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Truck BombsWhen the explosion went off in the heart of Manhattan's financial district, the scene was gory and the people were stricken with terror. Body parts were strewn everywhere, and the streets literally ran with blood. Police and rescue workers mobilized in unheard of numbers, rushing to the scene and heroically attempting to help the wounded and count the dead.If you guessed the month was September, you're correct. If you guessed the year was 2001, you're more than 80 years off. Although the Wall Street bombing of 1920 was carried out by a horse-drawn cart, it suffices as a jumping off point for the history of truck bombs as terrorist weapons. Anarchists were the suspected culprits in 1920 bombing, which killed 39, but no one was ever charged in the attack. Trucks are a natural delivery vehicle for explosives, since most explosives work on the "more is better" principle. During the first 60 or 70 years of the 20th Century, car and truck bombings were relatively rare events, with the exception of a few attacks around the foundation of the Israeli state. The tactic of car bombing began to be used more and more frequently in Lebanon during the 1980s. A combination of years of civil war, an Israeli invasion, and a Western "peacekeeping" force occupying the country made for a volatile and lawless environment where rival factions battled it out over religious and/or political divisions with whatever weapons were at hand. While there are numerous competing claims, most U.S. histories designate the birth of the Modern Age of Terrorism as April 18, 1983, when a massive truck bomb blew up the U.S. embassy in Beirut, killing 63 people, including the CIA station chief. The perpetrators were never formally identified. An Islamic Jihad group claimed responsibility, but others have suggested Hezbollah or Iran may have been behind the attack. Just a few months later, a truck bomb disguised as a delivery van was used to attack a Marine barracks in Lebanon, and the first war on terror was officially underway. The number of truck bombings skyrocketed in the years to come. By the end of the 1980s, al Qaeda had created a cottage industry in training potential bombers in how to instigate bigger and better forms of mayhem. Trucks were by far the best delivery mechanism for high-body-count bombings, just because of the sheer quantity of explosives they could hold. Volatile fertilizers were often the fuel, prized for both their explosive force as well as their easy availability. al Qaeda ran vast training camps in Afghanistan, Pakistan and the Philippines, where students were exhaustively instructed in the finer points of bomb construction. One of the star pupils was Ramzi Yousef, a Pakistani electrical engineer with a gift for blowing things up. After he graduated, Yousef became an instructor in his own right. Soon Yousef was ready to ply his trade outside the classroom. In September 1992, Yousef flew to New York City, where he met up with a terror cell led by blind Sheikh Omar Abdel Rahman as a joint Egyptian Islamic Jihad-al Qaeda operation. Yousef brought suitcases full of bomb-making manuals with him when he entered the U.S. Working from manuals and his own knowledge, he built a truck bomb from urea fertilizer and other components and used it to hit the World Trade Center in early 1993. Nearly 1,000 people were injured, but only a handful were killed, to Yousef's lasting disappointment. Using Yousef's expertise and his bomb-making manuals, a second cell of NYC-based terrorists attempted to execute a "Day of Terror" in June 1993. The plan called for simultaneous truck and car bombings targeting New York landmarks, including the Lincoln tunnel and the United Nations. The plan was thwarted when the FBI raided the warehouse where cell members were mixing explosives. After fleeing to Pakistan, Yousef faced yet another bitter failure in 1994, when a more powerful truck bomb of his design was intercepted before it could be deployed against the Israeli embassy in Bangkok. The Day of Terror and Bangkok bombs used ammonium nitrate fertilizer mixed with fuel oil (ANFO) as their primary explosive material. Ammonium nitrate had been known as a volatile substance for decades. A favorite of the Irish Republican Army, the substance had been employed as an explosive everywhere from the U.K. to the Middle East. During the 1970s, CIA officers were taught to build ammonium nitrate bombs as part of their basic training program, according a colorful anecdote related in his memoirs by Bob Baer, a former CIA officer stationed in the Middle East. According to trial documents, Yousef had access to extensive documentation regarding the care and handling of ANFO bombs. Some of those bombs were more exotic than others. On 19 April 1995, the most visible truck bombing yet took place right in the heartland of the United States, Oklahoma City. Timothy McVeigh detonated a variation on an ANFO truck bomb in the parking garage of the Alfred P. Murrah Federal Building in downtown OKC, killing 268 and injuring thousands. A militia member and Gulf War veteran with a history of paranoid ramblings, McVeigh had built the bomb with the assistance of fellow anti-government nutjob Terry Nichols (at the very least). McVeigh and Nichols' truck bomb was superficially similar to a design outlined in a white supremacist tract known as The Turner Diaries, but the explosive power had been souped up fairly substantially by tinkering with the chemical components. In fact, the design was strongly reminiscent of Yousef's work, which may or may not have been a coincidence. (Nichols and Yousef were both on the same college campus in Cebu City, the Philippines, in November 1994. While a meeting between the two has never been conclusively proven, the number of correspondences between their travels and activities are pretty striking.) In 1998, al Qaeda used truck bombs to attack U.S. embassies simultaneously in Nairobi and Tanzania. Planned by Osama bin Laden's chief of security Ali Mohammed, the attacks killed more than 200 people. al Qaeda was relatively quiet for a while after the embassy bombings led to a great deal of unwelcome scrutiny on the terror network. But in the first months of 2001, a flurry of small truck bomb attacks showed a renewal of activity, culminating on September 11 with a decidedly non-truck-based attack. In the wake of the 9/11 debacle, al Qaeda found itself officially out of the closet. No longer able to operate from the shadows, the terror network launched an aggressive new campaign of bombings. In the Philippines, Malaysia and all around South Asia, thousands of tons of ammonium nitrate went missing, stockpiled by al Qaeda and regional affiliates like Jemaah Islamiah. Khalid Shaikh Mohammed was al Qaeda's military commander at the time. Yousef's uncle, KSM favored the truck bombing tactic and was responsible for executing several successful attacks around the globe in the months following 9/11. (You remember, when al Qaeda was "on the run".) In June 2001, al Qaeda affiliate blew up a truck bomb outside the U.S. consulate in Karachi, an apparent act of retaliation for the arrest of alleged al Qaeda operative Jose Padilla. Jemaah Islamiah and al Qaeda's Pakistan affiliate Lashkar-e-Jhangvi struck repeatedly throughout south and southeast Asia using ammonium nitrate-based car and truck bombs with depressing regularity from 2001 through the present day, including a massive strike in Bali, Indonesia, which left more than 200 tourists dead. The tactic has become extremely common in Iraq since the "end of major combat operations" and the beginning of "our long national nightmare". The appeal of the truck bomb is pretty simple. They pack a devastating wallop, and they're extremely hard to defend against. If you think shutting down America's commercial air travel after 9/11 was difficult, just imagine trying to shut down commercial truck usage. You can't go a single day in any average-sized city anywhere in the world without seeing dozens of trucks drive by, any one of which could be loaded with explosives, and you'd be none the wiser until it actually blew up. Although there have been some efforts to bomb-proof buildings and courthouses in the wake of OKC and 9/11, there is only so much prevention that can be done. More aggressive proposals -- like concrete bulwarks on sidewalks, armed checkpoints and roadblocks -- are more suited to war zones than nations presumably at peace. The simplest way to significantly deter truck bombings would be to ban or strictly regulate the sale of ammonium nitrate, which many countries have in fact done. Another tactic is to add "taggants" to the ammonium nitrate which allow authorities to track stolen fertilizer more easily. One notable foot-dragger in implementing such reforms is the United States. Why, you ask? Well, the fertilizer is used extensively by farmers, who would be inconvenienced by tight regulations, but the real reason is much stupider than that. The NRA torpedoed a bill that would have required taggants in fertilizer and gunpowder. Do they think truck bombs are protected by the Second Amendment? Well, be it far from us to speculate on what they actually think, but their objection was based on a somewhat dubious claim that the taggants present a fire hazard... relative to the fire hazard presented by keeping large amounts of gunpowder and ammonium nitrate around the house in the first place, of course. In case you haven't figured out the bottom line by now, it is simply this: Get used to truck bombings. They aren't going anywhere soon. After all, if we change our way of life by making microscopic changes to industrial fertilizers, the terrorists win.
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Skills:
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PhD Student studying the transportation of microbes and pathogens by animals across landscapes and the potential role of extinctions on emergent infectious disease
PhD Student studying the use of LIDAR for the purpose of understanding the impact of forest elephants on forest structure
Assistant Professor in ecoinformatics researching how climate change and large animal extinctions will impact tropical forests and ecosystem functions, respectively


