In today's video I will show you how to use references in ABAP. In my example today we will change the value of a variable via a reference. References are co...

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Neutrinos come in three fundamental flavors: electron, muon, and tau. The particles oscillate between these three forms in a shape-shifting process that only becomes apparent when a given flavor seems to suddenly vanish. The most elusive of these flavor transformations—also called mixing angles—describes the way electron neutrinos transform, and it is essential to understanding the cosmos. The Daya Bay Neutrino Experiment exists to pin that parameter down. Four anti-neutrino detectors are shown in place prior to installation of the pool cover. Brookhaven National Laboratory plays multiple roles in this international project, ranging from project management to data analysis. In addition to coordinating detector engineering efforts and developing essential software and analysis techniques, Brookhaven scientists perfected the “recipe” for the chemically stable liquid scintillator that fills parts of Daya Bay’s detectors and interacts with antineutrinos. More information about the Daya Bay experiment. Photo credit: University of California - Lawrence Berkeley National Laboratory

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Indoor Football Arena Design. Creating state-of-the-art indoor football facilities for all year-round sporting activity.

Visualizing Earth's magnetic field from 1900 to 2020.Using Python, the data is extracted from the 12th International Geomagnetic Reference Field (IGRF), a mathematical model that can predict magnetic inclination up to the year 2020.A custom algorithm …

2005 — This how-to guide covers the mechanics of data collection for applied qualitative research. It is appropriate for novice and experienced researchers alike. It can be used as both a training tool and a daily reference manual for field team members. The question and answer format and modular design make it easy for readers to […]

The slide rule may be a quaint anachronism in this age of ubiquitous computing, but there's still a place for the slide chart, the volvelle, the nomogram, and other hand-held "paper computers." These are still published by a few companies, and are a handy source of on-the-spot reference data, particularly in field or workshop environments that may be inhospitable to or inconvenient for electronic devices. Slide charts containing key screw, bolt, and nut data have been around for decades, and the folks at Great Innovations identify TAD's Universal Reference Calculator, discontinued in the mid 1990s, as inspiration for their chart.

The DSC Weekly newsletter normally covers trends or practices in the data science and AI field. Still, every couple of months, the editorial team will also write a newsletter issue such as this one specifically for writers. If you write regularly, these may contain new or changing information, while if you aren't a writer yet, but you'd like to be, this is a good reference to check.

Geo-collaboration is an emerging research area in computer sciences studying the way spatial, geographically referenced information and communication technologies can support collaborative activities. Scenarios in which information associated to its physical location are of paramount importance are often referred as Situated Knowledge Creation scenarios. To date there are few computer systems supporting knowledge creation that explicitly incorporate physical context as part of the knowledge being managed in mobile face-to-face scenarios. This work presents a collaborative software application supporting visually-geo-referenced knowledge creation in mobile working scenarios while the users are interacting face-to-face. The system allows to manage data information associated to specific physical locations for knowledge creation processes in the field, such as urban planning, identifying specific physical locations, territorial management, etc.; using Tablet-PCs and GPS in order to geo-reference data and information. It presents a model for developing mobile applications supporting situated knowledge creation in the field, introducing the requirements for such an application and the functionalities it should have in order to fulfill them. The paper also presents the results of utility and usability evaluations.

