Welcome back to another Pick'Em thread!
This post can be used to discuss your picks for 06/05/2023. If you have any feedback or suggestions on improving the thread further, drop a comment below or message the moderators.
Don't forget: picks must be submitted during the twelve-hour window before Noon EDT on game day, you can only make one selection per day, and missed days count as losses, so choose wisely and don't delay!
Games for Monday, 06/05/2023:

Matchup and Team Records	Probable Pitchers (Season ERA)	Estimated Win Probability
Tampa Bay Rays (42-19) @ Boston Red Sox (30-29)	Shane McClanahan (2.07) / Brayan Bello (3.89)	53% / 47%
Detroit Tigers (26-31) @ Philadelphia Phillies (27-32)	Joey Wentz (7.28) / Aaron Nola (4.70)	37% / 63%
Kansas City Royals (18-41) @ Miami Marlins (32-28)	Carlos Hernandez (4.76) / Braxton Garrett (4.22)	38% / 62%
Oakland Athletics (12-49) @ Pittsburgh Pirates (31-27)	JP Sears (4.37) / Johan Oviedo (4.50)	35% / 65%
Houston Astros (35-24) @ Toronto Blue Jays (33-27)	Brandon Bielak (3.19) / Alek Manoah (5.46)	48% / 52%
Milwaukee Brewers (32-27) @ Cincinnati Reds (26-33)	Julio Teheran (0.82) / Andrew Abbott (-)	55% / 45%
St. Louis Cardinals (25-35) @ Texas Rangers (38-20)	Adam Wainwright (6.15) / Martin Perez (4.43)	42% / 58%
Chicago Cubs (26-32) @ San Diego Padres (27-32)	Kyle Hendricks (3.86) / Blake Snell (4.50)	40% / 60%

All columns are Away / Home. Records are typically current as-of the time of posting, and do not always contain the matchup results from the day of posting.
A bolded matchup means that there is a "Probability of Precipitation" greater than 50% in a non-domed stadium at the time of this post.
An italicized matchup means that it is Game 2 of a doubleheader, which for Pick'Em purposes will not be applicable (only Game 1 is counted, but Game 2 is still included above so that you can be aware that pitching management may be different than a non-doubleheader game day).
Probable pitchers and stats sourced from mlb.com (via the MLB-StatsAPI); weather data soured from the OpenWeather One Call API.
Estimated chance of winning percentages sourced from FiveThirtyEight’s 2023 MLB Game Predictions, an ELO-based, easy to understand ratings system.

Details such as probable pitchers, winning odds, and match certainty are subject to change. Note that a pick for a team in a cancelled game (weather or otherwise) is automatically counted as a correct guess.
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I ventured through the realm of the forgotten, a solitary wanderer treading the fringes of a world I could never truly call my own. Each step propelled me deeper into the heart of isolation, where extravagant condos belonging to the wealthy loomed on one side, and the impeccably groomed greens of an exclusive golf course stretched out on the other. Beyond was the sound, a channeled sea of islands and foggy weather. Sandwiched between them, an enigmatic patch of forest concealed its secrets, a barrier between opulence and the untamed.
A bone-chilling fog rolled in, veiling the nearby islands in an eerie cloak of mystery. The islands, silent and enigmatic, whispered their secrets to those who dared listen. But on this night, I had more immediate concerns that demanded my attention.
My footsteps led me towards what I knew was my path.
The forest itself seemed out of place, a remnant of untamed wilderness amidst the refined elegance of the condos and the pristine golf course. It was a forgotten corner of nature, hidden away from prying eyes, its secrets locked within its ancient trees and shadowy depths.
It was within this eerie thicket, nestled amidst the extravagant neighborhood and the tranquil sea adorned with fog-shrouded islands, that I stumbled upon a chilling discovery. Max, my loyal canine companion who had accompanied me on countless escapades, led me to a hidden grave. A heavy air of unease settled around us, and a shiver ran down my spine, for I realized I had inadvertently stepped into a dark and foreboding nightmare. Some nightmares are not cleared away in the morning light.
The forest floor was strewn with golf balls, their presence a strange incongruity against the backdrop of towering trees and decaying foliage. But it was the horror that awaited me that truly shattered any sense of normalcy. As Max began to unearth the enigma hidden beneath the earth, an ominous atmosphere descended upon our surroundings, setting the warming orchestra of my thoughts for a descent into madness.
Max began scratching at the ground, his paws kicking up small clouds of dirt. I watched him with trepidation, unsure of what he had stumbled upon. And then, the truth emerged amidst the chaos of his excavation. The forest floor, already littered with golf balls, revealed an even more unsettling sight—a skeletal hand, its bony fingers clutching a weathered club.
As Max continued to dig, my unease grew, and I could no longer ignore the foreboding sense that something terrible was about to unfold. Suddenly, a chorus of guttural voices pierced through the silence, their chilling tones mingling with the rustle of leaves and the distant crash of waves against the tranquil sea.
We huddled in the dense thicket, our hearts pounding against our ribcages like captive beasts. The air grew thick with fear and the stench of decay emanating from the newly discovered grave, just a few feet away. Max, his hackles raised, stood beside me, his eyes fixed on the abyss of the forest.
The feeling of being hunted made us hide, readied us to run. Somehow they knew that we had found their secret. Perhaps the hunters were as sensitive to fate as I.
The nightmare began with a hail of arrows, raining down from above like deadly specks of darkness. I dodged and weaved, desperately seeking cover from the onslaught. The masked men, their eyes burning with malevolence, closed in on me with flashlights in hand, casting grotesque shadows against the fog-laden trees.
A thrown bottle exploded at my feet, glass shattering and cutting into my flesh. The searing pain only fueled my adrenaline-fueled flight. The hunters pursued, their footsteps thundering behind me, accompanied by their mocking laughter and sadistic jeers.
Then, a gunshot shattered the night, its sound resonating through the forest. The other men shouted in anger, chastising the gunman for his recklessness. Chaos intensified, and I felt a tomahawk cartwheel past my ear, missing me by a hair's breadth.
In the midst of the chaos, my heart ached for Max. He had vanished into the depths of the woods, drawn away by something I couldn't fathom. I wanted to run, to escape the approaching vehicles and the hunters who sought to claim me, but I couldn't abandon my faithful companion.
Seconds turned into minutes, and minutes stretched into an agonizing eternity. The sound of vehicles grew louder, the hunters drawing closer. I was terrified and heartbroken, my mind torn between saving myself and waiting for Max.
Just as I was about to abandon hope, a shadow emerged from the gloom. It was Max, bounding toward me with a wagging tail and a glimmer of relief in his eyes. Tears of gratitude welled in my eyes as I called out to him, and he joined me, his presence reinforcing my resolve to flee this nightmarish pursuit.
With renewed determination, Max and I sprinted through the tangled underbrush, the relentless pursuit of the hunters driving us forward. Our hearts beat in sync as we raced against the encroaching darkness.
I followed Max, as he seemed to know the way - having run ahead and found our escape.
The forest seemed to conspire against us, its twisted branches reaching out like skeletal hands, ready to ensnare us in its malevolent embrace. The undergrowth became a treacherous obstacle course, threatening to trip us up with every step. But Max, ever the loyal companion, guided me through the labyrinth of shadows, his senses honed to navigate this haunting realm.
As we sprinted, our breaths ragged and desperate, the pursuing hunters closed in, their footsteps growing louder and more menacing. The sounds of their jeers and taunts echoed through the trees, a symphony of sadism that chilled me to the core.
Then, as if the forest itself decided to aid our escape, a hidden trail materialized before us. It beckoned, a sliver of hope cutting through the suffocating darkness. With no time to spare, we veered onto the path, our feet pounding against the earth, propelled by a surge of adrenaline.
The trail wound deeper into the heart of the forgotten forest, twisting and turning like a serpent, as if playing a wicked game with our pursuers. Shadows danced around us, their elongated forms whispering malevolent secrets. The air grew colder, biting into my skin, and an otherworldly hush settled over the land, as if the very essence of nature held its breath, aware of the horror unfolding within its domain.
A fog reached up from the cliffs as we ran under the open moonlight. We were exposed to our predators, yet the fog came and made us invisible to them. As we reached the other side of the cliffs and more forest, the seaside abandoned us and the fog retreated naturally.
As we raced along the path, the distant sound of crashing waves began to fade, replaced by an eerie silence broken only by the haunting calls of nocturnal creatures. Fear and exhaustion threatened to overtake us, but the thought of what awaited us at the hands of the hunters fueled our determination.
The path abruptly opened up into a clearing, bathed in an ethereal glow. Moonlight filtered through a gap in the dense foliage, casting an otherworldly radiance on a weathered stone structure that stood at the clearing's center. It was a forgotten shrine, forgotten by time and those who once paid homage to its mysterious deity.
A surge of both trepidation and desperate hope coursed through me as I realized that this shrine might hold the key to our salvation. With no time to second-guess, we approached the ancient structure, its moss-covered stones seemingly pulsating with an unknown energy.
As I stepped onto the sacred ground, an unsettling stillness fell over the clearing. Max's hackles rose, his gaze fixated on the shrine's mossy entrance. A primal instinct warned us of the ancient forces at play, but we had come too far to turn back.
Summoning all the courage within me, I pushed open the heavy stone door, revealing a chamber shrouded in darkness. A chill wind swept through the entrance, carrying whispers of forgotten incantations and the scent of decay.
With hesitant steps, we ventured into the unknown depths of the shrine, our hearts pounding in our chests. The walls seemed to close in, suffocating us with a weighty anticipation. The air grew dense with an ancient power, the residue of rituals long forgotten.
A dim light flickered at the center of the chamber, drawing us closer like moths to a flame. We stood trembling, almost forgetting our dire escape. Max began a low growl that broke into a frightened whine.
From the depths of the chamber, a haunting wail erupted, resonating with the agony of centuries past. Shadows coalesced into a towering figure, its eyes blazing with an otherworldly fire. It was the wrathful spirit of the forest itself, determined to protect its secrets at any cost.
Max barked, a valiant act of defiance in the face of an unstoppable force. I stood my ground, clutching my pack, and mustered all the courage I had left. In a trembling voice, I spoke words of remorse and reverence, offering appeasement to the vengeful spirit.
"We're drawn here...to see the grave...to escape its makers."
A hush fell over the chamber as the deity listened, its wrath subsiding, if only momentarily. In a voice that echoed through my mind, it issued a warning—a warning to never return to this forsaken realm, to leave the secrets of the forgotten forest buried in the past.
It wasn't in words, it was just a feeling. I knew what it wanted, and so did Max. It had made itself clear. It would spare us only if we abandoned our trespasses.
With a final glance back at the shrine, Max and I fled, propelled by a newfound urgency. The pursuing hunters were nowhere to be seen, as if swallowed by the very darkness they sought to unleash upon us.
As we emerged from the clutches of the haunted forest, the first rays of morning painted the sky, casting a golden hue upon our weary faces. We had escaped the clutches of the forgotten, forever marked by the consequences of horror that we had personally experienced.

Hoping someone here can offer some advice/guidance?
Around 3 years ago I went over on my left ankle - it wasn't anything overly severe, just walking in heels and my ankle rolled.
In cold weather it swells up, but over the last 2 weeks it's been consistent swelling and a dull pain. Sometimes a sharp pain over the top of my foot into my ankle.
I've Googled it and it looks pretty scary but wondered if anyone here has been through anything similar?
I did have an x-ray at the time and no breaks, the doc I saw said it was soft tissue damage. I'm booking a docs appointment this week just to get it checked out, but can anyone give any insight as to why it's still causing me problems? Any any advice on how to help it heal?

