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Distribution: Electronically Initiated By: ANM-300 CHANGE U.S
U.S. DEPARTMENT OF TRANSPORTATION ORDER CHANGE NM 3930.11 FEDERAL AVIATION ADMINISTRATION CHG 6 Effective Date: National Policy 09/12/17 SUBJ: Aviation Medical Examiner for FAA Employees and Applicants Requiring Medical Certification. 1. Purpose. This order transmits Aviation Medical Examiner – Employee Examiner (AME- EE) information to the following: Transport Airplane Directorate (ANM-120s, ANM-130s, ANM-140s, ANM-150s), Flight Standards (FSDOs, Alaska CMO, SWA-CMO, Seattle AEG) and the ATO Western Service Area with Enroute and Terminal employees assigned to facilities located in Colorado, Idaho, Montana, Oregon, Utah, Washington and Wyoming requiring Federal Aviation Administration Aerospace Medical Certification. 2. Who this change affects. Branch level and above in the following divisions in the Northwest Mountain Region: Aerospace Medicine, Flight Standards, Transport Airplane Directorate and the ATO Western Service Area (CO, ID, MT, OR, UT, WA and WY) - Enroute and Terminal. 3. Disposition of Transmittal Paragraph. Retain this transmittal sheet until the directive is cancelled by a new directive. PAGE CHANGE CONTROL CHART Remove Pages Dated Insert Pages Dated Appendix A 9/1/17 Appendix A 9/12/17 4. 5. Administrative Information. This order change is distributed to Branch level and above in the following divisions in the Northwest Mountain Region: Aerospace Medicine, Flight Standards, Transport Airplane Directorate and the ATO Western Service Area (CO, ID, MT, OR, UT, WA and WY) - Enroute and Terminal. Responsibility for Distribution: The above divisions are responsible for verifying that there have been no updates to this order prior to scheduling an employee exam. Brett A. Wyrick, D.O. Regional Flight Surgeon Northwest Mountain Region Distribution: Electronically Initiated By: ANM-300 U.S. -
Hadrian and the Greek East
HADRIAN AND THE GREEK EAST: IMPERIAL POLICY AND COMMUNICATION DISSERTATION Presented in Partial Fulfillment of the Requirements for the Degree Doctor of Philosophy in the Graduate School of the Ohio State University By Demetrios Kritsotakis, B.A, M.A. * * * * * The Ohio State University 2008 Dissertation Committee: Approved by Professor Fritz Graf, Adviser Professor Tom Hawkins ____________________________ Professor Anthony Kaldellis Adviser Greek and Latin Graduate Program Copyright by Demetrios Kritsotakis 2008 ABSTRACT The Roman Emperor Hadrian pursued a policy of unification of the vast Empire. After his accession, he abandoned the expansionist policy of his predecessor Trajan and focused on securing the frontiers of the empire and on maintaining its stability. Of the utmost importance was the further integration and participation in his program of the peoples of the Greek East, especially of the Greek mainland and Asia Minor. Hadrian now invited them to become active members of the empire. By his lengthy travels and benefactions to the people of the region and by the creation of the Panhellenion, Hadrian attempted to create a second center of the Empire. Rome, in the West, was the first center; now a second one, in the East, would draw together the Greek people on both sides of the Aegean Sea. Thus he could accelerate the unification of the empire by focusing on its two most important elements, Romans and Greeks. Hadrian channeled his intentions in a number of ways, including the use of specific iconographical types on the coinage of his reign and religious language and themes in his interactions with the Greeks. In both cases it becomes evident that the Greeks not only understood his messages, but they also reacted in a positive way. -
Propeller Operation and Malfunctions Basic Familiarization for Flight Crews
PROPELLER OPERATION AND MALFUNCTIONS BASIC FAMILIARIZATION FOR FLIGHT CREWS INTRODUCTION The following is basic material to help pilots understand how the propellers on turbine engines work, and how they sometimes fail. Some of these failures and malfunctions cannot be duplicated well in the simulator, which can cause recognition difficulties when they happen in actual operation. This text is not meant to replace other instructional texts. However, completion of the material can provide pilots with additional understanding of turbopropeller operation and the handling of malfunctions. GENERAL PROPELLER PRINCIPLES Propeller and engine system designs vary widely. They range