In order to migrate user defined S/4HANA object new functional module should be created. In this blog post you will learn how to do it and use your own API in Migration Cockpit object. SAP Note 2590165 – SAP S/4HANA Migration Cockpit – Creating Your own Function Modules could be good starting point in this journey. Main requirements for module are as follow: ◉ The function module must not execute the COMMIT WORK command. ◉ ABAP Dictionary structure BAPIRET2 must be used as a structure to return messages ◉ Test run flag should be implemented As example we will use database table ZSD_HISTCOND Price History Field Key  Data element   Data Type  Length  Decimals  Short Description  MANDT X MANDT CLNT 3 0 Client MATNR  X  MATNR  CHAR  40 0  Material Number  DATBI  X  KODATBI  DATS  8  0  Validity end date of the condition record DATAB  KODATAB   DATS  8  0  Validity start date of the condition record  KBETR  KBETR_KOND  CURR  11  2  Condition amount or percentage where no scale exists  Functional Module will be an interface to Migration Cockpit. Business logic, input data validation, warning and error message collecting is implemented in Class. 1. Create Table Type ZSDHISTZPR0_TT Run SE11 t-code. Chose Data type option and Table type.  Set Line Type ZSD_HIST as your database table. Save and activate. 2. Create Class Run SE80 t-code. Create Class ZCL_SD_HISTZPR_GEN Description   Creation Price History Instance Generation Public Define methods Method Level  Visibility  Description  CREATE  Static Method Public Create History of pricing records SET_RETURN_MESSAGE   Static Method   Private  Add return message  Define Parameters Parameter Type  Typing Method   Associated Type  CREATE IT_ZSDHISTCOND Importing Type ZSD_HISTCOND_TT ET_MESSAGES  Exporting  Type   BAPIRET2_T  SET_RETURN_MESSAGE IV_TYPE Importing Type BAPI_MTYPE IV_ID  Importing  Type  SYMSGID  IV_NUMBER  Importing  Type  SYMSGNO  IV_MESSAGE_V1   Importing  Type  SYMSGV  IV_MESSAGE_V2  Importing  Type  SYMSGV  IV_MESSAGE_V3  Importing  Type  SYMSGV  IV_MESSAGE_V4 Importing  Type  SYMSGV  ET_MESSAGES   Importing  Type  BAPIRET2_T  Define Text Symbols Sym Text 001  Populate mandatory data 002  Record was created  Set source code METHOD create.     DATA: ls_hist   TYPE zsd_histcond,           lt_hist       TYPE TABLE OF zsd_histcond,           ls_messages   TYPE bapiret2.     LOOP AT it_zsdhistcond ASSIGNING FIELD-SYMBOL().       IF -matnr IS INITIAL OR          -datbi IS INITIAL OR          -datab IS INITIAL.         set_return_message(           EXPORTING              iv_type = 'E'              iv_id = 'SD024'              iv_number = 000              iv_message_v1 = TEXT-001              iv_message_v2 = space              iv_message_v3 = space              iv_message_v4 = space            IMPORTING              et_messages = et_messages ).         RETURN.       ENDIF.       ls_hist-matnr = -matnr.       ls_hist-datbi = -datbi.       ls_hist-datab = -datab.       ls_hist-kbetr = -kbetr.       APPEND ls_hist TO lt_hist.     ENDLOOP.     MODIFY zsd_histcond FROM TABLE lt_hist.             set_return_message(           EXPORTING              iv_type = 'I'              iv_id = 'SD024'              iv_number = 000              iv_message_v1 = TEXT-002              iv_message_v2 = space              iv_message_v3 = space              iv_message_v4 = space            IMPORTING              et_messages = et_messages ).   ENDMETHOD.   METHOD SET_RETURN_MESSAGE.   DATA: ls_return TYPE bapiret2.     ls_return-type = iv_type.     ls_return-id = iv_id.     ls_return-number = iv_number.     ls_return-message_v1 = iv_message_v1.     ls_return-message_v1 = iv_message_v1.     ls_return-message_v1 = iv_message_v1.     ls_return-message_v1 = iv_message_v1.     APPEND ls_return TO et_messages.   ENDMETHOD. 3. Create Functional Module Create Function Group ZSD_0001. Create Function Module Z_SD_HISTCOND_CREATE. Set export\import parameters Import  Parameter Name Typing  Associated Type   Short Text  IV_TEST_RUN TYPE BAPIE1GLOBAL_DATA-TESTRUN Test run IT_ZSDHISTCOND   TYPE  ZSD_HISTCOND_TT   Price History Export   ET_MESSAGES TYPE BAPIRET2_T   Return messages Populate source code FUNCTION z_sd_histcond_create. *"---------------------------------------------------------------------- *"*"Локальный интерфейс: *"  IMPORTING *"     REFERENCE(IV_TEST_RUN) TYPE  BAPIE1GLOBAL_DATA-TESTRUN *"     REFERENCE(IT_ZSDHISTCOND) TYPE  ZSD_HISTCOND_TT *"  EXPORTING *"     REFERENCE(ET_MESSAGES) TYPE  BAPIRET2_T *"----------------------------------------------------------------------   zcl_sd_histcond_gen=>create(     EXPORTING       it_zsdhistcond = it_zsdhistcond     IMPORTING       et_messages = et_messages ).   IF iv_test_run = 'X'.     CALL FUNCTION 'BAPI_TRANSACTION_ROLLBACK'.   ENDIF. ENDFUNCTION. 4. Create Migration Object Run LTMC t-code. Create new Project Name – User defined object Price History Transfer Option – Transfer Data from File Mass Transfer ID Z24 Run t-code LTMOM. Open created Project Mass Transfer ID Z24. Chose menu: Project – Create Migration Object – User-Defined – Migrate Data Using Files\Staging Tables as shown on pictures below. 4.1 Define Source structure Create source structure S_HISTCOND Price History Key Name  Data Type   Length  Decimal Places   Column Header  X MATNR CHAR 40 Material X  DATBI  DATS 8 Valid To Date  DATAB  DATS  8  Valid-From Date KBETR  CURR  11  2 Price 4.2 Adjust structure mapping Source structure Target Structure   Access Type   Mapping Type   Source Cardinality   Target Cardinality   Data Type Path S_HISTCOND HEADER LOOP AT TABLE 1:1 Relation 1 1  Default Path S_HISTCOND  R_IT_ZSDHISTCOND Mapping only 1:1 Relation  1  1  Not Applicable 4.3 Set up fields mapping Parameter Parameter Value Rule  Target Field  Target Structure R_IT_ZSDHISTCOND SENDERFIELD   S_HISTCOND-MATNR MOVE MATNR SENDERFIELD   S_HISTCOND-DATBI   MOVE  DATBI  SENDERFIELD   S_HISTCOND-DATAB   MOVE  DATAB SENDERFIELD   S_HISTCOND-KBETR   MOVE  KBETR  Save Object (Ctrl+S) and generate run time object. 5. Migrate data Run LTMC t-code. Chose your Project then Object. Download Template. Populate data as follow. Go through migration steps. Data is uploaded into the table. Thereby we have created our own Functional Module and corresponding Migration Cockpit object. Now we can migrate custom object data.

This updated and revised edition of The Interior Design Reference & Specification Book gives you the information essential to planning and executing interior projects of all shapes and sizes in a format that is as easy to use as it is to carry--now including interviews with top practitioners from across the field of interior design. With detailed charts, specifications, diagrams, and digital information for planning and executing projects of every scale, this accessible reference explores these vital design topics: Fundamentals: Provides a step-by-step overview of an interior project, describing the scope of professional services, the project schedule, and the design and presentation tools used by designers.Space: Examines ways of composing rooms as spatial environments while speaking to functional and life-safety concerns.Surface: Identifies options in color, material, texture, and pattern, while addressing maintenance and performance issues.Environments: Looks at aspects of interior design that help create a specific mood or character, such as natural and artificial lighting, sound, and smell.Elements: Describes the selection and specification of furniture and fixtures, as well as other components essential to an interior environment, such as artwork and accessories.Resources: Gathers a wealth of useful data, from sustainability guidelines to online sources for interiors-related research.The Interior Design Reference & Specification Book is an essential sourcebook for designers, students of design, and anyone undertaking an interior design project. The Reference & Specification Book series from Rockport Publishers offers students and practicing professionals in a range of creative industries must-have information in their area of specialty in an up-to-date, concise handbook.

Hyperspectral Imaging Remote Sensing, Dimitris Manolakis,Ronald Lockwood,Thomas Cooley, A practical and self-contained guide to the principles techniques models and tools of imaging spectroscopy. Bringing together material from essential physics and digital signal processing it covers key topics such as sensor design and calibration atmospheric inversion and model techniques and processing and exploitation algorithms. Readers will learn how to apply the main algorithms to practical problems how to choose the best algorithm for a particular application and how to process and interpret hyperspectral imaging data. A wealth of additional materials accompany the book online including example projects and data for students and problem solutions and viewgraphs for instructors. This is an essential text for senior undergraduate and graduate students looking to learn the fundamentals of imaging spectroscopy and an invaluable reference for scientists and engineers working in the field. , Book2look: The state of the art online marketing tool for publishers and self-publishers: Make the point of discovery the point of sale. The unique look inside solution for your retail partners, authors and influencers. A book discovery tool for books in all Social Networks.

