Loving Monday: Succeeding in Business without Selling Your Soul, is written by John D. Beckett, Chairman and C.E.O. of the R.W. Beckett Corporation. Beckett is the largest manufacturer of residential oil burners in North America. Affiliated companies are leaders in other home appliance components.
In Loving Monday, John Beckett provides a compelling account of how he has integrated his faith and work at Beckett. The result is a business that is respected throughout the heating industry for its integrity and ethics. Within the company, Beckett’s employees find a dynamic work environment where excellence is expected, and where each person is viewed with dignity and a high value on his or her individual worth.
Beckett’s book reveals life-lessons taught him by his father, the company’s founder. These lessons, coupled with insights gained from his decades-long walk of faith, give vivid evidence that high standards and business success can complement each other to the benefit of both. The book’s significance is summed up by industry leader, Archie W. Dunham, President and CEO of ConocoPhillips, Inc.: “Loving Monday is a quick read for busy business people. It portrays John Beckett’s journey of faith and his application of God’s values in the workplace.”
Many oil heat service technicians encounter problems with air in the oil supply system. Most are caused by the use of COMPRESSION FITTINGS, but leaks can be found elsewhere.
For many years our electrode settings have remained unchanged. However, in recent years we found that an alternate electrode setting worked well in certain applications. This change amounted to lowering the electrode tips downward from the old standard 7/16” to 5/16” above the nozzle centerline.
We have seen an improvement in light-offs with the 5/16” settings, especially on installations that are susceptible to cold oil or high oil viscosity. The 5/16” setting places the high voltage arc where it can more effectively ignite the larger droplets produced by colder or higher viscosity fuel oils.
In an effort to improve performance and better serve the market we have decided to standardize the electrode settings for our “F” head applications by eliminating the old 7/16” above centerline standard electrode setting and using the 5/16” above centerline setting as the standard setting. The electrode position of 1/16” in front of the nozzle and the 5/32” gap between the electrode tips will remain unchanged.
The following diagram will show you the 5/16” standard specifications:
Connecting more than one oil heating appliance to a common chimney can be easy and beneficial once we understand the basic guidelines. When following the guidelines for installation, the system will work for you. Disregard these guidelines, and the system can work against you.
The flue and chimney sizing not only controls the exhaust of combustion by-products, but also has a direct effect on the burner’s air supply. When the draft of the appliance rises, the fan wheel of the burner moves air easier. As the draft on the appliance drops, the fan wheel must work harder to move the same amount of air. Proper chimney and flue design, along with proper draft control, allow for an efficient combustion process. //
- The chimney must be of adequate size to properly vent the gases created by the total BTU input of all appliances combined. Refer to Figure 1.
- The flue piping of the system, whether for single or multiple appliances, should be as short a run as possible, and rise 1/4″ per running foot up and toward the chimney. Whenever possible, do not exceed 10 feet of flue pipe length.
- Avoid using more than two 90-degree turns in the piping. Additional 90-degree turns further restrict the exhaust system on burner start-up.
- The piping, when inserted into the chimney entrance, should not extend beyond the inside surface of the chimney liner. The area around the flue piping should be sealed where it enters the chimney.
- When venting two appliances separately into a common chimney, always install the smaller flue pipe (appliance with lowest GPH input) at a higher point into the chimney than the larger flue pipe for the appliance with the largest GPH input. Refer to Figure 2.
The cadmium sulfide cell, or cad cell, is part of the primary control system and is used to sense the presence of the oil burner flame. The cad cell assembly consists of the actual cell, a holder, and cord to connect the cell to the primary control. This detector is mounted in the air tube of the burner in such a way as to sight the flame.