This post is about a couple of older and elderly women who vanished without a trace. I wanted to include women who disappeared without much of an explanation. When elderly people go missing, their disappearances can often be chalked up to a dementia-related event. I believe many elderly people who vanished with their cars may be in the bottom of lakes and rivers. Those who lived near wilderness may have gotten lost and died of exposure. Those who were picked up or hitchhiked could've been brought to a hospital where they were unable to communicate their true identity. The women I included went missing under more suspicious circumstances.
Mayme Hart Johnson - Disappeared June 12th, 2000 from Nashville, Tennessee.
Mayme is the first on the list and the reason I decided to do this post. On June 12th, 2000, Mayme Hart Johnson, a local historian, researcher, and teacher went missing from Nashville, Tennessee. Mayme, who was 85, lived in the 100 block of Bosley Springs Road in West Nashville with her son, Sam, in his apartment. At 6:30 am that morning, her son woke to find his mother gone. While he reported that he wasn't initially concerned because Mayme occasionally left the apartment around that time, he became alarmed when she didn't return by lunchtime. Where Mayme would go/what she would do at that time is not known. Richland Creek is close by to the apartments, but from what I've seen, it's narrow and a body would probably soon be found if it was in there, despite it being 28 miles long. Of course, there is always a chance she made it into a larger body of water that concealed her. A maintenance man from the Johnson's building told authorities that he had seen Mayme at 6:30 am the day she went missing. This was around the time Sam woke up. Whether this employee saw her outside the building, inside the building, near or on her apartment floor, or down the street is not mentioned. At the time of her disappearance Mayme was 5'5, 120 pounds, with brown eyes and gray hair, and last seen wearing pink pants and a pink blouse. Whether these were pajamas or not (possibly indicating a dementia-like episode, where she got up out of the house and left without telling her son or getting dressed) is, like many things in this case, unknown. Mayme, as I mentioned, was a historian and if you google her name you will find a few sites that show her body of work. In 1986, she published "A Treasury of Tennessee Churches". A search for Mayme was conducted in the Nashville area and extended to Huntingdon, TN, where her husband's grave was, and where she had been visiting the weekend before she vanished. There was also an aerial search of Eastern Maury County that took place in July 2000 after law enforcement came up with a theory that she could be a target of the I-65 rapist. I'm not sure where police got this idea from. The I-65/Days Inn Killer, now identified as Harry Edward Greenwell, murdered three hotel clerks (ages 21, 24, 34) in the late 1980s. He also sexually assaulted a 21 year old hotel clerk in 1990. While LE does believe he's connected to more violent crimes, I'm not sure how they link Mayme to him--if you know, please add your knowledge in the comments. After the aerial search, nothing was found linking anything to Mayme. In 2008 she was declared deceased.
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Helen Joyce Rawley - disappeared June 4th, 2003 from College Park, Maryland
Helen Joyce Rawley lived in a bungalow on the 4600 block of Knox Road in College Park, Maryland with her son. 75 year old Helen went by her middle name "Joyce" so that is how I'll refer to her. Seventy-five year old Joyce and her son, Tom, had lived together since the death of Joyce's husband of 48 years, Nelson, in 2001. Between 6:45 and 7:00 am on June 4th, 2003, Joyce was last seen by her tenant, a man who had rented a room at the Rawley home for the last eight years. Joyce was seen by him on her porch that morning as he returned home from work. Beginning the day after her husband died in February 2001, Joyce suffered two strokes four days apart. Because of the strokes, she was unable to talk and considered disabled because of her inability to communicate. In 2002, Joyce underwent chemotherapy and radiation for rectal cancer. She was on medication that made her tired and weak. She didn't go out anywhere by herself except to get the mail. Her mind remained "sound", according to her son. The day she went missing, her son returned home from his foreman job at 3:30 pm, and found the house empty with the lights off. Joyce's purse and wallet remained left behind in her bedroom, everything was in place, and there were no signs of a robbery. Police tracked Joyce's scent out the front door which she never used, and to the corner of the block. However, she went missing on a "rain-soaked" and "dreary" day and it's possible the bad weather could've washed away any more of her scent outside. Since the death of her husband who died unexpectedly in his sleep, and her two other sons who died together in a 1982 boating accident, Joyce's immediate family consisted of her remaining child Tom, who was unmarried and childless at the time of his mother's disappearance. If she had other family out of the area is unknown. She does have a beach house in Annapolis, Maryland, but had not visited there after she went missing. She was 75 when she disappeared, standing between 5'4-5'5 and 110 pounds. Due to her cancer, she wore a colostomy bag and was on several medications that she can't go long without. Fliers with Joyce's information went out, woods were searched, local bus drivers were notified and questioned if they had seen her, and hospitals had been checked. A helicopter flew over the city at night with a heat-detecting device. No sight of her was ever found. She had brown eyes and white hair and was last seen in a sweatshirt and slacks. She enjoys gardening, crossword puzzles, and reading. Police don't suspect foul play and Tom isn't considered a suspect (neither is the tenant who was the last to see her), but they aren't sure what could've happened.
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Maebell Dawson - disappeared January 3rd, 1998 from Jefferson Township, Ohio
68 year old Maebell Dawson had lived in a one bedroom apartment on the 2nd floor of the Martin Luther Manor Living Center on Liscum Drive for about a year when she went missing. Maebell was divorced, had two daughters, and had retired from a hospital housekeeping job two years prior. Maebell was close to her family, and when calls to reach her went unanswered for two days, by January 5th, her residence was checked. Nothing in the second-story apartment was missing or out of place. Her winter coat was draped over a chair, her wallet, credit cards, cash, and a check for rent dated 1/8/98 were all found in her purse on the table. Her bank account was never accessed again. There were no signs of forced entry, a struggle or robbery inside the apartment. LE does not believe Maebell was attacked from her apartment or lured from the premises, but they do believe foul play was involved. According to CharleyProject, suicide "has not been ruled out but has been deemed unlikely". In 1998, Maebell was between 5'4 - 5'6 and 180 pounds. She had brown eyes and gray hair, wore glasses, and was last seen in a tan jogging suit. She was last seen entering her apartment at 9:30 pm on January 3rd. Five and a half years after her disappearance, Maebell was declared legally dead.
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Norma Mae Maynard - disappeared February 3rd, 1979 from Boone, Iowa.
Norma Mae Maynard went missing in early February of 1979, just two weeks after the unexpected death of her husband, Carl, on January 19th. Norma and Carl had been married for three decades and Norma was deeply grieving the loss. Norma lived with her 30 year old son, and he was the last to see his mother. He stated that shortly before noon on February 2nd, he found a note from his 61 year old mother that stated she was on her way to Los Angeles, not to look for her, and that she'd get in touch again someday. The validity of this note (if seen by LE, if handwritten analysis was performed, etc) is not known. Norma's purse and a few items of clothing were missing, but her checkbook and jewelry were left behind. There was no sign of a break-in at the house. Her husband's pension which she lived off of and her bank account with savings was not touched. Norma was a shy woman who spent most of her time at home and had a regular routine. She didn't drive and her brothers stated that she had never been more than a few miles from her hometown. Her husband's funeral bill was paid for by a check dated four days after she vanished and signed by "Mrs. Carl Maynard". According to Charley Project, "The signature appeared to match Maynard's handwriting, and her son said she had signed a blank check and left it with him to fill in and pay the bill". The validity of this is not known either. A sighting of a woman matching Norma's description was seen by a local Greyhound bus station employee. The woman was boarding a bus bound for Los Angeles. Police are not sure of the accuracy of this sighting and consider it "shaky". Norma didn't drive but she didn't normally travel by bus, and why she allegedly went to Los Angeles is unknown: she had no friends or family there. Norma's son was not considered a suspect in her case, though some members of her family believe he was involved in her disappearance. He has maintained his innocence and has since moved out of state. Norma was 5'3 tall and weight 175 pounds, with blue eyes and gray hair. If she was alive today, she'd be 105. I believe someone close to her knows what happened and made up the story about her leaving for California. My second theory would be suicide, and she made up the California story so her family wouldn't worry.
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Yu Chin Goodson - disappeared March 25th, 2005 from Russellville, Franklin County, Alabama.
Yu Chin Goodson is one of the youngest on my list, and at 57, I wouldn't classify her as elderly, but she is an older woman with a lot of mental and physical issues, who went missing under mysterious circumstances like these other women. Yu Chin is an Asian woman suffering from paranoid schizophrenia, diabetes, and a heart problem which required daily medication. In 2005, she was living in group home for patients with mental disabilities in Russellville, Alabama. On March 25th, 2005, a witness claimed to see Yu Chin enter a small, older grey or silver car with a loud muffler. The car was headed toward the Decatur, Alabama area, which is where her son lives. Staff at the group home were informed that Yu Chin was gone, and within 15 minutes of her disappearance, the police were notified and a search for Yu Chin began. No trace of her was ever found. Her son, who lives in the Decatur area, was never contacted by his mother. There has been no mention of foul play, and authorities believe she could currently be homeless and living in shelters. At the time of this write up, she has been missing for almost twenty years and would be around 75 if still alive.
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Barbara B. Blount - disappeared May 2nd, 2008 from Holden, Louisiana
Barbara B. Blount was a 58 year old widow who lived on the same road as her children, kept in regular contact with her family and friends, and was active in her local church. It came as a surprise one morning when her nephew came over to visit her residence in rural Livingston Parish, Louisiana, and Barbara was nowhere to be found. A neighbor had just spoken to her over the phone, and Barbara had said she was cleaning out her kitchen cabinets. By the time her nephew had arrived for a visit, the front door was wide open, Barbara's phone was lying on the floor with the battery pulled out, her car was gone, and Barbara was missing. Besides for the unusual circumstances in the home, police didn't find any proof of forced entry. A few hours later in the late afternoon, the silver four door 2006 Toyota Camry Barbara owned was found a quarter of a mile from her home. It was found 25-30 yards off the main road and out of sight, hidden by trees. No trace of Barbara was discovered, baffling friends and family who described Barbara as a cautious individual who carried a gun when she went outside to milk the cows and didn't open the door to strangers. Waterways and woods were searched in attempt to find Barbara, but nothing was ever found.

edit: ooof messed up the title.

In the vast expanse of the Mexican countryside, where the swaying fields of green met the endless stretch of blue sky, I had spent my seventy years as a humble rancher. My life had been defined by hard work, the warmth of the sun on my weathered face, and the unwavering faith that guided my every step. Family was the cornerstone of my existence, and the love that bound us together brought solace and joy to my heart.
It was my grandniece, Ana, who now resided in the bustling city of Los Angeles, who played an unexpected role in the strange journey that awaited me. Despite the miles that separated us, Ana had become a successful professional, and her heart overflowed with love and concern for her aging uncle. When she learned of my deteriorating health, she took it upon herself to arrange a special surgery in Arizona, hoping to restore my vitality and grant me a chance at a better life.
Full of gratitude and hope, I embarked on the journey, leaving behind the familiar sights and sounds of my homeland. Ana's support had brought me solace, as I clung to the belief that God's grace would guide me through any trial that lay ahead.
Little did I know that my journey to Arizona would lead me into the depths of a living nightmare, shattering the foundation of my faith and testing the very limits of my sanity. The surgery was meant to bring healing, but instead, it opened a door to a world of unspeakable horrors that would forever haunt my existence.
This is the harrowing tale of the creatures I encountered while under the influence of drugs, their relentless pursuit, and the grim realization that some nightmares extend far beyond the realms of our understanding. As I recount this chilling experience, let it serve as a warning that even the strongest faith and love cannot shield us from the darkness that lurks in the shadows, waiting to consume us whole.
As a seventy-year-old rancher from Mexico, I had experienced my fair share of hardships and unusual encounters. But nothing could have prepared me for the terrifying ordeal that unfolded after I was brought to Arizona for a special surgery. It was a routine procedure, they said, but little did I know that the anesthetics they administered would unlock a horrifying world beyond my imagination.
The moment the sedatives took hold, I found myself drifting into a nightmarish slumber. Shadows danced and twisted before my closed eyes, morphing into grotesque shapes that defied reason. When I awoke, disoriented and groggy, I found myself in a dimly lit hospital room. The air felt heavy, suffocating, and an eerie silence hung in the air.
I tried to call out for help, but my voice seemed to evaporate into thin air. Panic coursed through my veins as I struggled to make sense of my surroundings. Then, from the corner of my eye, I caught a glimpse of movement. Something skittered across the floor, quick and unnatural.
My heart pounded in my chest as I turned my gaze towards the source of the disturbance. My eyes widened in horror as I laid eyes upon the creatures that haunted my nightmares. They were humanoid in shape, but twisted and contorted beyond recognition. Their pale, mottled skin seemed to glisten under the dim light, and their elongated limbs moved with a jerky, unsettling motion.
Their eyes, oh god, their eyes were empty voids, devoid of any humanity or emotion. As I watched, they crept closer, their unsettling presence filling the room with an oppressive dread. I could feel their malevolence, an otherworldly aura that sent shivers down my spine.
Fear consumed me as I realized these creatures were not bound by the laws of our reality. They moved through walls and solid objects, effortlessly closing the distance between us. I tried to escape, to flee from the room and their relentless pursuit, but my body felt heavy and unresponsive.
With each passing moment, their numbers grew, their presence suffocating my very existence. Their clawed hands reached out towards me, their whispers echoing in my mind. Their incomprehensible language filled my head, driving me to the brink of madness. I could no longer distinguish reality from the hallucinations induced by the drugs.
Days turned into nights, and nights bled into an endless cycle of torment. Sleep became a mere illusion, a reprieve from the never-ending horror that plagued me. The creatures stalked me relentlessly, their eyes boring into my soul, taunting me with their existence.
I pleaded for mercy, begged for release from this hellish nightmare, but my cries fell upon deaf ears. No one could hear me, no one could save me from the nightmare that had become my reality. I was trapped in a twisted dimension, caught between life and death.
With the weight of my encounter with the haunting creatures pressing heavily on my soul, I sought solace in the company of my brothers. Juan and Miguel, both strong and unwavering in their support, listened intently as I recounted the terrifying ordeal that had befallen me. Their furrowed brows and concerned expressions revealed their genuine worry, but their practical minds sought a solution to this unearthly menace.
"We mustn't let these creatures continue to stalk you, hermano," Juan declared, his voice laced with determination. "We must find a way to confront them and rid you of this torment."
Miguel, the more skeptical of the two, took a moment to contemplate. "Perhaps we can lead them away, far from here. Out in the desert, where their presence won't harm anyone else."
Hope ignited within me as their plan unfolded. We would set up a campfire in the vast expanse of the desert, drawing the creatures away from populated areas. It seemed like a sound strategy, a way to buy some time and perhaps even find a solution.
As nightfall settled upon the arid landscape, my brothers and I ventured into the heart of the desert. With every step, I could feel the weight of their doubts pressing upon me. They were reluctant to fully embrace the extent of the horrors I had witnessed. Instead, they chose to drown their unease in the embrace of the bottle, their laughter echoing under the starlit sky.
But as the flickering flames cast eerie shadows upon the sand, I realized the creatures were drawing closer. The distant whispers and rustling sounds sent chills down my spine, urging me to abandon the camouflage we had created.
Summoning all the courage within me, I decided to lead the creatures further away, away from my beloved brothers and into the treacherous darkness of the desert. The pain of leaving them behind gnawed at my heart, but their inebriation had clouded their judgment, blinding them to the imminent danger.
As the first rays of dawn painted the horizon with hues of golden light, I turned to face the pursuing creatures. With each step, their presence grew more malevolent, their snarls echoing through the stillness of the desert. They lunged towards me, their claws outstretched, and I braced myself for the inevitable onslaught.
In that final confrontation, wounds appeared upon my flesh, marking me as a testament to the terrors I had endured. Though their touch sent searing pain through my body, I summoned the last vestiges of strength to fight back. Using all my willpower, I managed to block the creatures in an old, abandoned mine, the sunlight casting them into a prison of darkness.
Exhausted and battered, I limped my way back to civilization, hitching a ride with a kind-hearted Americano who sympathized with my plight. In the confines of the bus, I shared my story, hoping for understanding and validation. But as I revealed the wounds to the skeptical passengers, the sunlight exposed them for what they truly were—fresh scars, resembling those left by surgical incisions.
Their disbelief hung heavy in the air, skepticism etched on their faces. No one could fathom the horrors I had endured, the demons I had faced in that shadowed realm. Alone with my scars, I pondered the fickle nature of perception and the daunting task of convincing others of the unspeakable.
As the bus rumbled on, taking me closer to the sanctuary of my homeland, I knew that the creatures still lurked in the depths of that abandoned mine. They were trapped, but for how long? I held on to the hope that my encounter with them would remain a solitary nightmare, confined to the depths of the desert and buried within my memories.
But deep down, a gnawing fear lingered—an understanding that some terrors can never be truly vanquished, and their tendrils may stretch far beyond the boundaries of our comprehension