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Julie Oppermann's work pushes the limits of visual perception, making paintings that are physically difficult to perceive. The scintillating effects arising through the calculated layering and juxtaposition of contrasting colors through repetitive line patterns elicit shuttering afterimages, optical flicker, and disorienting sensations of movement. The paintings, on one hand, reference the digital, looking as if they might be computer-generated, vector-based interference patterns; up close, however, they reveal a gestural, intuitive approach. Glitches, bleeds and mis-registrations rupture the illusory field of the moiré, creating visual noise and also highlight the basic tools at work: taped-off line patterns and paint on canvas. Where others approach ideas such as rasterization, pixelation, image compression, data loss and corruption primarily through the more obvious channel of digital media, Oppermann succeeds, instead, by effecting these phenomena directly through the medium of perception itself. The glitch, so to speak, occurs in the viewing of the work, by distorting the viewer's field of vision, and interfering with their ability to "see" and look at the painting. Julie Oppermann is an artist from New York who lives and works in Berlin. She received her BFA from The Cooper Union, and a Master's in Neuroscience from the University of California, Berkeley. In 2012 she completed a residency at FAAP in São Paulo, an academic exchange with Professor Robert Lucander at the Berlin University of the Arts, and completed her M.F.A. at Hunter College. In 2013 she had solo exhibitions at Mark Moore Gallery in Los Angeles, and Galeria Árnes y Roepke in Madrid. Her work is included in numerous public and private collections, including the Museum of Fine Arts Houston (TX), and the Museum of Contemporary Art, San Diego (CA).

During the last thirty years, microstructural and technological studies on ceramic glazes have been essentially carried out through the use of Scanning Electron Microscopy (SEM) combined with energy dispersive X-ray analysis (EDX). On the contrary, optical microscopy (OM) has been considered of limited use in solving the very complex and fine-scale microstructures associated with ceramic glazes. As the crystallites formed inside glazes are sub- and micrometric, a common misconception is that it is not possible to study them by OM. This is probably one of the reasons why there are no available articles and textbooks and even no visual resources for describing and characterizing the micro-crystallites formed in glaze matrices. A thin section petrography (TSP) for ceramic glaze microstructures does not exist yet, neither as a field of study nor conceptually. In the present contribution, we intend to show new developments in the field of ceramic glaze petrography, highlighting the potential of OM in the microstructural studies of ceramic glazes using petrographic thin sections. The outcomes not only stress the pivotal role of thin section petrography for the study of glaze microstructures but also show that this step should not be bypassed to achieve reliable readings of the glaze microstructures and sound interpretations of the technological procedures. We suggest the adoption by the scientific community of an alternative vision on glaze microstructures to turn thin section petrography for glaze microstructures into a new specialized petrographic discipline. Such an approach, if intensively developed, has the potential to reduce the time and costs of scientific investigations in this specific domain. In fact, it can provide key reference data for the identification of the crystallites in ceramic glazes, avoiding the repetition of exhaustive protocols of expensive integrated analyses.

