some of its potential medicinal effects. So far, no human trials have been conducted using CBDA.
However, the studies below give us insight into potential future uses of the cannabinoid.
1. CBDA DISPLAYS ANTI-INFLAMMATORY AND ANALGESIC EFFECTS
Much like its "future self" CBD, CBDA displays anti-inflammatory effects. A 2008 study[1] published within the journal Drug Metabolism and Disposition found that CBDA exerts its anti-inflammatory effects in vitro by working as an inhibitor of the enzyme cyclooxygenase-2 (COX-2). This enzyme is the target of nonsteroidal anti-inflammatory drugs (NSAIDs) in their attempt to treat inflammation and pain. COX-2 is expressed by cell types involved in inflammatory processes, and is involved in the synthesis of prostanoids, which play a role in acute and chronic states of inflammation.
CBDA achieves this effect due to its molecular structure, especially its carboxyl group. This trait makes it similar to various NSAIDs that achieve COX-2 inhibition, which also feature a carboxyl group in their chemical structure. In the lab, when this group was removed from CBDA via methylation, its ability to selectively target COX-2 was lost. This suggests that CBD, which occurs when this carboxyl group is removed, cannot target COX-2.
2. CBDA MAY BE EFFECTIVE AGAINST NAUSEA AND VOMITING
CBDA may have therapeutic potential against cases of nausea and vomiting. This trait may be particularly effective for reducing the side effects of certain medications, such as chemotherapy, which can stimulate nausea and ultimately reduce appetite.
A 2013 study[2] published within the British Journal of Pharmacology investigated the effects of CBDA on nausea-induced behaviour in rats and vomiting in shrews. The study revealed the CBDA displays greater effectiveness than CBD at inhibiting vomiting and nausea in animal models. The cannabinoid was also found to enhance 5-HT1A receptor activation, a serotonin receptor subtype.
The authors of this study concluded that CBDA displays great potential as a future treatment for nausea and vomiting, including anticipatory nausea, a condition for which no specific therapy currently exists.
3. CBDA HAS BEEN SHOWN TO HALT BREAST CANCER CELL MIGRATION IN VITRO
Perhaps one of the most important findings regarding cannabinoids is their potential to target cancer cells. Although cannabinoids such as CBD and THC have been found to be more effective at fighting breast cancer cells, it's still interesting to note that CBDA has been shown to inhibit breast cancer cell migration within a petri dish.
A 2012 study[3] published within the journal Toxicology Letters found that CBDA is capable of inhibiting the migration of highly invasive MDA-MB-231 human breast cancer cells by inhibiting certain enzymes whilst simultaneously activating signalling pathways that stop the mobility of various cancer cells. Although this limited in vitro research is far from concrete and doesn't reflect how CBDA would work against cancer in humans, it's an interesting indication of what future human trials could show.
FUTURE RESEARCH WILL CARVE A PLACE FOR CBDA IN THE WORLD OF CANNABIS
It's true that CBDA is overlooked by the cannabis world, which is somewhat justifiable due to the lack of solid clinical trials. However, the current research shows that there is still a lot to learn about this cannabinoid. As a precursor to CBD, many cannabis users may simply lump these two chemicals into the same category. But even early research shows that CBDA is capable of achieving outcomes that CBD can't, hinting to a significant role in the future of cannabinoid therapies.
We are not making medical claims. This article has been written for informational purposes only, and is based on research published by other externals sources.
http://dmd.aspetjournals.org
https://www.ncbi.nlm.nih.gov
News Research
11 min 2 September, 2021 Understanding The Importance Of Different CBD:THC Ratios The cannabis community is ripe with development and innovation. Breeders are now creating strains with diverse CBD:THC ratios, and scientists are urgently striving to discover their potential.
4 min 6 August, 2021 How To Use CBD: Which CBD Product Is Right For You? CBD is becoming an increasingly popular dietary supplement, yet for the unfamiliar, knowing the most suitable way to take CBD can be a challenge.
2 min 8 August, 2019 How Does CBD Affect Your Sex Life? CBD oils, lotions, capsules, and lubes are being used pre-sex in an effort to enhance pleasure. Anecdotal reports claim the cannabinoid works wonders, but what does the research have to say?
4 min 17 April, 2019 CBD Oil - Your Ultimate Guide There are a plethora of CBD oils out there. Here, we look at everything you need to know when buying CBD oil online.
4 min 10 August, 2018 What Are The Benefits Of The Different Cannabinoids? Cannabis is a treasure trove of active compounds that each may have their own specific effects and benefits. In this article we list the benefits of some of the main cannabinoids found in cannabis.
3 min 23 February, 2018 What Is The Endocannabinoid System? Some consider the discovery of the endocannabinoid system to be a miracle. Cannabis can "unlock" this system and, in fact, is partly responsible for its discovery.


It's been a mere 457 days since the SEC proposed regulations under Title IV of the JOBS Act, aka Regulation A+, and a mere 1,070 days since the JOBS Act was signed into law. Yet the SEC approved final regulations today, with just a few tweaks from the proposed rules. Regulation A+ will go into effect in roughly 60 days.
The most important provisions of the proposed regulations survived intact: companies will be allowed to raise up to $50 million – from anyone, not just accredited investors – without approval from state regulators. You will still have to file a thick offering statement with the SEC, and investors – both accredited and non-accredited – will still be limited to investing 10% of the greater of income or net worth. Nevertheless, I expect Regulation A+ to be used very widely, indeed to transform the Crowdfunding landscape.
I'll be providing a link to the final regulations shortly (as well as a bunch of other useful links), as well as some thoughts about where Regulation A+ will be most useful.
The question is how much this is going to cost, especially in Tier II where disclosure and audit requirements are a heck of a lot like a fully public reporting company. Regulatory overhead is deadly for companies of this size. It's also not obvious if a Tier II company can raise less than $20 million.
Tier I looks a lot lighter, but I expect the state blue sky mandate will make it as useless as the former Reg-A was.
Yes, a Tier 2 issuer can raise less than $20 million.
I'm about to post a long paper on Regulation A+ that should answer your other questions.


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export * from './adapter';
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export * from './constants';
export * from './foundation';
export * from './types';