THEN AND NOW: The cast of 'Twilight' 11 years later, Business Insider - Business Insider Singapore
by Meghan Cook- The teen vampire movie “Twilight” made its debut in 2008.
- Since then, many leading actors like Kristen Stewart and Robert Pattinson have gone on to star in big-budget films.
- Other stars like Anna Kendrick have continued acting while pursuing careers in music.
- Visit Insider’s homepage for more stories.
It has been 11 years since the teen vampire craze “Twilight” was released in theaters.
Four films and over a decade later, a lot has changed for many of the film’s cast members.
Here’s what the stars of “Twilight” have been up to since the first movie made its debut.
Kristen Stewart (Bella Swan) has worked on indie films and big-budget ones.
Kristen Stewart was the centerpiece of the “Twilight” series as the withdrawn and awkward Bella Swan.
When the franchise reached its end, Stewart returned to the independent film scene, earning acclaim for her roles in dramas such as “Clouds of Sils Maria,” “Camp X-Ray,” and “Still Alice.”
Recently, Stewart starred in the box-office film “Charlie’s Angels.”
Robert Pattinson (Edward Cullen) is a prominent dramatic actor.
Robert Pattinson drew attention with his role as Cedric Diggory in “Harry Potter and the Goblet of Fire,” in 2005, but it was his role as the sparkling vampire Edward Cullen that made millions swoon.
In between filming the “Twilight” movies, he starred in several romantic dramas like “Water for Elephants” and “Remember Me.”
Pattinson has continued working in dramas in the years since, with “Good Time” and “Damsel.” He’s also set to play Batman in the next DC Comics film.
Anna Kendrick (Jessica) is at the height of her career.
Anna Kendrick only had a supporting role in the series as Bella’s classmate Jessica, but she would arguably go on to have one of the most impressive filmographies of the entire cast.
In the same year “Twilight” was released, Kendrick filmed “Up In the Air” opposite George Clooney, propelling her into the spotlight.
In addition to starring in all of the “Pitch Perfect” films, her performance led to a variety of high-profile roles in everything from dramas (“End of Watch”) to comedies (“Mike and Dave Need Wedding Dates”) and musicals (“Into the Woods.”)
Recently, Kendrick starred in “A Simple Favor” alongside Blake Lively.
Taylor Lautner (Jacob Black) has focused on television.
Taylor Lautner portrayed werewolf and love interest Jacob Black in the “Twilight” series.
After trying out the action genre on the big screen with films like “Abduction” and “Tracers,” Lautner has had success with TV shows like the comedy “Cuckoo.”
He was even nominated as choice scene stealer at the 2017 Teen Choice Awards for his role as Dr. Cascade on the horror show “Scream Queens.”
Ashley Greene (Alice) has done a lot of voiceover work.
Ashley Greene was a much-loved cast member as the charismatic Alice in “Twilight.”
Aside from a few roles in independent films, Greene has found her footing mostly doing voice-over work in the film “Max & Me” and in various video games like “Batman: Arkham Knight” and “Batgirl: A Matter of Family.”
She briefly had a recurring role on ABC’s “Pan Am” until it was canceled after a single season. Greene will also be in the upcoming film “Bombshell.”
Nikki Reed (Rosalie) was recently on “Sleepy Hollow.”
Nikki Reed played Rosalie, a beautiful vampire who intimidated Bella before they became closer.
Outside of the action blockbuster “Empire State” with Dwayne “The Rock” Johnson, Reed has been more absent from Hollywood than the majority of the “Twilight” alumni.
She most recently had a recurring role on the supernatural television series “Sleepy Hollow” but currently has no major projects in production.
Kellan Lutz (Emmett) is an action star.
Following his performance as the super-strong vampire Emmett in “Twilight,” Kellan Lutz had a recurring role on Lisa Kudrow’s comedy “The Comeback.”
He then starred in the action film “Extraction” with Bruce Willis and a mummy adventure titled “Guardians of the Tomb” opposite Kelsey Grammer.
Recently, he appeared in “Speed Kills” with John Travolta and he currently has a few other projects in the works.
Jackson Rathbone (Jasper) has juggled many roles.
Jackson Rathbone played Jaspar, Greene’s romantic interest and Edward’s brother in “Twilight.”
After his turn as Sokka in the live-action version of “Avatar: The Last Airbender,” Rathbone has done a variety of films and television shows in the past several years including the MTV drama “Finding Carter” and TNT action series “The Last Ship.”
Peter Facinelli (Dr. Carlisle) returned to his television roots.
Prior to playing the head of the Cullen clan in “Twilight,” Facinelli was well-known for his roles on television series such as “FastLane,” “Six Feet Under,” and “Damages.”
Since the franchise ended Facinelli has done a mixture of films and television shows, with his most notable including “Nurse Jackie,” “American Odyssey,” “Supergirl,” and “S.W.A.T.”
Currently, he has a number of films in post-production.
Billy Burke (Charlie Swan) is a musician and actor.
Billy Burke added comedic levity to the more intense scenes in the “Twilight” series as Bella’s father Charlie.
Since then, he has continued doing major motion pictures like “Lights Out” and “Breaking In” as well as television shows like “Zoo” and “Major Crimes.” He also writes music.


2018 - Present. My brothers and I have been working on a Baltic heritage preservation project since we visited Latvia 2 years ago. We grew up with half our family Latvian and we find, like I think most who encounter the small Baltic country, the history and culture of Latvia charming, unique and different. Not to mention our great grandfather was a famous painter and has been a source of creative inspiration to us over the years.
2016. Some friends from Arnold Worldwide and I entered into an Open IDEO competition with an idea that we thought might be able to solve the financial challenges that students face when negotiating college tuition prices.
2014. Before they were the founders of Crayon, Jonah and John needed some customer support and business development assistance for a social rewards Facebook game they were maintaining called Tapbooty. It's sadly no longer supported.
2013. While I was working as a substitute teacher in New York City, I spent my time writing short stories for friends and family. The story was about a young kid on a farm, trying to convince his father and uncles that he was ready for the world. "Dzejnieks" in Latvian means, poet.