PREAMBLE This section gives a general description of the Auto Flight System and its functions: ‐ Architecture ‐ Function description ‐ Basic principle of systems: • Reversion • Protection • Managed and selected guidance modes. ‐ Mode information ‐ Display characteristics ‐ Operational principles ‐ Flight crew interface (MCDU pages) ‐ Degraded modes of operations. DESCRIPTION The Flight Management Guidance System (FMGS) contains the following units: ‐ Two Flight Management Guidance Computers (FMGC) ‐ Two Multipurpose Control and Display Units (MCDU) (third MCDU optional) ‐ One Flight Control Unit (FCU) ‐ Two Flight Augmentation Computers (FAC). GENERAL PHILOSOPHY The Flight Management Guidance System (FMGS) provides predictions of FLT time, mileage, speed, econ prof and altitude. It reduces cockpit workload, improves efficiency, and eliminates many routine operations generally performed by the flight crew. The Flight Management Guidance System (FMGS) operates as follows: ‐ During cockpit preparation the flight crew uses the Multipurpose Control and Display Unit (MCDU) to insert a preplanned route from origin to destination. This route includes SID, EN ROUTE, WAYPOINTS, STAR, APPROACH, MISSED APPR, and ALTN route as available from the navigation database. ‐ Subsequently the system defines a vertical profile and a speed profile, taking into account ATC requirements and performance criteria. Either FMGC performs all operations, if one FMGC fails. The FMGS computes the aircraft position continually, using stored aircraft performance data and navigation data. Therefore it can steer the aircraft along a preplanned route and vertical and speed profiles. This type of guidance is said to be “managed”. If the flight crew wants to modify any flight parameter (SPD, V/S, HDG, etc.) temporarily, they may do so by using the various Flight Control Unit (FCU) selectors. The FMGS then guides the aircraft to the target value of this parameter that they have selected. This type of guidance is said to be “selected”. The two available types of guidance, then, are: ‐ Managed guidance guides the aircraft along the preplanned route and the vertical and speed/Mach profile. (The FMGS computes the target values of the various flight parameters). ‐ Selected guidance guides the aircraft to the target values of the various flight parameters the flight crew selects by using the FCU selectors. Selected guidance always has priority over managed guidance. FLIGHT MANAGEMENT GUIDANCE COMPUTER (FMGC) Each FMGC is divided into two main parts: ‐ The Flight Management (FM) part controls the following functions: • Navigation and management of navigation radios • Management of flight planning • Prediction and optimization of performance • Display management. ‐ The Flight Guidance (FG) part performs the following functions: • Autopilot (AP) command • Flight Director (FD) command • Autothrust (A/THR) command. Each FMGC has its own set of databases. The individual databases can be independently loaded into their respective FMGC, or independently copied from one FMGC to the other. Each FMGC contains these main databases: 1. The Navigation database (2.8 Mbytes) contains standard navigation data: Navaids, waypoints, airways, enroute information, holding patterns, airports, runways, procedures (SIDs, STARs, etc.), company routes, alternates. The airline updates this part every 28 days, and is responsible for defining, acquiring, updating, loading, and using this data. The updating operation takes 20 min to complete or 5 min if cross loaded from the opposite FMGC. 2. The Airline Modifiable Information (AMI), also described as the FM Airline Configuration file, contains: ‐ Airline policy values: THR RED altitude, ACC altitude, EO ACC altitude, PERF factor, IDLE factor. ‐ Fuel policy values: Fuel for taxi, % of route reserve, maximum and minimum values of route reserve, etc. ‐ AOC functions customization. 3. The Aircraft Performance database includes the Engine model, Aerodynamical model, and Performance model. The airline cannot modify this database. 4. The Magnetic Variation database. 5. Each FMGC contains elements stored by the flight crew that enable them to create 20 waypoints, 10 runways, 20 navaids, and 5 routes. MULTIPURPOSE CONTROL AND DISPLAY UNIT (MCDU) Applicable to: PR-AVH, PR-AVJ, PR-AVK, PR-AVL, PR-AVO, PR-ONC, PR-OND, PR-ONG, PR-ONH, PR-ONI Two MCDUs are installed on the pedestal for flight crew loading and display of data. The use of the MCDU allows the flight crew to interface with the FMGC by selection of a flight plan for lateral and vertical trajectories and speed profiles. The flight crew may also modify selected navigation or performance data and specific functions of Flight Management (revised flight plan, engine-out, secondary flight plan, etc.). Additional data from peripherals (Centralized Fault Display System (CFDS), ARINC Communication Addressing and Reporting System (ACARS), Air Traffic Service Unit (ATSU)...) can also be displayed. Data that is entered into the MCDU that is illogical or beyond theaircraft capabilities will either be disregarded or will generate an advisory message. MULTIPURPOSE CONTROL AND DISPLAY UNIT (MCDU) Applicable to: PR-AVB, PR-AVC, PR-AVD, PR-AVP, PR-AVQ, PR-AVR, PR-AVU, PR-ONJ, PR-ONK, PR-ONL Two MCDUs are installed on the pedestal for flight crew loading and display of data. The use of the MCDU allows the flight crew to interface with the FMGC by selection of a flight plan for lateral and vertical trajectories and speed profiles. The flight crew may also modify selected navigation or performance data and specific functions of Flight Management (revised flight plan, engine-out, secondary flight plan, etc.). Additional data from peripherals (Centralized Fault Display System (CFDS), ARINC Communication Addressing and Reporting System (ACARS), Air Traffic Service Unit (ATSU)...) can also be displayed. Data that is entered into the MCDU that is illogical or beyond the aircraft capabilities will either be disregarded or will generate an advisory message. The MCDUs allow the activation of the back–up navigation in the case of a dual FM Failure. FLIGHT CONTROL UNIT (FCU) The FCU located on the glareshield, is the short-term interface between the flight crew and the FMGC. It is used to select any flight parameters or modify those selected in the MCDU. The autopilots and autothrust functions may be engaged or disengaged. Different guidance modes can be selected to change various targets (speed, heading, track, altitude, flight path angle, vertical speed). FLIGHT AUGMENTATION COMPUTER (FAC) The FAC controls rudder, rudder trim and yaw damper inputs. It computes data for the flight envelope and speed functions. The FAC also provides warning for low-energy and windshear detection if these functions are installed. OTHER FLIGHT CREW INTERFACES THRUST LEVERS The thrust levers are the main interface between the Flight Management Guidance Computer (FMGC), the Full Authority Digital Engine Control System (FADEC), and the flight crew. The thrust levers: ‐ Arm the autothrust at takeoff, when FLX or TOGA is selected ‐ Limit the maximum thrust by their position when autothrust is active ‐ Disconnect the autothrust system when the flight crew sets them to IDLE ‐ Command the thrust manually when autothrust is not active ‐ Engage the common modes (takeoff or go-around) when TOGA (or FLX for takeoff) is set ‐ Set the autothrust to the active mode when they are between IDLE and CL detent (MCT in engine out). ELECTRONIC FLIGHT INSTRUMENTS (EFIS) Two Primary Flight Displays (PFD) and Navigation Displays (ND) provide the flight crew with full-time flight guidance, navigation and system advisory information for all flight phases. An EFIS control panel is located at each end of the glareshield and is used to control both Primary and Navigation Displays. This panel includes controls to select various modes within the PFD. A selector allows the barometric altimeter setting to be displayed on the PFD. Various distance ranges can be selected on the ND, and two switches allow either the left or right VOR/ADF bearing pointers to be displayed on the ND. PRIMARY FLIGHT DISPLAYS The PFDs combine several conventional flt instrument indications on one color display panel, for centralized ref. of flight data. This centralized color display includes: ‐ Flight Director attitude guidance targets ‐ Armed and engaged modes ‐ Navigation and instrument approach information ‐ Altimeter setting ‐ Barometric altitude ‐ System messages. NAVIGATION DISPLAYS Five different color navigation compass displays can be selected: ‐ ARC (map mode) ‐ ROSE NAV (map mode) ‐ ROSE VOR ‐ ROSE LS ‐ PLAN. Information displayed on these modes uses the aircraft’s position as a reference point for the flight plan navigation data (lateral and vertical information). Applicable to: PR-AVH, PR-AVJ, PR-AVK, PR-AVL, PR-AVO, PR-ONC, PR-OND, PR-ONG, PR-ONH, PR-ONI A selector allows the barometric altimeter setting to be displayed on the PFD. Various distance ranges can be selected on the ND, and two switches allow either the left or right VOR/ADF bearing pointers to be displayed on the ND. RNP PUSHBUTTON Applicable to: PR-AVH, PR-AVJ, PR-AVK, PR-AVL, PR-AVO, PR-ONC, PR-OND, PR-ONG, PR-ONH, PR-ONI The flight crew uses the RNP pb to control the lateral deviation (L/DEV) scale display on the PFD during RNP AR (SAAAR or equivalent) operations. FLIGHT CREW INTERFACE WITH FMGC Applicable to: PR-AVB, PR-AVC, PR-AVD FLIGHT CREW INTERFACE WITH FMGC to: PR-AVH, PR-AVJ, PR-AVK, PR-AVL, PR-AVO, PR-AVP, PR-AVQ, PR-AVR, PR-AVU, PR-ONC, PR-OND, PR-ONG,PR-ONH, PR-ONI, PR-ONJ, PR-ONK, PR-ONL, PR-ONM SYSTEM INTERFACE DIAGRAM FMGS MODES OF OPERATION Applicable to: PR-AVH, PR-AVJ, PR-AVK, PR-AVL, PR-AVO, PR-ONC, PR-OND, PR-ONG, PR-ONH, PR-ONI, PR-ONM The FMGS has three modes of operation: ‐ Dual mode (the normal mode) ‐ Independent mode. Each FMGC being controlled by its associated MCDU ‐ Single mode (using one FMGC only). Applicable to: PR-AVB, PR-AVC, PR-AVD, PR-AVP, PR-AVQ, PR-AVR, PR-AVU, PR-ONJ, PR-ONK, PR-ONL The FMGS has four modes of operation: ‐ Dual mode (the normal mode) ‐ Independent mode. Each FMGC being controlled by its associated MCDU ‐ Single mode (using one FMGC only) ‐ Back–up navigation mode. DUAL MODE This is the normal mode. The two FMGCs are synchronized: each performs its own computations and exchanges data with the other through a crosstalk bus. One FMGC is the master, the other the slave, so that some data in the slave FMGC comes from