from wood propellers on reciprocating engines to fully reversing and feathering constant- speed propellers on turbine engines. Each of these propulsion systems has the similar basic function of producing thrust to propel the airplane, but with different control and operational requirements. Since the full range of combinations is too broad to cover fully in this summary, it will focus on a typical system for transport category airplanes - the constant speed, feathering and reversing propellers on turbine engines. Major propeller components The propeller consists of several blades held in place by a central hub. The propeller hub holds the blades in place and is connected to the engine through a propeller drive shaft and a gearbox. There is also a control system for the propeller, which will be discussed later. Modern propellers on large turboprop airplanes typically have 4 to 6 blades. Other components typically include: The spinner, which creates aerodynamic streamlining over the propeller hub. The bulkhead, which allows the spinner to be attached to the rest of the propeller. -
2 Review of Composite Propeller Developments
'HIHQFH5HVHDUFKDQG 5HFKHUFKHHWGpYHORSSHPHQW 'HYHORSPHQW&DQDGD SRXUODGpIHQVH&DQDGD Review of Composite Propeller Developments and Strategy for Modeling Composite Propellers using PVAST Tamunoiyala S. Koko Khaled O. Shahin Unyime O. Akpan Merv E. Norwood Prepared By: Martec Limited 1888 Brunswick Street, Suite 400 Halifax, NS B3J 3J8 Team Leader, Reliability & Risk Engineering Contractor's Document Number: TR-11-XX Contract Project Manager: Tamunoiyala S. Koko, 902-425-5101 Ext 243 PWGSC Contract Number: W7707-088100 Task 10 &6$/D\WRQ*LOUR\ The scientific or technical validity of this Contract Report is entirely the responsibility of the Contractor and the contents do not necessarily have the approval or endorsement of Defence R&D Canada. Defence R&D Canada – Atlantic &RQWUDFW5HSRUW '5'&$WODQWLF&5 6HSWHPEHU Review of Composite Propeller Developments and Strategy for Modeling Composite Propellers using PVAST Tamunoiyala S. Koko Khaled O. Shahin Unyime O. Akpan Merv E. Norwood Prepared By: Martec Limited 1888 Brunswick Street, Suite 400 Halifax, NS B3J 3J8 Team Leader, Reliability & Risk Engineering Contractor's Document Number: TR-11-XX Contract Project Manager: Tamunoiyala S. Koko, 902-425-5101 Ext 243 PWGSC Contract Number: W7707-088100 Task 10 &6$/D\WRQ*LOUR\ The scientific or technical validity of this Contract Report is entirely the responsibility of the Contractor and the contents do not necessarily have the approval or endorsement of Defence R&D Canada. Defence R&D Canada – Atlantic Contract Report DRDC Atlantic CR 2011-156 6HSWHPEHU © Her Majesty the Queen in Right of Canada, as represented by the Minister of National Defence, 201 © Sa Majesté la Reine (en droit du Canada), telle que représentée par le ministre de la Défense nationale, 201 Abstract ……. -
Tenarishydril Premium Connections Catalogue En 6 MB
Premium Connections Catalogue Table of contents 4 20 INTRODUCTION CONNECTIONS BY TECHNOLOGY TenarisHydril Wedge Series Integrated Tubular Solutions Wedge 563® Unparalleled Product Technology Wedge XP™ 2.0 Steel Grades Wedge 625® Dopeless® Technology Wedge 623® Reliable Manufacturing Quality Wedge 523® Wedge 521® Wedge 513® 13 Wedge 511® Application Guide Wedge 533® Connections Nomenclature Dimensional Range Blue® Series Blue® Blue® Max Blue® Heavy Wall Blue® Riser Large OD BlueDock® Connector Blue® Quick Seal ER™ TenarisXP® Series TXP® Buttress Legacy Series Legacy connections INTRODUCTION For information on other connections, visit www.tenaris.com PREMIUM CONNECTIONS CATALOGUE TenarisHydril 3 TenarisHydril TenarisHydril offers outstanding premium TenarisHydril premium connections are supplied connection design and technology worldwide. and supported by Tenaris, the leading manufac- With a comprehensive range of high performance turer and supplier of steel tubes and integrated products backed by an extensive global field tubular services to the world's energy industry. service network and licensed threading shops, we For further information please visit our website at develop solutions to meet the needs of ever more www.tenaris.com. demanding E&P environments. 4 Integrated Tubular Solutions Tenaris meets the evolving needs of the oil and gas industry with a commitment to unparalleled service, quality and innovative technology. Over the years, the oil and gas industry has moved Our TenarisHydril Blue® Series of connections from its onshore roots to more complex shallow are renowned for their outstanding performance water and deepwater operations, and on to uncon- in critical offshore and high pressure applications, ventional reserves. Operators seek not just reliable where fully tested gas-tight seals are required. -
