مذكرة تأسيس إنجليزي
Memorandum and articles of Association of the
INTERNATIONAL BIJA CULTURAL RESEARCH ASSOCIATION
[I.B.C.R.A]
The 'IBCRA' is a voluntary, non-governmental, non-profit making Association, whose aim is to compile, study and document the Bija culture. The word 'culture' is used here to cover language, arts, literature, tradition, Customs, beliefs, social norms and relevant development studies.
Objectives
1- Establishment of the written language (in Arabic and Latin Scripts) and promoting literacy materials and education in Bedawiet.
2- Publication of both bi- and trilingual dictionaries (Beja/Arabic/English).
3- Research into the relationships between Beja and other languages to elucidate its linguistic ancestry.
4- Collection of a comprehensive corpus of Beja literature in its various forms and genres.
5- Exploration of Beja culture and its relationships to other cultures.
6- Promotion of a systematic archaeological study of Beja history with the aim of establishing a definitive historical record.
7- Issue of published materials on Beja culture.
8- Promotion of exhibitions, conferences and symposia on Beja culture.
9- Fostering relationships with research centers and academic institutions in Sympathy with the aims of the Association.
10- Developing of a Center and Institute for Beja Culture.
11- Fostering academic research, especially by Beja speakers.
Articles of Association:
The Administrative system of IBCRA shall consist of a General Assembly, and a Board of Directors.
The General Assembly:
Shall convene every two years.
Shall decide general policy and outline procedures that best achieve the aims of the Association.
Shall elect a board of five directors.
The Board of Directors:
Shall specify operating procedures as directed by the General Assembly.
Shall, at its first meeting, elect from its members a chairman, two vice- presidents, an administrative secretary and a financial secretary.
Shall have as a quorum three fifths of its members.
Shall have a fixed duration of two years after which new elections shall be held.
The Board of Directors shall produce a report of all its activities and shall present this to the meeting of the General Assembly.
Simple majority will take the resolutions, and the chairman shall have the casting vote.
The Board of Directors may appoint ad hoc committees for every activity of the Association,Members of these committees may be co-opted from outside the Association.
The Board will strive to obtain scholarships for its members in relevant fields of study. Applications from members for these scholarships will be assessed by the board and awarded by them as appropriate.
The board may appoint salaried officials to further the work of the Association.
Duties of Board Office Holders
The Chairman:
shall chair both the Board of Directors and the General Assembly.
Shall report on all his activities to the Board.
The Chairmen or his delegate shall be the representative of the Association before others.
The Administrative Secretary:
Shall be responsible for safe keeping and filing of all Association documents.
Shall be responsible for convening meetings after being so instructed by the Chairman.
Shall be responsible for taking minutes at Board meetings.
Shall present an Annual administrative report to the Board of Directors.
Shall present a report to the GM about the lapsed session.
The Financial Secretary:
Shall be responsible to the Board for all financial matters relating to the Association.
Shall maintain accounts that accurately represent the financial state of the association.
Shall present annual accounts to the Board and to the General Assembly.
To be accountable before the Board and G. M. in regard to all pecuniary matters- as decided by the Board- in respect of revenues and expenditure.
b) To present an annual performances report to the Board.
c) To present a report to the GM about the lapsed session.
Membership
The Association Membership is open to All Beja People and to all those actively interested in the aims of the Association.
Terms of Membership:
1- All prospective members must submit a written application or fill in the Association's membership application form.
2- Acceptance for membership of the Association will depend on the agreement of the board or a membership committee authorized by it.
3- Membership will be dependent on payment of the annual subscription decided by the board.
4- Students and full members of universities may enjoy reduced rates at the discretion of the Board or the Membership Committee. In order to qualify they must produce documentary evidence of their status.
5- All membership payments will be made to the Financial Secretary.
6- At the discretion of the Board a member may be offered a reduction in their subscription if they pay five or more years in advance.
7- Any Association member of ten or more years standing and who has paid all his subscriptions may be offered life membership free of further charge.
Honorary Membership
The Board may offer honorary Membership to any researcher who presents a dissertation on any aspect of Beja Culture.
Honorary membership of the Association shall not exceed 40 in number, and no more than five may be appointed at each session of the Board.
An honorary member is exempt from all membership subscriptions.
An honorary member may not vote at meetings of the General Assembly but may participate fully in all debates and discussions.
The Board of Directors may cancel any honorary membership if it is felt to be in the interests of the Association.
Association Finance
The financial resources of the Association are:
a) Membership subscriptions.
b) Donations and grants.
c) Income from the Association 's cultural activities.
Addenda
1- None of the above Articles of the Association may be altered without a Two-thirds majority of the General Assembly.
2- The Arabic Text is the original text of this Memorandum and Articles of Association.