the master. All data inserted into any MCDU is transferred to both FMGCs and to all peripherals. MASTER FMGC LOGIC ‐ If one autopilot (AP) is engaged, the related FMGC is master: • It uses the onside FD for guidance • It controls the A/THR • It controls the FMA 1 and 2. ‐ If two APs are engaged, FMGC1 is master. ‐ If no AP is engaged, and • The FD1 pb is on, then FMGC1 is master • The FD1 pb is off, and FD2 pb on then FMGC2 is master. ‐ If no AP/FD is engaged, A/THR is controlled by FMGC1. INDEPENDENT MODE The sys autom selects this degraded mode under specific abnormal conditions (e.g. diff. database validity on both FMGCs). Both FMGCs work independently and are linked only to peripherals on their own sides of the flight deck (“onside” peripherals). When this occurs, the “INDEPENDENT OPERATION” message is displayed on both MCDU scratchpads. Each MCDU transmits data it receives from its onside FMGC. It affects only the onside EFIS (Electronic Flight Instrument System) and RMP (Radio Management Panel). On the POS MONITOR page (and GPS MONITOR page  ), FMGS position (and GPS position ) from the opposite FMGC is not displayed. On the RAD NAV page (and PROG page, if the FMGS GPS is not installed), navaids tuned on the opposite MCDU are not displayed. Corresponding fields are blank. PROCEDURES ON GROUND  If each FMGC is loaded with a different database, the FMGS will only operate in independent mode. CHECK the database number and validity. CROSSLOAD  the database to restore the dual operation. Crossload function is available on ground only (in preflight or done phase), when an independent operation is detected. PROCEDURES IN FLIGHT DO NOT SWITCH the navigation databases. MAKE the same entries on both MCDUs to have both AP/FDs similar orders. Both FGs being valid, 2 APs may be engaged for CAT II or CAT III operations.  In the event of a go-around and when the second AP is disconnected: ENSURE that the FMGC in command has correct flight plan orders and an updated nav database. Airbus does not recommend pulling one FMGC circuit breaker to force the system to operate in SINGLE mode. SINGLE MODE The system automatically selects this degraded mode when one FMGC fails. When this occurs, the failed FMGC displays “OPP FMGC IN PROCESS” in white on the MCDU scratchpad. On the ND usually associated with the failed FM: ‐ If the NDs are not both in the same mode or range, the associated ND displays "MAP NOT AVAIL" and "SET OFFSIDE RNG/MODE". ‐ If the NDs are in the same mode and range, the associated ND displays the "OFFSIDE FM CONTROL" amber message. Both POS MONITOR pages display the same position (operative FMGC position). Both FDs are driven by the same FMGC. Any entry on either MCDU is sent to the operative FMGC. PROCEDURES  If a transient failure triggers a single mode of operation: DO NOT USE the MCDU(s) until the PLEASE WAIT message is suppressed. SET both NDs on the same range and mode to display the same information from the operative FMGC. When convenient, RESET the failed FMGC. (Refer to PRO-SUP-22-10-B Manual FMGS Reset - General). BACK UP NAVIGATION MODE Applicable to: PR-AVB, PR-AVC, PR-AVD, PR-AVP, PR-AVQ, PR-AVR, PR-AVU, PR-ONJ, PR-ONK, PR-ONL The flight crew selects on the MCDU MENU page this degraded mode when both FMGCs fail. They recover the navigation function through the MCDU and IRS/GPS  . The MCDU continuously memorizes the active flight plan in its memory. If both FMGCs fail, the back up navigation provides the following functions: ‐ Flight Planning ‐ Aircraft position using onside IRS, IRS3, or GPIRS position (if GPS  ) ‐ F-PLN display on ND ‐ No AP/FD NAV mode ‐ Limited lateral revision ‐ F-PLN automatic sequencing. PILOT INTERFACE - MANAGEMENT OF THE DISPLAYS The flight management system displays navigation, performance and guidance information on the: ‐ Multipurpose Control and Display Unit (MCDU) ‐ Navigation Display (ND) of the Electronic Flight Instrument System (EFIS) ‐ Primary Flight Display (PFD) of the EFIS. PILOT INTERFACE - MCDU GENERAL The Multipurpose Control and Display Unit (MCDU) has a Liquid Crystal Display (LCD) with 14 lines of 24 characters each, including: ‐ A title line that gives the name of the current page in large letters ‐ Six label lines, each of which nhames the data displayed just below it (on the data field line) ‐ Six data field lines that display computed data or data inserted by the flight crew ‐ The scratchpad line that displays: • Specific messages • Information the flight crew has entered by means of the number and letter keys and which can then be moved to one of the data fields. LINE SELECT KEYS There is a column of Line Select Keys (LSKs) on each side of the screen. The flight crew uses these keys to: ‐ Move a parameter they have entered in the scratchpad to the appropriate line on the main screen ‐ Call up a specific function page indicated by a prompt displayed on the adjacent line ‐ Call up lateral or vertical revision pages from the flight plan page. KEYBOARD The keyboard includes: ‐ Function and Page keys: Call up functions and pages the flight crew uses for flight management functions and computations. ↑ ↓ (or SLEW) keys Move a page up or down to display portions that are off the screen. ← → keys Moves to the next page of a multi-page element. An arrow in the top right corner indicates that another page is available. -AIRPORT key Calls up the FLT plan page that contains the next airport along the current flight plan. Successive pushes on the key show the alternate airport, the origin airport (before takeoff), and the next airport again. ‐ Number and letter keys allow the flight crew to insert data in the scratchpad so that they can use a line select key to enter it in the main display. ‐ Three keys have special functions: CLR (clear) key Erases material (messages or inserted data) from the scratchpad or from certain areas of displayed pages. OVFY (overfly) key Allows the aircraft to overfly a selected waypoint. SP (space) key Allows to insert a space in specific message. ANNUNCIATORS (ON THE SIDE OF THE KEYBOARD) FAIL (amber) Indicates that the Multipurpose Control and Display Unit (MCDU) hasfailed. MCDU MENU (white) Indicates that the pilot should call up a peripheral linked to theMCDU (such as ACARS, ATSU or CFDS). FM (white) Comes on while the flight crew is using the MCDU to display peripherals. This light tells the flight crew that the FMGC has an important message to deliver. The pilot accesses the message by press the MCDU MENU key and the LSK adjacent to the FMGC prompt. ANNUNCIATORS (ON THE TOP OF THE KEYBOARD) FM 1 and FM 2 (amber) The onside FM is failed IND (amber) The onside FM detects an independent mode of operation while both FM are healthly. RDY (green) MCDU has passed its power up test after it was turned off using its DIM key. BRT AND DIM KEYS Control the light intensity of the entire MCDU. MCDU power up is performed with the BRT key and MCDU shut down is performed with the DIM key. DATA ENTRY The flight crew enters data by typing it into the scratchpad on the MCDU. Next, pressing the line select key (LSK) will load the data from the scratchpad into the desired field. An error message displays if the data is out of range or not formatted correctly. To correct data, the pilot may clear the message with the clear (CLR) key and then retype the message into the scratchpad. Pressing the CLR key when the scratchpad is empty displays “CLR”. To clear data from a field, select CLR from the scratchpad to the data field to be cleared. MCDU ENTRY FORMAT The flight crew enters information into the MCDU at the bottom line of the scratchpad. When data has lead zeros, they may be omitted if desired. For example a three-digit wind direction of 060 may be typed as 60. The display will still show 060. To enter an altitude below 1 000 ft, the lead zero must be added as 0400 for 400 ft. This differentiates the altitude from a flight level. To enter a double data entry such a speed/altitude, the separating slash must be used. If entering only the first part of a double entry, omit the slash. To enter only the second part of a double entry, a leading slash must be used i.e. /0400. MESSAGES The scratchpad displays various messages for flight crew information. These messages are prioritized by importance to the flight crew as either amber or white. Amber messages are: ‐ Navigation messages ‐ Data entry messages ‐ EFIS repeat messages. Amber messages are categorized into two types: ‐ Type 1 message that is a direct result of a flight crew action. Type 1 messages are displayed immediately in the scratchpad ahead of other messages. ‐ Type 2 messages inform the flight crew of a given situation or request a specific action. Stored in “last in”, “first out” message queue that holds maximum of 5 messages. Type 2 messages are displayed in the scratchpad only if there are no Type 1 messages or other data and will remain until all the messages have been viewed and cleared with the CLR key. White messages are advisory only. CHARACTERS Small and large fonts are displayed according to the following rules: ‐ The title line and the scratchpad are displayed in large font ‐ Datafields are usually displayed in large font ‐ Label lines are displayed in small font ‐ Flight crew entries and modifiable data are displayed in large font ‐ Defaulted/computed and non modifiable data are displayed in small font. COLORS SCREEN PROMPTS MCDU FUNCTION KEYS The function keys on the Multipurpose Control and Display Units allow the flight crew to call up MCDU pages quickly. The following is a summary of the purpose of each key: DIR Calls up the DIR TO page, and enables the flight crew to proceed directly from the present position to any waypoint, entered manually or selected in the active flight plan. PROG Calls up the progress page corresponding to the phase of the active flight plan that is in progress. This page displays navigation information and active data such as the optimum and maximum recommended cruise flight levels. It enables the flight crew to update the FMGS position and to obtain a bearing and distance to any location. PERF Calls up the performance pages, that display the optimum speed or Mach number for each phase. The flight crew can amend these pages. The first page to be displayed is the one corresponding to the current flight phase (except for preflightand done phases). The flight crew can then use the appropriate 6L or 6R LSK to call up pages corresponding to future flight phases. INIT Calls up the flight plan initialization A