	#	Rider	Bike		Gap
1	1	🇪🇸 A. BAUTISTA	🇮🇹 Ducati
2	54	🇹🇷 T. RAZGATLIOGLU	🇯🇵 Yamaha		8.446
3	47	🇮🇹 A. BASSANI	🇮🇹 Ducati	IND	18.368
4	65	🇬🇧 J. REA	🇯🇵 Kawasaki		20.174
5	97	🇪🇸 X. VIERGE	🇯🇵 Honda		22.344
6	55	🇮🇹 A. LOCATELLI	🇯🇵 Yamaha		23.307
7	9	🇮🇹 D. PETRUCCI ^R	🇮🇹 Ducati	IND	23.552
8	31	🇺🇸 G. GERLOFF	🇩🇪 BMW	IND	24.905
9	5	🇩🇪 P. OETTL	🇮🇹 Ducati	IND	25.255
10	87	🇦🇺 R. GARDNER ^R	🇯🇵 Yamaha	IND	27.253
11	77	🇨🇭 D. AEGERTER ^R	🇯🇵 Yamaha	IND	27.529
12	76	🇫🇷 L. BAZ	🇩🇪 BMW	IND	36.856
13	66	🇬🇧 T. SYKES	🇩🇪 BMW		38.066
14	45	🇬🇧 S. REDDING	🇩🇪 BMW		52.235
15	35	🇲🇾 H. SYAHRIN	🇯🇵 Honda	IND	1'02.594
16	32	🇪🇸 I. VINALES	🇯🇵 Kawasaki	IND	1'09.448
RET	28	🇬🇧 B. RAY ^R	🇯🇵 Yamaha	IND	4 Laps
RET	21	🇮🇹 M. RINALDI	🇮🇹 Ducati		6 Laps
RET	34	🇮🇹 L. BALDASSARRI ^R	🇯🇵 Yamaha	IND	7 Laps
RET	70	🇮🇹 L. VITALI ^R	🇯🇵 Kawasaki	IND	10 Laps
RET	22	🇬🇧 A. LOWES	🇯🇵 Kawasaki		14 Laps
RET	88	🇯🇵 R. MIZUNO ^R	🇯🇵 Honda	IND	19 Laps
RET	53	🇪🇸 T. RABAT	🇯🇵 Kawasaki	IND

IND = independent (non-factory) rider ^R = SBK class rookie
Fastest Lap

A. BAUTISTA - Lap 5 - 1'33.936 (avg. 161.9 kph / 100.6 mph)

Top speed

A. BAUTISTA - 277.6 kph / 172.5 mph

Weather

Air temperature: 24°C / 75°F
Track temperature: 46°C / 114°F
Track condition: Dry

Championship standings after this race

	Rider	Pts	Gap
1	🇪🇸 A. BAUTISTA	298
2	🇹🇷 T. RAZGATLIOGLU	212	86
3	🇮🇹 A. LOCATELLI	150	148
4	🇬🇧 J. REA	129	169
5	🇮🇹 A. BASSANI	126	172
6	🇮🇹 M. RINALDI	99	199
7	🇨🇭 D. AEGERTER ^R	88	210
8	🇪🇸 X. VIERGE	87	211
9	🇬🇧 A. LOWES	75	223
10	🇮🇹 D. PETRUCCI ^R	64	234
11	🇪🇸 I. LECUONA	64	234
12	🇦🇺 R. GARDNER ^R	59	239
13	🇺🇸 G. GERLOFF	51	247
14	🇩🇪 P. OETTL	46	252
15	🇬🇧 S. REDDING	41	257
16	🇳🇱 M. VAN DER MARK	19	279
17	🇫🇷 L. BAZ	13	285
18	🇮🇹 L. BALDASSARRI ^R	7	291
19	🇲🇾 H. SYAHRIN	7	291
20	🇬🇧 B. RAY ^R	5	293
21	🇬🇧 T. SYKES	4	294
22	🇵🇹 I. LOPES ^R	1	297

Source: https://resources.worldsbk.com/files/results/2023/ITA/SBK/003/ALL/AllPdfs.pdf

	#	Rider	Bike		Gap
1	1	🇪🇸 A. BAUTISTA	🇮🇹 Ducati
2	54	🇹🇷 T. RAZGATLIOGLU	🇯🇵 Yamaha		0.101
3	21	🇮🇹 M. RINALDI	🇮🇹 Ducati		0.738
4	47	🇮🇹 A. BASSANI	🇮🇹 Ducati	IND	2.239
5	65	🇬🇧 J. REA	🇯🇵 Kawasaki		2.490
6	22	🇬🇧 A. LOWES	🇯🇵 Kawasaki		3.955
7	55	🇮🇹 A. LOCATELLI	🇯🇵 Yamaha		1 Lap
8	97	🇪🇸 X. VIERGE	🇯🇵 Honda		1 Lap
9	31	🇺🇸 G. GERLOFF	🇩🇪 BMW	IND	1 Lap
10	5	🇩🇪 P. OETTL	🇮🇹 Ducati	IND	1 Lap
11	45	🇬🇧 S. REDDING	🇩🇪 BMW		1 Lap
12	34	🇮🇹 L. BALDASSARRI ^R	🇯🇵 Yamaha	IND	1 Lap
13	76	🇫🇷 L. BAZ	🇩🇪 BMW	IND	1 Lap
14	28	🇬🇧 B. RAY ^R	🇯🇵 Yamaha	IND	1 Lap
15	35	🇲🇾 H. SYAHRIN	🇯🇵 Honda	IND	1 Lap
16	53	🇪🇸 T. RABAT	🇯🇵 Kawasaki	IND	1 Lap
17	32	🇪🇸 I. VINALES	🇯🇵 Kawasaki	IND	1 Lap
18	70	🇮🇹 L. VITALI ^R	🇯🇵 Kawasaki	IND	1 Lap
19	88	🇯🇵 R. MIZUNO ^R	🇯🇵 Honda	IND	1 Lap
20	66	🇬🇧 T. SYKES	🇩🇪 BMW		1 Lap
21	77	🇨🇭 D. AEGERTER ^R	🇯🇵 Yamaha	IND	1 Lap
NC	7	🇪🇸 I. LECUONA	🇯🇵 Honda
NC	9	🇮🇹 D. PETRUCCI ^R	🇮🇹 Ducati	IND
RET	16	🇮🇹 G. RUIU	🇩🇪 BMW	IND
RET	87	🇦🇺 R. GARDNER ^R	🇯🇵 Yamaha	IND

IND = independent (non-factory) rider ^R = SBK class rookie
Fastest Lap

T. RAZGATLIOGLU - Lap 4 - 1'33.174 (avg. 163.2 kph / 101.4 mph) (new record)

Top speed

A. BAUTISTA - 279.8 kph / 173.9 mph

Weather

Air temperature: 23°C / 73°F
Track temperature: 37°C / 98°F
Track condition: Dry

Championship standings after this race

	Rider	Pts	Gap
1	🇪🇸 A. BAUTISTA	273
2	🇹🇷 T. RAZGATLIOGLU	192	81
3	🇮🇹 A. LOCATELLI	140	133
4	🇬🇧 J. REA	116	157
5	🇮🇹 A. BASSANI	110	163
6	🇮🇹 M. RINALDI	99	174
7	🇨🇭 D. AEGERTER ^R	83	190
8	🇪🇸 X. VIERGE	76	197
9	🇬🇧 A. LOWES	75	198
10	🇪🇸 I. LECUONA	64	209
11	🇮🇹 D. PETRUCCI ^R	55	218
12	🇦🇺 R. GARDNER ^R	53	220
13	🇺🇸 G. GERLOFF	43	230
14	🇩🇪 P. OETTL	39	234
15	🇬🇧 S. REDDING	39	234
16	🇳🇱 M. VAN DER MARK	19	254
17	🇫🇷 L. BAZ	9	264
18	🇮🇹 L. BALDASSARRI ^R	7	266
19	🇲🇾 H. SYAHRIN	6	267
20	🇬🇧 B. RAY ^R	5	268
21	🇵🇹 I. LOPES ^R	1	272
22	🇬🇧 T. SYKES	1	272

Source: https://resources.worldsbk.com/files/results/2023/ITA/SBK/002/ALL/AllPdfs.pdf

I'm trying to make myself a modpack but i've run into a problem. Mainly:
java.lang.IllegalStateException: Feature order cycle found, involved sources: [Reference{ResourceKey[minecraft:worldgen/biome / minecraft:snowy_plains][email protected]}, Reference{ResourceKey[minecraft:worldgen/biome / minecraft:snowy_taiga][email protected]}]
list of my mods here (yes i know it's not very compact :P):
Abnormals Delight
TeamAbnormals
abnormals_delight-1.19.2-4.0.2.jar