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الجمعة, 17 كانون2/يناير 2025 23:04
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Most plane crashes are ‘survivable’
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First, the good news. “The vast majority of aircraft accidents are survivable, and the majority of people in accidents survive,” says Galea. Since 1988, aircraft — and the seats inside them — must be built to withstand an impact of up to 16G, or g-force up to 16 times the force of gravity. That means, he says, that in most incidents, “it’s possible to survive the trauma of the impact of the crash.”
For instance, he classes the initial Jeju Air incident as survivable — an assumed bird strike, engine loss and belly landing on the runway, without functioning landing gear. “Had it not smashed into the concrete reinforced obstacle at the end of the runway, it’s quite possible the majority, if not everyone, could have survived,” he says.
The Azerbaijan Airlines crash, on the other hand, he classes as a non-survivable accident, and calls it a “miracle” that anyone made it out alive.
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Most aircraft involved in accidents, however, are not — as suspicion is growing over the Azerbaijan crash — shot out of the sky.
And with modern planes built to withstand impacts and slow the spread of fire, Galea puts the chances of surviving a “survivable” accident at at least 90%.
Instead, he says, what makes the difference between life and death in most modern accidents is how fast passengers can evacuate.
Aircraft today must show that they can be evacuated in 90 seconds in order to gain certification. But a theoretical evacuation — practiced with volunteers at the manufacturers’ premises — is very different from the reality of a panicked public onboard a jet that has just crash-landed.
Galea, an evacuation expert, has conducted research for the UK’s Civil Aviation Authority (CAA) looking at the most “survivable” seats on a plane. His landmark research, conducted over several years in the early 2000s, looked at how passengers and crew behaved during a post-crash evacuation, rather than looking at the crashes themselves. By compiling data from 1,917 passengers and 155 crew involved in 105 accidents from 1977 to 1999, his team created a database of human behavior around plane crashes.
His analysis of which exits passengers actually used “shattered many myths about aircraft evacuation,” he says. “Prior to my study, it was believed that passengers tend to use their boarding exit because it was the most familiar, and that passengers tend to go forward. My analysis of the data demonstrated that none of these myths were supported by the evidence.” -
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الجمعة, 17 كانون2/يناير 2025 22:50
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الجمعة, 17 كانون2/يناير 2025 22:47
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What’s on board this flight
Blue Origin had planned to launch a pair of Mars-bound satellites on behalf of NASA for the first flight of New Glenn.
But delays with the rocket’s development prompted the space agency to change course, moving that flight to this spring at the earliest. So for this inaugural flight, Blue Origin opted to instead fly a “demonstrator” that will test technology needed for the company’s proposed Blue Ring spacecraft — which will aim to serve as a sort of in-space rideshare vehicle, dragging satellites deeper into space when needed.
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The demonstrator on this New Glenn flight will remain aboard the rocket for the entire six-hour flight, Blue Origin said, and it will validate “communications capabilities from orbit to ground” as well as “test its in-space telemetry, tracking and command hardware, and ground-based radiometric tracking.”
The Blue Ring Pathfinder demonstrator is part of a deal Blue Origin inked with the US Department of Defense’s Defense Innovation Unit.
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Why Blue Origin wants to reuse rockets
Similar to SpaceX, Blue Origin is aiming to recover and refly its first-stage rocket boosters in a bid to make launches less expensive.
“Reusability is integral to radically reducing cost-per-launch,” the company said in a recent news release, using the same oft-repeated sentiment that SpaceX has touted since it began landing rocket boosters in 2015.
Bezos, however, has acknowledged the importance of reusing rocket parts since he founded the company in 2000 — two years before Musk established SpaceX. And the company has already developed its suborbital New Shepard tourism rocket to be reusable.
“It’s not a copy cat game,” Henry said. “Blue Origin has been pursuing reusable vehicles since before reusable vehicles were cool. Now it’s much more of a mainstream idea (because of SpaceX). The difference is that it’s taken Blue Origin so much longer to get to orbit.”
If successful, returning the New Glenn rocket booster for a safe landing will be a stunning feat. After expending most of its fuel to propel the rocket’s upper stage to space, the first-stage booster will need to make a clean separation. The booster must then maneuver with pinpoint guidance and reignite its engines with precision timing to avoid crashing into the ocean or the Jacklyn recovery platform. -
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الجمعة, 17 كانون2/يناير 2025 22:46
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الجمعة, 17 كانون2/يناير 2025 22:46
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الجمعة, 17 كانون2/يناير 2025 22:40
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What New Glenn will do
In some ways, New Glenn has already made its mark on the launch industry. Blue Origin has for years pitched the rocket to compete with both SpaceX and United Launch Alliance — a joint venture of Boeing and Lockheed Martin that buys engines from Blue Origin — for lucrative military launch contracts.
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The US Space Force selected Blue Origin, ULA and SpaceX in June to compete for $5.6 billion worth of Pentagon contracts for national security missions slated to launch over the next four years.
Blue Origin also has deals with several commercial companies to launch satellites. The contracts include plans to help deploy Amazon’s Kuiper internet satellites and a recently inked deal with AST SpaceMobile to help launch the Midland, Texas-based company’s space-based cellular broadband network.