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| EXWOK 26th Dec 2010, 14:31 permalink Post: 1013 |
It could be felt on the flight deck, although the onset was not particularly noticeable, and tended to be masked by the fact that one generally lowered the visor and dropped the nose to 5 degs at about the same time.
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| CliveL 27th Dec 2010, 14:04 permalink Post: 1026 |
A pot pourri of responses after my Christmas reading!
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This actually is interesting in that the n umbers show one of the fundamental features that made the Ol 593 such a good choice. If you look closely at the TO and cruise values you will find that at TO the overall compressor pressure ratio is 13.5 the compressor exit temperature 460 degC and the turbine inlet temperaure is 1152 degC. In cruise the pressure ratio is 10.5, the compressor exit is 565 degC and the TET 1100 degC. Somebody, I can't find the exact post, was asking whether the elevated cruise total temperatures affected engine life, and here we see why this is so. As Christian said in another posting, when you compress air it gets hotter - from 21 degC to 460 degC at take off and from 127 degC to 565 degC in cruise. A fundamental limit on engine operation is the turbine entry temperature. Not only does it affect the maximum TO thrust you can get but also the continued exposure to cruise TETs has a very big effect on engine fatigue life, and engine manufacturers have shown extremes of ingenuity when developing new materials and ways of cooling the blades to increase allowable TET. The problem with supersonic operations is that you start from an elevated intake delivery temperature so that when the flow exits the compressor it is already very hot 565 instead of 460 to be exact. But the maximum temperature one can stand for fatigue reasons is limited, therefore the amount of fuel you can pour in must be limited also, and the thrust you can develop per pound of airflow is roughly proportional to the fuel input/temperature rise. To get any sensible cruise thrust then one must squeeze the cruise TET as high as you dare for fatigue reasons but also you need to keep the compression ratio down so that the temperature going into the combustion chambers is as low as you can get away with. This tend to drive engines designed for extended supersonic operations to having a low pressure ratio. This is against the trend in subsonic operations where compression ratios have been steadily increasing along with bypass ratios. The net result then is that the engine must be designed with a low OPR and must operate with cruise TET much closer to its TO TET value than would be necessary, or indeed desirable, on a subsonic design.
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Actually, here, as on some other apparent carry-overs, one should look at the equipment supplier rather than the aircraft manufacturer to trace continuity. Here we have Messier supplying Concorde's gear and Dowty (OK they are now part of Messier) supplying the A330. And having worked on both, I seem to remember that the means of doing the shortening are quite different.
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Yes, they both came out of the Bristol drawing office. One minor anecdote: the 'ramshorn' stick was a novelty to the Concorde flight test crews but they got to like it, or at least put up with it. All went well until it came to the time when Dave Davies, the ARB Chief Test Pilot, came to put his rubber stamp on the aircraft. Concorde's seats, just like those on your car, could be moved back and fore to get your legs on the pedals and up and down so you could see over the bonnet (sorry, instrument panel). The control column of course stayed in one place, so the relationship of the 'horns' to ones thighs varied with ones height. Andre Turcat was about 6ft 2in, Trubbie and the others of average height. The smallest regular pilot was Jean Franchi at, I suppose, about 5ft 7 or 5ft 8. No problems. But Dave Davies was short like me and he found that he could not get full back stick and full aileron because the ramshorn fouled his thighs. Consternation! Completely unacceptable! I don't know what arguments they used to convince him it was all OK really, but it got through certification. I would certainly be interested to learn from the pilots in this group as to whether it was ever a problem.
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I can't resist this one!. Has anyone ever noticed/wondered about the tiny bit of the outer elevon that has been chopped off? That was my first real input into the design as a young erk looking at variability of touchdown conditions and coming to the conclusion that if the pilot got into trouble and was trying to pick up a trailing wing with too much AoA as well then he was likely to hit the ground with the downgoing elevon. I persuaded my boss that this was so and we made a small adjustment. In self defence I am going to plead that this was well before the days of the Type 28 nozzle, so the issue of buckets contacting the ground first never came up!
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To the point where an American Airline maintainance engineer, watching a prototype taking off and with full benefit of being located strategically for maximum sideline noise, remarked on what he described as 'visible acoustic radiation' On another occasion, it was reputed that Stanley Hooker, watching a TO in the company of HRH the Duke of Edinburgh, remarked that "You know Sir that that noise represents less energy than it takes to boil an egg". to which he got the reply "Then I must congratulate you Sir Stanley, on producing so much noise for the expenditure of so little energy".
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There was an effect and in consequence the aircraft performance brochures were formally calculated for north/south flight. Pity really, it would sometimes have been nice to be able to fly guarantee performance demonstrations in the most favourable direction That's enough for today! CliveL |
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| ChristiaanJ 3rd Jan 2011, 22:15 permalink Post: 1074 |
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01 first flew in December 1971, 02 in January 1973, more than a year later. So I suppose a lot of the planned improvements "came to fruition" just about then. Apart from the new visor, 01 still looked a lot like another prototype, while 02 was externally almost indistinguishable from the production aircraft (long tail, new nozzles/thrust reversers, tail wheel, etc.). However, from my own limited experience, as far as the cockpit layout, and systems like the AFCS, were concerned, 01 was already far closer to the production version than to the prototypes, which were still very much mid/late '60s designs. The two prototypes were very much experimental and proof-of-concept aircraft, and it's interesting to see in how many aspects they differ from the final production aircraft. CJ |
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| M2dude 15th Jan 2011, 10:59 permalink Post: 1100 |
A Journey Back In Time !!
OK, here is a photo that I took at Fairford in November 1976. I'd just had my very first Concorde flight on a brand new G-BOAD, and took this flight deck photo in the hangar later that afternoon (the doors are open hence the late afternoon Cotswold sky. The point of this rather poor (sorry guys, I was young for goodness sake) photo is to look at just how subtly different the 1976 flight deck WAS.
The first thing I know EXWOK and BELLEROPHON will (maybe) notice is that originally OAD had a 'normal colour' electroluminescent light plate on the visor indication panel. (If I remember rightly (it was a million years ago chaps) when this one 'stopped lighting' we could not get a replacement and had to rob 202 (G-BBDG) at Filton; this one being the same black development aircraft colour that OAD has to this day. The OTHER first thing that you may notice is the Triple Temperature Indicator on the captains dash panel. (The first officer had his in in similar position). These got moved around (twice in the end) when TCAS was installed in the mid-90's. It was amazing just how much equipment got moved around over the years, in order to 'shoe-horn in' various bits of extra equimpent. The cabin altimeter here fitted just above the #1 INS CDU also got moved (to the centre consul) when the FAA 'Branniff' modifications were embodied later in the 70's. It's spot got occupied by a standy altimeter mandated by the FAA but this was removed after Branniff ceased flying Concorde; the cabin altimeter returning to it's former home. The REALLY observant will notice that there is neither an Autoland Ca3/Cat2 identifier on the AFCS panel (glued on by BA at LHR) or the famous and precision built 'Reheat Capabilty Indicator' flip down plate fitted to the centre dash panel a few years later by BA. Also not shown here, as they were buyer furnished equipment also fitted at on delivery LHR, are the two ADEUs (Automatic Data Entry Units, or INS Card readers). These were located immediatel aft of the CDU's and were used for bulk waypoint loading ('bulk' being 9, the most that the poor old Delco INU memory could handle). These were removed in the mid 90's when the Navigation Database was fitted to Concorde INUs, and bulk loading then was achieved by simply tapping in a 2 digit code. (Hardly the elegence of FMS, but still very elegent in comparison with the ADEU's, and worked superbly).  As often as not the ADEU would chew the card up and spit the remnants out, without reading any data, or not even bother spitting out the remnants at all. Removing these things FINALLY when the INUs were modified was absolute joy!! ps. When G-BOAG (then G-BFKW) was delivered in 1980 it had neither any of the Branniff mods or ADEUs fitted. (Also the INS was not wired for DME updating). This meant that obviously she could not fly IAD-DFW with Branniff but also she could not do LHR-BAH either, because of the lack ADEUs. (You could not manually insert waypoints quick enough over the 'Med', or so the guys told me. So for the first few years good old FKW/OAG just used to plod between LHR and JFK. And plod she did, superbly. She never did get the ADEUs (not necessary thank goodness when the INUs got modified) but we wired in DME updating and so she could navigate around with the best of them. My gosh I do prattle on, sorry guys. Best regards Dude PS Welcome back Landlady, hope you've recovered from your fall XXXX Last edited by M2dude; 15th Jan 2011 at 11:29 . |
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| gordonroxburgh 28th Feb 2011, 23:20 permalink Post: 1221 |
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| Quax .95 12th Mar 2011, 21:49 permalink Post: 1239 |
The engine starting sequence was also in airline operation 3-4-2-1. At the gate the altered sequence was 3-2 prior the pushback and 4-1 after due to safety reasons for ground crew and for noise restrictions at some airport stands.
Brit312 explained in post #140:
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Well, I hope, this was not a stupid answer before I took a chance for a nonstupid question - but I am so exited about this thread and just want a little bit to give back! Thanks for the probably best thing ever I have found in the internet. Thank you M2dude, Brit312, ChristiaanJ, Exwok, Bellerophon, Landlady et al.! |
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| hissinsid 11th Aug 2011, 13:32 permalink Post: 1423 |
Thank you
Dude
Many thanks for your comprehensive reply, you have indeed answered my curiosity and I couldn't for the life of me think of the words "circuit breakers" when I typed my message but you are right, thats what I meant in terms of the area behind the Captain and where the fourth cup holder is . I dont think this question has been asked so far and I always wonder, did they all fly the same or did the crews know that each airframe had her own foibles? I do understand that AA was a bit heavier than AG but were there examples of knowing that AC was a bit slow to get her nose and visor down for example? Many, many thanks for your contributions and expertise I do so enjoy reading this thread, even with a heavy heart knowing shes no longer pushing Mach 2.00. Regards Sidders |
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| M2dude 12th Aug 2011, 09:53 permalink Post: 1426 |
hissinsid
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speedbirdconcorde Love the bit about the latte machine. An updated flight deck would indeed look radically different than our 'classic' Concorde office . Perchance to dream Personally I think this country needs to find a vision again, not just the money. Reverserbucket The hole you mention was a supersonic book stowage. Not very high tech I'm afraid. Regards to all Dude |
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| ChristiaanJ 17th Nov 2011, 00:00 permalink Post: 1480 |
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There were two prototypes , 001 and 002 (the ones with the odd porthole visors). There were two preproduction aircraft: 01, the British one, with a full 'look-through' visor' and 02, the French one, the first one that looked like the production model, with both a 'full' visor, and the 'pointy' tail. Then there were two 'near-production' aircraft, that were used for certification, route-proving, and suchlike, but that never entered airline service (201 and 202, now best known as 'F-WTSB' and "Delta-Golf"). And yes, then there were 14 production aircraft, that in the end all made it into service with BA and AF.
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The '67' figure probably refers only to the version of the 593 engnes for the production aircraft (4x14=56, plus spares), and not to the earlier versions used for development/testing, for the prototypes, the preprods and the cerification aircraft.
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Funnily enough, there's a current discussion on a French Concorde forum on the same subject, trying to figure out not only exactly how many engines were built, but also the "where are they now?". It would be a nice item to add to the "Concorde Story". We may have to appeal to the RR Historical Trust to open their archives, and tell us exactly how many Olympus 593's were built, and what they can tell us about their history. CJ |
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| YearoftheTiger 17th Feb 2012, 12:55 permalink Post: 1568 |
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I think I'll try modeling the nose cone w/cutouts and the visor operations when I get some time next week. It's very simple, and a good place to begin animating the mechanics of lowering/raising the nose cone/visor. |
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| ChristiaanJ 18th Feb 2012, 12:59 permalink Post: 1569 |
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It's not Rube Goldberg, but it's still a pretty complex mechanism, with rails, hydraulic cylinders, uplocks (both hydraulic and manual), intermediate stops for the 5\xb0 and 12.5\xb0 positions, etc. And you'll discover that (even on the production aircraft) the nose can still be lowered to 17.5\xb0 by removing a set of mechanical stops (IIRC the reason for that is already mentioned earlier in the thread). Wishing you luck and courage with your venture, and I will be curious to see the final result! CJ |
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| NHerby 8th May 2013, 16:05 permalink Post: 1714 |
For the french speaking (or reading) people here, I just found a mine of very interesting informations about Concorde on this website:
Accueil This site has a database of thousand of concorde flights with the following datas: Date and time of the flight, airframe used, technical and commercial crews, guests, departure/arrival airports and flight type (regular, charter world tour...). On top of that, many infos and stories around Concorde can also be found there. I can't resist to translate one of those stories (I'm far from being a native english speaker or a professional translator; so forgive me for the misspellings and other translation mistakes). It is a report about one of the biggest incident that happened to the prototype 001 during the flight tests: Shock of shockwaves We were flying with Concorde at Mach 2 since 3 month already on both side of the Channel. The prototype 001 did outstrip 002 which was supposed to be the first to reach Mach 2. Unfortunately, a technical issue delayed 002 and Brian Trubshaw fairly let Andr\xe9 Turcat be the first to reach Mach 2 with the 001 which was ready to go. The flight tests were progressing fast and we were discovering a part of the atmosphere that military aircrafts hardly reached before. With Concorde, we were able to stay there for hours although limited by the huge fuel consumption of the prototypes. The Olympus engines did not reached their nominal performance yet and, most of the time, we had to turn on the reheat in supersonic cruise to maintain Mach 2. The reheat is what we call afterburner on military aircrafts. Fuel is injected between the last compressor stage of the low pressure turbine and the first exhaust nozzle. This increases the thrust for the whole engine and its nozzle. The 4 reheats, one for each engine, are controlled by the piano switches behind the thrust leavers on the center pedestal between the two pilots. Air was fed into the engines through 4 air intakes, one for each engine, attached 2 by 2 to the 2 engine nacelle, one under each wing. The advantage in terms of drag reduction was obvious. However, tests in wind tunnel showed that, at supersonic speed, if a problem happens on one engine, there was a great chance for the adjacent engine to be affected as well by the shockwave interference from one air intake to the other despite the presence the dividing wall between the two intakes. So we knew that an engine failure at mach 2 would result in the loss of 2 engines on the same side, resulting in a lateral movement leading to a strong sideslip that would likely impact the 2 remaining engines and transform the aircraft into the fastest glider in the world. This is why an automatic anti sideslip device was developed and installed on the aircrafts. The air intakes are very sophisticated. At mach 2, it creates a system of shockwaves that slows down the air from 600 m/sec in front of the aircraft to 200 m/sec in front of the engine while maintaining a very good thermodynamic performance. In supersonic cruise, the engines, operating at full capacity all the time, were sensitive to any perturbation and reacted violently with engine surge: the engine refusing the incoming air. Stopping suddenly a flow of almost 200kg of air per second traveling at 600m/sec causes a few problems. As a result, a spill door was installed under the air intake and automatically opened in such event. To control the system of shockwaves and obtain an efficiency of 0,96 in compression in the air intake, 2 articulated ramps, controlled by hydraulic jacks, are installed on the top of the air intakes in front of the engines. Each ramp is roughly the size of a big dining room table, and the 2 ramps, mechanically synchronized, move up or down following the instruction of an highly sophisticated computer that adapts the ramp position according to the mach number, the engine rating and other parameters such as skidding. At that time, it was the less known part of the aircraft, almost only designed through calculation since no simulator, no wind tunnel, did allow a full scale test of the system. The control of the system was analog and very complex but it was not easy to tune and we were moving ahead with a lot of caution in our test at mach 2. On the 26th of January 1971, we were doing a nearly routine flight to measure the effect of a new engine setting supposed to enhance the engine efficiency at mach 2. It was a small increase of the rotation speed of the low pressure turbine increasing the air flow and, as a result, the thrust. The flight test crews now regularly alternate their participation and their position in the cockpit for the pilots. Today, Gilbert Defer is on the left side, myself on the right side, Michel R\xe9tif is the flight engineer, Claude Durand is the main flight engineer and Jean Conche is the engine flight engineer. With them is an official representative of the flight test centre, Hubert Guyonnet, seated in the cockpit's jump seat, he is in charge of radio testing. We took off from Toulouse, accelerated to supersonic speed over the Atlantic near Arcachon continuing up to the north west of Ireland. Two reheats, the 1 and the 3, are left on because the air temperature does not allow to maintain mach 2 without them. Everything goes fine. During the previous flight, the crew experienced some strong turbulence, quite rare in the stratosphere and warned us about this. No problem was found on the aircraft. We are on our way back to Toulouse off the coast of Ireland. Our program includes subsonic tests and we have to decelerate. Gilbert is piloting the aircraft. Michel and the engineers notify us that everything is normal and ready for the deceleration and the descent. We are at FL500 at mach 2 with an IAS of 530 kt, the maximum dynamic pressure in normal use. On Concorde, the right hand seat is the place offering the less possibility to operate the systems. But here, we get busy by helping the others to follow the program and the checklists and by manipulating the secondary commands such as the landing gear, the droop nose, the radio navigation, comms, and some essential engine settings apart from the thrust leavers such as the reheat switches. The normal procedure consists in stopping the reheat before lowering the throttle. Gilbert asks me to do it. After, he will slowly reduce the throttle to avoid temporary heckler. Note that he did advise us during the training on the air intake to avoid to move the thrust leaver in case of engine surge. As a safety measure, I shut down the reheat one by one, checking that everything goes fine for each one. Thus I switch off the reheat 1 with the light shock marking the thrust reduction. Then the 3\x85 Instantly, we are thrown in a crazy situation. Deafening noise like a canon firing 300 times a minute next to us. Terrible shake. The cockpit, that looked like a submarine with the metallic and totally opaque visor obviously in the upper position, is shaken at a frequency of 5 oscillation a second and a crazy amplitude of about 4 to 5 G. To the point that we cannot see anymore, our eyes not being able to follow the movements. Gilbert has a test pilot reaction, we have to get out of the maximum kinetic energy zone as fast as possible and to reduce speed immediately. He then moves the throttle to idle without any useless care. During that time, I try, we all try to answer the question: what is going on? What is the cause of this and what can we do to stop it? Suspecting an issue with the engines, I try to read the indicators on the centre control panel through the mist of my disturbed vision and in the middle of a rain of electric indicators falling from the roof. We cannot speak to each other through the intercom. I vaguely see that the engines 3 and 4 seem to run slower than the 2 others, especially the 4. We have to do something. Gilbert is piloting the plane and is already busy. I have a stupid reaction dictated by the idea that I have to do something to stop that, while I can only reach a few commands that may be linked to the problem. I first try to increase the thrust on number 4 engine. No effect so I reduce frankly and definitively. I desperately look for something to do from my right hand seat with a terrible feeling of being helpless and useless. Then everything stops as suddenly as it started. How long did it last, 30 seconds, one minute? By looking at the flight data records afterward, we saw that it only last\x85 12 seconds! However, I have the feeling that I had time to think about tons of things, to do a lot of reasoning, assumption and to have searched and searched and searched\x85! It looked like my brain suddenly switched to a fastest mod of thinking. But, above all, it's the feeling of failure, the fact that I was not able to do anything and that I did not understand anything that remains stuck in my mind forever. To comfort me, I have to say that nobody among the crew did understand anything either and was able to do anything, apart from Gilbert. The aircraft slows down and the engine 3 that seemed to have shut down restart thanks to the auto ignition system. But the 4 is off indeed. Michel makes a check of his instruments. He also notes that the engine 4 has shut down but the 4 air intakes work normally, which makes us feel better. After discussing together, we start to think that we probably faced some stratospheric turbulence of very high intensity, our experience in this altitude range being quite limited at that time. But nobody really believes in this explanation. Finally, at subsonic speed, mach 0.9, with all instruments looking normal, we try to restart engine 4 since we still have a long way to go to fly back to Toulouse. Michel launches the process to restart the engine. It restarts, remains at a medium rotation speed and shuts down after 20 seconds, leaving us puzzled and a bit worried despite the fact that the instrument indicators are normal. Gilbert then decide to give up and won't try to restart this engine anymore and Claude leaves his engineer station to have a look in a device installed on the prototype to inspect the landing gear and the engines when needed: an hypo-scope, a kind of periscope going out through the floor and not through the roof. After a few seconds, we can hear him on the intercom: "Shit! (stuttering) we have lost the intake number 4." He then describes a wide opening in the air intake, the ramp seems to be missing and he can see some structural damages on the nacelle. Gilbert reacts rapidly by further reducing the speed to limit even more the dynamic pressure. But we don't know exactly the extent of the damage. Are the wing and the control surfaces damaged? What about engine 3? We decide to fly back at a speed of 250 kts at a lower altitude and to divert toward Fairford where our british colleagues and the 002 are based. I inform everybody about the problem on the radio and tell them our intentions. However, I add that if no other problems occur, we will try to reach Toulouse since we still have enough fuel.  All the possible diversion airport on the way have been informed by the flight test centre who follows us on their radar. At low speed, knowing what happened to us and having nothing else to do but to wait for us, time passes slowly, very slowly and we don't talk much, each one of us thinking and trying to understand what happened. However, we keep watching closely after engine 3. Personally, I remember the funny story of the poor guy who sees his house collapse when he flushes his toilets. I feel in the same situation. Gilbert makes a precautionary landing since we don't rely much on engine 3 anymore. But everything goes fine. At the parking, there is a lot of people waiting for us and, as soon as the engines stop, we can see a big rush toward the nacelles of the right hand side engines. Gilbert and myself are the first to get off the plane and we are welcomed down the stairs by Andr\xe9 Turcat and Jean Franchi who came out from the crowd watching at the right hand side nacelle. They both behave the same way, with a slow pace attitude, the same look, a mix of disbelief and frustration. Andr\xe9 is the first to speak: "I can't believe we were not on this flight, really unlucky\x85". Yes, this flight was supposed to be just a routine flight\x85! The condition of the nacelle is impressive. We come closer and everybody move aside for us with a look of disbelief and respect as if we were hell survivors. The ramps of the intake 4, those 2 "dining tables", have completely disappeared leaving a hole where we can see the hydraulic jacks and the stub rod where the ramps were attached. Indeed, only the ramps were missing, apparently ejected forward which was unbelievable knowing how fast we were flying. The ramp slipped under the nacelle causing some damages on it and on the hood of one of the elevon's servo control. Fortunately, the control did not suffer any damage. What is left of the rear ramp seems to be blocked down inside the intake in front of the engine and we can see behind it the first blades of the compressor, or what is left of it, not much. The engine swallowed a huge amount of metal but no vital parts of the aircraft has been damaged, no hydraulic leaks, no fuel leaks. I remembered at that time the stories of some B58 Hustler accident where the loss of an engine at mach 2 almost certainly ended with the complete loss of the aircraft. Our Concorde has only been shaken. This incident strengthened the trust I had in this plane. And I was not unhappy to have experienced this ordeal, especially when I saw the frustration on the face of Andr\xe9 Turcat and Jean Franchi. But we had to understand what happened and how; and also why the ramp's fixing broke. It didn't take much time to get the answers. I unintentionally triggered the problem when shutting down the reheat of engine 3. The sudden stop of the fuel flow did of course stop the combustion and the back pressure behind the low pressure turbine. But, probably because of the modification made on the engine before the flight, the stop of the reheat has not been followed by the normal closing movement of the primary nozzle to compensate the pressure drop. So the low pressure turbine ran out of control, dragging down the low pressure compressor which reacts by surging. Despite the opening of the spill door, the engine surge led to a sudden movement of the shockwaves in the air intake creating a surge in the intake itself. A similar surge happened in the adjacent intake 4 followed by a surge of the corresponding engine. This caused an excessive pressure above the ramps and the fixings of the intake 4 did not hold. Since it was the first time we experienced a surge in the air intake, we had little knowledge of the stress it would create on the ramps. This led to miscalculation of the strength of the ramps's frames and they did brake. Another mistake: instead of installing the motion detectors on the ramp itself, to make the production easier, they have been placed on the arms of the hydraulic jacks. This is why Michel R\xe9tif thought that the position of the ramps were correct. The hydraulic jacks did not suffer any damage and were still working normally even if the ramps were missing. All the data recorded during this event helped us in redesigning the air intakes and the flight test program resumed three month later. After this, we deliberately created dozen and dozen of air intake surge to fine tune the way to regulate them with digital calculator this time. From now on, even if it was still very impressive, it was safe and their intensity was not comparable with what we experienced with the missing ramps. However, a french president may kept a lasting memory of this, much later, during a flight back from Saudi Arabia. This time, I was on the left side, Gilbert on the right and Michel was still in the third seat\x85 But that's another story. For me, the lasting impression of failing and being helpless during this incident made me wonder what a commercial pilot would have done in this situation. This plane was designed to be handled by standard commercial pilots and not only by the flight test pilots. At that time, I was interested in taking in charge the management of a training center for the pilots of the future Airbus's clients. This event pushed me that way and I made it clear that I wanted to add the flight training on Concorde in this project. This has been agreed and I did it. And the Concorde training program now covers the air intake surges and how to deal with them. Jean PINET Former test pilot Member and former president of the Air and Space Academy Last edited by NHerby; 9th May 2013 at 17:24 . |
||||||
| pattern_is_full 10th Jun 2015, 04:28 permalink Post: 1890 |
Here's a link to the six development aircraft, with pix of all of them.
CONCORDE SST : PROTOTYPE FLEET Several had different paint schemes throughout their history, so that may not be definitive. But there are variations that can narrow down which might be in your painting: long or short tailcone, and small window or large greenhouse cockpit visor. Three of the six are British G registrations, and three have French F-numbers. Three have "...01" production numbers. As ChristiaanJ says, none would be registered "1-GEE" - but that might have been something added for a specific test flight or for some other reason unrelated to registration. They were repainted occasionally (including one painted in BA livery on one side and AF livery on the other, for a time.) |
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| pattern_is_full 15th Jun 2015, 21:44 permalink Post: 1898 |
@ BN2A
I'm sure the real experts will "adjust" my understanding - but I believe Concorde, loaded for the transatlantic "Sierra" routes, could hit about 5000 fpm peak VS when climbing at 400 KIAS between ~10,000 and ~28,000 feet (wherever 400 KIAS = M 0.99). Leaving a coastal airport (New York, Barbados, Dakar), she would quickly be clear of land and could more or less transition directly through Mach 1 as soon as she reached 28-30,000 feet. Those 4 Olympus engines could maintain Mach 2 with no afterburner at 50,000+ feet, so they had tons of excess power down low. Again my understanding is that they stayed at 100% dry thrust from brake release until TOD (except for subsonic cruise segments), with the AB added for takeoff, and when accelerating from Mach 0.96 through Mach 1.7. Mach 2.00 was reached in about 30 minutes @ ~51,300 feet, depending on atmospherics - a relatively long slow slog compared to the initial climb and acceleration. From inland airports such PDG or Heathrow, there was a "pause" for level subsonic cruise (M 0.94-0.96) in the high 20s until clear of the coastline by 20 miles (over La Manche or the mouth of the Bristol Channel.) @ leb001 - greenhouse visor, BA livery, and short tail - probably G-AXDN (aircraft 101). Although I'll defer to the experts, as always. |