redpajama_set_name: RedPajamaGithub


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Why Golf Pros are Moving to Palm Beach County
by NV Realty Group on Tuesday, July 24th, 2018 - 6987 VIEWS
TOUR Players are flocking to the shores of Palm Beach - why? Let's see, shall we?
As with most golf stories, it began with Jack Nicklaus. The genesis of golfers moving to Palm Beach traces back to 1965 when Nicklaus moved his family from Columbus, Ohio to quiet North Palm Beach, Florida. His wife Barbara recalls, "We fell in love with the area. Jack and I felt then and still feel now that Palm Beach County is a great place to play golf, a great place for convenient travel, and -- most of all -- a great place to raise a family."
Based on their recommendation, Greg Norman moved to the area soon after, thus solidifying the transition of stateside professional golfers to Palm Beach County. Unlike Orlando, the former golf epicenter, Palm Beach County is not landlocked, touristy, or overly populated. The golf courses are always manicured; the country clubs are first-class, and the overall attitude combines a laid-back mentality with an active lifestyle. From young stars such as Dustin Johnson, Rickie Fowler, Justin Thomas, and Rory McIlroy to legends like Nicklaus, Norman, Gary Player, Nick Price, and Bernhard Langer, Palm Beach County is a friendly fraternity for past and present PGA tour players. Here are a few reasons why more and more tour players are migrating to the Palm Beach region.
Above image and header image by Jim Mandeville
When the "Greats" Come Together
Similar to the friendship of the big three, golf legends Jack Nicklaus, Gary Player, and the late Arnold Palmer, many of the current PGA Tour players have a familial friendship that transcends on and off the course. "We get together for dinner parties, holiday cookouts, or social outings," says Daniel Berger, who competed in the final pairing at the U.S. Open this year. Berger's girlfriend and NV Realty Group professional Victoria Slater notes that while players are super competitive on the greens, they all have mutual respect for one another and enjoy each other's company. "Plus," she adds, "what better way to improve your game than to practice with top players in the world?" Slater certainly has a point. Brian Wacker of www.pgatour.com reported in 2012 that golfer Kris Blanks increased his yearly income from $300,000 to $1.1 million in just two years after relocating to Jupiter from Washington D.C.
Locals commonly see the golfers snacking on chips and salsa at Rocco's Tacos in Palm Beach Gardens, bowling at Bowlero Jupiter, or sipping cocktails at The Woods, a swanky restaurant owned by Tiger Woods at Harbourside Place. Interestingly, when a golf group frequents an establishment or entertainment venue, other patrons do not harass or bother them. In fact, the low-key mentality of residents is one of the reasons golfers are attracted to the area. Will Rosselle, who specializes in golf course properties, explains that "people here are used to seeing celebrities around town. Whether it is Venus or Serena Williams, Joe Namath, Michael Jordan, Kid Rock, Burt Reynolds, or one of the many professional baseball players who live here during spring training, locals may give a nod in their direction, but rarely - if ever - do you see someone ask for a picture or an autograph." The Palm Beaches and Treasure Coast are a mecca for professional athletes, celebrities, and business tycoons, and that trend continues to grow with the influx of new and upcoming golfers.
A Golfer's Dream
After moving to the area, Norman and Nicklaus would often practice together at The Loxahatchee Club in Jupiter and Lost Tree Village in North Palm Beach, two highly revered clubs known for their fastidious fairways. Years later, the golfers' dream to create their own private clubs came to fruition, with Norman designing the magnificent Medalist Golf Club and Nicklaus building the iconic Bear's Club. No surprise, these two clubs remain the most popular among PGA Tour players.
Located in Hobe Sound, the Medalist Golf Club is a picturesque and private course flanked by natural preserves and freshwater lakes. Designed by Greg Norman and Pete Dye, this club is a primary practice facility for famous athletes such as Dan Marino, Michael Jordan, Tiger Woods, Rickie Fowler, and approximately 22 other LPGA and PGA members. About 15 miles away, Nicklaus's The Bear's Club in Jupiter is a true golfer's oasis. Apart from the signature Jack Nicklaus design course, this club is perhaps best known as a quiet, secluded retreat. In this regard, players can practice on the course, hang out in the lounge, or dine in the clubhouse without disruption from other guests. "In my opinion, the combination of privacy and golf facilities are what makes the Bear's Club so unique. Tour players can relax and just be themselves," says member Michael Nicklaus, President of NV Realty Group. Rory McIlroy, Luke Donald, Dustin Johnson, Ernie Els and approximately 15 other professional players are also members here.
The Dye Preserve in Jupiter is another popular club for PGA Tour players. An invitation-only club, The Dye Preserve is characterized by its rustic, well-appointed clubhouse, Pete Dye-designed greenbelt, and adherence to golf's most revered traditions, including no scheduled tee times. Members have additional privileges at other opulent golf and sporting clubs such as the Boathouse and Field Club at Martha's Vineyard; Spanish Peaks Club in Big Sky, Montana; Pine Creek Sporting Club in Vero Beach, Florida; and Old Head Golf Club in Ireland.
Other optimal clubs for professional golfers to practice or play include The Loxahatchee Club, Lost Tree Village, Old Palm Golf Club, Mirasol Country Club, Old Marsh Golf Club, and The Floridian. In addition to the courses and facilities, Palm Beach County has several nationally-known and highly respected golf instructors such as The Harmons, Bob Ford, David Leadbetter, and Martin Hall to name a few.
The Best Golf Courses & Beaches
The Florida lifestyle encompasses more than just golf, too. Palm Beach County is just a few miles from the gulf stream, gifting golfers with the opportunity to exchange clubs for rods and catch a wide variety of saltwater fish such as tarpon, snook, dolphin, wahoo, marlin, and sailfish. A surreal place to snorkel or dive, the area has a copious amount of ancient limestone bedrocks that form complex labyrinths and elongated escarpments, sheltering tropical fish, loggerhead sea turtles, nurse sharks, goliath groupers, and many other aquamarine life. Golfers residing along the Intracoastal Waterway or Loxahatchee River can easily access the dive sites or fishing holes via the Jupiter or Palm Beach Inlets. Moreover, since these homes have their own private docks and boat lifts, residents enjoy fishing, snorkeling, paddle-boarding, kayaking, or sunset cruising right from their backyard.
With vibrant Miami just an hour and a half away, TOUR players can catch a Marlins baseball game at the new Marlins Park; a Dolphins football game at Hard Rock Stadium, a Panthers hockey game at BB&T Center; or a Heat basketball game at American Airlines Arena. Closer to home in Jupiter, Roger Dean Stadium is the home venue to the Jupiter Hammerheads and Palm Beach Cardinals baseball teams, which represent the Florida Marlins and St. Louis Cardinals, respectfully. "Often, baseball players who travel to Jupiter for spring training will end up moving or retiring in the area. Johnny Bench, Matt Holliday, Jim Palmer, Mike Schmidt, Tom Koehler, Jimmy Key and several others all call the Treasure Coast home," says Rosselle of NV Realty Group. Equestrian enthusiasts enjoy Wellington's Winter Equestrian Festival (WEF) and elite polo matches at the International Polo Club Palm Beach, which hosts the annual U.S. Open Polo Championship. Finally, tennis fans can practice, play or spectate at the number 1 ranked tennis facility in the nation: BallenIsles Country Club in Palm Beach Gardens. A private club, this 62,000 square foot sports complex features 22 courts, indoor viewing, food and beverage service, and a 500-seat stadium.
Another advantage of the Florida lifestyle is its pleasant climate and advantageous tax tier. Referred to as an "endless summer," South Florida has warm winters and warmer summers. Unlike other parts of the Southeast, Palm Beach County carries coastal breezes, which keeps it cooler in the summer months than neighboring Miami or suffocating southern states. "Of course, Florida's no state income tax and homestead exemption are added incentives as well," notes Rosselle.
Airports Abound
Finally, the Palm Beach International Airport (PBI) is a quaint and timely airport, making commercial travel to domestic and international golf tournaments an easy venture. The facility features an indoor putting green, a comfort zone spa, and delectable dining options such as Rooney's Pub, Sam Snead's, and Flagler Gourmet Market. Presently, many of the golfers travel as a group on private jets with Wheels Up or NetJets, the official private jet provider for the PGA Tour. This convenient option is ideal for players because they do not have to worry about airport delays, overcrowded flights, or checked golf bags. Palm Beach private aeronautical services are organized by a Fixed Base Operator (FBO) and located adjacent to the PBI Airport.
With all the available amenities, stately waterfront homes, and pleasant weather, it is no wonder that so many PGA tour players call Palm Beach home. Truly, this tropical paradise is desirable for anyone, golf clubs in hand or not. Here are just a few of the homes available in the area. If you're interested in seeing one of the properties listed or to explore other golf course listings, please contact NV Realty Group today!