AI Improvements
QueenOfMissiles
AI-Improvements-1.19.2-0.5.2.jar

Alex's Delight
NCP_Bails
alexsdelight-1.4.1.jar

Alex's Mobs
sbom_xela
alexsmobs-1.21.1.jar

Allurement
TeamAbnormals
allurement-1.19.2-3.1.0.jar

Architectury API (Fabric/Forge)
shedaniel
architectury-6.5.85-forge.jar

Ars Armiger
VykladeLapiet
arsarmiger-1.19.2-1.4.0.jar

Ars Creo
baileyholl2
ars_creo-1.19.2-3.2.1.jar

Ars Instrumentum
Sarenor
ars_instrumentum-1.19.2-3.4.4.jar

Ars Nouveau
baileyholl2
ars_nouveau-1.19.2-3.15.1.jar

Art of Forging: A Tetra Addon
Eldritch_King24
art_of_forging-1.6.7-1.19.2.jar

Artifacts
ochotonida
artifacts-1.19.2-5.0.2.jar

AutoRegLib
Vazkii
AutoRegLib-1.8.2-55.jar

Balm (Forge Edition)
BlayTheNinth
balm-forge-1.19.2-4.5.7.jar

Better Advancements
way2muchnoise
BetterAdvancements-1.19.2-0.2.2.142.jar

Better Combat [Fabric & Forge]
daedelus_dev
bettercombat-forge-1.7.1+1.19.jar

Better Golems
bagu_chan500
bettergolem-1.19.2-2.0.0.jar

Blueprint
TeamAbnormals
blueprint-1.19.2-6.1.2.jar

Citadel
sbom_xela
citadel-2.1.4-1.19.jar

Cloth Config API (Fabric/Forge)
shedaniel
cloth-config-8.2.88-forge.jar

Clumps
Jaredlll08
Clumps-forge-1.19.2-9.0.0+14.jar

Collective
Serilum
collective-1.19.2-6.53.jar

Comforts (Fabric/Forge/Quilt)
TheIllusiveC4
comforts-forge-6.0.5+1.19.2.jar

CorgiLib
Corgi_Taco
CorgiLib-forge-1.19.2-1.0.0.34.jar

Corn Delight
sz0999312
corn_delight-1.0.1-1.19.2.jar

Cracker's Wither Storm Mod
nonamecrackers2
witherstormmod-1.19.2-3.1.1.1.jar

Create
simibubi
create-1.19.2-0.5.1.b.jar

Create : Misc & Things
to0pa_fr
create_misc_and_things_ 1.19.2_3.0.jar

Create Chromatic Return
phicctv
create-chromaticreturn1.19.2_v1.4.2.jar

Create Compact Exp
nocubeyt
nocube's_create_compact_exp_1.0.2_forge_1.19.2.jar

Create Crafts & Additions
MRHminer
createaddition-1.19.2-20230527a.jar

Create Deco
talrey
createdeco-1.3.3-1.19.2.jar

Create Stuff & Additions
Furti_Two
create-stuff-additions1.19.2_v2.0.3b.jar

Creeper Overhaul
joosh_7889
creeperoverhaul-2.0.9-forge.jar

Cultural Delights
NCP_Bails
culturaldelights-1.19.2-0.15.2.jar

Curios API (Forge)
TheIllusiveC4
curios-forge-1.19.2-5.1.4.1.jar

Delightful
brnbrd
Delightful-1.19.2-3.3.jar

Difficult Caves
InfernalEclipse
Difficult Caves 1.0.0 - 1.19.2.jar

Dungeons Gear
the_infamous_1
dungeons_gear-1.19.2-5.0.5-beta.jar

Dungeons Libraries
Patrigan
dungeons_libraries-1.19.2-3.0.10-beta.jar

Dungeons Mobs
the_infamous_1
dungeons_mobs-1.19.2-4.0.8-beta.jar

Dusk[Forge/Fabric]
someaddon
dusk-1.19.2-2.4.jar

Ender's Delight
Furti_Two
endersdelight-1.19-1.0.2.jar

Enhanced Celestials - Blood, Blue, & Harvest (Super) Moons
Corgi_Taco
Enhanced_Celestials-forge-1.19.2-2.1.0.5.jar

Entity Culling Fabric/Forge
tr7zw
entityculling-forge-1.6.1-mc1.19.2.jar

Farmer's Delight
vectorwing
FarmersDelight-1.19-1.2.1.jar

Farsighted Mobs (Forge)
Sindarin27
farsighted-mobs-forge-1.1-1.19.jar

FerriteCore (Forge)
malte0811
ferritecore-5.0.3-forge.jar

Flywheel
jozufozu
flywheel-forge-1.19.2-0.6.8.a.jar

Friends&Foes (Forge)
faboslav
friendsandfoes-forge-mc1.19.2-1.8.2.jar

GeckoLib
Gecko
geckolib-forge-1.19-3.1.40.jar

Get It Together, Drops!
bl4ckscor3
getittogetherdrops-forge-1.19.2-1.3.jar

Golems Are Friends Not Fodder
LobsterJonn
golemsarefriends-1.19.2-0.1.0.1.jar

Guard Villagers
almightytallestred
guardvillagers-1.19.2-1.5.6.jar

Hunter illager
bagu_chan500
hunterillager-1.19.2-8.0.0.jar

Immersive Weathering [FORGE]
OrdanaryMods
immersive_weathering-1.19.2-1.2.9-forge.jar

Incendium
Starmute
Incendium_1.19.3_v5.1.6.jar

Italian Delight (A Farmer's Delight Add-on)
walta_whit
ItalianDelight-1.19.2 1.5-MAR_FIX.jar

Just Enough Items (JEI)
mezz
jei-1.19.2-forge-11.6.0.1015.jar

Kotlin for Forge
thedarkcolour
kotlinforforge-3.12.0-all.jar

Magnesium/Rubidium Dynamic Lights
TeamDeusVult
dynamiclightsreforged-1.19.2_v1.4.0.jar

Magnesium/Rubidium Extras
TeamDeusVult
rubidium_extras-1.19.2_v1.3.2.jar

Majrusz Library
Majrusz17
majrusz-library-1.19.2-4.2.0.jar

Majrusz's Progressive Difficulty
Majrusz17
majruszs-difficulty-1.19.2-1.7.5.jar

Monster Plus
Nitespring
MonsterPlus-Forge1.19.2-v1.1.6.1.jar

Moonlight Lib
MehVahdJukaar
moonlight-1.19.2-2.2.36-forge.jar

Mutant Monsters [Forge & Fabric]
Fuzs
MutantMonsters-v4.0.5-1.19.2-Forge.jar

Mutant More
alexandersfunandgames
mutantmore-1.19.2-early-access-1.0.7.jar

mutil
mickelus
mutil-1.19.2-5.1.0.jar

Mysterious Mountain Lib
sz0999312
mysterious_mountain_lib-1.2.3-1.19.2.jar

Nameless Trinkets
Cozary
Nameless Trinkets-1.19.2-1.6.11.jar

Nether's Delight
lumpazl
NethersDelight-1.19-3.0.jar

Nullscape
Starmute
Nullscape_1.19.3_v1.2.1a.jar

Ocean's Delight
scouter567
oceansdelight-1.0.1-1.19.2.jar

Out Of Sight
Corosus
out_of_sight-1.19.2-1.0.2.jar

Patchouli
Vazkii
Patchouli-1.19.2-77.jar

Pehkui
Virtuoel
Pehkui-3.7.5+1.19.2-forge.jar

playerAnimator
KosmX
player-animation-lib-forge-1.0.2.jar

Puzzles Lib [Forge & Fabric]
Fuzs
PuzzlesLib-v4.4.0-1.19.2-Forge.jar

Quark
Vazkii
Quark-3.4-402.jar

Regrowth
MacTso
Regrowth-1.19-41.1.31.1.jar

Repurposed Structures (Forge)
telepathicgrunt
repurposed_structures_forge-6.3.24+1.19.2.jar

Resourceful Config
ThatGravyBoat
resourcefulconfig-forge-1.19.2-1.0.20.jar

Rubidium
Asek3
rubidium-0.6.2a.jar

Sapience
the_infamous_1
sapience-1.19.2-1.0.1.jar

Savage & Ravage
TeamAbnormals
savage_and_ravage-1.19.2-5.0.4.jar

Secrets of Forging: Revelations - A Tetra Addon
Eldritch_King24
secrets_of_forging_revelations-1.1.0-1.19.2.jar

Serene Seasons
TheAdubbz
SereneSeasons-1.19.2-8.1.0.24.jar

Simple Voice Chat
henkelmax
voicechat-forge-1.19.2-2.4.8.jar

Small Ships [Fabric & Forge]
talhanation
smallships-forge-1.19.2-2.0.0a2.2.jar

Smooth Boot (Reloaded)
AbdElAziz333
smoothboot(reloaded)-mc1.19.2-0.0.2.jar

Sound Physics Remastered
henkelmax
soundphysics-forge-1.19.2-1.0.18.jar

Starlight (Forge)
Spottedstar
starlight-1.1.1+forge.cf5b10b.jar

Structory
botanydev
Structory_1.19.3_v1.3.1a.jar

Structory: Towers
botanydev
Structory_Towers_1.19.3_v1.0.2.jar

Structure Gel API
ModdingLegacy
structure_gel-1.19.2-2.7.2.jar

Terralith
Starmute
Terralith_1.19.3_v2.3.8.jar

Tetra
mickelus
tetra-1.19.2-5.2.1.jar

Tetranomicon
syrikalis
tetranomicon-1.4.2-1.19.2.jar

TexTrue's Rubidium Options
TexTrue
TextruesRubidiumOptions-1.0.5-mc1.19.2.jar

The Conjurer
ModdingLegacy
the-conjurer-1.19.2-1.1.5.jar

Towns and Towers
Biban_Auriu
Towns-and-Towers-v.1.10-_FORGE-1.19.2_.jar

Upgrade Aquatic
TeamAbnormals
upgrade_aquatic-1.19.2-5.0.0.jar

Villager Names
Serilum
villagernames-1.19.2-5.2.jar

Waystones
BlayTheNinth
waystones-forge-1.19.2-11.4.0.jar

Withering Boon for Tetra
faerminded
witheringboon-1.3.jar

Wizardy delight
Sanberdir
wizardy_delight-1.0 Beta 1.jar

YUNG's API (Forge)
YUNGNICKYOUNG
YungsApi-1.19.2-Forge-3.8.9.jar

YUNG's Better Desert Temples (Forge)
YUNGNICKYOUNG
YungsBetterDesertTemples-1.19.2-Forge-2.2.2.jar

YUNG's Better Dungeons (Forge)
YUNGNICKYOUNG
YungsBetterDungeons-1.19.2-Forge-3.2.2.jar

YUNG's Better Mineshafts (Forge)
YUNGNICKYOUNG
YungsBetterMineshafts-1.19.2-Forge-3.2.0.jar

YUNG's Better Nether Fortresses (Forge)
YUNGNICKYOUNG
YungsBetterNetherFortresses-1.19.2-Forge-1.0.5.jar

YUNG's Better Ocean Monuments (Forge)
YUNGNICKYOUNG
YungsBetterOceanMonuments-1.19.2-Forge-2.1.0.jar

YUNG's Better Strongholds (Forge)
YUNGNICKYOUNG
YungsBetterStrongholds-1.19.2-Forge-3.2.0.jar

YUNG's Better Witch Huts (Forge)
YUNGNICKYOUNG
YungsBetterWitchHuts-1.19.2-Forge-2.1.0.jar

YUNG's Bridges (Forge)
YUNGNICKYOUNG
YungsBridges-1.19.2-Forge-3.1.0.jar

YUNG's Extras (Forge)
YUNGNICKYOUNG
YungsExtras-1.19.2-Forge-3.1.0.jar

Thx for your help :)