page, which also gives the flight crew access to the B page. The flight crew uses the INIT pages to initialize Flight Management for the flight. The flight crew uses the INIT A page primarily to insert his flight plan and to align the inertial reference system. The flight crew uses the INIT B page to insert aircraft weight, fuel on board, CG and various fuel requirements. The FMGS uses this data to compute predictions and fuel planning parameters. The flight crew has access to the INIT A page only in the preflight phase. INIT B page (not accessible after engine start) is called up by pressing the "NEXT PAGE" key. DATA Calls up the data index page. This gives the flight crew access to various reference pages that show aircraft position, aircraft status, runways, waypoints, navaids, routes, and data stored by the flight crew. F-PLN Calls up the flight plan A and B pages, which contain a leg-by-leg description of the active primary flight plan. The flight crew can use the slewing keys to review the entire active flight plan. They can make all lateral and vertical revisions to the flight plan through these pages, using the left LSKs for lateral revision and the right keys for vertical revision. RAD NAV Calls up the radio navigation page. This page displays the Radio Navaids tuned automatically or manually through the FMGC. FUEL PRED Calls up the fuel prediction page. Once the engines are started, this page displays the fuel predicted to be remaining at the destination and the alternate, aswell as fuel management data. SEC F-PLN Calls up the index page for the secondary flight plan. The flight crew can use this page to call up the secondary flight plan and all the functions related to it (copying, deleting, reviewing, activating, and the INIT and PERF pages) ATC COMM Calls up the ATC applications (not activated) MCDU MENU Calls up the MCDU MENU page, which displays the subsystems currently addressed via the MCDU. The key next to the name of a subsystem enables the flight crew to select that subsystem. When the MCDU MENU annunciator lights up, the flight crew should press the MCDU MENU key. The menu will have [REQ] displayed next to the name of the subsystem that requires attention. MCDU DISPLAY Applicable to: PR-AVB, PR-AVC, PR-AVD, PR-AVH, PR-AVJ, PR-AVK, PR-AVL, PR-AVO, PR-ONC, PR-OND, PR-ONG, PR-ONH, PR-ONI The MCDUs display: ‐ Position and accuracy information ‐ Tuned navaids ‐ Lateral and vertical flight plans (waypoints, pseudo waypoints, constraints) ‐ Predictions (SPD, TIME, ALT, WIND) ‐ Fuel predictions and fuel management information (estimated fuel on board, extra fuel) ‐ Performance data. MCDU DISPLAY Applicable to: PR-AVP, PR-AVQ, PR-AVR, PR-AVU, PR-ONJ, PR-ONK, PR-ONL The MCDUs display: ‐ Position and accuracy information ‐ Tuned navaids ‐ Lateral and vertical flight plans (waypoints, pseudo waypoints, constraints) ‐ Predictions (SPD, TIME, ALT, WIND) ‐ Fuel predictions and fuel management information (estimated fuel on board, extra fuel) ‐ Performance data. FCU The Flight Control Unit (FCU) is located on the glareshield and is constituted of three control panels: One for the automatic flight controls and two for the Electronic Flight Instrument System (EFIS). The FCU has two channels, each of which can independently command the central control panel. If one channel fails, the other channel can control all the functions. FCU PHILOSOPHY The flight crew can use two types of guidance to control the aircraft in auto flight. One type is managed by the Flight Management Guidance System (FMGS). The other uses target quantities which are manually entered by the flight crew. When the aircraft uses target quantities from the FMGS (managed guidance), the FCU windows display dashes and the white dots next to those windows light up. When the aircraft uses target quantities, entered by the flight crew (selected guidance), the windows display the selected numbers and the white dots do not light up. Note: The altitude window always displays an altitude selected by the flight crew (never dashes). The FCU has four knobs: ‐ SPD-MACH ‐ HDG-TRK ‐ ALT ‐ V/S-FPA. The knobs can be rotated, pushed in, and pulled out: ‐ In order to arm or engage managed guidance for a given mode, the flight crew pushes in the associated knob. If, for example, they push in the HDG knob, they engage or arms the NAV mode. ‐ In order to engage a selected guidance mode, the flight crew turns the knob to set the desired value, then pulls the knob out to engage the mode with a target value equal to the selected value. Note: In managed guidance (lateral, vertical guidance or managed speed), the corresponding window is dashed. Turning a knob without pulling it, displays a value that is the sum of the current target and the turn action value. The display remains 45 s on the HDG/TRK and V/S windows and 10 s on the SPD/MACH window before the dashes reappear. This rule does not apply to the ALT knob/window. SPEED/MACH CONTROL AREA SPD/MACH knob Display range: between 100 and 399 kt for speed, between 0.10 and 0.99 for Mach number. One rotation of the knob corresponds to approximately 32 kt or M 0.32. SPD/MACH pb Pushing this pushbutton changes the SPD target to the corresponding MACH target and vice versa. LATERAL CONTROL AREA HDG/TRK knob Display range: between 0 ° and 359 °. One rotation of the knob corresponds to 32 ° (1 ° per click). LOC pb Pushing this pushbutton arms, engages, or disengages the LOC mode. HDG V/S – TRK FPA pb The flight crew uses this pushbutton to select HDG (associated with V/S) or TRK (associated with FPA). Pushing it: ‐ Displays the Flight Path Vector (FPV) on the Primary Flight Display (PFD) or deletes it. ‐ On the PFD, changes the FD crossbar display (with the aircraft attitude as its reference) to the aircraft Flight Path Director (with the flight path vector as its reference) and vice versa. ‐ Changes heading reference into track reference in the HDG/TRK window and vice versa. ‐ Changes vertical speed reference target into flight path angle reference target in the V/S-FPA window and vice versa. AP-A/THR CONTROL AREA AP1 pb AND AP2 pb The pilot uses these pb to engage or disengage the autopilots. The buttons illuminate green when the autopilot is engaged. A/THR pb The pilot uses this pb to arm, activate, or disconnect the A/THR. This button illuminates green if the A/THR is armed or active. VERTICAL CONTROL AREA The FCU altitude window always displays a target value selected by the flight crew. It never displays dashes. Altitude knob (INNER AND OUTER) Display range: 100 to 49 000 ft ‐ The outer knob has two positions: 100 and 1000 ‐ The inner knob sets the alt in the FCU window in increments of 100 or 1 000 ft, depending upon the position of the outer knob. EXPED pb This pushbutton is used to engage the expedite mode. Refer to DSC-22_30-70-90 General. METRIC ALT pb This pushbutton is used to display the FCU altitude target in meters on the ECAM, or the current altitude and FCU/FM altitude target in meters on the PFD  . V/S or FPA knob Range (V/S) : –6 000 to +6 000 ft/min 2 clicks = 100 ft/min If the flight crew turns the knob slowly, each click equals 100 ft/min. Range (FPA) : –9.9 ° to +9.9 ° 1 click = 0.1 ° The flight crew turns this knob to set the value of the vertical speed (V/S) or flight path angle (FPA) to be displayed in the V/S or FPA window (They choose which, V/S or FPA, is to be displayed by pushing the HDG V/S - TRK FPA pb). One rotation of the knob corresponds to 32 clicks. One complete rotation sets: FPA = 3.2 ° V/S = 1 600 ft/min When the flight crew pushes in the V/S or FPA knob, the system commands an immediate level-off by engaging the V/S or FPA mode with a target of zero. The flight mode annunciator (FMA) then displays "V/S = 0" in green when V/S or FPA is nulled. If the flight crew now turns the knob to put in a new setting for V/S or FPA, the aircraft changes flight path accordingly. APPR pb This pushbutton arms, disarms, engages, or disengages the approach modes: ‐ LOC and G/S modes, if an ILS approach is selected in the active F-PLN. ‐ APP NAV-FINAL modes, if a non precision approach is selected in the active F-PLN. RNP PUSHBUTTON Applicable to: PR-AVH, PR-AVJ, PR-AVK, PR-AVL, PR-AVO, PR-ONC, PR-OND, PR-ONG, PR-ONH, PR-ONI (1) RNP pb The RNP pb is located on the left side of the ECAM. The flight crew uses the RNP pb to control the lateral deviation (L/DEV) scale display on the PFD: ON : The ON light comes on in blue. In addition, the L/DEV scale appears on the PFD if: ‐ The aircraft is on ground, or ‐ The aircraft is below the transition altitude, climbing, or ‐ When a Non Precision Approach is selected on the FMS F-PLN page for arrival, and: • the aircraft is in the FMS approach area (5 nm to the first approach waypoint of the FMS F-PLN), or • the FMS approach phase is activated, or • the FINAL APP mode is armed or engaged. OFF : The L/DEV scale does not appear on the PFD. THRUST LEVERS PFD The Flight Management and Guidance System generates the following information to the EFIS Primary Flight Display: ‐ Armed and engaged modes on the Flight Mode Annunciator (FMA) ‐ FMGS guidance targets (SPD, ALT, HDG) ‐ Vertical deviation from descent profile ‐ Messages ‐ Navigation information. CLIMB PHASE APPROACH PHASE Applicable to: PR-AVB, PR-AVC, PR-AVD, PR-AVH, PR-AVJ, PR-AVK, PR-AVL, PR-AVO, PR-ONC, PR-OND, PR-ONG, PR-ONH, PR-ONI APPROACH PHASE Applicable to: PR-AVP, PR-AVQ, PR-AVR, PR-AVU, PR-ONJ, PR-ONK, PR-ONL ND The FMGS generates the following information, displayed on the EFIS Navigation Displays: ‐ Flight plan (active secondary, temporary, dashed) ‐ Aircraft position and lateral deviation from the flight plan ‐ Pseudo-waypoints along the flight plan ‐ Raw data from tuned Navaids and type of selected approach ‐ Various display options (waypoints, Navaids, NDBs, airports, constraints) ‐ Wind information and various messages. ARC MODE PLAN MODE ROSE MODES Applicable to: PR-AVB, PR-AVC, PR-AVD, PR-AVH, PR-AVJ, PR-AVK, PR-AVL, PR-AVO, PR-ONC, PR-OND, PR-ONG, PR-ONH, PR-ONI ROSE MODES Applicable to: PR-AVP, PR-AVQ, PR-AVR, PR-AVU, PR-ONJ, PR-ONK, PR-ONL FLIGHT PLAN DISPLAY COLORS Primary Flight Plan ‐ Managed mode: Steady green ‐ Selected mode: Dashed green Track line: Steady green Alternate flight plan: Dashed blue Missed approach: Steady blue Offset flight plan: Steady green (Original flight plan: Dashed green) Temporary flight plan: Dashed yellow Engine-out SID (not inserted): Steady yellow Secondary flight plan: Steady dimmed white Abeam/Radial: Dashed blue