The cad cell is made from a cadmium sulfide coated ceramic disk with a conductive grid over its surface. Electrodes are attached to this surface, and the cell is sealed in glass to protect it. The cad cell in darkness has a very high resistance to the flow of electrical current. Yet, in the presence of visible light, it has a very low resistance. For a properly adjusted burner, during operation, the cad cell resistance should be approximately 300-1000 ohms, but not more than 1600 ohms. A resistance above 1600 ohms signals a problem that should be corrected.
Beginning in June, all sunrooms included in new construction projects will be required to show they will not create “unwanted solar gain.” The change, noted Daily Mail, is part of “a raft of measures” aimed at “future-proofing” homes against summers where temperatures are predicted to reach 104º F. Though “well above what is currently experienced in Britain,” such highs would “cause conservatories to become unbearably hot, often increasing the temperature uncomfortably indoors too.”
Wait — so would 200 degrees, but so what?
Incidentally, the average daily temperature in the UK in July is 70 degrees. (More than half of the United States just laughed out loud and said “Hold my beer.”)
And not to nitpick, here — but whose business is it to determine whether a sunroom becomes “unbearably hot” or “uncomfortably warm” throughout a particular residential home, anyway — the homeowner or the British government?
Possible ELWA Powerhouse design
Roof Style: Vertical
Roof Color: White
Trim Color: C. Red
Gables Color: Sandstone
Garage Door Color: N/A
Zipcode: 17319
Width: 60'
Length: 80'
Height: 16'
Garage Doors: 0
Walk-In Doors: 0
Windows: 0
Sides: Open
Ends: Open
Price: $72,504.69
Deposit to Order: $10,020.97
Details
Item Base $43,190.00
Add Options $15,756.90
Item Subtotal $58,946.90
Manufacturer Fees $13,557.79
Shipping
FREE Delivery and Installation! (Est Delivery Info)
60×80 Metal Building
$94,857.60 Price
$13,110.40 Deposit to Order (10% - 17%)
Details
$56,160.00 Item Base
$20,960.00 Add Options (doors, windows, 16ft sidewall)
$77,120.00 Item Subtotal
$17,737.60 Manufacturer Fees (steel costs)
FREE Delivery and Installation
More important than the mechanics of the system is the rationale...
Debian provides the two separate directories so that if you're automatically managing your Apache configs, you can just have all of the vhosts drop into sites-available on all your machines, and then individual vhosts can be enabled on the server that will actually serve them. It also means you can near-instantaneously disable a site if it's causing problems //
Important information:
You should edit files only in sites-available directory.
Do never edit files inside the sites-enabled directory, otherwise you can have problems if your editor runs out of memory or, for any reason, it receives a SIGHUP or SIGTERM. //
the file in sites-enabled is a symlink to the sites-available file: ///
after manipulating symlinks in sites-enabled, run sudo service [httpd | nginx ] restart
We all know how to enable a website using apache on Linux. I'm pretty sure that we all agree on using the a2ensite command.
Unfortunately, there is no default equivalent command that comes with Nginx, but it did happen that I installed some package on ubuntu that allowed me to enable/disable sites and list them.
The problem is I don't remember the name of this package.
Does anybody know what I'm talking about?
Please tell me the name of this package and the command name.
According to google searches, the Jinping Underground Laboratories are the "deepest" building or buildings constructed, reaching 7900 feet (2400 metre) below the surface.... However, the surface in question is a mountain. While that does classify as underground, it highlights a flaw in the question of the deepest underground building.
I can't seem to find the lowest building in the world though, or the deepest in relation to depth within the earth's crust.
What is the lowest point below sea level that we have built where a human can go? I imagine this is likely another laboratory. But where would a building of this description be?
But there's a much higher threshold of 550° C for levitation of an ice disk to occur.
Dash a few drops of water onto a very hot, sizzling skillet and they'll levitate, sliding around the pan with wild abandon. Physicists at Virginia Tech have discovered that this can also be achieved by placing a thin, flat disk of ice on a heated aluminum surface, according to a new paper published in the journal Physical Review Fluids. The catch: there's a much higher critical temperature that must be achieved before the ice disk will levitate.