redpajama_set_name: RedPajamaCommonCrawl


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Amy Adams Is on a Different Planet
From the one on which her Hollywood peers exist — which is maybe also why she's the perfect person to play ETs' liaison.
By Carl Swanson
Photograph by LUCAS MICHAEL
"are you going to stick with coffee?" asks Amy Adams. "Will you be offended if I got myself something a little stronger?"
It's late afternoon on a Friday in late July, and we're in the glittery sepulchral swank of the Palm Court at London's Langham Hotel. After a long day playing Lois Lane looking adoringly at Superman, maybe Adams needs a drink. She's just come from a poster shoot for Justice League, which is, for reasons she says are unrelated to its plot, filming in this post-Brexit metropolis.
Then, suddenly remembering she has to work on Saturday, Adams, not really the screw-it type, backtracks, ordering a jasmine tea.
But the real reason she needed booze: "It makes my bones ache to talk about myself so much. It hurts!" Really, if given the choice, she'd much rather sing, and as the hotel bar's piano man occasionally hits on something she finds irresistible, she'll do just that. It's unsurprising that she knows the words to "One," the finale from A Chorus Line ("I could do the choreography for you, too"), but who remembers Dean Friedman's 1978 hit "Lucky Stars"? "You can thank your lucky stars / We're not as bad as we think we are," she can't help but sing.
"It's just schmaltz. I love it." Adams is almost suspiciously unnarcissistic for a Hollywood star, gracious, hardworking, and decent to the point of almost not being a "celebrity" in the contemporary sense of the multi-platform branded scandal entities we've learned to follow on Instagram (she's not on social media). The former high-school gymnast, Gap greeter, and cartoon Disney princess who fell into a well and emerged, magical innocence intact, in jaded Manhattan with the ability to charm roaches into doing her housework — okay, that last bit was the character she played in 2007's Enchanted — does not often give over to brooding or existential complaint. She is as present as any self-help book would prescribe (and she reads a lot of them). Joaquin Phoenix, with whom she worked on The Master and Her, nicknamed her Angry Adams, because she never is.
This fall, she has two films out, both of which could add to her current tally of five Academy Award nominations (or perhaps finally land her a win). First, on November 11, there's the "these aliens have landed and are they friendly?" mind-bender Arrival, directed by Sicario's Denis Villeneuve, in which she plays a linguist tasked with figuring out how to read or write spaceperson in a hurry. Her co-star is Jeremy Renner, who plays a physicist on the earthling welcoming committee. The film is notable in part for its Carl Sagan–ish tone of wonder, which is a nice contrast to the interstellar xenophobia and end-times paranoia of most extraterrestrial fare. But also for the way it grounds a sci-fi plot with the personal tragedy of Adams's character and chews over various philosophical notions of choice and fate.
And then, not long after Arrival, comes Nocturnal Animals, based on Austin Wright's 1993 novel Tony and Susan and directed and written by Tom Ford, in which she plays a well-off middle-aged woman who gets an unsettling manuscript in the mail written by her long-gone ex-husband. Jake Gyllenhaal is in that one, along with Isla Fisher, who the internet often says is Adams's look-alike. (She plays a version of Adams's character in the novel-within-a-novel the film is structured around.)
Amy Adams as Louise Banks in Arrival. Photo: Jan Thijs
Adams is known for her big eyes — she even starred as artist Margaret Keane in Tim Burton's Big Eyes — which are soulful and honest and vulnerable (and she does cry easily). To this day, she says, "I don't think of myself as a celebrity. It's not a part of my pursuit." But then she adds, lest she offend: "Nothing against those who do." She's famous, of course — she has to explain to her daughter why, when they go out, people are sometimes filming them on their camera-phones. But "I am still really naïve," she says. "I am continuously shocked."
By what?
"The world! How people behave. Like, it would never occur to me to post a picture of myself in my underwear on Twitter. Maybe the 20-year-old me — I shudder to think of what I would have done in my moment of desperation and seeing what I might've chased."
She is even more delicately beautiful in person than she often registers in films, whether it's the heedlessly optimistic pregnant backwoods chatterbox in Junebug, the brutish Lady Macbeth of The Master, or the pouty Julie of Julie & Julia. If anything, she so inhabits her portrayals that it can be easy to forget they're all her: The tentative nun in Doubt was the combatively vulnerable Southie gal Charlene in The Fighter. But, outside her turn as a con artist in American Hustle, she rarely is asked to play aggressively sexed-up. She was once accused by a writer in Esquire, who was apparently unable to discern what she actually looks like through the characters she plays so deftly, of being "perfectly plain."
Which is, if you think of it the right way, a compliment of sorts.
Adams was born in 1974 in Italy, where her father was stationed in the Army, the fourth of seven kids, and grew up in the Denver exurb of Castle Rock. Her parents were Mormons, and they didn't have much money. "I don't imagine my parents read a lot of parenting books," says Adams, who reads them all the time.
"I think my childhood experience started as one thing, a traditional place, and then ended in another," she says. "It sort of morphed. My parents were good Mormons, and church was an important part of our social interactions." But then her folks divorced when she was 12 and left the church and she lost that structure. She found a new one, first in dance, then in singing, and finally, when she was out of high school (she skipped college), in musical dinner theater.
She only moved to L.A. after getting a role in the 1999 beauty-pageant spoof Drop Dead Gorgeous, which happened to be filming in Minneapolis, where she was performing at the time. She's credited the movie's star, Kirstie Alley, with encouraging her, and she and one of her brothers drove west.
She quickly got work on various TV shows (a guest spot on Buffy the Vampire Slayer, then something called Dr. Vegas) but struggled to gain traction. In 2002, Steven Spielberg cast her as the candy striper who falls for Leonardo DiCaprio in Catch Me If You Can. But then, another slump. By 2004, she was turning 30 and considering the daunting prospect of finding something else to do with her life. Then a tiny indie film, Junebug, gave Adams her first Oscar nomination.
Here in London, Adams isn't staying in the luxe Langham, which was opened in 1865 and claims to be the site where afternoon tea was invented. When she's on a long shoot, she rents a house and her husband, Darren Le Gallo, a visual artist she met in an acting class in 2001, and their 6-year-old daughter, Aviana, come to stay. Adams pulls out her iPhone, and we scroll through some of Le Gallo's surrealistic, somewhat anxious works. "I like this one," she says of a painting, Hall of Photos. Then adds, deadpan, "It's him with his head exploding."
Arrival is based on "Story of Your Life," by Ted Chiang. "It was a tough little short story to adapt," admits Villeneuve. Even coming up with a title, he says, was "a long journey," and they referred to the project by the acronym soyl for a long time since Chiang's title "didn't convey the idea of the movie," sounding instead like a "romantic comedy or something."
Which it isn't, although Adams and Renner, whom she's known since they did karaoke at Barney's Beanery in L.A. 15 years or so ago, have good chemistry.
Given that the film riffs on how the aliens' "simultaneous consciousness" allows them to "enact chronology," and how Villeneuve and his stars swing between interspecies interactions (requiring big sets and CGI) and a quieter, personal story, it was, by all accounts, a difficult film to make narratively coherent.
"One of the big challenges was to link both of the extremities" — the epic and the intimate — "and keep tension alive," says Villeneuve. In order to do that, "I needed an actress with a real wide range and a lot of intelligence to her eyes."
Ford cast Adams for her eyes, too. "Since she's mostly reading," he says of Adams's character, "we have to know what she is thinking and feeling through her face. Her eyes — there's an instant connection when she looks at you. It's like you're looking inside her soul. It's almost unsettling."
But he didn't just like her eyes. "I think American Hustle was the first time a lot of us realized how beautiful she was," says Ford. "God, how beautiful her breasts are. It was a surprise. It was like, Wow." He pauses, considering how that quote might read. "As a gay fashion designer and not a lecherous straight man, I can say that."
That sort of response makes Adams laugh. "I got such great reactions to the way my character looked in American Hustle," she says, shaking her head. "I thought, This girl is twisted. She lies to everybody and people love her. People had so many less questions about character development — playing someone who was living a lie within a lie — and so many more about my cleavage." The character's corruption bothered her so much Adams cut her hair short after the shoot to exorcise her.
She sips her tea. "I used to yell at my manager because I would get brought in to play the model version of me, and the model version of me would always get the part," she says. "And my manager said to me, 'You can either chase that or you can chase something else. What path you do want for yourself?' And you realize that me going to an audition where I am standing next to Jaime Pressly in a bikini is not going to work. I had to realize pretty early on what I wasn't. But I did chase that other thing."
Adams has long been chasing the dream of making a movie based on the life of Janis Joplin. (She'd play Janis.) I ask why. "When people first brought the project to my attention, I said, 'I can't do this; people would judge me and tell me all the reasons that I am not like her.' And then when I started reading about her, I realized that she was this beautiful human plagued by things which are so common. She had a need to find something." She goes on: "People saw this huge personality, but there was this soulfulness and this screaming child inside of her."
Adams has other alternate versions of herself she'd like to play, too, like "Aldonza in Man of La Mancha." You know, the lusty wench who sings "Born on a dung heap to die on a dung heap / A strumpet men use and forget!"
But "that's not going to happen anytime soon, since I'm not an old Spanish whore," Adams says wryly. "You know, you come to an understanding of yourself."
Opening Photo: Styling by Hew Hood; Hair by Ken O'Rourke; Makeup by Liz Pugh
*This article appears in the August 22, 2016 issue of New York Magazine.
vulture cover story
fall preview 2016
Amy Adams on Celebrity and Playing Janis Joplin


Jon Lundbom & Big Five Chord recorded a live album at Brooklyn Fireproof in Bushwick last night. It's going to be a good one. It's surprising that more artists, even in jazz, don't record more concert albums, considering how much more energy there almost inevitably is performing in front of an audience. Much as the band seemed well-rehearsed, as it turns out, they weren't: their confidence and lively, electric interplay stem from years of playing together. That, and a shared esthetic. Lundbom is an eclectic guitarist and composer who can play perfectly straightforward postbop but more often than not brings sardonic humor or downright viciousness to the music. This time out, Lundbom alternated between restless unease and a more relaxed, legato attack, setting the tone for a night of goodnatured jousting and moments of pure ecstatic bliss. Joining him were Bryan Murray on the small and unexpectedly low-register "balto" and tenor sax, intertwining and conversing with Jon Irabagon's alto sax, Matt Kanelos' electric piano, Moppa Elliott's bass and Dan Monaghan's drums.
The first set was swing shuffles. It was practically comedic to watch Elliott (ringleader of Mostly Other People Do the Killing, arguably New York's most entertaining live band) walking the bass tirelessly: it was obvious that he couldn't wait to leave the rails. When he did, it was usually to run permutations on clenched-teeth, percussively circular riffage. While there ws a sextet onstage, the moments when the whole unit was playing were mostly limited to intros and outros, much of the soloing supported simply by bass and drums, Kanelos holding back to a spare, spacious, sostenuto suspense. As Murray swayed and built from a sputter of sparks to a fullscale wail, Elliott's fingers became a blur of roaring, tremoloing chords, enhanced by the room's natural reverb. When the song came back to Lundbom – playing a Telecaster through a Fender amp – he took his time, letting the sonics echo for all they were worth.
Kanelos shadowed Lundbom's murky, enigmatically insistent single-note runs over swirling snowstorm cymbals as the opening number went on, Irabagon taking over the center, nonchalantly holding it together as the rhythm loosened. Lundbom has a kinetic, spring-loaded stage presence, opening the second number with a long solo, working tensely against a central tone, Kanelos echoing that device a little later on with an aching intensity before leaping into unexpectedly purist blues, the band joining him in a split second. Good jokes abounded: Irabagon falling into a deadpan bup-bup-bup until Lundbom finally stepped all over it and wiped the slate clean; Murray and Irabagon playing good cop vs. bad cop on the second of three Lundbom arrangements of old wiccan songs until both horns decided to make a mockery of the blues. The last of the wiccan songs was the only one that the band allowed to go on long enough to reveal its origins as a sad folk tune in waltz time. Ultimately, they made their own sorcery out of it. If the second set was anything like the first, it's a good thing they got this whole thing in the can.


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The Grandmaster - Magnus Carlsen and the Match That Made Chess Great Again - PAPERBACK
Catalog Code: B0022SS
Author Brin-Jonathan Butler was granted unique access to the two-and-half-week tournament and watched every move. In The Grandmaster, he aims to do for Magnus Carlsen what Norman Mailer did for Muhammed Ali in The Fight, John McPhee did for Arthur Ashe in Levels of the Game, and David Foster Wallace did for Roger Federer in his famous New York Times Magazine profile. Butler captures one of the world's greatest sportsmen at the height of their powers, and attempts to decipher the secret to that greatness.
The Grandmaster - Magnus Carlsen and the Match That Made Chess Great Again - HARDCOVER
The first week of November 2016, hundreds descended on the city's South Street Seaport to watch the World Chess Championship between Norway's Magnus Carlsen and Russia's Sergey Karjakin—what by the time it was over would be front-page news and thought by many the greatest finish in chess history. Author Brin-Jonathan Butler was granted unique access to the two-and-half-week tournament and watched every move. In this book, he captures one of the world's greatest sportsmen at the height of their powers, and attempts to decipher the secret to that greatness.
Tal Botvinnik 1960
Catalog Code: B0001RE
One of the greatest books ever written about a world championship match. Take a trip with the Magician from Riga as he invites you to share his thoughts and feelings as he does battle for the world title.
CLEARANCE - Man vs. Machine
Kasparov versus Deep Blue
Catalog Code: CB0277RB
This book tells the full story of this historic encounter, from the personalities, hype and controversies to the debates over computer intelligence and the future of chess. Every game is analyzed in detail and the earlier 1989 and 1996 matches between the two contestants are reviewed.
Unbeatable Deal
CLEARANCE - Nigel Short - Quest for the Crown
The exciting story of how Nigel Short from Lancashire, after learning chess at the age of six, progressed to play Garry Kasparov in what is possibly the most mentally demanding competitive event - the World Chess Championship. Nigel is the first Western challenger in this Russian dominated game since Bobby Fischer played Spassky in 1972.
CLEARANCE - How to Defeat a Superior Opponent
In "How to Defeat a Superior Opponent", Grandmaster Edmar Mednis presents the reader with a systematic approach for competing against stronger opponents.
CLEARANCE - New Chess Player - V. 1
Volume 1 of The New Chess Player book.


text:
Q: YouTube API v3 upload speeds I have been performing some testing with the YouTube API v3, uploading video files existing on my Apache server (VPS running CENTOS 6.7 x86_64 on Virtuozzo, 2GB RAM and a ton of CPU) using the provided resumable upload script.
Having tried all manor of things, the maximum upload speed I've been able to achieve is not more than 120KB/s.
I've been playing around with output buffers, turning off GZipping, varying chunk sizes (from 1 to 30MB), and checked the server bandwidth speed (consistently over 250 Mb/s in the upload direction).
I struggle to believe, given how fast you can upload through the browser (I can't test this theory right now as I'm on a very slow internet connection - but this is based on past experience) that this is a limitation of YouTube, unless it's intentional throttling. I cannot find any documentation of expected speeds via the API on the YouTube docs or anywhere on the internet.
Has anyone else encountered slow uploads and is there anything that can be done? Thanks in advance.