This is a personal work in progress concept model of a sci-fi main battle tank. The TBT-77 Adaptive Tracked Land Assault System (ATLAS) Generation 2 is an original design intended to fit in my personal science fiction setting. The ATLAS is intended to operate as an aerially deployed fast attack, breakthrough, and heavy fire support vehicle. It is also a fully unmanned system, controlled remotely by mass networked AI via a quantum entanglement transceiver unit. Technical specifications: General Weight: -56 tons (combat loaded) Dimensions: [Classified] Power and Mobility Power Sources: -x2) Singularity pulse turbine drive engines, ~1540 horsepower|~1148 kilowatt output after transmission loss -x1) Singularity pulse turbine auxiliary power unit, ~1120 horsepower|~835 kilowatt output to generator Auxiliary Drive: -x2) Electric drive motors, ~485 horsepower|~362 kilowatt output after transmission loss Transmissions: -x2) Continuously variable ratio track drive transmissions Suspension: -x2) Adaptive track tensioning wheels -x10) Variable road wheel suspension arms, environmentally adaptive tension/damping and ride height -x2) Lightweight composite segmented band tracks Armor and Protection Hull and Turret Armor: -Unified carbon composite shell augmented with additional classified materials Active Defense: -x5) High intensity laser anti-missile emitter units with integrated smoke/chaff grenade launch tubes -Reactive armor components distributed throughout primary armor zones Armament Main Cannon: -x1) 172 millimeter 8 stage electromagnetic coil driven linear accelerator cannon, capable of direct and indirect fire engagement -x2) 13.4 millimeter 8 barreled electrothermal chemical stacked munition machine gun pods, mounted coaxially with independent elevation per pod -x2) Modular independent secondary weapon system mounting points. Equipped by default with: --x2) Dual 41.4 millimeter electromagnetic coil driven linear accelerator automatic cannons, mounted in stations with independent rotation and elevation -x2) Retractable 3 tube guided missile pods Command and Control Onboard Control: -x1) Procedural combat task execution AI (non-sentient) tasked with control of discreet vehicle systems and compression of incoming sensor data -x1) Quantum entanglement transceiver unit, linked directly to host vessel for command and control communications to onboard AI -x1) Remote command Independent Virtual Entity (IVE) (sentient) combat control unit, responsible for complete task-force control functions and data coordination Situational Awareness Primary Sensor Package: -Full range visual spectrum video sensors, stereo -Thermal imaging video sensors, stereo -Long range electromagnetic field sensors, multi-positional Situational Awareness Sensor Package: -Full range visual spectrum video sensors, 360 degree visibility from multiple sensor locations -Thermal imaging video sensors, 360 degree visibility from multiple sensor locations -Forward-facing ground scan radar system -Long range gravitational density distortion radar system -Omnidirectional positional audio sensor array Weapons Sensor Package: -Main cannon bore alignment and target confirmation video sensors, stereo -Main cannon laser rangefinder system -Secondary automatic cannon bore alignment and target confirmation video sensors, stereo -Secondary automatic cannon sighting video sensor cluster, visual range and thermal imaging video sensors, stereo Internal System Sensor Package: -Function diagnostics sensors, installed in all major component sections -Magnetic compass -Orbital reference global positioning system ©2015 Douglas Kehrly, all rights reserved Work in progress, design not final.