As we've reported previously, in 1756, a German scientist named Johann Gottlob Leidenfrost reported his observation of the unusual phenomenon. Normally, he noted, water splashed onto a very hot pan sizzles and evaporates very quickly. But if the pan's temperature is well above water's boiling point, "gleaming drops resembling quicksilver" will form and will skitter across the surface. It's called the "Leidenfrost effect" in his honor.
Cases of thrombosis with thrombocytopenia syndrome and Guillain-Barré syndrome have been reported after receipt of Janssen COVID-19 vaccine.
On December 16, 2021, after reviewing updated vaccine effectiveness and safety data, the Advisory Committee on Immunization Practices made a preferential recommendation for the use of mRNA COVID-19 vaccines over the Janssen adenoviral-vectored COVID-19 vaccine in all persons aged ≥18 years in the United States.
What are the implications for public health practice?
Pfizer-BioNTech or Moderna mRNA COVID-19 vaccines are preferred over the Janssen COVID-19 vaccine for primary and booster vaccination. The Janssen COVID-19 vaccine may be considered in some situations, including for persons with a contraindication to receipt of mRNA COVID-19 vaccines.
All barking up the wrong tree.
The FAA should have evaluated some actual altimeters before the FCC approved the use of C-Band for 5G and fed into that process.
This, coupled with the 737Max debacle - means heads really have to roll at the FAA. Problems with both attitude and competence.
Prior would have been challenging. The FAA was unusure how much spectrum to allocate to 5G. The band in question is 3.7 to 4.2 GHz. Prior to 2020 it was ALL used for fixed sattelite service (FSS). The FCC had a long negotiated process to determine how much or little or that would be reorganized to be used for mobile services (5G) and how much would remain as FSS. That dividing line would determine how far the new 5G c-band would be from the radio altimeter band. The FCC looked at reallocating as little as 100 MHz and as much as all 500 MHz to mobile services (although that was very unlikely). Boeing and the avionic companies simply said don't reallocate more than 400 MHz (5G would end at 4.1 GHz). The FCC reallocated even less. 300 MHz and then stripped off 20 MHz for a guard band so it ended at 3.98 GHz.
So while the FAA maybe could have done some preliminary testing of a few possible scenarios they didn't know the realignment plan until the FCC completed it. Still that happened in 2020 almost two years ago. At that point the FAA should have known that baring credible actual evidence of interference the auction and rollout would eventually happen. They could have mandated testing then or a year later when the auction was completed.
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After stalling for almost two years, FAA cleared 78% of planes in the past week. //
These statements marked a sudden shift, coming just three days after Parker and Kirby signed a letter claiming that 5G on the C-band would cause "catastrophic disruption" to air travel. //
The biggest recent development is that the FAA finally started a process to evaluate and approve altimeters after claiming without proof that 5G on C-Band spectrum (3.7 to 3.98 GHz) would disrupt altimeters that use spectrum from 4.2 GHz to 4.4 GHz. While the Federal Communications Commission created a 220 MHz guard band to protect airplane equipment, poorly built altimeters may be unable to filter out transmissions from other spectrum bands.
The FAA didn't start its process of evaluating the actual altimeters used by airplanes after February 2020, when the Federal Communications Commission approved the use of C-Band spectrum for 5G. The FAA also didn't start this evaluation process after the FCC auctioned off the spectrum to wireless carriers in February 2021. Instead, the FAA continued arguing that 5G deployment should be blocked long after carriers started preparing their equipment and towers to use the C-band. //
The FAA saying that deployment at these frequencies might cause problems doesn't make any sense at all because its already been done. Is the US some special case where laws of physics don't apply?