The Airbus A300 is a wide-body airliner developed and manufactured by Airbus. In September 1967, aircraft manufacturers in the United Kingdom, France, and West Germany signed a memorandum of understanding to develop a large airliner. West Germany and France reached an agreement on 29 May 1969 after the British withdrew from the project on 10 April 1969. European collaborative aerospace manufacturer Airbus Industrie was formally created on 18 December 1970 to develop and produce it. The prototype first flew on 28 October 1972.
The first twin-engine widebody airliner, the A300 typically seats 247 passengers in two classes over a range of 5,375 to 7,500 km (2,900 to 4,050 nmi). Initial variants are powered by General Electric CF6-50 or Pratt & Whitney JT9D turbofans and have a three-crew flight deck. The improved A300-600 has a two-crew cockpit and updated CF6-80C2 or PW4000 engines; it made its first flight on 8 July 1983 and entered service later that year. The A300 is the basis of the smaller A310 (first flown in 1982) and was adapted in a freighter version. Its cross section was retained for the larger four-engined A340 (1991) and the larger twin-engined A330 (1992). It is also the basis for the oversize Beluga transport (1994).
Launch customer Air France introduced the type on 23 May 1974. After limited demand initially, sales took off as the type was proven in early service, beginning three decades of steady orders. It has a similar capacity to the Boeing 767-300, introduced in 1986, but lacked the 767-300ER range. During the 1990s, the A300 became popular with cargo aircraft operators, as both passenger airliner conversions and as original builds. Production ceased in July 2007 after 561 deliveries. As of March 2023, there were 228 A300 family aircraft in commercial service.
Origins:
During the 1960s, European aircraft manufacturers such as Hawker Siddeley and the British Aircraft Corporation, based in the UK, and Sud Aviation of France, had ambitions to build a new 200-seat airliner for the growing civil aviation market. While studies were performed and considered, such as a stretched twin-engine variant of the Hawker Siddeley Trident and an expanded development of the British Aircraft Corporation (BAC) One-Eleven, designated the BAC Two-Eleven, it was recognized that if each of the European manufacturers were to launch similar aircraft into the market at the same time, neither would achieve sales volume needed to make them viable.[2] In 1965, a British government study, known as the Plowden Report, had found British aircraft production costs to be between 10% and 20% higher than American counterparts due to shorter production runs, which was in part due to the fractured European market. To overcome this factor, the report recommended the pursuit of multinational collaborative projects between the region's leading aircraft manufacturers.[3]: 49 [4][5]: 2–13
European manufacturers were keen to explore prospective programs; the proposed 260-seat wide-body HBN 100 between Hawker Siddeley, Nord Aviation, and Breguet Aviation being one such example.[2][6]: 37–38 National governments were also keen to support such efforts amid a belief that American manufacturers could dominate the European Economic Community;[7] in particular, Germany had ambitions for a multinational airliner project to invigorate its aircraft industry, which had declined considerably following the Second World War.[3]: 49–50 During the mid-1960s, both Air France and American Airlines had expressed interest in a short-haul twin-engine wide-body aircraft, indicating a market demand for such an aircraft to be produced.[3][8] In July 1967, during a high-profile meeting between French, German, and British ministers, an agreement was made for greater cooperation between European nations in the field of aviation technology, and "for the joint development and production of an airbus".[2][9]: 34 The word airbus at this point was a generic aviation term for a larger commercial aircraft, and was considered acceptable in multiple languages, including French.[9]: 34
Shortly after the July 1967 meeting, French engineer Roger Béteille was appointed as the technical director of what would become the A300 program, while Henri Ziegler, chief operating office of Sud Aviation, was appointed as the general manager of the organization and German politician Franz Josef Strauss became the chairman of the supervisory board.[2] Béteille drew up an initial work share plan for the project, under which French firms would produce the aircraft's cockpit, the control systems, and lower-center portion of the fuselage, Hawker Siddeley would manufacture the wings, while German companies would produce the forward, rear and upper part of the center fuselage sections. Addition work included moving elements of the wings being produced in the Netherlands, and Spain producing the horizontal tail plane.[2][6]: 38
An early design goal for the A300 that Béteille had stressed the importance of was the incorporation of a high level of technology, which would serve as a decisive advantage over prospective competitors. As such, the A300 would feature the first use of composite materials of any passenger aircraft, the leading and trailing edges of the tail fin being composed of glass fibre reinforced plastic.[5]: 2–16 [10] Béteille opted for English as the working language for the developing aircraft, as well against using Metric instrumentation and measurements, as most airlines already had US-built aircraft.[10] These decisions were partially influenced by feedback from various airlines, such as Air France and Lufthansa, as an emphasis had been placed on determining the specifics of what kind of aircraft that potential operators were seeking. According to Airbus, this cultural approach to market research had been crucial to the company's long-term success.[10]
Workshare and redefinition:
On 26 September 1967, the British, French, and West German governments signed a Memorandum of Understanding to start development of the 300-seat Airbus A300.[6]: 38 [11]: 43 [12]: 57 At this point, the A300 was only the second major joint aircraft programme in Europe, the first being the Anglo-French Concorde.[9] Under the terms of the memorandum, Britain and France were each to receive a 37.5 per cent work share on the project, while Germany received a 25 per cent share. Sud Aviation was recognized as the lead company for A300, with Hawker Siddeley being selected as the British partner company.[2] At the time, the news of the announcement had been clouded by the British Government's support for the Airbus, which coincided with its refusal to back BAC's proposed competitor, the BAC 2–11, despite a preference for the latter expressed by British European Airways (BEA).[9]: 34 Another parameter was the requirement for a new engine to be developed by Rolls-Royce to power the proposed airliner; a derivative of the in-development Rolls-Royce RB211, the triple-spool RB207, capable of producing of 47,500 lbf (211 kN).[13] The program cost was US$4.6 billion (in 1993 Dollars).[14]