Three years after the announcement of the discovery of a new particle, the so-called Higgs boson, the ATLAS and CMS Collaborations present for the first time combined measurements of many of its properties, at the third annual Large Hadron Collider Physics Conference (LHCP 2015). By combining their analyses of the data collected in 2011 and 2012, ATLAS and CMS draw the sharpest picture yet of this novel boson. The new results provide in particular the best precision on its production and decay and on how it interacts with other particles. All of the measured properties are in agreement with the predictions of the Standard Model and will become the reference for new analyses in the coming months, enabling the search for new physics phenomena. This follows the best measurement of the mass of the Higgs boson, published in May 2015 after a combined analysis by the two collaborations. “The Higgs boson is a fantastic new tool to test the Standard Model of particle physics and study the Brout-Englert-Higgs mechanism that gives mass to elementary particles,” said CERN Director General Rolf Heuer. “There is much benefit in combining the results of large experiments to reach the high precision needed for the next breakthrough in our field. By doing so, we achieve what for a single experiment, would have meant running for at least 2 more years.” Candidate Higgs boson event from collisions between protons in the CMS detector on the LHC (Image: CMS/CERN) There are different ways to produce a Higgs boson, and different ways for a Higgs boson to decay to other particles. For example, according to the Standard Model, the theory that describes best forces and particles, when a Higgs boson is produced, it should decay immediately in about 58% of cases into a bottom quark and a bottom antiquark. By combining their results, ATLAS and CMS determined with the best precision to date the rates of the most common decays. Such precision measurements of decay rates are crucially important as they are directly linked to the strength of the interaction of the Higgs particle with other elementary particles, as well as to their masses. Therefore, the study of its decays is essential in determining the nature of the discovered boson. Any deviation in the measured rates compared to those predicted by the Standard Model would bring into question the Brout-Englert-Higgs mechanism and possibly open the door to new physics beyond the Standard Model. For a longer version of this article, see the CERN press release