В России ответили на имитирующие высадку на Украине учения НАТО18:04
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I’ve put the bottom-of-the-frame interrupt first here. This is mainly out of laziness—since this is the interrupt that restores the display for the next frame, putting it first means that it will also end up being the screen initialization code.，更多细节参见快连下载安装
The issue with all-in-one SDKs is that you get a long list of parameters to tune, without really understanding which ones matter or why. When something feels off, it's hard to know where the problem lives. That's what pushed me to go one layer deeper and build the core loop myself.
Sitting on the plane in Santiago listening to the safety instructions, I imagined how they might sound if they were more like the stories and flight-accident reports I’d been reading: “Should a passenger hit the ceiling twice, do a flip in the air, and land on his stomach . . . Should a service cart topple onto a flight attendant and fracture her ankles . . . Should people start screaming and calling to Jesus . . .” In the U.S., turbulence causes more than a third of all accidents on commercial flights, the National Transportation Safety Board found. Those accidents tend to hurt people in predictable ways. Passengers usually get injured near the back of the plane, for instance, often as they are walking to the lavatory, sitting inside it, or waiting in line. But the total number of injuries is hard to determine. One major airline estimated that it receives two hundred turbulence-related injury claims a year, but the N.T.S.B. doesn’t keep track of “minor injuries”—including those which require a hospital stay of less than forty-eight hours. “These things happen all the time, but because they don’t cause death or serious injury they’re swept under the rug,” an N.T.S.B. senior meteorologist and investigator told me. “We only have about a hundred aviation investigators for fourteen hundred accidents a year.”