In December 1968, the French and British partner companies (Sud Aviation and Hawker Siddeley) proposed a revised configuration, the 250-seat Airbus A250. It had been feared that the original 300-seat proposal was too large for the market, thus it had been scaled down to produce the A250.[5]: 2–14 [8][15] The dimensional changes involved in the shrink reduced the length of the fuselage by 5.62 metres (18.4 ft) and the diameter by 0.8 metres (31 in), reducing the overall weight by 25 tonnes (55,000 lb).[10][16]: 16 For increased flexibility, the cabin floor was raised so that standard LD3 freight containers could be accommodated side-by-side, allowing more cargo to be carried. Refinements made by Hawker Siddeley to the wing's design provided for greater lift and overall performance; this gave the aircraft the ability to climb faster and attain a level cruising altitude sooner than any other passenger aircraft.[10] It was later renamed the A300B.[9]: 34 [15]
Perhaps the most significant change of the A300B was that it would not require new engines to be developed, being of a suitable size to be powered by Rolls-Royce's RB211, or alternatively the American Pratt & Whitney JT9D and General Electric CF6 powerplants; this switch was recognized as considerably reducing the project's development costs.[11]: 45 [15][16]: 16–17 To attract potential customers in the US market, it was decided that General Electric CF6-50 engines would power the A300 in place of the British RB207; these engines would be produced in co-operation with French firm Snecma.[8][10] By this time, Rolls-Royce had been concentrating their efforts upon developing their RB211 turbofan engine instead and progress on the RB207's development had been slow for some time, the firm having suffered due to funding limitations, both of which had been factors in the engine switch decision.[5]: 2–13 [15][16]: 17–18
On 10 April 1969, a few months after the decision to drop the RB207 had been announced, the British government announced that they would withdraw from the Airbus venture.[6]: 38–39 [15] In response, West Germany proposed to France that they would be willing to contribute up to 50% of the project's costs if France was prepared to do the same.[15] Additionally, the managing director of Hawker Siddeley, Sir Arnold Alexander Hall, decided that his company would remain in the project as a favoured sub-contractor, developing and manufacturing the wings for the A300, which would later become pivotal in later versions' impressive performance from short domestic to long intercontinental flights.[5]: 2–13 [9]: 34 [16]: 18 Hawker Siddeley spent £35 million of its own funds, along with a further £35 million loan from the West German government, on the machine tooling to design and produce the wings.[6]: 39 [15]
Programme launch:
On 29 May 1969, during the Paris Air Show, French transport minister Jean Chamant and German economics minister Karl Schiller signed an agreement officially launching the Airbus A300, the world's first twin-engine widebody airliner.[2] The intention of the project was to produce an aircraft that was smaller, lighter, and more economical than its three-engine American rivals, the McDonnell Douglas DC-10 and the Lockheed L-1011 TriStar.[10] In order to meet Air France's demands for an aircraft larger than 250-seat A300B, it was decided to stretch the fuselage to create a new variant, designated as the A300B2, which would be offered alongside the original 250-seat A300B, henceforth referred to as the A300B1. On 3 September 1970, Air France signed a letter of intent for six A300s, marking the first order to be won for the new airliner.[6]: 39 [10][16]: 21
In the aftermath of the Paris Air Show agreement, it was decided that, in order to provide effective management of responsibilities, a Groupement d'intérêt économique would be established, allowing the various partners to work together on the project while remaining separate business entities.[2] On 18 December 1970, Airbus Industrie was formally established following an agreement between Aérospatiale (the newly merged Sud Aviation and Nord Aviation) of France and the antecedents to Deutsche Aerospace of Germany, each receiving a 50 per cent stake in the newly formed company.[3]: 50 [6]: 39 [10] In 1971, the consortium was joined by a third full partner, the Spanish firm CASA, who received a 4.2 per cent stake, the other two members reducing their stakes to 47.9 per cent each.[10][16]: 20 In 1979, Britain joined the Airbus consortium via British Aerospace, which Hawker Siddeley had merged into, which acquired a 20 per cent stake in Airbus Industrie with France and Germany each reducing their stakes to 37.9 per cent.[3]: 53 [5]: 2–14 [6]: 39
Prototype and flight testing:
Airbus Industrie was initially headquartered in Paris, which is where design, development, flight testing, sales, marketing, and customer support activities were centered; the headquarters was relocated to Toulouse in January 1974.[8][10] The final assembly line for the A300 was located adjacent to Toulouse Blagnac International Airport. The manufacturing process necessitated transporting each aircraft section being produced by the partner companies scattered across Europe to this one location. The combined use of ferries and roads were used for the assembly of the first A300, however this was time-consuming and not viewed as ideal by Felix Kracht, Airbus Industrie's production director.[10] Kracht's solution was to have the various A300 sections brought to Toulouse by a fleet of Boeing 377-derived Aero Spacelines Super Guppy aircraft, by which means none of the manufacturing sites were more than two hours away. Having the sections airlifted in this manner made the A300 the first airliner to use just-in-time manufacturing techniques, and allowed each company to manufacture its sections as fully equipped, ready-to-fly assemblies.[3]: 53 [10]
In September 1969, construction of the first prototype A300 began.[16]: 20 On 28 September 1972, this first prototype was unveiled to the public, it conducted its maiden flight from Toulouse–Blagnac International Airport on 28 October that year.[6]: 39 [9]: 34 [11]: 51–52 This maiden flight, which was performed a month ahead of schedule, lasted for one hour and 25 minutes; the captain was Max Fischl and the first officer was Bernard Ziegler, son of Henri Ziegler.[10] In 1972, unit cost was US$17.5M.[17] On 5 February 1973, the second prototype performed its maiden flight.[6]: 39 The flight test program, which involved a total of four aircraft, was relatively problem-free, accumulating 1,580 flight hours throughout.[16]: 22 In September 1973, as part of promotional efforts for the A300, the new aircraft was taken on a six-week tour around North America and South America, to demonstrate it to airline executives, pilots, and would-be customers.[10] Amongst the consequences of this expedition, it had allegedly brought the A300 to the attention of Frank Borman of Eastern Airlines, one of the "big four" U.S. airlines.[18]
Entry into service:
On 15 March 1974, type certificates were granted for the A300 from both German and French authorities, clearing the way for its entry into revenue service.[18] On 23 May 1974, Federal Aviation Administration (FAA) certification was received.[16]: 22 The first production model, the A300B2, entered service in 1974, followed by the A300B4 one year later.[8] Initially, the success of the consortium was poor, in part due to the economic consequences of the 1973 oil crisis,[6]: 40 [8][9]: 34 but by 1979 there were 81 A300 passenger liners in service with 14 airlines, alongside 133 firm orders and 88 options.[18] Ten years after the official launch of the A300, the company had achieved a 26 per cent market share in terms of dollar value, enabling Airbus Industries to proceed with the development of its second aircraft, the Airbus A310.[18]
Design:
The Airbus A300 is a wide-body medium-to-long range airliner; it has the distinction of being the first twin-engine wide-body aircraft in the world.[8][9]: 34 [12]: 57, 60 [19] In 1977, the A300 became the first Extended Range Twin Operations (ETOPS)-compliant aircraft, due to its high performance and safety standards.[6]: 40 Another world-first of the A300 is the use of composite materials on a commercial aircraft, which were used on both secondary and later primary airframe structures, decreasing overall weight and improving cost-effectiveness.[19] Other firsts included the pioneering use of center-of-gravity control, achieved by transferring fuel between various locations across the aircraft, and electrically signaled secondary flight controls.[20]
The A300 is powered by a pair of underwing turbofan engines, either General Electric CF6 or Pratt & Whitney JT9D engines; the sole use of underwing engine pods allowed for any suitable turbofan engine to be more readily used.[12]: 57 The lack of a third tail-mounted engine, as per the trijet configuration used by some competing airliners, allowed for the wings to be located further forwards and to reduce the size of the vertical stabilizer and elevator, which had the effect of increasing the aircraft's flight performance and fuel efficiency.[3]: 50 [16]: 21
Airbus partners had employed the latest technology, some of which having been derived from Concorde, on the A300. According to Airbus, new technologies adopted for the airliner were selected principally for increased safety, operational capability, and profitability.[19] Upon entry into service in 1974, the A300 was a very advanced plane, which went on to influence later airliner designs. The technological highlights include advanced wings by de Havilland (later BAE Systems) with supercritical airfoil sections for economical performance and advanced aerodynamically efficient flight control surfaces. The 5.64 m (222 in) diameter circular fuselage section allows an eight-abreast passenger seating and is wide enough for 2 LD3 cargo containers side by side. Structures are made from metal billets, reducing weight. It is the first airliner to be fitted with wind shear protection. Its advanced autopilots are capable of flying the aircraft from climb-out to landing, and it has an electrically controlled braking system.
Later A300s incorporated other advanced features such as the Forward-Facing Crew Cockpit (FFCC), which enabled a two-pilot flight crew to fly the aircraft alone without the need for a flight engineer, the functions of which were automated; this two-man cockpit concept was a world-first for a wide-body aircraft.[8][16]: 23–24 [20] Glass cockpit flight instrumentation, which used cathode ray tube (CRT) monitors to display flight, navigation, and warning information, along with fully digital dual autopilots and digital flight control computers for controlling the spoilers, flaps, and leading-edge slats, were also adopted upon later-built models.[19][21] Additional composites were also made use of, such as carbon-fiber-reinforced polymer (CFRP), as well as their presence in an increasing proportion of the aircraft's components, including the spoilers, rudder, air brakes, and landing gear doors.[22] Another feature of later aircraft was the addition of wingtip fences, which improved aerodynamic performance and thus reduced cruise fuel consumption by about 1.5% for the A300-600.[23]
In addition to passenger duties, the A300 became widely used by air freight operators; according to Airbus, it is the best selling freight aircraft of all time.[20] Various variants of the A300 were built to meet customer demands, often for diverse roles such as aerial refueling tankers, freighter models (new-build and conversions), combi aircraft, military airlifter, and VIP transport. Perhaps the most visually unique of the variants is the A300-600ST Beluga, an oversize cargo-carrying model operated by Airbus to carry aircraft sections between their manufacturing facilities.[20] The A300 was the basis for, and retained a high level of commonality with, the second airliner produced by Airbus, the smaller Airbus A310.[19]
Operational history:
On 23 May 1974, the first A300 to enter service performed the first commercial flight of the type, flying from Paris to London, for Air France.[6]: 39 [18]
Immediately after the launch, sales of the A300 were weak for some years, with most orders going to airlines that had an obligation to favor the domestically made product – notably Air France and Lufthansa, the first two airlines to place orders for the type.[3]: 50–52 [18] Following the appointment of Bernard Lathière as Henri Ziegler's replacement, an aggressive sales approach was adopted. Indian Airlines was the world's first domestic airline to purchase the A300, ordering three aircraft with three options. However, between December 1975 and May 1977, there were no sales for the type. During this period a number of "whitetail" A300s – completed but unsold aircraft – were completed and stored at Toulouse, and production fell to half an aircraft per month amid calls to pause production completely.[18]
During the flight testing of the A300B2, Airbus held a series of talks with Korean Air on the topic of developing a longer-range version of the A300, which would become the A300B4. In September 1974, Korean Air placed an order for four A300B4s with options for two further aircraft; this sale was viewed as significant as it was the first non-European international airline to order Airbus aircraft. Airbus had viewed South-East Asia as a vital market that was ready to be opened up and believed Korean Air to be the 'key'.[8][16]: 23 [18]
Airlines operating the A300 on short haul routes were forced to reduce frequencies to try and fill the aircraft. As a result, they lost passengers to airlines operating more frequent narrow body flights. Eventually, Airbus had to build its own narrowbody aircraft (the A320) to compete with the Boeing 737 and McDonnell Douglas DC-9/MD-80. The savior of the A300 was the advent of ETOPS, a revised FAA rule which allows twin-engine jets to fly long-distance routes that were previously off-limits to them. This enabled Airbus to develop the aircraft as a medium/long range airliner.
In 1977, US carrier Eastern Air Lines leased four A300s as an in-service trial.[18] CEO Frank Borman was impressed that the A300 consumed 30% less fuel, even less than expected, than his fleet of L-1011s. Borman proceeded to order 23 A300s, becoming the first U.S. customer for the type. This order is often cited as the point at which Airbus came to be seen as a serious competitor to the large American aircraft-manufacturers Boeing and McDonnell Douglas.[6]: 40 [8][18] Aviation author John Bowen alleged that various concessions, such as loan guarantees from European governments and compensation payments, were a factor in the decision as well.[3]: 52 The Eastern Air Lines breakthrough was shortly followed by an order from Pan Am. From then on, the A300 family sold well, eventually reaching a total of 561 delivered aircraft.[1]
In December 1977, Aerocondor Colombia became the first Airbus operator in Latin America, leasing one Airbus A300B4-2C, named Ciudad de Barranquilla.
During the late 1970s, Airbus adopted a so-called 'Silk Road' strategy, targeting airlines in the Far East.[3]: 52 [18] As a result, The aircraft found particular favor with Asian airlines, being bought by Japan Air System, Korean Air, China Eastern Airlines, Thai Airways International, Singapore Airlines, Malaysia Airlines, Philippine Airlines, Garuda Indonesia, China Airlines, Pakistan International Airlines, Indian Airlines, Trans Australia Airlines and many others. As Asia did not have restrictions similar to the FAA 60-minutes rule for twin-engine airliners which existed at the time, Asian airlines used A300s for routes across the Bay of Bengal and South China Sea.
In 1977, the A300B4 became the first ETOPS compliant aircraft,[24] qualifying for Extended Twin Engine Operations over water, providing operators with more versatility in routing. In 1982 Garuda Indonesia became the first airline to fly the A300B4-200FFCC.[25] By 1981, Airbus was growing rapidly, with over 400 aircraft sold to over forty airlines.[26]
In 1989, Chinese operator China Eastern Airlines received its first A300; by 2006, the airline operated around 18 A300s, making it the largest operator of both the A300 and the A310 at that time. On 31 May 2014, China Eastern officially retired the last A300-600 in its fleet, having begun drawing down the type in 2010.[27]
From 1997 to 2014, a single A300, designated A300 Zero-G, was operated by the European Space Agency (ESA), centre national d'études spatiales (CNES) and the German Aerospace Center (DLR) as a reduced-gravity aircraft for conducting research into microgravity; the A300 is the largest aircraft to ever have been used in this capacity. A typical flight would last for two and a half hours, enabling up to 30 parabolas to be performed per flight.[28][29]
By the 1990s, the A300 was being heavily promoted as a cargo freighter.[16]: 24 The largest freight operator of the A300 is FedEx Express, which has 65 A300 aircraft in service as of May 2022.[30] UPS Airlines also operates 52 freighter versions of the A300.[31]
The final version was the A300-600R and is rated for 180-minute ETOPS. The A300 has enjoyed renewed interest in the secondhand market for conversion to freighters; large numbers were being converted during the late 1990s.[16]: 24–25 The freighter versions – either new-build A300-600s or converted ex-passenger A300-600s, A300B2s and B4s – account for most of the world's freighter fleet after the Boeing 747 freighter.[32]
The A300 provided Airbus the experience of manufacturing and selling airliners competitively. The basic fuselage of the A300 was later stretched (A330 and A340), shortened (A310), or modified into derivatives (A300-600ST Beluga Super Transporter). In 2006, unit cost of an −600F was $105 million.[14] In March 2006, Airbus announced the impending closure of the A300/A310 final assembly line,[33] making them the first Airbus aircraft to be discontinued. The final production A300, an A300F freighter, performed its initial flight on 18 April 2007,[34] and was delivered to FedEx Express on 12 July 2007.[35] Airbus has announced a support package to keep A300s flying commercially. Airbus offers the A330-200F freighter as a replacement for the A300 cargo variants.[36]
The life of UPS's fleet of 52 A300s, delivered from 2000 to 2006, will be extended to 2035 by a flight deck upgrade based around Honeywell Primus Epic avionics; new displays and flight management system (FMS), improved weather radar, a central maintenance system, and a new version of the current enhanced ground proximity warning system. With a light usage of only two to three cycles per day, it will not reach the maximum number of cycles by then. The first modification will be made at Airbus Toulouse in 2019 and certified in 2020.[37] As of July 2017, there are 211 A300s in service with 22 operators, with the largest operator being FedEx Express with 68 A300-600F aircraft.[38]
Variants:
A300B1 - The A300B1 was the first variant to take flight. It had a maximum takeoff weight (MTOW) of 132 t (291,000 lb), was 51 m (167 ft) long and was powered by two General Electric CF6-50A engines.[16]: 21 [39]: 41 Only two prototypes of the variant were built before it was adapted into the A300B2, the first production variant of the airliner.[6]: 39 The second prototype was leased to Trans European Airways in 1974.[39]: 54
A300B2 -
A300B2-100:
Responding to a need for more seats from Air France, Airbus decided that the first production variant should be larger than the original prototype A300B1. The CF6-50A powered A300B2-100 was 2.6 m (8.5 ft) longer than the A300B1 and had an increased MTOW of 137 t (302,000 lb), allowing for 30 additional seats and bringing the typical passenger count up to 281, with capacity for 20 LD3 containers.[40]: 10 [41][39]: 17 Two prototypes were built and the variant made its maiden flight on 28 June 1973, became certified on 15 March 1974 and entered service with Air France on 23 May 1974.[39]: 27, 53 [40]: 10
A300B2-200:
For the A300B2-200, originally designated as the A300B2K, Krueger flaps were introduced at the leading-edge root, the slat angles were reduced from 20 degrees to 16 degrees, and other lift related changes were made in order to introduce a high-lift system. This was done to improve performance when operating at high-altitude airports, where the air is less dense and lift generation is reduced.[42]: 52, 53 [43] The variant had an increased MTOW of 142 t (313,000 lb) and was powered by CF6-50C engines, was certified on 23 June 1976, and entered service with South African Airways in November 1976.[39]: 40 [40]: 12 CF6-50C1 and CF6-50C2 models were also later fitted depending on customer requirements, these became certified on 22 February 1978 and 21 February 1980 respectively.[39]: 41 [40]: 12
A300B2-320:
The A300B2-320 introduced the Pratt & Whitney JT9D powerplant and was powered by JT9D-59A engines. It retained the 142 t (313,000 lb) MTOW of the B2-200, was certified on 4 January 1980, and entered service with Scandinavian Airlines on 18 February 1980, with only four being produced.[39]: 99, 112 [40]: 14
A300B4 -
A300B4-100:
The initial A300B4 variant, later named the A300B4-100, included a centre fuel tank for an increased fuel capacity of 47.5 tonnes (105,000 lb), and had an increased MTOW of 157.5 tonnes (347,000 lb).[44][42]: 38 It also featured Krueger flaps and had a similar high-lift system to what was later fitted to the A300B2-200.[42]: 74 The variant made its maiden flight on 26 December 1974, was certified on 26 March 1975, and entered service with Germanair in May 1975.[39]: 32, 54 [40]: 16
A300B4-200:
The A300B4-200 had an increased MTOW of 165 tonnes (364,000 lb) and featured an additional optional fuel tank in the rear cargo hold, which would reduce the cargo capacity by two LD3 containers.[40]: 19 [42]: 69 The variant was certified on 26 April 1979.[40]: 19
A300-600 - The A300-600, officially designated as the A300B4-600, was slightly longer than the A300B2 and A300B4 variants and had an increased interior space from using a similar rear fuselage to the Airbus A310, this allowed it to have two additional rows of seats.[42]: 79 It was initially powered by Pratt & Whitney JT9D-7R4H1 engines, but was later fitted with General Electric CF6-80C2 engines, with Pratt & Whitney PW4156 or PW4158 engines being introduced in 1986.[42]: 82 Other changes include an improved wing featuring a recambered trailing edge, the incorporation of simpler single-slotted Fowler flaps, the deletion of slat fences, and the removal of the outboard ailerons after they were deemed unnecessary on the A310.[45] The variant made its first flight on 8 July 1983, was certified on 9 March 1984, and entered service in June 1984 with Saudi Arabian Airlines.[40]: 42 [39]: 58 A total of 313 A300-600s (all versions) have been sold. The A300-600 uses the A310 cockpits, featuring digital technology and electronic displays, eliminating the need for a flight engineer. The FAA issues a single type rating which allows operation of both the A310 and A300-600. A300-600: (Official designation: A300B4-600) The baseline model of the −600 series. A300-620C: (Official designation: A300C4-620) A convertible-freighter version. Four delivered between 1984 and 1985. A300-600F: (Official designation: A300F4-600) The freighter version of the baseline −600. A300-600R: (Official designation: A300B4-600R) The increased-range −600, achieved by an additional trim fuel tank in the tail. First delivery in 1988 to American Airlines; all A300s built since 1989 (freighters included) are −600Rs. Japan Air System (later merged into Japan Airlines) took delivery of the last new-built passenger A300, an A300-622R, in November 2002. A300-600RC: (Official designation: A300C4-600R) The convertible-freighter version of the −600R. Two were delivered in 1999. A300-600RF: (Official designation: A300F4-600R) The freighter version of the −600R. All A300s delivered between November 2002 and 12 July 2007 (last ever A300 delivery) were A300-600RFs.
A310 (A300B10)-
Airbus had demand for an aircraft smaller than the A300. On 7 July 1978, the A310 (initially the A300B10) was launched with orders from Swissair and Lufthansa. On 3 April 1982, the first prototype conducted its maiden flight and it received its type certification on 11 March 1983.
Keeping the same eight-abreast cross-section, the A310 is 6.95 m (22.8 ft) shorter than the initial A300 variants, and has a smaller 219 m2 (2,360 sq ft) wing, down from 260 m2 (2,800 sq ft). The A310 introduced a two-crew glass cockpit, later adopted for the A300-600 with a common type rating. It was powered by the same GE CF6-80 or Pratt & Whitney JT9D then PW4000 turbofans. It can seat 220 passengers in two classes, or 240 in all-economy, and can fly up to 5,150 nmi (9,540 km). It has overwing exits between the two main front and rear door pairs.
In April 1983, the aircraft entered revenue service with Swissair and competed with the Boeing 767–200, introduced six months before. Its longer range and ETOPS regulations allowed it to be operated on transatlantic flights. Until the last delivery in June 1998, 255 aircraft were produced, as it was succeeded by the larger Airbus A330-200. It has cargo aircraft versions, and was derived into the Airbus A310 MRTT military tanketransport.
Airbus A300-ST (Beluga)
Commonly referred to as the Airbus Beluga or "Airbus Super Transporter," these five airframes are used by Airbus to ferry parts between the company's disparate manufacturing facilities, thus enabling workshare distribution. They replaced the four Aero Spacelines Super Guppys previously used by Airbus.
ICAO code: A3ST
Operators:
As of March 2023, there were 228 A300 family aircraft in commercial service. The five largest operators were FedEx Express (70), UPS Airlines (52), European Air Transport Leipzig (23), Iran Air (11), and Mahan Air (11).[46]