Marine Propellers
2.016 Hydrodynamics Reading #10 2.016 Hydrodynamics Prof. A.H. Techet Marine Propellers Today, conventional marine propellers remain the standard propulsion mechanism for surface ships and underwater vehicles. Modifications of basic propeller geometries into water jet propulsors and alternate style thrusters on underwater vehicles has not significantly changed how we determine and analyze propeller performance. We still need propellers to generate adequate thrust to propel a vessel at some design speed with some care taken in ensuring some “reasonable” propulsive efficiency. Considerations are made to match the engine’s power and shaft speed, as well as the size of the vessel and the ship’s operating speed, with an appropriately designed propeller. Given that the above conditions are interdependent (ship speed depends on ship size, power required depends on desired speed, etc.) we must at least know a priori our desired operating speed for a given vessel. Following this we should understand the basic relationship between ship power, shaft torque and fuel consumption. Power: Power is simply force times velocity, where 1 HP (horsepower, english units) is equal to 0.7457 kW (kilowatt, metric) and 1kW = 1000 Newtons*meters/second. P = F*V (1.1) Effective Horsepower (EHP) is the power required to overcome a vessel’s total resistance at a given speed, not including the power required to turn the propeller or operate any machinery (this is close to the power required to tow a vessel). version 3.0 updated 8/30/2005 -1- ©2005 A. Techet 2.016 Hydrodynamics Reading #10 Indicated Horsepower (IHP) is the power required to drive a ship at a given speed, including the power required to turn the propeller and to overcome any additional friction inherent in the system. -
Want Something Better Than the OEM Propeller?
Quick Reference Guide Product Info • Prop Selection • Crossover Info • Part List Want Something Better Than The OEM Propeller? Run FASTER • Pull HARDER • Handle BETTER Get A free Diameter & Pitch Recommendation Today Visit us on the web at: https://turningpointpropellers.com/PROPWIZARD 6-300+hp • 3 AND 4 BLADE • ALUMINUM AND STAINLESS STEEL OUTBOARD AND STERNDRIVE BOAT PROPELLERS AVAILABLE FOR: Coleman® Evinrude® Honda® Johnson® Mariner® Mercury® MerCruiser® Nissan® OMC® Parsun® Suzuki® Tohatsu® Volvo Penta® Yamaha® Turning Point Propellers Industry Leading Manufacturer of Aluminum and Stainless Steel Pleasure Boat Propellers NO FASTER PROP ON THE WATER CONTENTS About Turning Point Propellers 1-6 Propeller Selection 7-14 OEM & Aftermarket Brand Crossover 15 ® Solas Crossover to Turning Point 16-24 Turning Point Propellers Features and Benefits (Con’t) ® Quicksilver Crossover to Turning Point 25-26 ® 11762 Marco Beach Drive STE. 2 Michigan Wheel Crossover to Turning Point 27-30 Jacksonville, FL 32224 Premium ULTRACOAT Powder Coat (Hustler Prop Series) Turning Point Propellers Part List 30-31 United States • Exclusive to Turning Point, the Ultracoat powder coat rivals a fine automotive finish, and 24 Hour Slurry Test: 600% More Wear! Competitor’s Process Office Hours: 9am-5pm ET M-F is more durable than paint. Phone: +1 904-900-7739 • Utilizing a state-of-the-art five step process, Ultracoat gives the propeller a shiny, uniform Who Is Turning Point Propellers Press (1) for Product Installation & Tech Support • One of the worlds largest propeller manufacturers. We own and operate our own aluminum Press (2) for Purchase Orders & Accounting appearance that enhances any boat’s good looks. -
Marine Propellers and Propulsion to Jane and Caroline Marine Propellers and Propulsion