A: Having done a bit more testing, I have concluded the slow speeds are caused not because of throttling at at YouTube's end but more within the core infrastructure of PHP itself. However, I did managed to increase the speed using PHP from ~120KB/s to ~770KB/s by changing Google's example approach, using stream_get_contents instead of fread (credit to this post).
However, if you still need more, I'd suggest going the Python approach. Through the API I uploaded a 2GB file in 83 seconds, which comes out at ~24MB/s. It'd be interesting to know the fundamental programming reasons behind the drastic differences in speeds if anybody knows, though well out of my realm I'd hasten to add.

redpajama_set_name: RedPajamaStackExchange


Are you planning to submit a proposal for the Boston Summer Seminar 2015? Please note that the due date has changed! After review by the selection committee, the dates have been moved back to allow more time for proposal preparation.
The due date for group proposals is Friday, January 30, 2015.
The committee is also happy to review any part or all of a draft proposal packet for comment and revision prior to the submission date. Feedback will be provided on a rolling basis, and the committee will accept drafts for review up through Friday, January 16th.


text:
Bhoja Air Flight 213 was a domestic scheduled passenger flight operated by Pakistani airline Bhoja Air from Karachi to Islamabad. On 20 April 2012, the Boeing 737-236A aircraft serving the route crashed in bad weather during its final approach to land. All 121 passengers and 6 crew members aboard were killed. With 127 deaths, it remains as the second deadliest air disaster in Pakistan.

The crash was caused by the crew's inadequate flight management during adverse weather conditions. The flight crew were not trained adequately and properly on the automated system of the Boeing 737-236A, a more advanced version of the Boeing 737-200 series, and didn't retain sufficient knowledge on the correct procedures for handling an aircraft in bad weather conditions. Additionally, Bhoja Air's lack of oversight and multiple errors within Pakistan CAA's monitoring system of Pakistani airliners further contributed to the accident.

Accident

The aircraft was operating a domestic scheduled flight from Jinnah International Airport, Karachi, to Benazir Bhutto International Airport, Islamabad, which was the airline's first evening flight in almost 12 years. It was the inaugural flight of Bhoja Air's second daily service on this route (Bhoja Air was earlier closed down amidst financial difficulties in the year 2000, but restarted operations in March 2012). There were six crew and 121 passengers on board. The flight departed from Karachi at 17:05 PST (12:00 UTC) and was due to land at Islamabad at 18:50 (13:50 UTC). The flight was piloted by Captain Noorullah Khan Afridi (58) and First Officer Javaid Malik (53). The flight was uneventful until its approach to Islamabad.

Approach
While approaching Islamabad, Lahore automatic terminal information service (ATIS) broadcast the weather information in and around Lahore, including the Islamabad area. The broadcast stated that clouds and thunder were present in Islamabad and a dust storm warning was issued around Lahore area. First Officer Malik asked the Captain on whether they should divert to Peshawar, but Captain Afridi refused, stating that "God will help us". Approximately a minute later, he noticed that squall line had formed in the area. He started to become pre-occupied with the weather. First Officer Malik gave multiple information regarding the weather condition, however due to the pre-occupied state of Captain Afridi, the Captain ignored them all.

Controller in Lahore cleared Flight 213 to descent. The seatbelt sign was turned on due to a possible turbulence and the crew decided to discuss the weather again. Following the discussion, Captain Afridi finally concluded that the flight must land at Islamabad regardless of the weather condition. As Flight 213 became nearer to the squall line, Captain Afridi became increasingly worried. Subsequently, he increased the airspeed to . First Officer Malik then stated that the flight would enter the squall line. Meanwhile, the aircraft began to experience turbulence.

Captain Afridi contacted Islamabad and asked on whether there was a gap between the squall line as he intended to penetrate it from the west side. The controller in Islamabad initially answered that there was no gap between the line, but then a very small gap was observed in the south. Captain Afridi responded that they would try to penetrate through the line. The flight crew then asked the cabin crew to ask the passengers to occupy their seats as the turbulence began to intensify. First Officer Malik later suggested that they should go towards the right (east) to avoid the storm system, but Captain Afridi refused, insisting that they should land at Islamabad.

Flight 213 descended through  and levelled off at . Even though no formal approach briefing had taken place, First Officer Malik stated that the aircraft's approach preparation had been set. The autopilot and auto-throttle were engaged and the aircraft was cleared to descent further. Islamabad ATC then gave another weather update to the crew, stating that there was light drizzle in Islamabad with gusts of up to , which was acknowledged by the crew. Captain Afridi stated that the squall line had arrived in Islamabad and that they would be flying at a very close distance with it. A few minutes later, he noticed that the sky suddenly had become dark, meaning that Flight 213 was entering the squall line.

The aircraft continued its descent. After being cleared by the ATC for an ILS approach to runway 30, the crew configured the aircraft for landing. The flaps, slats and the landing gear were extended and the aircraft started to turn after its lateral navigation was engaged in the "selected mode", which was later deactivated by Captain Afridi during the middle of the turn. First Officer Malik then stated that the airspeed was at , which was met with surprise from the Captain. Few seconds later, raindrops began to pound the aircraft, further startling Captain Afridi.

Captain Afridi became extremely pre-occupied with the changing flight parameters and the effect of the adverse weather condition to the aircraft. Meanwhile, his co-pilot First Officer Malik seemed to be pretty ignorant about the matter. Instead of recommending a missed approach, the first officer continued to carry out cockpit checks. Flight 213 then levelled off at  and the autopilot captured the glideslope. With a bank angle of approximately 5 degree to 20 degree to the right, the aircraft entered its final approach phase and the crew put the aircraft into a descent.

First downdraft
The rain rapidly intensified, pounding the aircraft at an extreme rate. The aircraft was struck by a downdraft and because of it the pitch started to increase. As the autopilot tried to maintain the glideslope, the airspeed decayed. The thrust was increased albeit not sufficient enough. The GPWS alarm blared, alerting the crew about the presence of windshear. Captain Afridi yelled "no! no!" and his co-pilot First Officer Malik asked the captain to go-around.

The downdraft finally dissipated and the crew decided to manually control the aircraft. The autothrottle, however, remained in engaged position. By this time, the airspeed had decreased from  and the aircraft had deviated from the glideslope. Due to the incident, the crew became confused and pre-occupied with the weather condition. The TAWS "Whoop Whoop!" alarm sounded, but the crew didn't give any response to it. The flight continued its approach. First Officer Malik maintained his communication with the controller while Captain Afridi was at the controls. Both the pitch angle and the thrust were decreased.

Second downdraft
The aircraft encountered another downdraft. This time, it was more severe than the last, reaching as high as . The "Whoop whoop Pull Up!" alarm blared, causing Captain Afridi to pull the yoke. The altitude and the thrust, however, continued to decrease. Due to the landing configuration of the aircraft, the airspeed began to decay again.

The downdraft suddenly dissipated in just four seconds. Captain Afridi, who had been struggling to make the aircraft to pitch up, caused the aircraft's nose to rise rapidly. This, in turn, caused the activation of the stick shaker, warning the crew of an impending stall. Alarmed by the stick shaker, Captain Afridi immediately made a nose down input. The altitude rapidly decreased and the thrust remained at a low setting. Multiple warnings blared inside the cockpit, starting from the GPWS "Whoop whoop pull up!" to the windshear warning. Captain Afridi, now frantic, rapidly pulled up the nose again and causing another stick shaker activation. First Officer Malik shouted multiple times to the captain to get out of the stall condition.

Controller in Islamabad later cleared Flight 213 to land, however due to the chaotic situation inside the cockpit the crew never acknowledged the call. Captain Afridi maintained his nose-down input and First Officer Malik could be heard panicking. The GPWS "Whoop whoop pull up" continued to blare inside the cockpit and the aircraft kept descending towards the ground.

Crash
At 18:40 PKT, with an airspeed of  and a pitch angle of 0 degree, the aircraft slammed onto the ground with its main landing gears first. It crashed at a distance of  from the runway, in the small village of Hussainabad in Rawalpindi, in heavy rain condition. The aircraft exploded and struck a  terrace, causing further breakup. The wreckage was spread over  radius. All 127 people on board were killed.

A following Airblue flight landed safely five minutes after the accident occurred.