As someone joked in another post, metric vs imperial wavelengths? //
The FAA could have been in CYA mode even three months ago and had 99.9% of aircraft cleared prior to the Jan 17th go live date. They didn't even start to do their job until Jan 4th. I would point out the original go live date was 1 Nov so the FAA got a homework extension twice and still didn't turn it in on time. //
The FAA came up with a testing regime this year and now we've got most altimeters in use having been cleared, just 3 weeks later. The resources it and the airline industry spent fighting 5G C-band deployment seem quite clearly to far exceed the resources it spent on testing and discovering there's actually no problem. //
I can't help but think that some airline CEOs tinfoil hat wearing, 5G conspiracist brother-in-law got a hold of them at a holiday get together to let him know of the imminent air disaster due to the 5G transmitters and now caused this ridiculousness for the past several weeks.
Books to read
A heap overflow bug was recently discovered in the Linux kernel. The patch is available now in most major Linux distributions. //
In this one, there's a heap overflow bug in the legacy_parse_param in the Linux kernel's fs/fs_context.c program. This parameter is used in Linux filesystems during superblock creation for mount and superblock reconfiguration for a remount. The superblock records all of a filesystem's characteristics such as file size, block size, empty and filled storage blocks. So, yeah, it's important.
The legacy_parse_param() "PAGE_SIZE - 2 - size" calculation was mistakenly made an unsigned type. This means a large value of "size" results in a high positive value instead of a negative value as expected. Whoops.
A local attacker can use it to escalate their user privileges or crash the system. This can be done with a specially crafted program that triggers this integer overflow. That done, it's trivial to execute arbitrary code and give the attacker root privileges.
To exploit it requires the CAP_SYS_ADMIN privilege to be enabled. If that's the case, an unprivileged local user can open a filesystem that does not support the File System Context application programming interface (API). In this situation, it drops back to legacy handling, and from there, the flaw can escalate an attacker's system privileges.
The rollout of 5G cellular phone service has started affecting operations around the country—a terrific story in The Air Current by Jon Ostrower detailed the confusion at Palm Beach International yesterday, writing, “The aircraft’s radar altitude abruptly ran down to zero, causing repeated loud aural warnings: PULL UP WHOOP WHOOP DON’T SINK TOO LOW GEAR. The flight landed without incident in good weather, but it wasn’t the first time. ‘Exact same location multiple times the past two weeks,’ the pilot, who was on the flight deck for both anomalies, told The Air Current.”
And now Airbus has issued guidance to pilots that details the many things that could go wrong with their planes’ systems if the radar altimeter, built into a handful of systems, including Autoland and Ground Proximity Warning Systems, were to get erroneous readings.
https://theaircurrent.com/aviation-safety/5g-network-disruption-cluster/
On May 23, 2021, at approximately 6:45 UTC, Churo and Fnu Lnu arrived at the operations room of the Minsk area air traffic control center with responsibility for Belarusian airspace. Churo and Fnu Lnu conveyed the purported bomb threat to the controllers on duty, even though the Flight had not yet departed Athens. Churo and Fnu Lnu specifically crafted the threat to coerce the pilots of the Flight to avoid continuing to their final destination of Vilnius, by claiming that the purported bomb would explode if the Flight landed there.
In addition, Churo and Fnu Lnu took the telling steps of directing that the Flight be diverted specifically to Minsk, and even though the Flight was still in the adjacent airspace of Ukraine, prohibiting the Minsk air traffic control center from making any notification to Ukrainian authorities of the purported bomb threat. This helped to ensure that the Flight would enter Belarusian airspace, and the plot to obtain and exercise control over the Flight could be executed. Fnu Lnu remained in the operations room at the Minsk air traffic control center from the time that he and Churo conveyed the purported bomb threat and directed that the Flight divert to Minsk, until shortly before the Flight landed in Minsk after being diverted, in order to ensure that the diversion plot was successfully executed.
