Reg Pack 11-12: Fill & Download for Free

I’ve reduced $3 items to $1 if you combine it with a sale item … it’s work but I only use them on items I’m buying anyway - in supermarkets with its club thing - I have saved over 35% on $60 worth of purchases at times. It’s legit because with the card and you just walk in and buy it at reg price. For instance, a 12-pack of Coke is listed at $7.99 but sometimes, it’ll be 3 for $11 at the same time but I’ve seen people buying just one - it’s not like Coke is going bad as long as you don’t store your cans out inthe Sun.The supermarkets also offer you like $5 off X amount (on top of coupons and savings) … the best deal is $5 off $25 or essentially 20% off anything in the store which includes meat (the only exclusive is usually alcohol and milk).Yea, it requires a little time but it’s your money and when i’m watching TV, I can click through coupons and look thru circulars. There are also coupon sites where you can literally type in whatever you’re going to buy anyway.

When you declare an array, there are two types of dimensions: packed and unpacked.For example, imagine you have a variable that is 12 bits wide:bit[11:0] avar;Now, say that you want to treat these 12 bits as 3 groups of 4 bits:bit[2:0][3:0] a_packed_array;The array index that is next to the type is called the "packed" dimensions. In memory, the bits are all "packed" together as 12 bits, but you can now address them as if they are 3 groups of 4 bits:a_packed_array[1] = 4'b1010; // Second set of 4 bitsNow, say that you want to have 5 groups of the previous array. You could either add another packed dimension (e.g. [4:0][2:0][3:0]), or you could add an "unpacked" dimension:bit [2:0][3:0] a_unpacked_array[5];Unpacked array elements are stored in memory using regular addressing, rather than being "packed" together in a single address. As shown above, the unpacked dimensions are declared after the variable name.The benefits of an unpacked array is that you can store any type of data (e.g. strings, object handles, etc). Packed dimensions can only be used with "packable" type (e.g. bits, logic, reg, int, byte, etc.)When you have a mixture of packed and unpacked dimensions, as above, you can follow a simple rule to understand how to address the elements:"Left to right, starting with the right"This means that you always go left to right through the dimensions, but you start with the unpacked dimensions first. So, if you want to store a value in the second set of 4 bits that is in the first unpacked group, you would write:a_unpacked_array[2][1] = 4'b1010;The 2 index is the unpacked dimension, and the 1 is the second group in the group of 3.0 1 2 <----Packed dimensions0000 0000 0000 0 Unpacked dimension0000 0000 0000 1 |0000 1010 0000 2 |0000 0000 0000 3 |0000 0000 0000 4 |

The short answer is yes. The reason is an artifact of how pilots and flight attendants are paid and scheduled as well as the regulations governing the maximum number of flight hours per time period, flight duty period length, and crew rest requirements. Let me describe the system before giving you the whole answer.I’ll only describe the common practices in the US. Most crew members are paid by the flight hour. It is the time from the aircraft first starts moving from the gate until the boarding door is opened. All of the preparation time and sitting at the gate for an amazing number of reasons is unpaid. Pay time is often different from strict flight time because it is modified by contractual agreements with the company. Crew members think of these contractual agreements as encouraging efficient scheduling while companies think of them as penalties.The point of view difference is obvious if you think about it some. It may suit the company’s purpose to have a crew based in NYC to fly from NYC to LA then sit in a hotel, at company expense, for three days before flying back to NYC to end their trip. That’s five days of work for 12–13 hours of flight/pay time. It’s five days away from their real life. From the crew’s perspective is terribly inefficient. These agreements, often called duty rig or trip rig, came to be due to such practices.The FAA has regulations that govern the amount of time a pilot can fly in a duty period, day, week, month, and year. They very by whether the fling is domestic or international. The 1000 hours per year is the basis for much of the scheduling practices for crew members. Evenly divided a pilot would be able to fly a consistent 83:20 every month and be within the rule. Most contracts for pilots have limits exceeding that number to account for vacation time, training, and any number of reasons flying that average time doesn’t work well in practice. It is also uncommon for an airline pilot to fly anywhere close to 1000/year but not too uncommon to fly close to 90–100 in a month one or more times each year. Pilot contracts set down additional limits within the absolute legal limits set by the FARs (Federal Aviation Regulations). Pay time is an entirely separate issue.The basic unit for scheduling is the month. They almost never conform to a calendar month. The difference in the total amount of flying time a company flies differs significantly for a 31 day month compared to a 28 day month. That difference creates about a 10% difference in the number of crew members needed for each. It’s better for everybody if a 30 day scheduling month is the norm with five 31 day months. The total amount of flying generally varies by season. The very heavy summer schedule has a very high number of total flying hours per month compared to months after the new years. Varying the hours per month and available pilot vacation time helps solve manpower issues.Domestic flying tends to be numerous flight segments per day over short periods of time, 1–5 days generally. International flying has one, maybe two, flight segments per day often with a day off between flying days. Long haul scheduling is effected by time zones so a general rule east bound flights depart in the late afternoon or evening while west bound flight are earlier. The rule varies by the length of the flight too. US to Europe flying is 8–10 hours while extreme long haul flying can run 18 hours or more. A day in Europe following a flight from the US is normal while two days or more is needed for the US to say Singapore.That is the basic system in a very brief form. This is a very complex system with a mind boggling number of intricacies. Lets try some examples.I flew as a flight engineer on the 727 when I began with the airline in 1984. The first trip I flew was eight segments from the midwest through the Rockies to Seattle. Total flying time that day was somewhere around 4-5 hours and it was a four or five day trip. The trip wasn’t only days like that one so the full trip had to be below the 7 day limit of 30 flying hours. It was probably near 25 hour maybe less. The monthly contractual limit in those days was 75 hours. It was common to fly three to four trips a month if you were senior enough to win those trips in the bid. Some senior domestic pilots could work 10 - 12 days. Fifteen days per month was common for the junior pilots who didn’t have the seniority to pick those high time per day four and five day trips. They got short 2–3 day trips worth 9–12 hours and did more trips. Seventeen days a month was the plight of the junior pilots.International was completely different. This is the land of the senior pilot. Not only does the big equipment pay more but the trips are shorter and more efficient. A round trip from the east coast to Japan was worth about 25-26 hours on the 747 and took three days. That’s a full month in nine days. One well loved and very senior trip was called a six pack. It went like this JFK-Narita, Japan-Detroit-Seoul, Korea-Detroit-Narita-JFK in nine days for 78:55. There was a more common flying where you flew for 12 days in a month for about the same amount of flying time. It left the states and went to Asia where we flew to and from other cities in Asia for several days before doing a round trip to the west coast before going back to our US base to end the month.Europe flying is less efficient. It was possible to do several three day trips worth 14–17 hours, a longer six day trip, or 11–12 day trips. 11–14 days was the norm. The only variable was how many times you went to the airport.It was difficult to have more than a full week off flying domestic without having vacation or being ill.I often could fly a 11 or 12 day trip internationally at the beginning of one month and another towards the end of the next to get 4–6 weeks off. Add in a month of vacation and you could easily be free for two months or more. The only complication was finding trips that met FAR legalities and that you could successfully bid. Yes, the whole evolution got quite complicated with so many rules, legal and contractual.Now you know way more than you probably ever wanted to know.