https://portfolioslab.com/portfolio/ray-dalio-all-weather
Iskal sem sestavo opevanega portfelja Ray Dalia in našel tale koristen page.

So I don’t know my name. I’m not sure how to figure out my name. My legal name was changed before I found out I was a system by the previous host who had split, because it felt like the right thing to do and I had the opportunity. Anyway, I’m host now and I don’t identify with that name or any of the body’s previous names but I don’t feel like I came with a name either. Any tips on picking one? We do have kind of a natural theme to the names we know so far (seasons, months, weather, nature).
UPDATE: I went down a list of names that got our theme and when I got to a certain one it was like a chorus of encouragement went off in my head (think the “good answer” cheers in an episode of Family Feud). Apparently my name is Ray. I like it because I don’t feel attached to any particular gender and it’s very gender neutral name. I also made a list of other cool names from the theme for anyone that may need them in the future.

https://www.youtube.com/watch?v=qyUC9loa2v4
I wasn't active on Reddit back during the game's tenure, so I never posted my feat here. I was active on GameFAQs at the time where my original post is housed. I'll be copying the bulk of that post here.
Since the game is dead here's a little nostalgia hit. I do see a few other posts from back then where others cleared the node with the same restrictions, but they used stronger jobs. The two jobs I used were considered among the worst, which is what made me set out to showcase their viability. Forgive the lack of commentary in the video, I worked on this win for three days and it didn't occur to me to record a voiceover after victory, I just really wanted to share it.

Two things you should know about me. First is that I was a Red Mage main, I used it in every facet of the game including multiplayer. It's my favorite FF job after all, so it's only natural I used it in this game! I had people constantly telling me how bad the job is and blah blah blah, but I made it work in spite of their comments. Using auto abilities and custom panels you can compensate for a job's shortcomings really well; iirc I had over 14k HP in multiplayer because I pumped it up knowing that was the job's weak point, and let me tell you I was a damn good healesupport. I certainly did use other jobs when I needed to, particularly to climb towers and of course for Hall of Fame, but I always tried to make Red Mage work for the main content.
Second thing about me is I really hated Supremes/Legendary Skins. Hell, I hated most of the powercreep crap that we got way too early in global (cough cough FFRK L'Cie) that just warped player's perceptions for what's necessary, but Supremes were the worst of it. So many players on the GameFAQs side of the community were utterly convinced that Supremes were the only way to win the game, you couldn't possibly do even basic routine gameplay without them. Even 6 months after Aerith first dropped, where the card was only available for two weeks and had a crazy bad drop rate, multiplayer lobbies still insisted the Healer have the card or they'd disband the lobby. Utterly ridiculous. This was an RPG, full of wildly differing jobs and abilities, heaven forbid players use any strategy in the game. I drew a few Supremes in my day but refused to use any of them, ever.

Back on topic, for anybody that remembers the FF13 event, Ultimate Realm Mobius was no joke. It was easily the hardest node in the game, using unique game mechanics that really pushed the envelope on strategy, and they made it even harder during the rerun to cope with the stronger classes and abilities. I did clear it on the first event using Knight of Etro and Highwind, the same setup I used in the tower to clear up to floor 100, but this time around I wanted to flex my skill by using my favorite job in Red Mage and my brother's favorite job in Dragoon (another job people insisted was bad). The decks:
Dragoon w/ Buster Sword: Nora Nora Nora!, Sapphire Beam, Turbulence, IceshiftCustom Panels: Magic +84, first three HOFAuto Abilities: Two JCR, the rest +magic
Red Mage w/ Trismegistus: Sagefire, Primal Boon Fire, Ruby Ray, Dusk ShardCustom Panels: Avert Slow +100%, HOFAuto Abilities: Two JCR, the rest +magic
On Dragoon, Buster Sword is for Elemental Third Strike and Ultimate Charger and the intense magic focus is to clear as much yellow bar as possible, especially against Lightning. On Red Mage, Trismegistus is for Extended Break, and Avert Slow is to prevent getting slowed by Hecatoncheir's preemptive strike.

My first clear last time used Etro/Highwind. These two had good synergy, namely that Highwind's dark orbs would convert to Wind for my Etro to immediately hit the yellow gauge on later rounds. Since I went into the Lightning round with full HP she didn't touch my orbs, instead going into Ultimate Mode. From there I would work her break bar down, stun and tank her due to Etro's high defense and light drive/resist, then switch to Highwind, get my orbs in check and slay her. It's all in the video linked above, that's just a quick rundown for comparison here.
None of that worked here for a couple reasons. First is Dragoon has less defense than Etro and he lacks light drive, so he can't tank her even when she's not in Ultimate Mode. When I first started this I actually brought Darkforce solely for the 3 light drive, but even with that and a custom panel full of light resist he could not take hits from her, even if she didn't have Commando.
Another problem I was having the lack of orb synergy between Dragoon and Red Mage. Red Mage's offense was fire so when I switched back to Dragoon he'd be full of fire orbs that he can't use, and you cannot do any taps to fix your orbs without screwing up your breaking ability. At first I was trying to save 3 prism orbs from the shift so he could use Sapphire Beam but this also meant I had to be very careful to run down my fire orbs or else Dragoon wouldn't pull enough. That's when I remembered I have Iceshift, coincidentally my only augmented -shift card from way back when 4* summons were a thing. This meant I only needed to keep two heart or prism orbs and Dragoon could hit the ground running on the switch.
Which just left Lightning, how would I deal with her? She steals my orbs if I have too many and if I don't she kills Dragoon anyways. Well in my initial attempts to tank her I noticed a few times she wouldn't attack straight away, and once she actually restored her break gauge. Eureka! A full break gauge is vital to actually clearing the boss' bars, so her restoring it meant this was going to be possible even if I have to tap to refill my orbs. But in my attempts that followed she wasn't doing that, instead opting to attack me. It took a while before I realized she would restore her gauge when I damaged it enough while she was in Medic paradigm (triggered by the status effects of Turbulence). So I had to get on the ball with Dragoon and really hammer that yellow to make her do a restore, while keeping enough orbs to actually hit the gauge after the reset and hopefully not trigger her driving my orbs.
So after three days of trial and hardship I managed to get her break bar within range while getting my job change ready, so Red Mage was finally ready for action. Unfortunately I ran into another significant obstacle: I didn't do enough damage.
This broke my heart, after all that effort I literally couldn't KO her. Sagefire was hitting the damage cap on every hit (even with the fire drive shown in that image), so even when I did everything perfectly I couldn't achieve victory. Game over right? No! Most players would accept defeat here, and of course the community would start calling for Supremes, but I came this far and I was determined. Assessing the problem, at 25% she gets Wall which is just more damage I have to push through. Since I couldn't push my damage any higher I either needed to clear the Wall, or get more hits. Unfortunately along with Wall she gets Status Immunity which prevents Unguard from cancelling it out. So my last option was to get more hits, which meant extending my break. One option is to throw bodies at the node until my spirit decides to do this for me, but I remembered there's weapons that do this too. I maxed out my Scholar for his Trismegistus, but since it's completely unboosted I was worried about the significant stat reduction. Fortunately Sagefire and Red Mage are both just so powerful that I was still maxing my damage, so all I was really losing was a speed star which wasn't important here.
With that minor adjustment I went back in, tackled Lightning and got her. In the video you do see a small blunder on my part at the end though; since I lost the speed star, I didn't realize my turn had rolled over for the final hit against Lightning, making my Sagefire do pitiful damage and she recovered. I was stunned and felt defeated all over again, hence the pause. However I collected my wits again, threw up my last Commando and chipped away at her, barely taking her out before she got a turn. PHEW! Would've made the video nicer if I had realized and finished her off proper during the Break, but I got the victory and that's what counts.
There's two small details that make the win so much sweeter on a personal level. First is the Iceshift I mentioned, which I got back when 4* summons were a thing. Way back then the common advice was "summon tickets are for jobs only, only ever pull jobs!" Well guess what, I pulled a 4* despite that wisdom which gave me Iceshift. Remember this was back when growstars were really rare and 5* wasn't a thing, so getting 4*s was hard to do and they made a big difference...if you got a good one. Of course my main job can't use water so that Iceshift sat in my bank since the beginning of the game, but it is cool that it made a reappearance to come in clutch here. The second small thing is Scholar is actually my brother's second favorite job, so not only did his main job serve as my breaker, his sub-job's weapon was the final piece I needed to win it all.

Welcome back to another Pick'Em thread!
This post can be used to discuss your picks for 06/04/2023. If you have any feedback or suggestions on improving the thread further, drop a comment below or message the moderators.
Don't forget: picks must be submitted during the twelve-hour window before Noon EDT on game day, you can only make one selection per day, and missed days count as losses, so choose wisely and don't delay!
Games for Sunday, 06/04/2023:

Matchup and Team Records	Probable Pitchers (Season ERA)	Estimated Win Probability
St. Louis Cardinals (25-33) @ Pittsburgh Pirates (29-27)	Miles Mikolas (3.75) / Rich Hill (4.76)	52% / 48%
Tampa Bay Rays (40-19) @ Boston Red Sox (30-27)	Taj Bradley (3.60) / Tanner Houck (5.30)	52% / 48%
Philadelphia Phillies (26-32) @ Washington Nationals (25-33)	Ranger Suarez (7.13) / Trevor Williams (3.93)	56% / 44%
Toronto Blue Jays (31-27) @ New York Mets (30-28)	Yusei Kikuchi (4.47) / Kodai Senga (3.44)	48% / 52%
Oakland Athletics (12-48) @ Miami Marlins (31-28)	Paul Blackburn (2.25) / Sandy Alcantara (4.93)	35% / 65%
Milwaukee Brewers (30-27) @ Cincinnati Reds (26-31)	Adrian Houser (4.07) / Ben Lively (1.99)	55% / 45%
Los Angeles Angels (30-29) @ Houston Astros (34-23)	Griffin Canning (4.89) / J.P. France (4.00)	40% / 60%
Colorado Rockies (26-34) @ Kansas City Royals (17-41)	Kyle Freeland (4.22) / Brady Singer (7.12)	49% / 51%
Cleveland Guardians (25-32) @ Minnesota Twins (31-27)	Triston McKenzie (-) / Joe Ryan (2.77)	44% / 56%
Detroit Tigers (26-30) @ Chicago White Sox (25-35)	Matthew Boyd (5.96) / Michael Kopech (4.52)	42% / 58%
Seattle Mariners (29-29) @ Texas Rangers (37-20)	Bryce Miller (3.00) / Nathan Eovaldi (2.42)	44% / 56%
Baltimore Orioles (36-21) @ San Francisco Giants (28-29)	Tyler Wells (3.29) / Anthony DeSclafani (3.48)	46% / 54%
Atlanta Braves (33-24) @ Arizona Diamondbacks (35-23)	Michael Soroka (6.00) / Zac Gallen (2.72)	54% / 46%
Chicago Cubs (25-31) @ San Diego Padres (26-31)	Marcus Stroman (2.59) / Ryan Weathers (4.28)	39% / 61%
New York Yankees (34-25) @ Los Angeles Dodgers (35-23)	Domingo German (3.98) / Bobby Miller (1.64)	45% / 55%

All columns are Away / Home. Records are typically current as-of the time of posting, and do not always contain the matchup results from the day of posting.
A bolded matchup means that there is a "Probability of Precipitation" greater than 50% in a non-domed stadium at the time of this post.
An italicized matchup means that it is Game 2 of a doubleheader, which for Pick'Em purposes will not be applicable (only Game 1 is counted, but Game 2 is still included above so that you can be aware that pitching management may be different than a non-doubleheader game day).
Probable pitchers and stats sourced from mlb.com (via the MLB-StatsAPI); weather data soured from the OpenWeather One Call API.
Estimated chance of winning percentages sourced from FiveThirtyEight’s 2023 MLB Game Predictions, an ELO-based, easy to understand ratings system.