The airport was closed for three hours after the accident due to a lack of fire cover. The emergency crews based at the airport went to the crash site to assist in the firefighting operations there. A total of 100 army personnel were deployed to assist the other rescue personnel. The rescue operation was hampered due to the surge of onlookers at the site. Traffic jam reportedly blocked rescuers from reaching the site in a timely manner. Flights affected by the closure were diverted to Allama Iqbal International Airport, Lahore. At least four houses were badly damaged due to the crash. However, despite the fact that it occurred in a residential area, there were no casualties on the ground.

Aircraft

The aircraft was a Boeing 737-236, registered AP-BKC, Built as msn 23167, it first flew on 13 December 1984 and was delivered to British Airways on 7 January 1985 (registration G-BKYI), it was subsequently acquired by codeshare operation Comair (registered as ZS-OLB) in June 1999. The aircraft operated South African domestic routes until late 2010 when Comair retired its 737-200 fleet and it was sold to Bhoja Air in January 2012.

The last inspection was carried out on the same day of the accident, exactly prior to its departure.  No known defects were recorded.

Passengers and crew
Flight 213 was carrying 121 passengers and 6 crew members. The passengers were consisted of 110 adults, six children and five infants. The nationalities of the passengers were not disclosed. Most were thought to be citizens of Pakistan. According to the manifest, at least 2 military officials, a Station Commander Officer of Hyderabad and a squadron leader, were on board Flight 213. A Bhoja Air senior official was also reported to be on board.

The pilot in command of Flight 213 was identified as 58-year-old Noorullah Khan Afridi. According to fellow pilots, he had also worked as flying instructor for Pakistan Air Force Academy in Risalpur. Before joining Bhoja Air, he had served as a captain of a Boeing 737-400 in Shaheen Air International. He had been temporarily trained for the Boeing 737-400 but the training was eventually discontinued as his supervisors in Shaheen Air International thought that he couldn't operate the automated flight deck in an "effective, efficient and safely" manner. The crew logbook showed that he had accrued a total flying experience of more than 10,000 hours, with 2,027 hours on the Boeing 737-200. However, only 82 hours were on the Boeing 737-236A.

The second in command was identified as 53-year-old Javaid Malik. Before working as a commercial pilot, he had served in the Pakistan Air Force. According to the investigation, he had been paired with Captain Afridi since his employment with Shaheen Air International. He later joined Captain Afridi to leave Shaheen Air for Bhoja Air. He had accrued a total flying experience of 2,832 hours, of which 750 hours were on the Boeing 737-200. However, only 82 hours were on the Boeing 737-236A type.

Aftermath
A statement on Bhoja Air's website offered condolences to the affected families and said that it would fulfil its legal obligations under the Pakistani law applicable at the time of the accident. Pakistan Interior Minister Rehman Malik later told news media that the owner of Bhoja Air had been banned from leaving Pakistan in response to the crash. In the immediate aftermath, all hospitals in Islamabad and the neighboring city of Rawalpindi were put into high alert. Crisis centres were set up in Karachi and Islamabad to provide information to the relatives.

President Asif Ali Zardari cut short his trip to cities in Punjab and returned to the capital, and he and Prime Minister Yousuf Raza Gillani sent condolences to the families of those who died in the accident. The Civil Aviation Authority issued an office order at 9 a.m. the next day, requiring all airlines to transport the bodies of the victims free of cost. Those families who had already paid for the transportation before the order was released were refunded the amount.

Bhoja Air announced that family of the victims will be flown to Islamabad. According to government officials, all of the victims will be transported to Pakistan Institute of Medical Sciences for the identification process and next-of-kin will be informed to refer to the institute for the identification and the retrieval of the body. Due to the large number of victims, an additional cold storage was provided to the institute.

Two days after the crash of Flight 213, a Shaheen Air International flight suffered a burst tyre during landing in Karachi. Following another aviation incident in Pakistan, authorities conducted a special inspection to every private airliners in the country. Pakistan International Airlines was not included in the inspection as it had undergone such inspection a few months ago.

On 30 April, Bhoja Air announced compensation of Rs. 500,000 to the legal heirs of the victims of the Flight 213. However, the compensation is long overdue. The families of the deceased protested outside the office of Bhoja Air in Karachi.

On 28 May 2012, Bhoja Air's license was revoked by the CAA, due to failing a requirement under the Pakistani Civil Aviation laws that a carrier must maintain a minimum fleet of three aircraft. Of Bhoja Air's original fleet of 3, one crashed, another was grounded after it developed a fault, leaving only one operational aircraft.

Investigation
Investigations into the crash were opened by the Civil Aviation Authority (CAA) and by the Safety Investigation Board of Pakistan. Boeing is assisting the CAA with the investigation. The flight data recorder was recovered on the same day of the crash, while the aircraft's cockpit voice recorder was recovered from the wreckage on the next day. Both flight recorders were passed to the CAA. and later were sent to the United States for analysis by Boeing.

Pakistani officials promised a full investigation and Farooq Bhoja, the owner of Bhoja Air, was put on the Exit Control List, meaning he may not leave the country while the criminal investigation was underway against him and the airline.

CAA, the regulatory authority for maintaining aviation safety standards in Pakistan, faced harsh criticism in Pakistani media for allegedly compromising on safety standards. The corruption within CAA, due to politically motivated appointments, was alleged to be the prime reason for increase in frequency of technical faults, crash landings and catastrophic air accidents. The CAA, however, maintained that it did not issue any airline license or airworthiness certificate under political pressure, however it did announce that the Bhoja Air engineers were not qualified to issue the air worthiness certificate.

Following the accident, the CAA announced it would re-certify the fleet of all private airlines in the country. The CAA suspended the airworthiness certificates of two Bhoja Air aircraft on 24 April 2012. The CAA announced that the suspension was lifted on 28 April 2012.

Weather
Multiple reports indicated that hail and stormy condition were prevailing near the crash site when the accident happened. Bhoja Air official reported that the aircraft was brought down by heavy winds while local eyewitness claimed that the pilot had lost control of the aircraft. Pakistan's Civil Aviation Authority suggested that the flight might have been brought down by bad weather. There were also reports that the aircraft had been struck by lightning. Local media reported that there had been damaging rain in parts of the country. Intense convective systems were recorded in several regions, including the Islamabad-Rawalpindi metropolitan area.

Data from numerical weather prediction products on the day of the accident showed that a westerly wave was injecting cool air from the northwest, while winds from the Arabian Sea in the south of the country fed warm moisture into the upper part of Pakistan. Interaction between both air masses eventually produced severe thunderstorms in the area, which resulted in the creation of strong updrafts and downdrafts. Satellite data also supported these findings. Imageries taken at 14:00 local time depicted a development of a severe weather system over the central part of Khyber Pakhtunkhwa, which slowly migrated towards the east and then northeast. Approximately 4 hours later the system deteriorated, creating "severe high impact weather activity" in and around Islamabad. Radar echoes revealed a frontal weather activity which generated severe turbulence and wind shear, which were attributed to the development of microbursts.

Analysis from the obtained data concluded that a strong wind shear and a converging system approached Islamabad's Benazir Bhutto International Airport from the southwest, which intensified at around 18:00 to 19:00 local time. The system later deepened and produced strong wind shear, updrafts and downdrafts. At the time of the crash, Islamabad area was being pounded with microburst. Surface winds were reported to be at . The flight recorders did confirm that the flight had encountered severe weather condition, as multiple wind shear warnings could be heard from the recording.

Information regarding the weather condition in Islamabad were continuously updated by authorities from the airport's meteorological department, which was relayed to the controller so that it could be informed to the crew of Flight 213. Meteorological office in Karachi had also provided weather information to the crew, including METAR and other weather charts and wind charts. These information had been acknowledged by the crew during the flight. The voice cockpit recording even captured Captain Afridi's response to the information, in which he stated ""it was very nice whatever you told me".

As per report, while weather information for Islamabad area was available, personnel in radar and control tower had no information on the presence of wind shear for Runway 30's final approach and thus they couldn't warn the crew on the weather phenomenon. However, the provided weather data was sufficient enough for the crew to abandon the approach. The approved manual from Bhoja Air clearly stated that an aircraft was not allowed to fly near a weather cell and should remain clear of it by at least . The flight plan had listed the nearby Allama Iqbal International Airport in Lahore as an alternate airport, meaning that the crew could have diverted to said airport had the weather condition been in unsuitable condition for an approach or landing. The crew of Flight 213, however, decided to continue their flight towards the active weather cell, thus threatening the safety of their flight.

Decision to fly
In accordance with Bhoja Air's written manual, the crew should have abandoned the approach to Islamabad due to the deteriorating weather condition. The flight to Islamabad, however, was continued by the crew.

The flight crew was responsible for the decision on whether to continue, to divert, to deviate from track, or to cancel the flight altogether. As per the ICAO convention, the final responsibility of the safety of the flight lies with the captain of the flight. International regulations stated that controllers were not involved in the decision-making process on whether to continue or to divert a flight. Radar controller could only relay and advise the crew regarding the information that had been provided to them, including weather update. From said information, the crew could then use them for the final say. When they had decided, the controller should be informed about it so that they could assist the crew, particularly in times of need.

Flight 213 was the only aircraft in the area at the time and full attention had been given by the controller. During the approach phase, the crew requested for a clearance to deviate from their track in order to penetrate a group of cumulonimbus clouds through a small gap. As the controller's radar was less accurate than the one being used by the pilots in the aircraft, the controller wasn't able to detect any active weather cells on the radar and thus the crew was asked on whether the area around them up until the southeast of Islamabad within a distance of  were clear of severe weather activity. The crew later stated that the weather was clear until approximately  and radar controller eventually provided radar vectoring for the airport's ILS Runway 30. From the available evidence, investigators concluded that the controllers had properly conducted their duties. The controller had advised the crew to take a new heading, but the suggestion was refused by the crew.