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Don’t forget your QR code, if you want to enter the party! This invite allows the entry of ONE INDIVIDUAL. No escorts shall be allowed into the venue.Also remember that you have paid for only one plate for your food! Don’t take anymore plates unless you’re willing to pay 1,500 INR more for each plate! Dress Code is compulsory. Come dressed in your semi-formal best!
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Steve Jobs
Genius, visionary and inventor.
About Steve Jobs
1955
Born in San Francisco, California.
1972
Finishes high school and starts studying on Reed College in Portland, Oregon which he leaves the same year.
1974
Returns to California and starts working in Atari.
1975
Meets Wozniak in "Homebrew Computer Club".
1976
Creates the first Apple computer.
1984
Macintosh computer goes on sale.
1985
Resigns from Apple.
1986
Starts a new computer company - Next Inc. and the same year buys Pixar.
1989
First Next computer goes on sale.
1997
Comes back to Apple as an "interim" CEO.
2001
The first iPod goes on sale.
2004
Undergoes surgery for a pancreatic cancer.
2007
Apple releases it's first iPhone.
2011
Dies at the age of 56.


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Where is CO found? CO is found in fumes produced any time you burn fuel in cars or trucks, small engines, stoves, lanterns, grills, fireplaces, gas ranges, or furnaces. CO can build up indoors and poison people and animals who breathe it.


src/realms/yanel-website/content/xslt/apply-google-analytics.xsl
src/realms/yanel-website/content/google-analytics-key-config.xml
src/realms/yanel-website/res-configs-repo/data/english-yanel-rc.xml
Yanel is supporting both the traditional and asynchronous tracking code:
src/webapp/htdocs/Google-Analytics/GA.xslt
src/webapp/htdocs/Google-Analytics/GA-asynchronous.xslt


{{ block title }} PART 4 {{ endblock }} {{ block content }}
In this exercise, you will decide whether to choose option A or B. You will be paid based on your decisions and assigned probabilities. In each row, both option A and B have different probabilities.
For example, in row 1, if you choose option A, a dice will be thrown and if the dice comes as 1 you will earn 40 ECU, otherwise, you will be paid 32 ECU. If you choose option B, if dice comes 1, you will earn 77 ECU, otherwise 2 ECU. For the last row, if you choose option A, you will earn 40 ECU, and if you choose option B your earning will be 77 ECU for sure.
8 ECU = 1 TLYour payment will be made by randomly choosing one of your decisions in 10 rows, after the experiment ends.
After the exercise, please answer the survey.
Please choose one of the options for each row. The ratios are the probability of earning the stated ECU.
| Options | Selection | ||||
|---|---|---|---|---|---|
| Option A | Option B | ||||
| 1. | with 1/10 probability you earn 40 ECU | with 9/10 probability you earn 40 ECU | with 1/10 probability you earn 77 ECU | with 9/10 probability you earn 2 ECU | {{ form.r1 }} | 2. | with 2/10 probability you earn 40 ECU | with 8/10 probability you earn 40 ECU | with 2/10 probability you earn 77 ECU | with 8/10 probability you earn 2 ECU | {{ form.r2 }} |
| 3. | with 3/10 probability you earn 40 ECU | with 7/10 probability you earn 40 ECU | with 3/10 probability you earn 77 ECU | with 7/10 probability you earn 2 ECU | {{ form.r3 }} |
| 4. | with 4/10 probability you earn 40 ECU | with 6/10 probability you earn 40 ECU | with 4/10 probability you earn 77 ECU | with 6/10 probability you earn 2 ECU | {{ form.r4 }} |
| 5. | with 5/10 probability you earn 40 ECU | with 5/10 probability you earn 40 ECU | with 5/10 probability you earn 77 ECU | with 5/10 probability you earn 2 ECU | {{ form.r5 }} |
| 6. | with 6/10 probability you earn 40 ECU | with 4/10 probability you earn 40 ECU | with 6/10 probability you earn 77 ECU | with 4/10 probability you earn 2 ECU | {{ form.r6 }} |
| 7. | with 7/10 probability you earn 40 ECU | with 3/10 probability you earn 40 ECU | with 7/10 probability you earn 77 ECU | with 3/10 probability you earn 2 ECU | {{ form.r7 }} |
| 8. | with 8/10 probability you earn 40 ECU | with 2/10 probability you earn 40 ECU | with 8/10 probability you earn 77 ECU | with 2/10 probability you earn 2 ECU | {{ form.r8 }} |
| 9. | with 9/10 probability you earn 40 ECU | with 1/10 probability you earn 40 ECU | with 9/10 probability you earn 77 ECU | with 1/10 probability you earn 2 ECU | {{ form.r9 }} |
| 10. | you earn 40 ECU for sure | you earn 77 ECU for sure | {{ form.r10 }} | ||


Some existing communication libraries provide pack/unpack functions for sending noncontiguous data. In these, the user explicitly packs data into a contiguous buffer before sending it, and unpacks it from a contiguous buffer after receiving it. Derived datatypes, which are described in Section Derived Datatypes , allow one, in most cases, to avoid explicit packing and unpacking. The user specifies the layout of the data to be sent or received, and the communication library directly accesses a noncontiguous buffer. The pack/unpack routines are provided for compatibility with previous libraries. Also, they provide some functionality that is not otherwise available in MPI. For instance, a message can be received in several parts, where the receive operation done on a later part may depend on the content of a former part. Another use is that outgoing messages may be explicitly buffered in user supplied space, thus overriding the system buffering policy. Finally, the availability of pack and unpack operations facilitates the development of additional communication libraries layered on top of MPI.
| MPI_PACK(inbuf, incount, datatype, outbuf, outsize, position, comm) | |
| IN inbuf | input buffer start (choice) |
| IN incount | number of input data items (non-negative integer) |
| IN datatype | datatype of each input data item (handle) |
| OUT outbuf | output buffer start (choice) |
| IN outsize | output buffer size, in bytes (non-negative integer) |
| INOUT position | current position in buffer, in bytes (integer) |
| IN comm | communicator for packed message (handle) |
int MPI_Pack(void* inbuf, int incount, MPI_Datatype datatype, void *outbuf, int outsize, int *position, MPI_Comm comm)
MPI_PACK(INBUF, INCOUNT, DATATYPE, OUTBUF, OUTSIZE, POSITION, COMM, IERROR)
The input value of position is the first
location in the output buffer to be used for packing. position is
incremented by the size of the packed message, and the output value of
position is the first location in the output buffer
following the locations occupied by the packed message.
The comm argument
is the communicator that will be subsequently used for sending the packed
message.
int MPI_Unpack(void* inbuf, int insize, int *position, void *outbuf, int outcount, MPI_Datatype datatype, MPI_Comm comm)
MPI_UNPACK(INBUF, INSIZE, POSITION, OUTBUF, OUTCOUNT, DATATYPE, COMM, IERROR)
Note the difference between MPI_RECV and MPI_UNPACK: in
MPI_RECV, the count argument specifies the maximum
number of
items that can be received. The actual number of items received is determined
by the length of the incoming message. In MPI_UNPACK, the
count argument specifies the actual number
of items that are unpacked;
the ``size'' of the corresponding message is the increment in
position.
The reason for this change is that the ``incoming message size'' is not
predetermined since the user decides how much to unpack; nor is it easy to
determine
the ``message size'' from the number of items to be unpacked. In fact, in a
heterogeneous system, this number may not be determined a priori.
( End of advice to users.)
Several messages can be successively packed into one packing unit. This
is effected by several successive related calls to MPI_PACK,
where the first
call provides position = 0, and each successive call inputs the value
of position that was output by the previous call, and the same values
for outbuf, outcount and comm. This packing unit
now contains
the equivalent information that would have been stored in a message by one send
call with a send buffer that is the ``concatenation'' of the individual send
buffers.
A packing unit can
be sent using type MPI_PACKED. Any point to point
or collective communication function can be used to move the sequence of bytes
that forms the packing unit from one process to another. This packing unit
can now be
received using any receive operation, with any datatype: the
type matching rules are relaxed for messages sent with type MPI_PACKED.
A message sent with any type (including MPI_PACKED) can be
received using the type MPI_PACKED. Such a message can then be
unpacked by calls to MPI_UNPACK.
A packing unit (or a message created by a regular, ``typed'' send)
can be unpacked into several successive messages. This is
effected by several successive related calls to MPI_UNPACK, where
the first
call provides position = 0, and each successive call inputs the value
of position that was output by the previous call, and the same values
for inbuf, insize and comm.
The concatenation of two packing units is not necessarily a packing unit; nor is
a substring of a packing unit necessarily a packing unit. Thus, one cannot
concatenate two packing units and then unpack the result as one packing
unit; nor can one unpack a substring of a packing unit as a separate
packing unit. Each packing unit, that was created by a related
sequence of pack
calls, or by a regular send,
must be unpacked as a unit, by a sequence of related unpack calls.
The restriction on ``atomic'' packing and unpacking of packing units allows
the implementation to add at the head of packing units additional
information, such as
a description of the sender architecture (to be used for type conversion, in a
heterogeneous environment)
( End of rationale.)
int MPI_Pack_size(int incount, MPI_Datatype datatype, MPI_Comm comm, int *size)
MPI_PACK_SIZE(INCOUNT, DATATYPE, COMM, SIZE, IERROR)
The call returns an upper bound, rather than an exact bound, since the
exact amount of space needed to pack the message may depend on the
context (e.g., first message packed in a packing unit may take more
space).
( End of rationale.)
<type> INBUF(*), OUTBUF(*)
INTEGER INCOUNT, DATATYPE, OUTSIZE, POSITION, COMM, IERROR
{ void MPI::Datatype::Pack(const void* inbuf, int incount, void *outbuf, int outsize, int& position, const MPI::Comm &comm) const (binding deprecated, see Section Deprecated since MPI-2.2
) }
Packs the message in the send buffer specified by inbuf, incount,
datatype into the buffer
space specified by outbuf and
outsize. The
input buffer can
be any communication buffer allowed in MPI_SEND. The output buffer
is a contiguous storage area containing outsize bytes, starting at
the address outbuf (length is counted in bytes, not elements,
as if it were a communication buffer for a message of type MPI_PACKED).
MPI_UNPACK(inbuf, insize, position, outbuf, outcount,
datatype, comm) IN inbuf input buffer start (choice) IN insize size of input buffer, in bytes (non-negative
integer) INOUT position current position in bytes (integer) OUT outbuf output buffer start (choice) IN outcount number of items to be unpacked (integer) IN datatype datatype of each output data item (handle) IN comm communicator for packed message (handle)
<type> INBUF(*), OUTBUF(*)
INTEGER INSIZE, POSITION, OUTCOUNT, DATATYPE, COMM, IERROR
{ void MPI::Datatype::Unpack(const void* inbuf, int insize, void *outbuf, int outcount, int& position, const MPI::Comm& comm) const (binding deprecated, see Section Deprecated since MPI-2.2
) }
Unpacks a message into the receive buffer specified by outbuf,
outcount,
datatype from the buffer
space specified by inbuf and insize. The output buffer can
be any communication buffer allowed in MPI_RECV. The input
buffer is a contiguous storage area containing insize bytes,
starting at address inbuf.
The input value of position is the first location in
the input buffer occupied by the packed message.
position is incremented
by the size of the packed message, so that the output value of
position is the first location in the input buffer
after the locations occupied by the message that was unpacked.
comm is the communicator used to receive the packed message.
Advice to users.
To understand the behavior of pack and unpack, it is convenient to think of the
data part of a message as being the sequence obtained by concatenating the
successive values sent in that message. The pack operation stores this
sequence in the buffer space, as if sending the message to that buffer. The
unpack operation retrieves this sequence from buffer space, as if receiving a
message from that buffer. (It is helpful to think of internal Fortran files or
sscanf in C, for a similar function.)
Rationale.
The following call allows the user to find out how much space is
needed to pack a message and, thus, manage space allocation for
buffers.
MPI_PACK_SIZE(incount, datatype, comm, size) IN incount count argument to packing call (non-negative
integer) IN datatype datatype argument to packing call (handle) IN comm communicator argument to packing call (handle) OUT size upper bound on size of packed message, in bytes (non-negative
integer)
INTEGER INCOUNT, DATATYPE, COMM, SIZE, IERROR
{ int MPI::Datatype::Pack_size(int incount, const MPI::Comm& comm) const (binding deprecated, see Section Deprecated since MPI-2.2
) }
A call to MPI_PACK_SIZE(incount, datatype, comm, size)
returns in size an upper bound on the increment in position
that is effected by a call to MPI_PACK(inbuf, incount, datatype,
outbuf, outcount, position, comm).
Rationale.
Example
An example using MPI_PACK.
Example
An elaborate example.
Example
Each process sends a count, followed by count characters to the root;
the root
concatenates
all characters into one string.
Up: Contents
Next: Canonical MPI_PACK and MPI_UNPACK
Previous: Examples
Return to MPI-2.2 Standard Index
Return to MPI Forum Home Page
(Unofficial) MPI-2.2 of September 4, 2009
HTML Generated on September 10, 2009