Details such as probable pitchers, winning odds, and match certainty are subject to change. Note that a pick for a team in a cancelled game (weather or otherwise) is automatically counted as a correct guess.
View Poll

Yankees @ Dodgers - Sat, Jun 03

Game Status: Final - Score: 6-3 Yankees

Links & Info

Current conditions at Dodger Stadium: 72°F - Sunny - Wind 8 mph, Out To RF
TV: National: FOX
Radio: Yankees: WADO 1280 (es), WFAN 660/101.9 FM, Dodgers: KTNQ 1020 (es), Dodgers Radio AM570
MLB Gameday
Game Graphs
Savant Gamefeed

	Yankees Batters	AB	R	H	RBI	BB	K	LOB	AVG	OBP	SLG
1	Torres - 2B	4	0	0	0	0	0	0	.262	.336	.430
2	Judge - RF	3	1	1	1	1	1	0	.291	.404	.674
3	Rizzo - 1B	4	1	1	0	0	1	1	.297	.367	.491
4	Donaldson - DH	4	0	0	0	0	2	1	.167	.200	.542
5	LeMahieu - 3B	4	1	1	0	0	3	1	.244	.307	.404
6	Bauers - LF	3	2	2	4	0	1	0	.237	.347	.542
	Cabrera, O - LF	1	1	1	1	0	0	0	.200	.250	.316
7	Kiner-Falefa - CF	4	0	0	0	0	1	0	.220	.262	.341
8	Trevino - C	3	0	0	0	0	1	0	.210	.259	.314
9	Volpe - SS	3	0	0	0	0	2	0	.188	.264	.346
	Totals	33	6	6	6	1	12	3

Yankees
BATTING: 3B: LeMahieu (2, Grove). HR: Bauers 2 (5, 2nd inning off Grove, 1 on, 1 out, 4th inning off Grove, 1 on, 2 out); Judge (19, 6th inning off Miller, S, 0 on, 0 out); Cabrera, O (4, 9th inning off González, V, 0 on, 2 out). TB: Bauers 8; Cabrera, O 4; Judge 4; LeMahieu 3; Rizzo. RBI: Bauers 4 (11); Cabrera, O (16); Judge (40). 2-out RBI: Bauers 2; Cabrera, O. Team RISP: 1-for-1. Team LOB: 1.
FIELDING: PB: Trevino (2). DP: (Volpe-Torres-Rizzo).

Yankees

BATTING: 3B: LeMahieu (2, Grove). HR: Bauers 2 (5, 2nd inning off Grove, 1 on, 1 out, 4th inning off Grove, 1 on, 2 out); Judge (19, 6th inning off Miller, S, 0 on, 0 out); Cabrera, O (4, 9th inning off González, V, 0 on, 2 out). TB: Bauers 8; Cabrera, O 4; Judge 4; LeMahieu 3; Rizzo. RBI: Bauers 4 (11); Cabrera, O (16); Judge (40). 2-out RBI: Bauers 2; Cabrera, O. Team RISP: 1-for-1. Team LOB: 1.

FIELDING: PB: Trevino (2). DP: (Volpe-Torres-Rizzo).

	Dodgers Batters	AB	R	H	RBI	BB	K	LOB	AVG	OBP	SLG
1	Betts - RF	4	0	0	0	1	1	2	.261	.367	.541
2	Freeman, F - 1B	5	0	1	0	0	1	3	.336	.408	.567
3	Smith, W.D. - C	4	0	1	0	0	2	3	.315	.415	.531
4	Muncy - 3B	2	0	0	0	2	1	0	.208	.339	.525
5	Martinez - LF	4	0	0	0	0	0	4	.276	.317	.612
6	Heyward - RF	1	1	0	0	0	0	2	.236	.354	.481
	a-Taylor, Ch - CF	2	1	1	0	0	0	1	.215	.285	.485
7	Peralta - LF	2	0	1	1	0	0	2	.233	.268	.333
	b-Vargas, M - 2B	2	1	1	1	0	1	1	.223	.325	.413
8	Outman - CF	2	0	0	0	0	2	1	.232	.319	.459
	c-Thompson, T - PH	0	0	0	0	1	0	0	.155	.310	.366
	Scott, Tay - P	0	0	0	0	0	0	0	.000	.000	.000
	González, V - P	0	0	0	0	0	0	0	.000	.000	.000
	d-Barnes, A - PH	1	0	0	0	0	0	0	.095	.181	.108
9	Rojas, M - SS	4	0	2	1	0	0	0	.218	.252	.261
	Totals	33	3	7	3	4	8	19

Dodgers
a-Singled for Heyward in the 7th. b-Tripled for Peralta in the 7th. c-Walked for Outman in the 7th. d-Popped out for González, V in the 9th.
BATTING: 3B: Vargas, M (3, Peralta, Wa). TB: Freeman, F; Peralta; Rojas, M 2; Smith, W.D.; Taylor, Ch; Vargas, M 3. RBI: Peralta (19); Rojas, M (6); Vargas, M (26). 2-out RBI: Peralta. Runners left in scoring position, 2 out: Outman; Smith, W.D.; Freeman, F; Peralta; Vargas, M. GIDP: Smith, W.D. Team RISP: 1-for-11. Team LOB: 8.

Yankees Pitchers	IP	H	R	ER	BB	K	P-S	ERA
Cole (W, 7-0)	6.0	4	1	1	2	5	80-50	2.82
Peralta, Wa	0.0	2	2	2	1	0	9-4	3.00
King (H, 2)	2.0	1	0	0	0	3	33-20	1.65
Holmes (S, 6)	1.0	0	0	0	1	0	16-9	2.96
Totals	9.0	7	3	3	4	8

Dodgers Pitchers	IP	H	R	ER	BB	K	HR	P-S	ERA
Grove (L, 0-2)	5.0	4	4	4	0	7	2	83-59	8.14
Miller, S	1.0	1	1	1	0	2	1	11-9	2.77
Vesia	1.0	0	0	0	0	1	0	8-6	7.62
Scott, Tay	1.2	0	0	0	1	2	0	32-18	0.00
González, V	0.1	1	1	1	0	0	1	5-3	2.81
Totals	9.0	6	6	6	1	12	4

Game Info
HBP: Heyward (by Cole).
Pitches-strikes: Cole 80-50; Peralta, Wa 9-4; King 33-20; Holmes 16-9; Grove 83-59; Miller, S 11-9; Vesia 8-6; Scott, Tay 32-18; González, V 5-3.
Groundouts-flyouts: Cole 2-6; Peralta, Wa 0-0; King 0-2; Holmes 0-0; Grove 1-3; Miller, S 0-0; Vesia 0-1; Scott, Tay 1-2; González, V 1-0.
Batters faced: Cole 23; Peralta, Wa 3; King 8; Holmes 4; Grove 19; Miller, S 4; Vesia 3; Scott, Tay 6; González, V 2.
Inherited runners-scored: King 2-1.
Umpires: HP: John Tumpane. 1B: Ryan Blakney. 2B: Marvin Hudson. 3B: Hunter Wendelstedt.
Weather: 72 degrees, Sunny.
Wind: 8 mph, Out To RF.
First pitch: 4:18 PM.
T: 2:38.
Att: 52,975.
Venue: Dodger Stadium.
June 3, 2023

Inning	Scoring Play	Score
Top 2	Jake Bauers homers (4) on a fly ball to right field. DJ LeMahieu scores.	2-0 NYY
Bottom 2	David Peralta singles on a pop up to shortstop Anthony Volpe, deflected by left fielder Jake Bauers. Jason Heyward scores. David Peralta to 2nd.	2-1 NYY
Top 4	Jake Bauers homers (5) on a fly ball to right center field. Anthony Rizzo scores.	4-1 NYY
Top 6	Aaron Judge homers (19) on a line drive to left field.	5-1 NYY
Bottom 7	Miguel Vargas triples (3) on a sharp line drive to left fielder Oswaldo Cabrera. Chris Taylor scores.	5-2 NYY
Bottom 7	Miguel Rojas singles on a sharp line drive to center fielder Isiah Kiner-Falefa. Miguel Vargas scores. Trayce Thompson to 2nd.	5-3 NYY
Top 9	Oswaldo Cabrera homers (4) on a fly ball to left center field.	6-3 NYY

Team	Highlight
NYY	Bullpen availability for New York, June 3 vs Dodgers (00:00:07)
LAD	Bullpen availability for Los Angeles, June 3 vs Yankees (00:00:07)
NYY	Fielding alignment for New York, June 3 vs Dodgers (00:00:11)
LAD	Starting lineups for Yankees at Dodgers - June 3, 2023 (00:00:09)
NYY	Measuring the stats on Jake Bauers' home run (00:00:16)
NYY	Jake Bauers' two-run HR (4) (00:00:29)
LAD	David Peralta's RBI double (00:00:27)
NYY	Bauers' second homer of game (00:00:29)
NYY	Aaron Judge's solo HR (19) (00:00:29)
LAD	Miguel Vargas' RBI triple (00:00:28)
NYY	Michael King escapes a jam (00:00:08)
LAD	Miguel Rojas' RBI single (00:00:16)
NYY	Aaron Judge's impressive catch (00:00:29)
NYY	Oswaldo Cabrera's solo HR (4) (00:00:28)
	Michael Grove's 7th K (00:00:07)
NYY	Cole K's Betts (00:00:06)
NYY	Holmes secures the save (00:00:09)
LAD	Freeman mic'd up in 1st (00:03:04)
NYY	Gerrit Cole K's five (00:00:35)
NYY	Judge on crashing into the wall (00:01:02)
LAD	Michael Grove K's seven (00:00:45)
NYY	Bauers' two-homer game (00:00:59)
NYY	Rizzo singles to left field (00:00:11)
LAD	Freeman singles to left field (00:00:14)
NYY	Aaron Boone on 6-3 win (00:02:01)
LAD	Roberts on Michael Grove (00:00:45)
NYY	Condensed Game: [email protected] 6/3/23 (00:07:42)
NYY	Yankees vs. Dodgers Highlights (00:02:49)

	1	2	3	4	5	6	7	8	9		R	H	E	LOB
Yankees	0	2	0	2	0	1	0	0	1		6	6	0	1
Dodgers	0	1	0	0	0	0	2	0	0		3	7	0	8

Decisions

Winner: Gerrit Cole (7-0, 2.82)
Loser: Michael Grove (0-2, 8.14)
Save: Clay Holmes (6, 2.96)

Division Scoreboard

TB 5 @ BOS 8 - Final
TB 4 @ BOS 2 - Final
TOR 2 @ NYM 1 - Final
BAL 0 @ SF 4 - Final
^{^{^Last}} ^{^{^Updated:}} ^{^{^06/04/2023}} ^{^{^12:47:15}} ^{^{^AM}} ^{^{^EDT}}

Rays weather boone

SkyPorn

Championship standings after this race

Championship standings after this race

A Broken Spirit

Yankees @ Dodgers - Sat, Jun 03

Game Status: Final - Score: 6-3 Yankees

Links & Info

Decisions

Division Scoreboard