The decision to continue the flight to Islamabad therefore lies with the crew of Flight 213. According to the CVR, the sole reason for the flight to continue flying towards Islamabad, despite the deteriorating weather condition around the area, was due to the fact that this particular flight, an evening flight from Karachi to Islamabad, was Bhoja Air's first ever flight for this sector in 12 years. Bhoja Air previously had been suspended due to financial difficulties in the early 2000s and had been recently relaunched in March 2012, merely a month earlier. As the flight was the inaugural flight for the Karachi-Islamabad sector, Captain Afridi concluded that the aircraft must land at Islamabad, regardless of the weather condition. First Officer Malik had advised Captain Afridi to divert the flight, however Captain Afridi insisted about continuing the flight. This was regarded as a critical moment as his sole reason to continue the flight would eventually lead to the accident.

Crew error
Multiple violations and crew error were captured on the recorders. There were multiple instances at which the crew had deliberately decided not to follow the approved procedures. The crew's decision to continue the flight to Islamabad was regarded as the first violation of such procedures. They later made further deviations and errors which ultimately caused the aircraft to crash. During the approach phase, investigators noted that the crew didn't conduct a formal approach briefing. Despite the visible severe weather activity on their radar, they also didn't obtain the airport terminal information service (ATIS) for Islamabad Airport. Subsequently, the aircraft was struck by strong updrafts and downdrafts, eventually causing various flight parameters to fluctuate.

When the aircraft was struck by the first downdraft, the crew didn't carry out the correct procedure. The autopilot and the autothrottle were not turned off and the wings were not levelled. Flight operation manual from Boeing stated that flight crew should have disengaged both the autopilot and autothrottle immediately. Then, the crew should have increased the thrust to the maximum, levelled both wings and put the aircraft's nose to an initial pitch of 20 degree. At the time of the incident, the aircraft was following the glideslope, which had been captured earlier by the autopilot. The force of the downdraft then caused the aircraft's nose to pitch up and pushed the aircraft down to lower altitude. The computer, which had been fed with flight input from the pilots, then tried to compensate the condition. The autopilot tried to hold the aircraft within the respective glideslope. The autothrottle did increase the thrust, but it stopped before the maximum thrust as it tried to accelerate back to the selected speed that had been put by the pilots. These errors ultimately caused the airspeed to decay.

During the commotion, Captain Afridi could be heard yelling in extreme anxiety, while First Officer Malik, instead of assisting the Captain, decided to shout to the captain for a go-around. He should have taken over the controls from the captain. According to the investigation, both pilots were probably unsure about the behaviour of the aircraft during automation mode. The downdraft later rapidly dissipated. The crew were quite shaken by the experience that no control activities were recorded on the aircraft for 6 to 8 seconds. The aircraft eventually deviated below the glideslope and its altitude had decreased. The crew decided to turn the autopilot off to control the aircraft manually, however the autothrottle was still engaged.

In the following seconds, the confused flight crew inadvertently endangered the safety of the flight. Due to the decrease in height, the TAWS alarm warned the crew on the incoming terrain. The flight crew, who had been pre-occupied with the severe weather situation, ignored the alarm and didn't execute recovery actions. First Officer Malik was noted as being "ignorant" with the alarms as he was busy with the communication between Flight 213 and the controller, instead of assisting the captain, who had been severely pre-occupied with the dangerous weather condition for quite some time.

As the flight crew managed to stabilize the aircraft, the autothrottle started to decrease the thrust to maintain the airspeed. The nose was pitched to 0 degree. However, the second, more powerful downdraft later hit the aircraft. The force of the downdraft caused the aircraft to descent rapidly. The crew still didn't carry out the correct recovery procedure. The autothrottle was still engaged and the aircraft was still in its landing configuration. The engaged autothrottle would have limited the thrust setting, while the landing configuration would have compromised the aerodynamics of the aircraft. The "Whoop whoop pull up" alarm then blared and the captain tried to pull the nose of the aircraft up. As the autothrottle had not been turned off, the thrust continued to decrease.

The downdraft suddenly dissipated in a rapid manner, causing the aircraft to violently pitch up. The limited thrust setting, landing configuration of the aircraft, and the rapid pitch up, subsequently caused the stall warning to activate. Alarmed by the warning, Captain Afridi immediately made a nose down input, reaching as high as 12 degree. The autothrottle was still not deactivated by the crew and hence the thrust remained at low setting, but the speed started to increase due to the steep dive. The aircraft was already at an unusually low altitude and the captain's decision to put the nose in a steep position caused the GPWS to sound.

Another alarm then sounded inside the cockpit. This time, the wind shear warning started to sound, simultaneously with the "Whoop whoop pull up" alarm. Overwhelmed, Captain Afridi then frantically tried to silence the warning by pressing the autopilot disconnect switch on his yoke. He then pulled the nose up again, but the stall warning began to sound once more as Captain Afridi's input caused the nose to exceed the critical angle of attack. The stick shaker warned the crew on the impending stall. First Officer Malik then could be heard yelling to the Captain to get out of the stall situation, but he did not take over the controls from the captain and did not make corrective actions either.

During the entire chaotic situation, none of the crew made corrective inputs to recover the aircraft. A critical error from the crew was noted by investigators, as per the report:

The breakdown of the cockpit resource management and the crew who were unfamiliar with their aircraft eventually caused the aircraft to crash.

CRM breakdown
The cockpit situation was noted as being chaotic. Following the second downdraft, the cockpit resource management immediately collapsed. First Officer Malik was particularly noted for being "ignorant" and unhelpful to the unfolding situation. In several instances, he could be heard giving advice to his captain instead of taking over the control from him.

According to investigators, his actions were mainly caused by his relationship between him and Captain Afridi. Both pilots met for the first time in Pakistan Air Force Academy, with Captain Afridi as the flight instructor and First Officer Malik as a cadet. First Officer Malik had been paired with the captain since their employment with Shaheen Air International. During First Officer Malik's employment with the airline, Captain Afridi looked after him. When Captain Afridi decided to quit and join Bhoja Air, First Officer Malik followed him as well since he felt insecure and under confident from Captain Afridi's departure. The flight logbook revealed that, out of the 23 flights that had been carried out by him, a total of 16 were flown with the captain.

The investigation stated that Captain Afridi was seen as a fatherly figure to First Officer Malik. The two eventually became too comfortable with each other, preventing First Officer Malik to call out the captain's mistakes. Deviations from standard procedures were often not corrected and the first officer was also less likely to take over the control from the captain since he chose to rely on and to trust the captain's actions.

Oversight failure
The Boeing 737-200 and the Boeing 737-200 Advanced were completely different variants. The former was equipped with semi-automated flight deck, while the latter was fully automated. Civil Aviation Authority requested Bhoja Air to submit the ground schooling curriculum for cockpit crew of the Boeing 737-200 series. Bhoja Air Management claimed that all of their pilots had attended the required training.  Bhoja Air did not know about the difference between the variants until the crew were sent abroad for their recurrent training. The ground schooling curriculum did not cover the training for flight deck automation for the Boeing 737-236A.

Captain Afridi had undergone his recurrent simulator training in a British Airways Comair facility in South Africa in January 2012. The flight instructor noted that the captain should be further trained on the aircraft's automation system as the system was considered to be relatively new by the captain. Several aspects were rated as "poor performance" and further training was needed. The South African instructor also recommended Bhoja Air to include new Boeing recommended procedures for an automated aircraft. Prior to joining Bhoja Air, he neither had the experience nor exposure to an automated flight deck. During his training for the Boeing 737-200A aircraft, which was equipped with fully automated flight deck, wind shear and TAWS procedures were not included in the training by Bhoja Air and thus he was not trained for the correct recovery procedures in both wind shear condition or TAWS activation.

First Officer Malik did not undergo the six-monthly simulator training, which was planned to be carried out in February 2012 for an automated flight deck. The training program was eventually "extended" by Bhoja Air for another two months and their request was granted by CAA. As such, he also was not familiar with the correct recovery procedure for an automated flight deck.

As both the captain and the first officer were not trained on the automated flight deck of the Boeing 737-236A and the recovery procedures from wind shear condition and TAWS activation on said aircraft, the crew eventually made "fatal procedural mistakes". Due to the absence of such trainings, the captain sought refuge on the aircraft's automation to provide him a solution when he should have followed the recommended procedures from Boeing.

Multiple errors were discovered from Bhoja Air management and also from CAA officials. Several faults within the monitoring system and the training program of Bhoja Air potentially had enabled the crash. Bhoja Air had not provided the manual for the Boeing 737-200A, had not implemented any recommendations that had been given by the South African flight instructor, and had not established a monitoring system to track the cockpit crew's performance at organizational level.

The CAA inspector, who was responsible for Bhoja Air, was qualified but did not have any experience on the Boeing 737-200 and therefore they could not conduct an observation on the automated flight deck training. The simulator training in South Africa was not monitored by said CAA official. Further errors were discovered within the regulations. As per the licensing circular that had been issued by CAA on year 2000, the CAA did not mandate a training for the automated flight deck of the Boeing 737-236A.

Conclusion
Civil Aviation Authority released the final investigation report comprising 78 pages on 21 January 2015. The report found that the primary causes of the accident include the ineffective management by the cockpit crew of the basic flight parameters such as airspeed, altitude, descent rate, attitude, as well as thrust management. The report also found that the ineffective automated flight deck management in extreme adverse weather conditions by the cockpit crew caused the accident.