Tyson Fury teams up with Braun Strowman on WWE Smackdown in Manchester hometown
The Gypsy King appeared on a special evening of wrestling at the Manchester Arena to go face-to-face with rival Strowman, but they ended up joining forces against Team B
by Darren Wells, https://www.mirror.co.uk/authors/darren-wells/Tyson Fury and Braun Strowman put their recent grievances to one side on WWE Smackdown to fend off a challenge from Curtis Axel and Bo Dallas.
The Gypsy King returned to his Manchester hometown following his exploits for the franchise in America and the Saudi Arabia, to renew his beef with Strowman.
Fury knocked out the 'Monster Among Men' at the Crown Jewel event in Riyadh, defeating him by count out, but was then attacked by Strowman post-match.
They met in the centre of the ring at Manchester Arena to settle their differences, after Fury had stated he had unfinished business with a "Big Dosser".
Strowman squared up to the heavyweight boxer, and said: "You wanted me, here I am."
But instead of coming to blows, Fury thanked Strowman for their great fight in the middle east, and suggested if they ever fight again it should be on the same side.

Fury and Strowman quickly made light work of the pair.
Strowman knocked them off the ring apron before smashing them with a running attack at ringside, and throwing Dallas into the ring.
Fury knocked Dallas clean out, before Strowman landed a Powerslam on Axel to bring the curtain down on the end of the show.
It was a special night in Manchester, as Raw and Smackdown were filmed back-to-back before being aired in a few days time.
Fury was making what is believed to be his final wrestling appearance with the brand before returning to boxing duty.
He now looks set to fulfil his proposed rematch with American Deontay Wilder in February, after the WBC made him mandatory challenger to the world heavyweight title.


sequencing
package sequencing
- Alphabetic
- Public
- All
Type Members
-
final
case class
SamMapping
(record: SAMRecord, firstOfPairStrandOnTranscript: Orientation) extends GenericFeature with Product with Serializable
A Feature representing a mapped SAM record.
A Feature representing a mapped SAM record.
The Blocks of this SamMapping are the aligned blocks of the SAM record translated to zero-based half-open intervals.
If the sequencing library is strand specific, the Orientation of this Feature is the transcription strand of the entire fragment the record came from. For example, if the reads are unpaired and strand-specific, and always map to the transcription strand for this library, then this SamMapping will have Orientation Plus for a read mapped to the plus strand or Minus for a read mapped to the minus strand. If the reads are paired and read 1 always gives the transcription strand for this library, and we have a pair of records with read 1 mapped to the plus strand and read 2 mapped to the minus strand, then the entire fragment was transcribed from the plus strand, so the Orientation of both SamMappings is Plus.
If the library is not RNA-seq or is not strand specific, the Orientation is Unstranded.
- record
The SAM record
- firstOfPairStrandOnTranscript
Strand relative to transcription strand of read 1 (if reads are paired) or all reads (if unpaired). If read 1 maps to the transcription strand, this parameter should be Plus. If read 1 maps to the opposite of the transcription strand, this parameter should be Minus. If reads are not strand-specific, this parameter should be Unstranded.
-
class
SamReader
extends AnyRef
A wrapper around an htsjdk.samtools.SamReader.
Value Members
- object SamMapping extends Serializable


Live Updates: 2019 Bayelsa State Governorship Election Results
by George OgboluVoting officially ended at 2:00 pm in today, November 16, 2019, Bayelsa State Governorship election.
Naija News reports that the Independent National Electoral Commission (INEC) had fixed today for the Bayelsa and Kogi States Guber polls.
Results from today’s election will determine who would take over from Governor Seriake Dickson and govern Bayelsa for the next four years.
There are eight local governments (LGAs), 105 Registration Areas and 1,804 Polling Units in Bayelsa State.
The governorship election was keenly contested between David Lyon of the All Progressives Congress (APC) and Senator Douye Diri of the Peoples Democratic Party (PDP).
Other candidates include: Accord Party, Ebizimo Diriyai; African Action Congress (AAC), Kalango Stanley Davies; Alliance for Democracy, Owei-Tongu Woniwei; Alliance National Party (ANP), Kunde Noah.
Stick and reload this Naija News page for the latest election results from Bayelsa state.
Live Results Updates…
Kolo Ward 9, Ogbia constituency 3 Unit 12:
APC – 91
PDP – 82
Unit 13:
APC – 83
PDP – 69
Unit 14:
APC – 88
PDP – 49
INEC LGA Office, Collation Center, Ogori/ Magongo Ward 07 (Ugugu) Result:
Registered Voters: 2016
Accredited Voters: 652
Total valid votes: 636
Rejected votes: 16
Total Votes Cast: 652
APC: 364
PDP: 264
PU12, Ward 4, Agudama-Epie, Yenagoa LGA
APC – 368
PDP – 2
Ward 1 PU 007, St Luke School compound, Ogbolomabiri 1, Nembe
APC – 112
PDP – 0
Ward 2 PU 001 Isoukiri compound/post office, Ogbolomabiri 2, Nembe
APC -111
PDP -3
Ward 2 PU 009, Beleupogu, Ogbolomabiri 2
APC – 170
PDP – 6
Ward 2, PU 14 Chief Amange Square Ogbolomabiri 2, Nembe
APC – 492
PDP – 29
PU4, Ward 4, Agudama-Epie, Yenagoa LGA
APC: 649
PDP: 74
PU9, Ward 4, Agudama-Epie, Yenagoa LGA
APC: 789
PDP: 54
6: 30 pm: Governor Seriake Dickson of Bayelsa State has massively won his polling unit in Oriewari ward 2, unit 5 in Toro-Orua, Sagbama local government.
Senator Douye Diri of the Peoples Democratic Party (PDP) recorded 1906 votes in the unit to defeat Chief David Lyon of the All Progressives Congress (APC) who got 5 votes.
Opume Isibo Unity, Ward 012, Ogbia LGA
APC: 28
PDP: 26
PU 07, Ward 2, Agbutubu Polo/market-square, Nembe
APC: 557
PDP: 43
PU 02, Ward 1, Okiye Ewoama, Ogbolomabiri 1, Nembe
APC: 900
PDP: 5
PU 01, Ward 1, Ogbolomabiri Isoukiri 1, Nembe
APC: 590
PDP: 10
PU04, Ward 7, Orubiri town-square, Opokuma north, Kolokuma /Opukuma
PDP: 105
APC: 57
PU 24, Ward 1, Onopa, Yenagoa
APC:183
PDP: 122
PU026, Ward 1, Fanogbo, Attissa 1, Yenagoa
APC: 84
PDP: 105
PU05, Ward 1, Attissa, Yenagoa
APC:144
PDP: 90
PU016, Ward 5, Etierebau town-square, Kolokuma /Opukuma
PDP: 80
APC:37
A:5
AAC: 1
PU09, Ward 5, Olobiri play ground, Kolokuma /Opukuma
PDP: 96
APC: 41
A: 2
AAC: 0
PU012, Ward 5, Agbarawari town-hall, Kolokuma /Opukuma
PDP: 109
APC: 55
A:0
PU04, Ward 2, kaiama/Olobiri, Kolokuma /Opukuma
PDP- 87
APC – 70
A – 6
AAC – 1
2:45 pm: Vote counting commences at Ward 2, PU 005 Toru-Orua community, Sagbama LGA.


SMITE Favourite God Picker
This is based off the code for the Favourite Pokemon Picker.
You can find the code here.
This tool is to help you find who your favourite god is! Click one or more of your favorites from that group
and press the "Pick" button. Eventually your favourite gods will appear under "Found Favourites".
Feel free to go through every god if you're that dedicated. This should work perfectly if you're consistent in your choices.
(Also excuse the loading of god icons, they're hosted online.)
This was made by @raijinhasverybigpecs. Yell with me about best god Raijin there.
Picker


Some quick example text to build on the card title and make up the bulk of the card's content.
Enter title for your Album
Enter title of the Album


--- layout: post title: Orkut.com post_id: 311 categories: - odds & ends date: 2004-02-06 09:44:00.000000000 -07:00 author: Jamis permalink: 2004/2/6/orkut-com.html ---
Site of the day: Orkut. It’s a new online community that is sponsored by Google, based on networking. You can only join when someone who is already a member invites you.
Once you are a member, you can keep links to all of your friends that are also members. From those links, then, you can see who the friends of your friends are (possibly increasing the circle of your own friends), join and participate in online communities, and more. Nothing incredibly original, but the implementation of it is pretty compelling. It’s been fun to play with, anyway.
It has a lot of potential; I’ve already joined the orkut Ruby community, and the D&D community, both of which are quite large (almost 200 members at the time of this writing). I’ve even found a few people that I knew, just by searching for them—kind of fun!
It’ll be interesting to see where this whole thing goes in the next few months.


