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Fort Stevens Confederate order of battle

The following Confederate States Army units and commanders fought in the July 11, 1864 Battle of Fort Stevens during the American Civil War. The Union order of battle is listed separately. LTG = Lieutenant General MG = Major General BG = Brigadier General Col = Colonel Ltc = Lieutenant Colonel Maj = Major LTG Jubal Early MG John C. Breckinridge Cooling, Benjamin F. Jubal Early's Raid on Washington 1864. Baltimore, Maryland: The Nautical & Aviation Publishing Company of America, 1989. ISBN 0-933852-86-X

J. R. Mudassir Husain

Syed J. R. Mudassir Husain is a Bangladeshi jurist who served as the 14th Chief Justice of Bangladesh during 2004–2007. Husains' uncle, Syed A. B. Mahmud Hossain, was the second Chief Justice of Bangladesh. Husain completed his LLB from the University of Dhaka. Husain was enrolled as a High Court advocate in 1965, he was appointed as a High Court judge on 18 February 1992 and elevated to the Appellate Division on 5 March 2002. Husain was appointed assistant attorney general in 1977 and deputy attorney general on 8 January 1984. Husain worked as part-time lecturer at Central Law College, Dhaka during 1966-78. Husain is married to Syeda Majida Khatun. Together they had three daughters and a son

Society of Thoracic Surgeons

The Society of Thoracic Surgeons is a Chicago, Illinois -based medical specialty professional society in the field of cardiothoracic surgery. Membership worldwide includes more than 7,500 surgeons and other health care professionals who are part of the cardiothoracic surgery team; the Society's official journal is The Annals of Thoracic Surgery. The STS National Database was established in 1989 as an initiative for quality improvement and patient safety among cardiothoracic surgeons; the Database has four components—the Adult Cardiac Surgery Database, the General Thoracic Surgery Database, the Congenital Heart Surgery Database, the Intermacs Database—and now houses more than 7.5 million surgical records. The STS National Database has grown to be the largest database of its kind in medicine and is one of the pioneers in the analysis and reporting of risk-adjusted outcomes in cardiothoracic surgery. In late 2010, the Society launched an initiative through which participants of the ACSD could voluntarily report their performance on coronary artery bypass grafting surgeries.

Since ACSD public reporting has evolved to include aortic valve replacement surgery and CABG+AVR. Public reporting from the CHSD was added in 2015, public reporting from the GTSD began in 2017. Consumer Reports and U. S. News & World Report have both relied upon STS Public Reporting Online data for their respective hospital ratings programs. To meet the needs of an expanding specialty, a group of established young thoracic surgeons, led by Dr. R. Adams Cowley of Baltimore, met in the late 1950s to exchange ideas concerning the feasibility of another thoracic surgical society. By April 1963, a committee comprising Dr. Cowley, Dr. Francis X. Byron of Los Angeles, Dr. Clifford F. Storey of San Diego, Dr. J. Maxwell Chamberlain of New York, Dr. John D. Steele of San Fernando, Calif. Dr. Byron H. Evans of Fresno, Calif. Dr. Edgar P. Mannix of Manhasset, NY, Dr. Earle B. Kay of Cleveland, Dr. John E. Miller of Baltimore, recommended that the a new society for thoracic and cardiovascular surgery be established.

A planning committee was appointed, an STS constitution was finalized in August 1963 at the home or Dr. Robert K. Brown in Denver. Officers and councilors were elected on October 31, 1963, included Dr. Paul C. Samson as president, Dr. Thomas H. Burford as vice president, Dr. Byron as secretary, Dr. John E. Steele as editor of The Annals of Thoracic Surgery; the first STS Annual Meeting was held in St. Louis in January 1965; the initial management activities of STS were conducted from the office of Dr. J. Maxwell Chamberlain in New York. By 1969, when membership in the Society had grown to 700, it was decided that management activities would be handled by a professional management organization. Smith and Associates managed STS from 1969 to 2002, but in the years of the SBA era, the Society's leadership felt the organization had grown so robust that it was time to hire a staff of dedicated STS employees; the transition to self-management was implemented under the direction of Mark B. Orringer, MD, who completed his term as STS President, William A. Baumgartner, MD, his successor as President.

