Ember Strike [key Serial] !FREE!
APT41 has encrypted payloads using the Data Protection API (DPAPI), which relies on keys tied to specific user accounts on specific machines. APT41 has also environmentally keyed second stage malware with an RC5 key derived in part from the infected system's volume serial number.
Ember Strike [key serial]
During the early 1970s, Italian manufacturer Aermacchi conducted a design study on a prospective light ground attack aircraft, which was given the designation of MB-340. During early 1977, the Italian Air Force issued a requirement for 187 new-build strike fighters, which were to replace its existing Aeritalia G.91 in the close air support role. During 1980, the Brazilian government announced that they intended to participate in the program in order to provide a replacement for the Aermacchi MB-326. As a result of a memorandum between Italy and Brazil for the type's joint development in 1981, AMX International, an Italian-Brazilian joint venture, was formed to develop, manufacture, and market the aircraft.
During early 1977, the Italian Air Force issued a requirement for 187 new-build strike fighters, which were to replace its existing Aeritalia G.91 in the close air support and reconnaissance missions, as well as the Lockheed RF-104G Starfighter also being used in the reconnaissance role. Rather than competing for the contract, Aeritalia (now Alenia Aeronautica) and Aermacchi agreed to produce a joint proposal for the requirement, as both firms had been considering the development of a similar class of aircraft for some years. During the early 1970s, Aermacchi had been conducted work on a design study for such a light ground attack aircraft under the designation of MB-340. In April 1978, development work on the joint venture formally commenced.
A single Rolls-Royce Spey turbofan engine serves as the AMX's powerplant. During the aircraft's development, the Spey was heavier and less modern than some of the available alternatives, but it was considered to be reliable, relatively cheap and was free of export restrictions that would be imposed by using American engines. The Spey engine also enabled for the use of a simplified round-lipped inlet design. The rear fuselage is detachable in order to gain access to the engine. Separate consortia in both Brazil and Italy manufactured the Spey for the AMX. Unusual for a strike aircraft of the era, no attempt was made to develop the aircraft to fly at supersonic speeds.
The first operational squadron of the Italian air force, the 103 Gruppo of 51 Stormo formed in November 1989, with the first Italian unit also forming in 1989. Both the Italian and Brazilian AMX fleets were grounded in February 1992, following the crash of an Italian AMX due to engine failure. Operations were allowed to restart in May that year, following modification of the engines.
Starting in November 2009, four Italian AMXs were deployed overseas for operations in Afghanistan, replacing the same number of Italian Tornado IDS in the reconnaissance role. Of particular note is the aircraft's ability to share digital electro-optical and infrared sensor information with ground troops in real time, providing valuable reconnaissance information and helping to minimise threat exposure. By the end of 2010 over 700 combat missions had been flown in the Afghan theatre. On 28 May 2014, the AMX performed its last combat sortie in the Afghan theatre, and on 20 June 2014, all remaining AMXs were withdrawn from Afghanistan.
The counter is supposed to return a value, the value is to be captured by the html file in the *ngFor directive and based on that it should create the required number of rows. Then I wanted to display the serial number in the first column of the table.
The accident, which triggered a crisis in Brazilian civil aviation, was the deadliest in Brazil's aviation history at the time. It remains the second-worst plane crash in Brazil, after TAM Airlines Flight 3054 in 2007. This accident was also the first hull loss of a Boeing 737 Next Generation aircraft, the first fatal accident of a Boeing 737-800, and the first Boeing 737 Next Generation accident to result in fatalities on board the aircraft;[note 1] as of December 2021[update], it is still the third-deadliest accident involving the 737 Next Generation series, after Ukraine International Airlines Flight 752 and Air India Express Flight 812.
The Gol Transportes Aéreos twin turbofan Boeing 737-800 aircraft, registration PR-GTD, was a new Short Field Performance variant, with 186 seats (36 Economy Plus and 150 Economy seats). It made its first flight on 22 August 2006, and was delivered to Gol on 12 September 2006, less than three weeks before the accident.
And it had been a nice ride. Minutes before we were hit, I had wandered up to the cockpit to chat with the pilots, who said the plane was flying beautifully. I saw the readout that showed our altitude: 37,000 feet. I returned to my seat. Minutes later came the strike (it sheared off part of the plane's tail, too, we later learned).