Condition specification allows two methods:
1. Index level selection. Arguments index1
and index2
will be
used.
2. Annotation level selection. Arguments class
, classGroup1
and
classGroup2
will be used.
runDESeq2( inSCE, useAssay = "counts", index1 = NULL, index2 = NULL, class = NULL, classGroup1 = NULL, classGroup2 = NULL, analysisName, groupName1, groupName2, covariates = NULL, fullReduced = TRUE, onlyPos = FALSE, log2fcThreshold = NULL, fdrThreshold = 1, overwrite = FALSE )
| inSCE | SingleCellExperiment inherited object. |
|---|---|
| useAssay | character. A string specifying which assay to use for the
DESeq2 regression. The assay should be a raw count assay. Default
|
| index1 | Any type of indices that can subset a
SingleCellExperiment inherited object by cells. Specifies
which cells are of interests. Default |
| index2 | Any type of indices that can subset a
SingleCellExperiment inherited object by cells. specifies
the control group against those specified by |
| class | A vector/factor with |
| classGroup1 | a vector specifying which "levels" given in |
| classGroup2 | a vector specifying which "levels" given in |
| analysisName | A character scalar naming the DEG analysis. Required |
| groupName1 | A character scalar naming the group of interests. Required. |
| groupName2 | A character scalar naming the control group. Required. |
| covariates | A character vector of additional covariates to use when
building the model. All covariates must exist in
|
| fullReduced | Whether to apply LRT (Likelihood ratio test) with a 'full'
model. Default |
| onlyPos | Whether to only output DEG with positive log2_FC value.
Default |
| log2fcThreshold | Only out put DEGs with the absolute values of log2FC
greater than this value. Default |
| fdrThreshold | Only out put DEGs with FDR value less than this
value. Default |
| overwrite | A logical scalar. Whether to overwrite result if exists.
Default |
The input SingleCellExperiment object with
metadata(inSCE)$DESeq2
updated with the results: a list named by
analysisName
, with $groupNames
containing the naming of the
two conditions, $useAssay
storing the assay name that was used for
calculation, $select
storing the cell selection indices (logical) for
each condition, $result
storing a data.frame
of
the DEGs summary, and $method
storing "DESeq2"
.
data(scExample, package = "singleCellTK") sce <- subsetSCECols(sce, colData = "type != 'EmptyDroplet'") sce <- runDESeq2(inSCE = sce, groupName1 = "Sample1", groupName2 = "Sample2", index1 = 1:20, index2 = 21:40, analysisName = "DESeq2")#>#> Warning: some variables in design formula are characters, converting to factors#>#>#>#>#>#>#>#> #>#>#>


@(params: Map[String, Any]) @uk.gov.hmrc.hmrcemailrenderer.templates.helpers.html.template_main(params, "Access production credentials") {
Application @{params("applicationName")} passed its check.
The admin who submitted it needs to verify their email address again. This is for security purposes.
Then you can access its production credentials.
From HMRC Developer Hub
}


Posted on August 24, 2013 at 9:00 PM
      The term insurance on a broader scale covers aspects like illnesses, injuries, accidents, missing cases and death. Same way, pet insurance refers to the blending of these aspects in the context of pets of different species. And in terms of pet insurances, the cat insurance segment is an important segment, on par with dog insurance. The best part about cat insurance is that it’s quite inexpensive. From providing coverage for wellness checkups to illnesses, dental cleanings and covering injury aspects, there are many types of coverage available for cats. Third-party liability insurance is also available.
      Some factors while choosing the right cat insurance are mentioned as below:
     Lastly, it is recommended to check all the terms and conditions well in advance prior to you signing the dotted line.


The ethos of EDA is not something I have experienced before in previous learning or work environments but it definitely stikes a chord. The analogy of being a customer in the restaurant or part of the kitchen team expressed in Shereef's Fireside Chat is something I am familiar with through playing in bands, not all the members are of the same ability, have their own likes and ideas but in order to be a good band find a way to work together so that everyone gets something out of it.
So far all good, the set up at EDA seems to encourage us to succeed and have a great experience while doing it.
I hope to be fully engaged in the culture, not to be afraid to ask for help or give it when I can.
I suppose my initial expectation of EDA was to facilitate my goal of becoming a developer, everything I have experienced with EDA up to now has met that expectation.
Definetly excited and yes nervous too, mostly the uncertainty of the unknown and if I'll be up to the challenges, but I'm going to give it my best shot.


---
template: example.html
title: Bind HTML input example
shortdesc: Demonstrates two-way binding of HTML input elements to OpenLayers objects.
docs: >
With the WebGL renderer, hue, saturation, contrast and brightness can also be controlled.
Warning!
A browser that supports
WebGL is required to change the
hue,
saturation,
contrast and
brightness.
tags: "custom, control"
---


Warning - Header with Button
The following users could not be found:
Andreas Mustermann
Ralf Maier
Footer


- Click to display all tags used.
- '#text' shows empty tags
The DOM is the way Javascript sees its containing pages' data. It is an object that includes how the HTML/XHTML/XML is formatted, as well as the browser state.
A DOM element is something like a DIV, HTML, BODY element on a page. You can add classes to all of these using CSS, or interact with them using JS.
In order to show the relationship between DOM and JS, I have written a function in javascript at the backend that visits the clicked element and it's decendents and returns the type of tag that the child is.
Go ahead and click the button to see the magic of JS.


Yearly SFO Passengers enplaning/deplaning across Airlines with < 1M/year for inclusive timeperiod: 2010 - 2019