The investigation found that ineffective flight deck management by the pilots in adverse weather conditions caused the accident. The pilots had inadequate flying experience, training and competence level in the aircraft. The inability of the CAA to ensure automated flight deck variance type training and monitoring requirements primarily due to incorrect information that had been provided by Bhoja Air was listed as one of the contributing factors to the crash.

See also
 Delta Air Lines Flight 191
 Martinair Flight 495
 Eastern Air Lines Flight 66

Notes
 The METAR in force at the time of the accident was "OPRN 201300Z 23020KT 4000 TS FEW025CB SCT030 BKN100 25/15 Q1009.3/29.80". This translates as "METAR for Benazir Bhutto International Airport, issued on the 20th of the month at 13:00 Zulu Time. Wind from 230° at . Visibility , thunderstorm occurring on station. Few clouds at , cumulonimbus clouds present. Scattered clouds at . Broken clouds at . Temperature , dewpoint . Altimeter setting 1009.3 hPa / 29.80 inHg".

References

External links

Bhoja Air (Archive)
Bhoja Air passenger list (Archive)
Bhoja Air UFO Crash (UFOs caused Bhoja Air plane crash in Pakistan?)
 Crash site of Flight 213 from Associated Press Archive

2012 in Pakistan
2012 meteorology
Airliner accidents and incidents caused by microbursts
Aviation accidents and incidents in 2012
Aviation accidents and incidents in Pakistan
Accidents and incidents involving the Boeing 737 Original
April 2012 events in Pakistan

redpajama_set_name: RedPajamaWikipedia


A commissioned piece for K.C.
Almonds and hemp milk swirl between my hands.
I enjoy you. Thank you, for welcoming me in.
You're going to die, and it keeps me up at night.
Your eulogy is a poem I don't want to write.
with a landscape of poppy flowers blooming down the side of your pillowcase.
for a discount on bags of pot that ultimately fund your habit.
It's the only thing you ever loved more than yourself.
you love every second of it. No longer a kid.
pay no attention to that it's just pot.
out of their own cookie jar.
and pushed me across the room.
the sound of earth crunching keeps me awake.
When we were teenagers we stole fireworks and set them ablaze in the suburbs…..


Shropshire Star reports on the start of the 125th anniversary year.
The "Shropshire Star" reports on the 125th anniversary of the opening of Bridgnorth Cliff Railway in six months' time. To view the digital version and to link to the video clip, click here.


Category Archives: God's Not dead!
Just make sure you know which "HIM" you're following!!
He actively attempts to involve the audience in the music.
Accordingly, audiences have responded with great enthusiasm!
When The Golf Course Is Closed To People…The Critters Come Out To Play!!
Because God is watching over them!!
for he acknowledges My Name.
See how well He watches over us, too!!
He's Living On The Inside!
Be Blessed on this Resurrection Day!!
He said did You forget Me Father, did You?


In 2005, we organised our own trip to the Cape Verde Islands. There weren't any subsidised trips when we bought our property. And we certainly would not have taken one, as we we wanted to do our own thing. We even thought we might be able to visit all the islands by ferry. (Wrong).
Which would you prefer? Meet who you want to meet, and go where you want to go? So that you can get the real low-down on what will still be a big investment, if not time committment for you. Or would you prefer to have someone organise it all for you at seemingly little cost and pay the long term price?
You could be down-wind of the local sewage farm, opposite dogs barking all night, next door to the local laundry, underneath the flight path, or six foot from your neighbour's house, unless you go and look yourself. How hot will you be, with the ventilation proposed, or do you want to get blown off your balcony .... How long does it take you to get to your property under your own steam and where/how would you do your grocery shopping? If you are going to have air conditioning, how many units will be installed, and if your kitchen will have a fridge will it be larger than a mini bar?
Think about how appealing your property will be to potential renters or future purchasers. What are they looking for, and what they will pay, to work out realistic yields. Cape Verde Jetaway offers all types of rental accommodation from one bedroomed flats to larger villas, and have been talking to exactly these people every day.
If you don't know which island you might like, why not see several. To optimise your time, book your island hopping in advance. Compare and contrast, then decide what you like and what suits.
You're used to travelling and making your own decisions about where you want to stay. There is lots of choice, in lots of islands. Choose your own accommodation - why end up in an unpopular hotel, chosen by a developer when you could stay somewhere nice?
Don't rush. No one else does in the Cape Verdes! Work out what suits you, and what may and may not happen. Use your trip to talk to locals. When I say locals, I mean Cape Verdeans who have lived in the Cape Verdes all their lives, or at least foreigners (non-Cape Verdeans) who have been there for several years and speak the language fluently. Decide for yourself what you think the right prices should be, and how realistic any future plans are, such as the much publicised marinas and golf courses, which have not materialised in many islands. At the time of writing there is an earth golf course in Sao Vicente, and a marina there.
Many developers are offering free lawyers. Generally this means thier lawyer. Find your own impartial local lawyer or business advisor - not the seller's. They can tell you things you need to know and will act for you, not the vendor. It's nice to think that it's possible to use a lawyer in the UK to work for you, but we would recommend a Cape Verdean lawyer as a result of feedback. Enquire about boring things like service charges, ownership of common parts, what the resort is classified as (aldeomento turistico or condomimium) condomium fees and rental yields and look at all the contractual arrangements. If you don't enquire about these boring things now you may never get answers later. Get an independent assessment by a financial expert of any claims of positive returns on your investment. Get to know and understand the local people and decide if the Cape Verdes is for you. Some developers have wrapped up their offer with financial engineering, or with nice people who will do all the job for you, and all you have to do is sit back and relax (would you believe this in the UK?) . Please take time to read the small print, and if there isn't any, it's not too late to run away! Don't let the heat get to your head - better still leave your cheque book at home til you can go back and think straight.
Have a holiday and some fun!
If you're buying a property as your holiday home, retirement home, or holiday rental, long term rental, then get a taste for yourself what it's like to be in the Cape Verdes. You need to check that what's on offer at your property matches what you or your potential renters/investors like doing. Be aware that the long term rentals command far lower rents than the short term holiday rentals. Become a holiday maker yourself and compare the Cape Verdes to other places you have thought of investing.
Do you treat your property in the Cape Verdes purely as an investment?
If so, look hard and cold. Look at the numbers and compare with investing in other types of less exotic investment, with less foreign exchange risk. Check out very carefully promises of guaranteed or promised rental income against previous developers' experience in holiday letting. Find out the costs of ownership, maintenance contracts, service charges, guaranteed income whether net or gross, and for how long. Some of the rental contracts offered are for many many years. Is that what you want? Sometimes seemingly attractive yields can be ways of disguising high initial prices. Are there any strings attached to your income, such as expensive furniture packs or costly required upgrades to your property?
Can you sell your property again?
Make sure that the price you are paying is a fair one, otherwise you may lose out when you come to sell again. If the developer tells you that prices are rising dramatically and that you are bound to make a killing, take your time to look around and see what the re-sale values really are, not just what the asking prices are, as many may be heavily inflated. Some property may have been hanging around for some time; some has been selling quickly. Ask yourself why? With the pound weak against the euro and the majority of buyers being British, what will happen to re-sales?
If you rush out and rush back, you will find it hard/impossible to know whether you are paying a fair price for an investment taking into account a risk factor, whether it has correct paperwork, and whether you will be happy in the Cape Verde Islands (having a beach nearby does not guarantee happiness). If you are buying in a resort, then get in contact with the owners' groups to see whether the resort is being run correctly, by organisations with sufficient experience and competence. By investing time now, you could save money, or at least prove to yourself that you are confident about your investment decision. If you find something you like, allow yourself enough time to check it out with an independent lawyer of your own choice. You will be able to find your own contacts with independent views. At worst you will come back with a healthy suntan, and won't have lost a fortune!!
We'll suggest the best-value trip to meet your needs. We monitor new flight routes, new airlines, new tour operators, new hotels and apartments and different ways of getting you to the Cape Verdes.
We can advise generally on which islands might be of interest, depending on your time horizons, and what you want to do with your property - ie live in it all year, visit occasionally, or view it purely as a revenue earner. Even if you are looking at property as investment-only, you will need to know where it is, what it's like, how near the local facilities are. Unless you are buying the equivalent of a timeshare, you will need to go and visit it, so it's important that you like the place, because like it or not, you are going to be visiting the Cape Verdes for years to come!
We will shortly be publishing a guide with hints and tips on looking after your property, and getting your property ready to let and how to equip it to make it suitable for the Cape Verde environment. If you wish to talk to us about this please phone the number above.
We bought our Cape Verde property in 2005, and were the first British to buy on our resort, and possibly the first British couple to move in to their own home in Sal.
We used exactly the same principles we had used when purchasing a boat overseas. Find out its history, talk to industry experts for known defects and local legal experts, and hire our own advisers.
We had been thinking about a home somewhere warm for some time, and had been researching several countries, and had been commissioned to write a book on the subject.
When we went to the Cape Verdes, we knew this was it! We had some great times on the beach, going sailing, having dinner and drinks with potential neighbours, as well as getting the low-down on what was happening, both good and bad.
From finding the right property - working out whether the price was correct (of course everything is cheaper than the UK) - getting our stuff out there, and running a house at 3000 miles distance, it has been interesting and sometimes extremely challenging.
We found that everything was very, very slow. Getting hold of people, (the right people) takes time, and a lot of it, and until you have been to the Cape Verdes, you won't know what we are talking about!
And it's not always plain sailing. Many developers are not so nice when they are running your resort. Some even have a background in organised crime; others are incompetent and impossible to deal with. Some even threaten to sue the owners if they talk to each other.
But we genuinely love having a house so close to the ocean, and so affordable. We'd like to spend much more time in the Cape Verde Islands and plan to do so.
Five years on, and we have bought another house. No surprises. Tomorrow(amanha) describes when the work that should have been done yesterday will be completed and never is! There is nothing as rapid as manana here.