On June 1, 2002, STS opened its headquarters office in the American College of Surgeons building in Chicago with 9.5 full-time employee equivalents, including Executive Director & General Counsel Robert A. Wynbrandt, a membership that had grown to more than 4,100. In 2004, a dedicated STS office in Washington, DC, was established. STS manages and provides staff support for five affiliate organizations, including its charitable arm, The Thoracic Surgery Foundation. Official website The Annals of Thoracic Surgery

Vortex generator

A vortex generator is an aerodynamic device, consisting of a small vane attached to a lifting surface or a rotor blade of a wind turbine. VGs may be attached to some part of an aerodynamic vehicle such as an aircraft fuselage or a car; when the airfoil or the body is in motion relative to the air, the VG creates a vortex, which, by removing some part of the slow-moving boundary layer in contact with the airfoil surface, delays local flow separation and aerodynamic stalling, thereby improving the effectiveness of wings and control surfaces, such as flaps, elevators and rudders. Vortex generators are most used to delay flow separation. To accomplish this they are placed on the external surfaces of vehicles and wind turbine blades. On both aircraft and wind turbine blades they are installed quite close to the leading edge of the aerofoil in order to maintain steady airflow over the control surfaces at the trailing edge. VGs are rectangular or triangular, about as tall as the local boundary layer, run in spanwise lines near the thickest part of the wing.

They can be seen on vertical tails of many airliners. Vortex generators are positioned obliquely so that they have an angle of attack with respect to the local airflow in order to create a tip vortex which draws energetic moving outside air into the slow-moving boundary layer in contact with the surface. A turbulent boundary layer is less to separate than a laminar one, is therefore desirable to ensure effectiveness of trailing-edge control surfaces. Vortex generators are used to trigger this transition. Other devices such as vortilons, leading-edge extensions, leading-edge cuffs delay flow separation at high angles of attack by re-energizing the boundary layer. Examples of aircraft which use VGs include the Embraer 170 and Symphony SA-160. For swept-wing transonic designs, VGs alleviate potential shock-stall problems. Many aircraft carry vane vortex generators from time of manufacture, but there are aftermarket suppliers who sell VG kits to improve the STOL performance of some light aircraft.

Aftermarket suppliers claim that VGs lower stall speed and reduce take-off and landing speeds, that VGs increase the effectiveness of ailerons and rudders, thereby improving controllability and safety at low speeds. For home-built and experimental kitplanes, VGs are cheap, cost-effective and can be installed quickly. Owners fit aftermarket VGs to gain benefits at low speeds, but a downside is that such VGs may reduce cruise speed slightly. In tests performed on a Cessna 182 and a Piper PA-28-235 Cherokee, independent reviewers have documented a loss of cruise speed of 1.5 to 2.0 kn. However, these losses are minor, since an aircraft wing at high speed has a small angle of attack, thereby reducing VG drag to a minimum. Owners have reported that on the ground, it can be harder to clear snow and ice from wing surfaces with VGs than from a smooth wing, but VGs are not prone to inflight icing as they reside within the boundary layer of airflow. VGs may have sharp edges which can tear the fabric of airframe covers and may thus require special covers to be made.

For twin-engined aircraft, manufacturers claim that VGs reduce single-engine control speed, increase zero fuel and gross weight, improve the effectiveness of ailerons and rudder, provide a smoother ride in turbulence and make the aircraft a more stable instrument platform. Some VG kits available for light twin-engine airplanes may allow an increase in maximum takeoff weight; the maximum takeoff weight of a twin-engine airplane is determined by structural requirements and single-engine climb performance requirements. For many light twin-engine airplanes, the single-engine climb performance requirements determine a lower maximum weight rather than the structural requirements. Anything that can be done to improve the single-engine-inoperative climb performance will bring about an increase in maximum takeoff weight. In the US from 1945 until 1991, the one-engine-inoperative climb requirement for multi-engine airplanes with a maximum takeoff weight of 6,000 lb or less was as follows: All multi-engine airplanes having a stalling speed V s 0 greater than 70 miles per hour shall have a steady rate of climb of at least 0.02 2 in feet per minute at an altitude of 5,000 feet with the critical engine inoperative and the remaining engines operating at not more than maximum continuous power, the inoperative propeller in the minimum drag position, landing gear retracted, wing flaps in the most favorable position … where V s 0 is the stalling speed in the landing configuration in miles per hour.