This section lists the external error codes. These are the only error codes that users of the Libmarpa external interface should ever see. Internal error codes are in their own section. See Internal error codes.
No error condition. The error code is initialized to this value. Methods which do not result in failure sometimes reset the error code to
MARPA_ERR_NONE
. Numeric value: 0. Suggested message: "No error".
A separator was specified for a sequence rule, but its ID was not that of a valid symbol. Numeric value: 6. Suggested message: "Separator has invalid symbol ID".
A tree iterator is positioned before the first tree, and it was specified in a context where that is not allowed. A newly created tree is positioned before the first tree. To position a newly created tree iterator to the first tree use the
marpa_t_next()
method. Numeric value: 91. Suggested message: "Tree iterator is before first tree".
A “counted” symbol was found that is also a nullable symbol. A “counted” symbol is one that appears on the RHS of a sequence rule. If a symbol is nullable, counting its occurrences becomes difficult. Questions of definition and problems of implementation arise. At a minimum, a sequence with counted nullables would be wildly ambigious.
Sequence rules are simply an optimized shorthand for rules that can also be written in ordinary BNF. If the equivalent of a sequence of nullables is really what your application needs, nothing in Libmarpa prevents you from specifying that sequence with ordinary BNF rules.
Numeric value: 8. Suggested message: "Nullable symbol on RHS of a sequence rule".
This error indicates an attempt to add a BNF rule which is a duplicate of a BNF rule already in the grammar. Two BNF rules are considered duplicates if
- Both rules have the same left hand symbol, and
- Both rules have the same right hand symbols in the same order.
Duplication of sequence rules, and duplication between BNF rules and sequence rules, is dealt with by requiring that the LHS of a sequence rule not be the LHS of any other rule.
Numeric value: 11. Suggested message: "Duplicate rule".
This error indicates an attempt to add a duplicate token. A token is a duplicate if one already read at the same earleme has the same symbol ID and the same length. Numeric value: 12. Suggested message: "Duplicate token".
This error code indicates that an implementation-defined limit on the number of Earley items per Earley set was exceedeed. This limit is different from the Earley item warning threshold, an optional limit on the number of Earley items in an Earley set, which can be set by the application.
The implementation defined-limit is very large, at least 500,000,000 earlemes. An application is unlikely ever to see this error. Libmarpa's use of memory would almost certainly exceed the implementation's limits before it occurred. Numeric value: 13. Suggested message: "Maximum number of Earley items exceeded".
A negative event index was specified. That is not allowed. Numeric value: 15. Suggested message: "Negative event index".
An non-negative event index was specified, but there is no event at that index. Since the events are in sequence, this means it was too large. Numeric value: 16. Suggested message: "No event at that index".
The grammar has a cycle — one or more loop rules. This is a recoverable error, although most applications will want to treat it as fatal. For more see the description of marpa_g_precompute. Numeric value: 17. Suggested message: "Grammar has cycle".
This is an internal error, and indicates that Libmarpa was wrongly built. Libmarpa was compiled with headers which do not match the rest of the code. The solution is to find a correctly built Libmarpa. Numeric value: 98. Suggested message: "Internal error: Libmarpa was built incorrectly"
The Libmarpa base grammar is in a "not ok" state. Currently, the only way this can happen is if Libmarpa memory is being overwritten. Numeric value: 29. Suggested message: "Marpa is in a not OK state".
This error code indicates that the token symbol is an inaccessible symbol — one which cannot be reached from the start symbol.
Since the inaccessibility of a symbol is a property of the grammar, this error code typically indicates an application error. Nevertheless, a retry at this location, using another token ID, may succeed. At this writing, the author knows of no uses of this technique.
Numeric value: 18. Suggested message: "Token symbol is inaccessible".
A function was called that takes a boolean argument, but the value of that argument was not either 0 or 1. Numeric value: 22. Suggested message: "Argument is not boolean".
The location (Earley set ID) is not valid. It may be invalid for one of two reasons:
- It is negative, and it is being used as the argument to a method for which that negative value does not have a special meaning.
- It is after the latest Earley set.
For users of input models other than the standard one, the term “location”, as used in association with this error code, means Earley set ID or Earley set ordinal. In the standard input model, this will always be identical with Libmarpa's other idea of location, the earleme.
Numeric value: 25. Suggested message: "Location is not valid".
A start symbol was specified, but its symbol ID is not that of a valid symbol. Numeric value: 27. Suggested message: "Specified start symbol is not valid".
A method was called with an invalid assertion ID. This is a assertion ID which not only does not exist, but cannot exist. Currently that means its value is less than zero. Numeric value: 96. Suggested message: "Assertion ID is malformed".
A method was called with an invalid rule ID. This is a rule ID which not only does not exist, but cannot exist. Currently that means its value is less than zero. Numeric value: 26. Suggested message: "Rule ID is malformed".
A method was called with an invalid symbol ID. This is a symbol ID which not only does not exist, but cannot exist. Currently that means its value is less than zero. Numeric value: 28. Suggested message: "Symbol ID is malformed".
There was a mismatch in the major version number between the requested version of libmarpa, and the actual one. Numeric value: 30. Suggested message: "Libmarpa major version number is a mismatch".
There was a mismatch in the micro version number between the requested version of libmarpa, and the actual one. Numeric value: 31. Suggested message: "Libmarpa micro version number is a mismatch".
There was a mismatch in the minor version number between the requested version of libmarpa, and the actual one. Numeric value: 32. Suggested message: "Libmarpa minor version number is a mismatch".
A non-negative Earley set ID (also called an Earley set ordinal) was specified, but there is no corresponding Earley set. Since the Earley set ordinals are in sequence, this means that the specified ID is greater than that of the latest Earley set. Numeric value: 39. Suggested message: "Earley set ID is after latest Earley set".
The grammar is not precomputed, and attempt was made to do something with it that is not allowed for unprecomputed grammars. For example, a recognizer cannot be created from a grammar until it is precomputed. Numeric value: 34. Suggested message: "This grammar is not precomputed".
The application attempted to create a bocage from a recognizer without a parse. Applications will often want to treat this as a soft error. Numeric value: 41. Suggested message: "No parse".
A grammar which has no rules is being used in a way that is not allowed. Usually the problem is that the user is trying to precompute the grammar. Numeric value: 42. Suggested message: "This grammar does not have any rules".
The grammar has no start symbol, and an attempt was made to perform an operation which requires one. Usually the problem is that the user is trying to precompute the grammar. Numeric value: 43. Suggested message: "This grammar has no start symbol".
A method was called with an assertion ID which is well-formed, but the assertion does not exist. Numeric value: 97. Suggested message: "No assertion with this ID exists".
A method was called with a rule ID which is well-formed, but the rule does not exist. Numeric value: 89. Suggested message: "No rule with this ID exists".
A method was called with a symbol ID which is well-formed, but the symbol does not exist. Numeric value: 90. Suggested message: "No symbol with this ID exists".
This error code indicates that no tokens at all were expected at this earleme location. This can only happen in alternative input models.
Typically, this indicates an application programming error. Retrying input at this location will always fail. But if the application is able to leave this earleme empty, a retry at a later location, using this or another token, may succeed. At this writing, the author knows of no uses of this technique.
Numeric value: 44. Suggested message: "No token is expected at this earleme location".
This error occurs in situations where a rule is required to be a sequence, and indicates that the rule of interest is, in fact, not a sequence.
Numeric value: 99. Suggested message: "Rule is not a sequence".
Marpa does not allow a symbol to be both nulling and a terminal. Numeric value: 49. Suggested message: "A symbol is both terminal and nulling".
The Marpa order object has been frozen. If a Marpa order object is frozen, it cannot be changed.
Multiple tree iterators can share a Marpa order object, but that order object is frozen after the first tree iterator is created from it. Applications can order an bocage in many ways, but they must do so by creating multiple order objects.
Numeric value: 50. Suggested message: "The ordering is frozen".
The parse is exhausted. Numeric value: 53. Suggested message: "The parse is exhausted".
The parse is too long. The limit on the length of a parse is implementation dependent, but it is very large, at least 500,000,000 earlemes.
This error code is unlikely in the standard input model. Almost certainly memory would be exceeded before it could occur. If an application sees this error, it almost certainly using one of the non-standard input models.
Most often this messsage will occur because of a request to add a single extremely long token, perhaps as a result of an application error. But it is also possible this error condition will occur after the input of a large number of long tokens.
Numeric value: 54. Suggested message: "This input would make the parse too long".
In a method which takes pointers as arguments, one of the pointer arguments is
NULL
, in a case where that is not allowed. One such method ismarpa_r_progress_item()
. Numeric value: 56. Suggested message: "An argument is null when it should not be".
An attempt was made to use a precomputed grammar in a way that is not allowed. Often this is an attempt to change the grammar. Nearly every change to a grammar after precomputation invalidates the precomputation, and is therefore not allowed. Numeric value: 57. Suggested message: "This grammar is precomputed".
No recognizer progress report is currently active, and an action has been attempted which is inconsistent with that. One such action would be a
marpa_r_progress_item()
call. Numeric value: 59. Suggested message: "No progress report has been started".
The progress report is “exhausted” — all its items have been iterated through. Numeric value: 58. Suggested message: "The progress report is exhausted".
A symbol or rule rank was specified which was less than an implementation-defined minimum. Implementations will always allow at least those ranks in the range between −134,217,727 and 134,217,727. Numeric value: 85. Suggested message: "Rule or symbol rank too low".
A symbol or rule rank was specified which was greater than an implementation-defined maximum. Implementations will always allow at least those ranks in the range between −134,217,727 and 134,217,727. Numeric value: 86. Suggested message: "Rule or symbol rank too high".
The recognizer is “inconsistent”, usually because the user has rejected one or more rules or terminals, and has not yet called the
marpa_r_consistent()
method. Numeric value: 95. Suggested message: "The recognizer is inconsistent.
The recognizer is not accepting input, and the application has attempted something that is inconsistent with that fact. Numeric value: 60. Suggested message: "The recognizer is not accepting input".
The recognizer has not been started. and the application has attempted something that is inconsistent with that fact. Numeric value: 61. Suggested message: "The recognizer has not been started".
The recognizer has been started. and the application has attempted something that is inconsistent with that fact. Numeric value: 62. Suggested message: "The recognizer has been started".
The index of a RHS symbol was specified, and it was negative. That is not allowed. Numeric value: 63. Suggested message: "RHS index cannot be negative".
A non-negative index of RHS symbol was specified, but there is no symbol at that index. Since the indexes are in sequence, this means the index was greater than or equal to the rule length. Numeric value: 64. Suggested message: "RHS index must be less than rule length".
An attempt was made to add a rule with too many right hand side symbols. The limit on the RHS symbol count is implementation dependent, but it is very large, at least 500,000,000 symbols. This is far beyond what is required in any current practical grammar. An application with rules of this length is almost certain to run into memory and other limits. Numeric value: 65. Suggested message: "The RHS is too long".
The LHS of a sequence rule cannot be the LHS of any other rule, whether a sequence rule or a BNF rule. An attempt was made to violate this restriction. Numeric value: 66. Suggested message: "LHS of sequence rule would not be unique".
The start symbol is not on the LHS on any rule. That means it could never match any possible input, not even the null string. Presumably, an error in writing the grammar. Numeric value: 73. Suggested message: "Start symbol not on LHS of any rule".
An attempt was made to use a symbol in a way that requires it to be set up for completion events, but the symbol was not set set up for completion events. The archetypal case is an attempt to activate completion events for the symbol in the recognizer. The archetypal case is an attempt to activate a completion event in the recognizer for a symbol that is not set up as a completion event. Numeric value: 92. Suggested message: "Symbol is not set up for completion events".
An attempt was made to use a symbol in a way that requires it to be set up for nulled events, but the symbol was not set set up for nulled events. The archetypal case is an attempt to activate a nulled events in the recognizer for a symbol that is not set up as a nulled event. Numeric value: 93. Suggested message: "Symbol is not set up for nulled events".
An attempt was made to use a symbol in a way that requires it to be set up for predictino events, but the symbol was not set set up for predictino events. The archetypal case is an attempt to activate a prediction event in the recognizer for a symbol that is not set up as a prediction event. Numeric value: 94. Suggested message: "Symbol is not set up for prediction events".
Unvalued symbols are a deprecated Marpa feature, which may be avoided with the
marpa_g_force_valued
method. An unvalued symbol may take on any value, and therefore a symbol which is unvalued at some points cannot safely to be used to contain a value at others. This error indicates that such an unsafe use is being attempted. Numeric value: 74. Suggested message: "Symbol is treated both as valued and unvalued".
An attempt was made to change the terminal status of a symbol to a different value after it was locked. Numeric value: 75. Suggested message: "The terminal status of the symbol is locked".
A token was specified whose symbol ID is not a terminal. Numeric value: 76. Suggested message: "Token symbol must be a terminal".
A token length was specified which is less than or equal to zero. Zero-length tokens are not allowed in Libmarpa. Numeric value: 77. Suggested message: "Token length must greater than zero".
The token length is too long. The limit on the length of a token is implementation dependent, but it is at least 500,000,000 earlemes. An application using a token that long is almost certain to run into some other limit. Numeric value: 78. Suggested message: "Token is too long".
A Libmarpa parse tree iterator is “exhausted”, that is, it has no more parses. Numeric value: 79. Suggested message: "Tree iterator is exhausted".
A Libmarpa tree is “paused” and an operation was attempted which is inconsistent with that fact. Typically, this operation will be a call of the
marpa_t_next()
method. Numeric value: 80. Suggested message: "Tree iterator is paused".
An attempt was made to read a token where a token with that symbol ID is not expected. This message can also occur when an attempt is made to read a token at a location where no token is expected. Numeric value: 81. Suggested message: "Unexpected token".
The start symbol is unproductive. That means it could never match any possible input, not even the null string. Presumably, an error in writing the grammar. Numeric value: 82. Suggested message: "Unproductive start symbol".
The valuator is inactive in a context where that should not be the case. Numeric value: 83. Suggested message: "Valuator inactive".
Unvalued symbols are a deprecated Marpa feature, which may be avoided with the
marpa_g_force_valued
method. This error code indicates that the valued status of a symbol is locked, and an attempt was made to change it to a status different from the current one. Numeric value: 84. Suggested message: "The valued status of the symbol is locked".
An attempt was made to do something with a nulling symbol that is not allowed. For example, the ID of a nulling symbol cannot be an argument to
marpa_r_expected_symbol_event_set
— because it is not possible to create an “expected symbol” event for a nulling symbol. Numeric value: 87. Suggested message: "Symbol is nulling".
An attempt was made to do something with an unused symbol that is not allowed. An “unused” symbol is a inaccessible or unproductive symbol. For example, the ID of a unused symbol cannot be an argument to
marpa_r_expected_symbol_event_set
— because it is not possible to create an “expected symbol” event for an unused symbol. Numeric value: 88. Suggested message: "Symbol is not used".


Verizon Mobile Life Store
Batch 1
product listing
category landing
search results
product detail
Batch 2
standalone version of article
brand landing
content landing
product detail +
cart
home
product listing special offers
Batch 3
special offers landing
lifestyle landing
checkout
checkout success page
Batch 4
email a friend
404
Checkout Sign In
Home with no JS
Demos
masthead (reset cookies to test)
(Mobile) Select a device
Item Out of Stock
User Signed In
Color Out of Stock
6 or More Color Choices
Checkout (Bill to Account disabled)
Bundle Builder
bundle builder - browse page
bundle builder - build page
DEMO - bundle builder modals
cart
WOW
homepage


Xonotic is a free and opensource game that is based on Quake.
Click here to download the zip file.
Just unzip it and launch the correct version for your operating system.
This works on Mac, Windows, & Linux.
Once you launch the application, click on Multiplayer at the top right.
Then punch in xonotic.codyhill.co the address field and click join!
We'll use this zoom room for Audio.
That way folks could use phone or computer audio to chat.
Anyone that thinks it'll be fun to let off some steam by multiplayer gaming.
Invite your co-workers, customers, friends, family, etc...
Friday, April 24th at 4PM East (1PM West)
We're all isolated at home.
Why not try to interact with each other in a fun way.