New Glenn could also be instrumental in building Blue Origin’s planned space station, called Orbital Reef. Blue Origin and it commercial partners, including Sierra Space and Boeing, among others, hope the station will one day provide a new destination for astronauts as the International Space Station is phased out of service.
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New Glenn vs. other powerful rockets
New Glenn packs significant power. Dubbed a “heavy-lift” vehicle, its capabilities lie between SpaceX’s Falcon 9 rocket and the more powerful Falcon Heavy launch vehicle.
SpaceX’s workhorse Falcon 9, for example, can haul up to 22.8 metric tons (50,265 pounds) to space. While New Glenn is capable of carrying about double that mass, it may also be roughly the same price as a Falcon 9: reportedly around $60 million to $70 million per launch.
“I think in order to compete with Falcon 9, you have to go head-to-head or better on price,” said Caleb Henry, the director of research at Quilty Space, which provides data and analysis about the space sector.
The question, however, is whether Blue Origin will be able to sustain a competitive price point, Henry added.
Still, one feature that makes New Glenn stand out is its large payload fairing, or nose cone. The component protects the cargo bay and is a whopping 23 feet (7 meters) wide — nearly 6 feet (2 meters) larger than that of SpaceX’s Falcon 9 or Falcon Heavy.
Henry said Blue Origin likely opted to outfit New Glenn with such a large fairing in order to help fulfill Bezos’ vision of the future. -
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الجمعة, 17 كانون2/يناير 2025 22:34
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Scientists have identified an estimated 10% of all species on Earth. Here’s what they found in 2024
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A toothy toadstool. A vegetarian piranha with a distinctive mark. And a pygmy pipehorse floating in the Indian Ocean shallows.
These wild wonders were among the hundreds of previously unknown species of animals, plants and fungi that scientists named and described for the first time in 2024, expanding our surprisingly limited knowledge of Earth’s diversity.
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“While it is critical to place protections on known threatened species, we must also allocate resources towards identifying unknown species that may be just as important to the functioning of an ecosystem,” Bennett said.
Researchers connected to the institution described 138 new species in 2024, including 32 fish. One standout was a pygmy pipehorse named Cylix nkosi. The seahorse relative was originally found in 2021 in the cool temperate waters surrounding the North Island of New Zealand, but the species described this year was discovered in the subtropical waters off South Africa, expanding the known range of this group to the Indian Ocean
“South African reefs present notoriously difficult diving conditions with rough weather and intense, choppy waves — we knew we only had one dive to find it,” underwater photographer and marine biologist Richard Smith said in a statement.
“This species is also quite cryptic, about the size of a golf tee, but luckily we spotted a female camouflaged against some sponges about a mile offshore on the sandy ocean floor.”
The researchers involved in describing the new species chose nkosi as its name. A reference to the local Zulu word for “chief,” the name reflects the species’ crown-like head shape and acknowledges South Africa’s KwaZulu-Natal province where it was found. -
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الجمعة, 17 كانون2/يناير 2025 22:32
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الجمعة, 17 كانون2/يناير 2025 22:31
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الجمعة, 17 كانون2/يناير 2025 22:31
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The survivors of recent crashes were sitting at the back of the plane. What does that tell us about airplane safety?
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Look at the photos of the two fatal air crashes of the last two weeks, and amid the horror and the anguish, one thought might come to mind for frequent flyers.
The old frequent-flyer adage is that sitting at the back of the plane is a safer place to be than at the front — and the wreckage of both Azerbaijan Airlines flight 8243 and Jeju Air flight 2216 seem to bear that out.
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The 29 survivors of the Azeri crash were all sitting at the back of the plane, which split into two, leaving the rear half largely intact. The sole survivors of the South Korean crash, meanwhile, were the two flight attendants in their jumpseats in the very tail of the plane.
So is that old adage — and the dark humor jokes about first and business class seats being good until there’s a problem with the plane — right after all?
In 2015, TIME Magazine reporters wrote that they had combed through the records of all US plane crashes with both fatalities and survivors from 1985 to 2000, and found in a meta-analysis that seats in the back third of the aircraft had a 32% fatality rate overall, compared with 38% in the front third and 39% in the middle third.
Even better, they found, were middle seats in that back third of the cabin, with a 28% fatality rate. The “worst” seats were aisles in the middle third of the aircraft, with a 44% fatality rate.
But does that still hold true in 2024?
According to aviation safety experts, it’s an old wives’ tale.
“There isn’t any data that shows a correlation of seating to survivability,” says Hassan Shahidi, president of the Flight Safety Foundation. “Every accident is different.”
“If we’re talking about a fatal crash, then there is almost no difference where one sits,” says Cheng-Lung Wu, associate professor at the School of Aviation of the University of New South Wales, Sydney.
Ed Galea, professor of fire safety engineering at London’s University of Greenwich, who has conducted landmark studies on plane crash evacuations, warns, “There is no magic safest seat.”
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