On 2 October 2006, the Embraer's captain and first officer were ordered by the Mato Grosso Justice Tribunal to surrender their passports pending further investigation. The request, made by the Peixoto de Azevedo prosecutor, was granted by Judge Tiago Sousa Nogueira e Abreu, who stated that the possibility of pilot error on the part of the Embraer crew could not be ruled out. The Embraer crew was forced to remain in Brazil until their passports were released to them on 5 December 2006, more than two months after the accident, after federal judge Candido Ribeiro ruled no legal grounds existed for "restricting the freedom of motion of the foreigners."
The Brazilian Air Force (the Força Aérea Brasileira or "FAB") sent five fixed-wing aircraft and three helicopters to the region for an extensive search and rescue (SAR) operation. As many as 200 personnel were reported to be involved in the operation, among them a group of Kayapo people familiar with the forest. The crash site of Gol Flight 1907 was spotted on 30 September by the air force, at coordinates, 200 kilometres (120 mi; 110 nmi) east of Peixoto de Azevedo, near Fazenda Jarinã, a cattle ranch. Rescue personnel reportedly were having difficulty reaching the crash site due to the dense forest. The Brazilian airport operating company, Infraero, at first indicated the possibility of five survivors, but a later statement from the Brazilian Air Force, based on data collected by their personnel, who rappelled to the crash site, and local police who assisted in the SAR effort, confirmed no survivors. Brazilian President Luiz Inácio Lula da Silva declared three days of national mourning.
The recovery teams worked intensively for nearly seven weeks in a dense jungle environment, searching for and identifying the victims' remains. All the victims had been recovered and identified by DNA testing by 22 November 2006.
November Six Zero Zero X-ray Lima, ATC clearance to Eduardo Gomes, flight level three seven zero direct Poços de Caldas, squawk transponder code four five seven four, after take-off perform Oren departure.
The crash of Flight 1907 precipitated a major crisis in Brazil's civil aviation system, which included lengthy flight delays and cancellations, ATC work-to-rule slowdowns and strikes, and public-safety concerns about Brazil's airport and air traffic infrastructure.
Amid rising tensions, the air traffic controllers began staging a series of work actions, including slowdowns, walkouts, and even a hunger strike. This led to chaos in Brazil's aviation industry- major delays and disruptions in domestic and international air service, stranded passengers, cancelled flights, and public demonstrations. Those who blamed various civilian and military officials for the growing crisis called for their resignations.
On 6 November 2006, the families of 10 of the deceased filed a lawsuit for negligence against ExcelAire and Honeywell, alleging that the ExcelAire pilots were flying at an "incorrect altitude" and that the Honeywell transponder was not functioning at the time of the collision. Other suits were subsequently filed on behalf of other victims, with similar allegations against ExcelAire and Honeywell. The victims' families also filed suits against other U.S.-based defendants, including the two Embraer pilots, as well as Raytheon, Lockheed Martin, and Amazon Tech (manufacturers of Brazil's ATC equipment), and ACSS (manufacturer of the Embraer's TCAS).
On 1 June 2007, Murilo Mendes, a Brazilian federal judge in the small city of Sinop, Mato Grosso, near the crash site of the Boeing, indicted the two Embraer pilots and four Brasília-based air traffic controllers for "exposing an aircraft to danger." On 8 December 2008, he dismissed charges of negligence against the pilots, but left in place a charge of "imprudence". He also dismissed all charges against two of the four Brasília-based controllers and reduced the charges against the other two, but supported bringing new charges against a fifth controller, based in São José dos Campos, the Embraer's departure point. On 12 January 2010, his ruling was overturned by Judge Candido Ribeiro in a federal court in Brasília, reinstating the negligence charges against the pilots.
A Fennekin based on Serena's Fennekin was distributed to players who inserted a common serial code that was available in the interactive features of The Future Is Now, Thanks to Determination!. The serial code could be used to obtain Fennekin from February 26 to March 31, 2015. The common serial code was SERENA01.
From there, Kemper continued his murder spree, killing again on September 14, 1972. Like with his first murders, Kemper picked up a hitchhiker, 15-year-old Aiko Koo, who had missed her bus to dance class.
Succeeding with multiple Perception checks and making an effort to explore Nurah's tent and exhaust her dialogue allows you to confront the Halfling before all of this kicks off. This is incredibly easily missed on your first playthrough, however, and is much more likely to strike the player as a course of action upon replays.