Marine Propellers and Propulsion To Jane and Caroline Marine Propellers and Propulsion Second Edition J S Carlton Global Head of MarineTechnology and Investigation, Lloyd’s Register AMSTERDAM • BOSTON • HEIDELBERG • LONDON • NEW YORK • OXFORD PARIS • SAN DIEGO • SAN FRANCISCO • SINGAPORE • SYDNEY • TOKYO Butterworth-Heinemann is an imprint of Elsevier Butterworth-Heinemann is an imprint of Elsevier Linacre House, Jordan Hill, Oxford OX2 8DP 30 Corporate Drive, Suite 400, Burlington, MA 01803, USA First edition 1994 Second edition 2007 Copyright © 2007, John Carlton. Published by Elsevier Ltd. All right reserved The right of John Carlton to be identified as the authors of this work has been asserted in accordance with the Copyright, Designs and Patents Act 1988 No part of this publication may be reproduced, stored in a retrieval system or transmitted in any form or by any means electronic, mechanical, photocopying, recording or otherwise without the prior written permission of the publisher Permissions may be sought directly from Elsevier’s Science & Technology Rights Department in Oxford, UK: phone ( 44) (0) 1865 843830; fax ( 44) (0) 1865 853333; email: [email protected]. Alternatively+ you can submit your+ request online by visiting the Elsevier web site at http://elsevier.com/locate/permissions, and selecting Obtaining permission to use Elsevier material Notice No responsibility is assumed by the published for any injury and/or damage to persons or property as a matter of products liability, negligence or otherwise, or from any use or operation of any methods, products, instructions or ideas contained in the material herein. Because of rapid advances in the medical sciences, in particular, independent verification of diagnoses and drug dosages should be made British Library Cataloguing in Publication Data Carlton, J. -
Low and High Speed Propellers for General Aviation - Performance Potential and Recent Wind Tunnel Test Results
NASA Technical Memorandum 8 1745 Low and High Speed Propellers for General Aviation - Performance Potential and Recent Wind Tunnel Test Results Robert J. Jeracki and Glenn A. Mitchell Lewis Research Center Cleveland, Ohio i I Prepared for the ! National Business Aircraft Meeting sponsored by the Society of Automotive Engineers Wichita, Kansas, April 7-10, 1981 LOW AND HIGH SPEED PROPELLERS FOR GENERAL AVIATION - PERFORMANCE POTENTIAL AND RECENT WIND TUNNEL TEST RESULTS by Robert J. Jeracki and Glenn A. Mitchell National Aeronautics and Space Administration Lewis Research Center Cleveland, Ohio 441 35 THE VAST MAJORlTY OF GENERAL-AVIATION AIRCRAFT manufactured in the United States are propel- ler powered. Most of these aircraft use pro- peller designs based on technology that has not changed significantlv since the 1940's and early 1950's. This older technology has been adequate; however, with the current world en- ergy shortage and the possibility of more stringent noise regulations, improved technol- ogy is needed. Studies conducted by NASA and industry indicate that there are a number of improvements in the technology of general- aviation (G.A.) propellers that could lead to significant energy savings. New concepts like blade sweep, proplets, and composite materi- als, along with advanced analysis techniques have the potential for improving the perform- ance and lowering the noise of future propel- ler-powererd aircraft that cruise at lower speeds. Current propeller-powered general- aviation aircraft are limited by propeller compressibility losses and limited power out- put of current engines to maximum cruise speeds below Mach 0.6. The technology being developed as part of NASA's Advanced Turboprop Project offers the potential of extending this limit to at least Mach 0.8. -
The Impact of the Roman Army (200 BC – AD 476)
Impact of Empire 6 IMEM-6-deBlois_CS2.indd i 5-4-2007 8:35:52 Impact of Empire Editorial Board of the series Impact of Empire (= Management Team of the Network Impact of Empire) Lukas de Blois, Angelos Chaniotis Ségolène Demougin, Olivier Hekster, Gerda de Kleijn Luuk de Ligt, Elio Lo Cascio, Michael Peachin John Rich, and Christian Witschel Executive Secretariat of the Series and the Network Lukas de Blois, Olivier Hekster Gerda de Kleijn and John Rich Radboud University of Nijmegen, Erasmusplein 1, P.O. Box 9103, 6500 HD Nijmegen, The Netherlands E-mail addresses: [email protected] and [email protected] Academic Board of the International Network Impact of Empire geza alföldy – stéphane benoist – anthony birley christer bruun – john drinkwater – werner eck – peter funke andrea giardina – johannes hahn – fik meijer – onno van nijf marie-thérèse raepsaet-charlier – john richardson bert van der spek – richard talbert – willem zwalve VOLUME 6 IMEM-6-deBlois_CS2.indd ii 5-4-2007 8:35:52 The Impact of the Roman Army (200 BC – AD 476) Economic, Social, Political, Religious and Cultural Aspects Proceedings of the Sixth Workshop of the International Network Impact of Empire (Roman Empire, 200 B.C. – A.D. 476) Capri, March 29 – April 2, 2005 Edited by Lukas de Blois & Elio Lo Cascio With the Aid of Olivier Hekster & Gerda de Kleijn LEIDEN • BOSTON 2007 This is an open access title distributed under the terms of the CC-BY-NC 4.0 License, which permits any non-commercial use, distribution, and reproduction in any medium, provided the original author(s) and source are credited. -
