Patriarchy assigns us some very limiting gendered roles and programms us accordingly. For some of us, the programming that we received turned out to be a farce, a joke, a corset that could never fit our growing and expanding sense of self. In the sex-negative culture in which most of us were raised, for a man to openly identify as submissive requires an extra dose of courage, commitment and self-knowledge.
For pussy owners by contrast, it is just the opposite. Sexual surrender to the more dominant sexual partner seems to go without saying and is consequently seldom called into question. For many of us, there is no possibility to investigate whether our orientation is appropriate or if perhaps there could be something more.
We gain a lot of stability by consciously giving permission for both our Yin (submissive) and Yang (dominant) aspects to develop and evolve. We are multidimensional beings and never just one thing. Understanding and providing space for the many variations within the sexual self will lead to a more balanced and creative dance through life. Our happiness is rooted in honoring all that we are as members of the human race.
Surrendering to the variations that life provides will bring about profound transformation. Join me for this Salon as we uncover a better understanding of submission in our individual lives.
Dude, even your game screams you're innocent and that's putting it nicely.  The pic with the dog just confirms her bias (although it could be used to your advantage in a different context). To finish on a more positive note, there's a very high chance she truly has completely different lifestyle to yours and it simply wouldn't work out with her even if you did everything perfectly. There's plenty fish in the sea, keep going.What is the coldest month in Qualicum Bay?
January is the coldest month in Qualicum Bay, Canada, with an average high-temperature of 5.7°C (42.3°F) and an average low-temperature of 0.3°C (32.5°F).
How much does it rain in Qualicum Bay?
Throughout the year, in Qualicum Bay, 1312mm (51.7") of rain is accumulated.
What is the warmest month in Qualicum Bay?
The warmest month in Qualicum Bay, Canada, is July, with an average high-temperature of 22°C (71.6°F) and an average low-temperature of 11.6°C (52.9°F).
What is the driest month in Qualicum Bay?
July is the month with the least rainfall, with 28mm (1.1") of accumulated precipitation.
What is the rainiest month in Qualicum Bay?
The month with the most rainfall in Qualicum Bay, Canada, is November when 218mm (8.6") of precipitation is typically aggregated.
When Using "J" to scroll, each article appears lower and lower - Oh no!
Hey guys, I’m a very intense user (on chrome, on my desktop) and a very huge fan. As of yesterday, something weird happens: I usually use the list view, and press “j” constantly to scroll to the next story. Works perfectly usually. But as of yesterday, every time I press “j”, the next top article appears a bit lower in the window. The next one a bit lower below that, and after a few, I need to use the mouse to scroll back up. This kills the flow of j-j-j to just scroll through hundreds of articles quickly. Is there anything I can do to bring back the old style so I can rapidly scroll through lots of articles? Thanks!
So I need to figure this one out because it’s not happening for me. What’s your username?
Please do, since I’m not able to reproduce the bug.
see how it’s a bit lower on the screen?
see how now, that line is even lower.
Now you see that it’s fully half-way down the screen!!!
And now you see that this post is fully down to the bottom of the screen!!! So now, I need to manually scroll back up!
IMPORTANT note: i just tried this on a feed, and everything was perfect. This ONLY HAPPENS when I am in a FOLDER. NOte in the example above, I am in the “1 - Keysites” folder.
Good news! This is now fixed. Thanks a lot for those screenshots. It had to do with the Text view, but it was my fault.
Boeing executives offer a simple explanation of why the company's best-selling aircraft in the world, 737 MAX 8, crashed twice in recent months and left Jakarta, Indonesia in October and then Addis Ababa, Ethiopia in March. Executives claimed Wednesday, March 27, that the cause was a software problem – and that a new software upgrade fixed it.
But this open and closed edition of events is in conflict with what diligent airline journalists have uncovered in the weeks since Asia, Europe, Canada and then the United States anchored aircraft.
The story begins nine years ago when Boeing was confronted with a major threat to the bottom line, and asked the airline to hasten a number of cloths through the certification process ̵
The specification of what happened in the regulatory system is still in progress (and despite the managers' assurances, we do not even know exactly what happened on the flights yet). But the big picture emerges: A large employer faces a major economic threat, and short-term policy and greed gained beyond the integrity of regulation. It's a scandal.
737 versus 320 rivalry, explained
There are many different passenger aircraft on the market, but only two very similar narrow body plans dominate domestic (or intra-European) journeys. One is the European company Airbus 320 family, with models called A318, A319, A320 or A321 depending on how long the aircraft is. These four variants have in the design the same flight deck so that pilots can be trained to fly them around each other.
The 320 family competes with a group of aircraft called Boeing 737 – a 737-600, a 737-700, a 737-800 and a 737-900 – with higher numbers indicating larger planes. Some of them are also extended models that have an ER connection to the name, and you might guess they have longer intervals.
It is important that, although there are many different flavors at 737, they are somehow the same plane, as all the different 320 family plans are the same plan. For example, Southwest Airlines simplifies its overall operation by flying only 737 variants.
Both the 737 and the 320 come in many different tastes, so the airlines have plenty of options as to what type of aircraft will fly exactly which route. But because there are only two players in this market and because their offerings are so fundamentally similar, the competition for this part of the airline market is both intense and strangely limited. If a company had a clear technical advantage over the other, it would be a minor disaster for the losing company.
And that's what Boeing thought it was facing.
A320neo was a problem for Boeing
Jet fuel is a great price for airlines. With wage costs largely driven by collective bargaining and regulations requiring minimum levels of Aid per flight. Passengers, fuel is the cost center that has the most capacity to do something about. Therefore, improved fuel efficiency has emerged as one of the main reasons for competition between aircraft manufacturers.
If you roll back to 2010, it seemed as if Boeing had a real problem in this regard.
Airbus came out with an updated version of the A320 family, as it called the A320neo with "neo", which means "new engine option." The new engines should be a more fuel-saving design with larger diameter than previous A320 engines, which could nevertheless be mounted on what was largely the same aircraft. This was an inappropriate engineering business both in the design of the new engines and in finding out how to get them to work with the old aircraft, but even though it cost a lot of money, it worked basically. And it raised the question of whether Boeing would answer.
Originally word was that it would not. As CBS Moneywatch's Brett Snyder wrote back in December 2010, the basic problem was that you couldn't let go of the new generation of more efficient, larger-diameter engines at 737:
One of the problems for Boeing is that it requires more Work to put new engines at 737 than on the A320. The 737 is lower to the ground than the A320, and the new engines have a larger diameter. So while both manufacturers were going to work, Boeing guys would have more work to do to jack up the plane. It will cost more while reducing commonality with the current fleet. As we know from last week, reduced commonality also means higher costs for airlines.
Under the circumstances, Boeing's best opportunity was to just take the frame for a couple of years and accept that it should start selling 737's at a discounted price while taking time to design a brand new aircraft. It would, of course, be time consuming and expensive, and in the meantime they would probably lose a bunch of narrowband sales to Airbus.
The original version of 737 flew first in 1967, and a decade-old decision on how much height to leave between wing and runway, left them boxed-out of 21st century engine technology – and there was simply nothing to Be done about it.
Unless there were.
Boeing decided to put those big engines anyway
As recently as February 2011, Boeing's president and CEO James McNerney held the plan to design a brand new aircraft.
"We're not finished evaluating this whole situation yet," he told an analyst call ", but our current bias is moving to a newer