Once the Flight reached Belarusian airspace, Fnu Lnu instructed the senior air traffic controller who was responsible for communicating with the Flight to inform the pilots of the purported bomb threat, describe that the threat had been sent by email, and make specific statements to ensure the threat seemed credible and to coerce the Flight to divert to Minsk. For example, Fnu Lnu directed that the air traffic controller should falsely inform the pilots that the threat to the aircraft was a level “red” – the most specific and credible category of threat. Fnu Lnu provided updates on the execution of the plot in real time to his superior in the Belarusian security services, Andry Antolievich Lnu, at one point expressing concern that the pilots might be stalling for time and the Flight might soon leave Belarusian airspace, which would jeopardize the success of their diversion scheme. In response to the false information conveyed as part of the defendants’ plot, the pilots of the Flight ultimately declared an emergency and diverted to Minsk National Airport, in accordance with the directives from Churo and Fnu Lnu.
Once the Flight landed in Minsk, Fnu Lnu left the air traffic control operations room and went to the airport tarmac. The Flight was met by Belarusian security services personnel, including individuals dressed in camouflage military-style uniforms, some of whom were wearing ski masks and carrying visible firearms. Fnu Lnu remained on the tarmac supervising the security forces and monitoring the screening of the passengers as they disembarked. Belarusian security services personnel then instructed the passengers to board one of several airport passenger buses.
Belarusian authorities boarded one of the buses and asked Individual-1 to come forward and identify himself, demonstrating that Belarusian authorities were aware that Individual-1 was on board the Flight. Individual-1 was escorted off the bus, where uniformed Belarusian officers separately searched him again on the airport tarmac. Belarusian officers then escorted Individual-1 back onto the bus and traveled with Individual-1 and the rest of the passengers to the airport terminal. Once the bus arrived at the terminal, the Flight’s passengers were detained in an area of the terminal secured by Belarusian security services. Additional Belarusian security officers met Individual-1 and the officers accompanying him, escorted Individual-1 away from the remaining passengers and detained Individual-1. One group of passengers from the Flight, including multiple U.S. nationals and Individual-2, was detained in a narrow hallway for approximately three hours at the airport. During that time, Belarusian authorities also escorted Individual-2 away from the other passengers and detained Individual-2. The Flight was ultimately allowed to depart from Minsk and continue to its original destination of Vilnius later that evening. No bomb was ever on the Flight. //
Soon after the diversion of the Flight, Belarusian government officials began to cover up what had happened. On or about May 24, 2021, the day after the Flight was diverted, Churo appeared at a press conference in Belarus with other Belarusian officials to address the Flight’s diversion. During the press conference, Churo stated falsely the Belarusian authorities had “done everything according to their technology and their job responsibilities” in handling the Flight. In reality, Churo knew that he and his co-conspirators had contrived the false bomb threat and had directed the Flight to divert to Minsk so that Belarusian security services could arrest Individual-1 and Individual-2. To further conceal the defendants’ plot, Kazyuchits directed Belarusian air traffic authorities to create false incident reports, including by doctoring the reports to misrepresent that the bomb threat was received at approximately the same time that the Flight entered Belarusian airspace and omit the fact that Fnu Lnu of the Belarusian security services was present in the operations room and directed activity during the Flight’s diversion. //
An indictment is merely an allegation, and all defendants are presumed innocent until proven guilty beyond a reasonable doubt in a court of law.
Ryanair flight 4978 from Athens to Vilnius was forcibly diverted to Minsk while passing through Belarus airspace on Sunday, 23 May. The flight was 72 kilometers from Vilnius (VNO) when it made a 180 degree turn before diverting to Minsk at the behest of authorities in Belarus. The aircraft was allowed to depart about 7 hours after landing. //
On 20 January 2022, the United States charged four Belarusian government officials with aircraft piracy for forcibly diverting Ryanair flight 4978. The US was able to bring the charges because four of the passengers onboard the flight were US nationals. The charging documents for the first time lay out US version of how the flight was diverted. Those charged are either employees of the state air navigation service provider or state security services. //