Eusebius and Hadrian's Founding of Aelia Capitolina in Jerusalem
ELECTRUM * Vol. 26 (2019): 119–128 doi: 10.4467/20800909EL.19.007.11210 www.ejournals.eu/electrum EUSEBIUS AND HADRIAN’S FOUNDING OF AELIA CAPItoLINA IN JERUSALEM Miriam Ben Zeev Hofman Ben Gurion University of the Negev Abstract: From numismatic findings and recent excavations in the Old City of Jerusalem it emerges that the preparatory work on Aelia Capitolina started at the very beginning of Hadrian’ reign, most probably in the 120s, more than a decade before the Bar Kokhba war. The question then arises as how it happened that Eusebius mentions the founding of this colony as a conse- quence of the war. The answer lies both in the source he depends upon, possibly Ariston of Pella, and also in Eusebius’ own conception of Jewish history. Keywords: Bar Kokhba’s coins, Jerusalem excavations, Ariston of Pella, Eusebius’ view of Jewish history. The military colony of Aelia Capitolina which Hadrian founded in Jerusalem constitutes a traumatic event and a turning point in Jewish history. The holy city of Jerusalem turned into a pagan site inhabited by Roman soldiers, where idolatrous shrines were built and pagan religious rites were held. Jews were prohibited from entering it. The meaning of this event has been variously interpreted in modern scholarship,1 and its very timing within the context of the Bar Kokhba war has long been debated in view of the conflicting testimonies provided by the extant sources. At the beginning of the third century CE, Cassius Dio records the founding of the colony as preceding the Bar 1 For example, scholars are found who consider it usual Roman praxis and attribute it to technical and logistical considerations (Bowersock 1980, 134–135, 138; Mildenberg 1980, 332–334; Schäfer 1981, 92; Schäfer 1990, 287–288, 296; Schäfer 2003, 147; see also Tameanko 1999, 21; Bieberstein 2007, 143–144; Bazzana 2010, 98–99), while others contend that the founding was meant to put an end to Jewish expectations of a Temple by founding a miniature Rome explicitly intended for the settlement of foreign races and for- eign religious rites. -
Fall 20212021
LOSLOS MEDANOSMEDANOS COLLEGECOLLEGE FALLFALL 20212021 Discover Your Future LOS MEDANOS COLLEGE Fall 2021 Online Registration Dates: DATE PRIORITY GROUP CRITERIA Important Dates April 26-27 Group 1 Priority registration for EOPS, DSPS, qualified veterans, qualified foster youth and CalWORKs, for students under 100 degree- applicable units or in good standing Contra Costa Community April 28 Group 2 Special registration for DSPS note takers, early graduation applicants College District and qualified athletes, for students under 100 degree-applicable units Los Medanos College is proud to be part or in good standing of the Contra Costa Community College April 29 Group 3a Continuing* students with 45-75 units within the district District. The District Office is May 3-4 Group 3b Continuing* students with 0-44 .99 units within the district and Dual Enrollment Students registering in CCAP courses . located at 500 Court Street in Martinez, California 94553. May 8 Group 3c Recent matriculated* high school graduates May 10-11 Group 3d Continuing* students with 75 .01-99 .99 units within the district Other colleges in the district include: May 12 Group 3e New matriculated* and returning* students with less than 100 units Contra Costa College in San Pablo, and in the district Diablo Valley College in Pleasant Hill May 19 Group 4 Registration for continuing* and returning* students over 100 degree- and San Ramon. applicable units or on 2nd semester probation or dismissal June 1-2 Group 5 New non-matriculated and exempt students Board of Trustees John E. Márquez, Ward 1 Fall 2021 Open Registration Dates: Judy E. Walters, Ward 2 Rebecca Barrett, Ward 3 June 21 Group 6 ALL Special Admit/Concurrent high school students registration Andy Li, Ward 4 August 9 Group 7 Open registration for all college students Fernando Sandoval, Ward 5 Mansu Kim, Student Trustee Other Important Dates: Chancellor Native American Day (college closed) .