text:
Tom Cairney Claims Fulham's Promotion Has Justified His Decision to Stay Amid Transfer Talk
Tom Cairney has revealed that Fulham's promotion back to the top flight has justified his decision to stay with the club amid interest from Premier League sides.
Fulham returned to the peak of English football at the expense of Aston Villa who lost 1-0 to Slavisa Jokanovic's side in the Championship playoff final at Wembley on Saturday.
Speaking after the victory, Cairney - who scored the winning goal to take the Whites back to the Premier League - revealed (via BBC Sport): "I signed the contract extension for a reason.
Clive Mason/GettyImages
"I believe what we're doing here is special and what the gaffer's doing is special.
"When I've been linked with a few clubs, people have been questioning what I've been doing.
"I've been saying for quite a while that we've been playing Premier League football in the Championship and I'm so happy that we are getting to play Premier League football in the Premier League now.
"It is a dream come true. It feels incredible. It feels like an out-of-body feeling."
Fulham endured a slow start to the campaign, but Cairney praised Jokanovic and the team for their efforts while insisting his side can continue their attractive style even against the very best.
He added: "In my eyes, for the last two years, we've been the best team in the league.
"Even though we didn't win the league or win automatic promotion, we honestly at times blew teams away and it was a joy to play in.
"The way we play, people try to man-mark us, but the way we rotate and how fluid it is, it is really hard.
"I'm not stupid. I know we won't be able to do that against all teams in the Premier League, but I believe we'll really hold our own and I believe we'll stay there for a long time."


Do You Love Helping People? Could A Career In Medicine Be Right For You?
There are a lot of reasons why many people feel as though they can't really connect with their jobs. For a lot of people, they often find that they a major reasons why they can't connect with their job is that they can't really the see the purpose of it. Most of us would agree that we would like to have a positive impact on the world, something that is hard to achieve when you're doing nothing but increasing the profits for a large company. Of course, that doesn't mean that everyone should abandon their careers in favor of volunteering and charity work. After all, you've still got to make money in order to survive.
However, there are plenty of careers out there that allow you to earn money while helping people. The most obvious of these is a career in medicine. Many people would love to be able to work in medicine but don't feel as though they would be able to break into the industry. There are also plenty of people within the medical industry who don't feel as though they are able to do enough to help people. Here are just a few options for medical careers that can help you really make a difference in people's lives.
This slightly odd sounding Latin phrase is something that a lot of people aren't familiar with but has been a crucial part of medicine for several decades. Locum Tenens physician staffing is the act of bringing in physicians to support in hospitals in underserved areas. This means that you'd be able to come into hospitals that normally were understaffed or had a lack of resources to offer help and support. This is the perfect career shift for any doctors who feel as though their skills aren't being used to really make a positive impact in the world.
Not every medical career takes place in hospitals. There are plenty of people who need a lot of medical care and support who don't spend their time in hospitals. Elderly or disabled people in particular often need a lot of help and support at home. The great thing about this kind of career is that, unlike working as a doctor, the training required isn't going to take up half of your life. If you're interested in making a difference in people's lives, building a strong, personal connection with the people that you care for, and being able to start work more quickly than many other medical professions, home care may well be perfect for you.
If there's one group of people who are more important to the medical industry, yet also most often overlooked than any other, it's nurses. Sure, when you think of the people who care for patients in hospitals, doctors are the first ones to leap to mind, but without nurses, the whole thing would grind to a complete stop. The great thing about nursing is that you're right there on the front lines, helping to treat patients and save lives. You don't have to go through the same levels of training as doctors do but you would be just as much an integral part of patient care as any physician.


text:
Occupations from the real world, Singers
A singer was someone who performed songs for a living.
In 2700 BC, the travelling singer Avram aided the Seventh Doctor and Ace against Ishtar. (PROSE: Timewyrm: Genesys)
In 1858, Cosette studied to become an opera singer in Paris. (COMIC: The Screams of Death)
In 1881, the Clantons (Ike, Billy and Phineas) forced Steven Taylor to sing "The Ballad of the Last Chance Saloon" while Dodo Chaplet accompanied him on the piano. (TV: The Gunfighters)
In the 1890s, a singer performed at the Palace Theatre. (TV: The Talons of Weng-Chiang)
In 1930, Tallulah was the lead singer for New York Revue at the Laurenzi. (TV: Daleks in Manhattan)
In 1941, a singer performed at the Kiss the Boys Goodbye Dance at The Ritz. (TV: Captain Jack Harkness)
Later that year, a singer performed at a nightclub in London. (TV: The Empty Child)
In the 1950s, Billy was the lead singer for the Lorells. (TV: Delta and the Bannermen)
Retrieved from "https://tardis.fandom.com/wiki/Singer?oldid=2703909"
Occupations from the real world


Róisin – Williams Bros. Brewing Co.
Róisin is our very own fruit beer. We brew a light, crisp blonde ale and add bucket loads of fresh Tayberries into cold tank & leave the two to mingle for 3 weeks.
The Tayberry is a cross between a Raspberry & a Blackberry, (relative of the American 'Loganberry'). The fruit is named after the Tay region in which it is grown.
Róisin pours champagne pink with sweet hop & berry aromas which also carry through to the taste, with a satisfyingly lightly tart finish.
Water, Malted Barley, Tayberries, Hops, Yeast Allergy Advice: For allergens, including cereals containing gluten, see ingredients in bold above.


text:
3D experimental and numerical analysis of wind flow around domed-roof buildings with open and closed apertures
Ali Rahmatmand, School of Mechanical Engineering, Shiraz University, Shiraz, Iran
Mahmood Yaghoubi, School of Mechanical Engineering, Shiraz University, Shiraz, Iran
Ebrahim Goshtasbi Rad, School of Mechanical Engineering, Shiraz University, Shiraz, Iran
Mohammad Mehdi Tavakol, Department of Mechanical Engineering, Shiraz Branch Islamic Azad University, Shiraz, Iran
atmospheric boundary layer, domed-roof building, turbulence flow, ventilation
This paper presents experimental and numerical study of airflow distribution around a reduced-scale model of a common type of domed-roof building. Measurements are performed in an open loop wind tunnel. A new modified Counihan scheme is developed for constructing a part-depth atmospheric boundary layer (ABL). Measured quantities include: wind velocity profile, turbulence intensity and airflow pattern around the building. To conduct the experiments, a 1:54 scale model of a real domed-roof building with six windows and an aperture on the roof is fabricated and placed in the test section of the wind tunnel. In addition, using a numerical modeling, turbulent airflow around such scale model in the wind tunnel is simulated and airflow field inside and outside the model as well as ventilating discharge coefficient are computed. It is illustrated that, airflow around this type of building contains complex adjacent recirculation flows. The building with open apertures has acceptable discharge coefficient for ventilation, which can be a factor to ensure comfort condition for residents as well as complying with energy-saving considerations.
Ali Rahmatm, Mahmood Yaghoubi, Ebrahim Goshtasbi Rad et al. 3D experimental and numerical analysis of wind flow around domed-roof buildings with open and closed apertures. Build Simul, 2014, 7(3): 305–319.


text:
require "spec_helper"

describe SpreeShopifyImporter::DataSavers::ReturnItems::ReturnItemCreator, type: :service do
  subject { described_class.new(shopify_refund_line_item, shopify_refund, return_authorization, inventory_unit) }

  before { authenticate_with_shopify }

  after { ShopifyAPI::Base.clear_session }

  describe "#create" do
    let(:return_authorization) { create(:return_authorization) }
    let(:inventory_unit) { create(:inventory_unit) }

    context "with base refund data", vcr: { cassette_name: "shopify/base_refund" } do
      let(:shopify_refund) { ShopifyAPI::Refund.find(225_207_300, params: { order_id: 5_182_437_124 }) }
      let(:shopify_refund_line_item) { shopify_refund.refund_line_items.first }

      it "creates a return item" do
        expect { subject.create }.to change(Spree::ReturnItem, :count).by(1)
      end

      it "changes inventory unit state" do
        subject.create

        expect(inventory_unit.reload.state).to eq "returned"
      end

      context "sets a return item attributes" do
        let(:spree_return_item) { subject.create }

        it "pre_tax_amount" do
          expect(spree_return_item.pre_tax_amount).to eq 150
        end

        it "additional_tax_total" do
          expect(spree_return_item.additional_tax_total).to eq 0
        end

        it "resellable" do
          expect(spree_return_item.resellable).to eq false
        end

        it "acceptance_status" do
          expect(spree_return_item.acceptance_status).to eq "accepted"
        end

        it "reception_status" do
          expect(spree_return_item.reception_status).to eq "received"
        end
      end

      context "sets a return item associations" do
        let(:spree_return_item) { subject.create }
        let(:reimbursement_type) { Spree::ReimbursementType.find_by!(name: I18n.t(:shopify)) }

        it "preferred_reimbursement_type" do
          expect(spree_return_item.preferred_reimbursement_type).to eq reimbursement_type
        end

        it "return_authorization" do
          expect(spree_return_item.return_authorization).to eq return_authorization
        end

        it "inventory_unit" do
          expect(spree_return_item.inventory_unit).to eq inventory_unit
        end
      end

      context "sets a return item timestamps" do
        let(:spree_return_item) { subject.create }

        it "created at" do
          expect(spree_return_item.created_at).to eq shopify_refund.created_at
        end

        it "updated at" do
          expect(spree_return_item.updated_at).to eq shopify_refund.processed_at
        end
      end
    end
  end
end