Installation of vortex generators can bring about a slight reduction in stalling speed of an airplane and therefore reduce the required one-engine-inoperative climb performance. The reduced requirement for climb performance allows an increase in maximum takeoff weight, at least up to the maximum weight allowed by structural requirements. An increase in maximum weight allowed by structural requirements can be achieved by specifying a maximum zero fuel weight or, if a maximum zero fuel weight is specified as one of the airplane's limitations, by specifying a new h

1913 Glamorgan County Council election

The 1913 Glamorgan County Council election was the ninth contest for seats on this local authority in south Wales. It was followed, due to the First World War, by the 1919 election; as in most parts of Wales, the Liberal Party was once again triumphant and won a majority of the seats. The Conservatives made some impact, as did the Labour Party, although in case of the latter there was no sign of a breakthrough. There were no boundary changes at this election. 49 of the 66 councilors were returned unopposed. Only a small number of those seats that were contested changed hands. In many areas, contests between Liberal and Labour candidates were avoided and the Progressive label adopted; the Conservatives gained two seats at Llandeilo Talybont and Llansamlet while Labour lost at both Cwmavon and Ystalyfera. This was counterbalanced by a Labour victory at Pontardawe. All eight members were returned unopposed in the Aberdare Valley and no Labour candidates entered the fray. There were a number of contested elections in this area.

In these areas the Conservatives again performed well at the expense of the Liberals. Randall was again returned unopposed, with the Liberals deciding not to oppose him. Boundary Change; the previous Caerphilly division was divided. In this new ward, long-serving alderman David Prosser was defeated. Henry Lewis again returned after many years. Robert Forrest held the seat comfortably. James Evans, elected following Richard Lewis's election as alderman in 1901, was returned unopposed; this was a repeat of the contest three years with the same result. Having run as an Independent in 1910, narrowly defeating the Labour candidate, the sitting member was returned as a Conservative. T. J. Hughes, vice-chairman of the county council was returned unopposed; the ward was renamed Porthcawl. In a close contest a prominent Liberal defeated the former Conservative councillor. Alderman William Llewellyn was again returned unopposed. E. T. Davies, had been elected at a by-election following Elias Henry Davies's appointment as alderman in 1902.

He was now returned unopposed. Penygraig appears to be a new ward. Enoch Davies, returned in 1901 following William Morgan's re-election as alderman, was elected unopposed. Thomas Jones, Co-operative stores manager, was returned unopposed. D. W. Davies, the member since 1898, was returned unopposed for the second successive election. Sitting councillor Dr T. H. Morris stood down to allow Alderman W. H. Mathias to be returned unopposed. Clifford Cory, the member since 1892, was once again returned unopposed. In addition to the 66 councillors the council consisted of 22 county aldermen. Boundary chanes following the secession of Merthyr kept the number of councillors at 66 through the creation of additional wards; the number of aldermen therefore remained unchanged. Aldermen were elected by the council, served a six-year term. Following the 1910 election, there were twelve Aldermanic vacancies rather than eleven owing to the resignation of John Davies, an alderman elected for a Merthyr ward; the following aldermen were appointed by the newly elected council.

Elected for six years Thomas, W. M. David G. h - Fleming, Rhys Dd. Hughes G. J. Hughes, W. Jones, J. Jordan, Rhys Llew- ellyn, W. Llewellyn, W. H. Matthews, W. M. Williams, Rev. D. H. Williams. Elected for three years The following by-elections were held following the election of aldermen. Williams, Chris. Democratic Rhondda: Politics and society 1885-1951. Cardiff: University of Wales Press