How To Use eSignature in WorkDay

If I would like to learn Workday HCM, I have to do….So many of you will have this question in the mind when they are starting to learn Workday. Being a trending technology, it’s always better to have a proper plan. You know, there are no documents available out there to master them.I’m not going to cover any technical aspects of Workday, but I give you a brief description of my experience of how I managed to learn Workday. It’s always essential that we need to get the basics right.And if you are failed to do so, then it's challenging to work on it.Here are the few things to learn Workday.# ...

Ah, here’s one that I keep on hearing over and over when the innocent man and woman on the street find out I’m a mystical airline pilot, stuff of legends and tales: “you must be very good at math”.“Since it’s done above people’s roofs”, I could reply, “all my math is higher math.”Truth is: it’s a myth that pilots have to be aces in maths and that they have nothing but complicated calculations to do while flying. It’s one of those stories that probably originated as an excuse or way out for candidates who were too afraid to admit they failed for other reasons.A typical flight involves for example the following math, for the normal airline pilot:Calculate when you have to wake up so you’ll be at work on time. Unlike for the nine-to-five folks, this is different every day and will even be in different locations all over the world. To make things more challenging [1], people like yours truly leave their phone clock on home time and have to calculate time zone differences from that, to set their alarm. Algebra: 1.Check a flight plan - made by computers by the way, which last I checked did a fine job in calculus and algebra - that somewhere has a fuel figure written on it. That’s the number you have to make a decision on: is it realistic? is it enough? if I need 15 minutes of holding fuel at 5 tons burn per hour, how much extra fuel in kilograms should I slap on extra? Wouldn't that make me too heavy? If so, how much can I take and how much margin is there? Algebra: 2.Arrive at the airplane and realize they still have to start fuelling. If they pump on 1.1 ton per minute and you need 84 tons of fuel with 7 tons already in tanks, how long will it take before fuelling is complete? Tell load control he can start boarding accordingly. Algebra:1.ATC (Air Traffic Control) asks you if you can signNow 5,700 meters by a certain position. (China uses meters and not feet.) Bommer, your airplane counts a climb in feet per minute. Convert feet per minute in something that tells you together with your expected speed what altitude in meters you’ll signNow. Or do what experienced pilots do: first say “yes no problem”, then start finding tricks in the FMS (flight computer) to make it happen because of course you weren’t thinking when they asked you and only now you realize that’s pushing it. Then admit to ATC that you can’t do it after all. Algebra: 1Fly the radar VECTORs that ATC gave you now. Ha, it sounds mathematical with the fancy word, but all you have to do is dial in the number they told you somewhere. Linear algebra: 0, because it’s just a word to you.In cruise you see there’s more headwind than planned and you also have to fly extra miles around thunderstorm clouds. You’ve burned 300 kg more than planned in the last hour because of this, on top of the 5.5 tons you normally burn. How much longer can this trend continue before you will run out of the 15 minutes extra fuel you slapped on at the planning stage? Algebra: 1.Plan your descend. signNow 26,000 feet in 50 nautical miles; how many feet per minute can you do? Algebra: 1.Intercept your final course: the airport is 10 miles and your intercept angle is still 70 degrees onto the final course. At 200 knots how much do you lead your turn? Also possible: let the autopilot do it. Trigonometry: 1, algebra: 1.The wind is very strong and if you need to fly 160 knots in final with a 50 knot wind from a 45 degree angle to your left, how much degrees do you have to steer up and how much groundspeed do you end up with then? Use that groundspeed, combine it with a 3 degree or 5 percent slope to know how many feet per minute you fly then in final. Alternatively, look at the numbers in front of you that the airplane nicely worked out for you already and cheat. Trigonometry: 2; algebra (including vector algebra): 2.Oops, missed approach because you messed it up. You’ve got 2.2 tons fuel before you have to divert to the alternate. How long can ATC mess you around before you have to touch down again on your next go, which hopefully you’ll fly better? Algebra: 1Doh, the gear didn’t retract anymore. You burn 150% fuel extra now. Now how long do you have before you have to land? Algebra: 1.Ah, it’s cold weather and your altimeter isn’t corrected for that. You need to add 10 percent to the minimum safe altitudes everywhere and add a percentage to your decision height. Algebra: 1The gear problem was a bit worse: you also lost one of the braking systems. Calculate your landing distance from tables which have all kind of corrections on them in percentage. Algebra: 1Final verdict on this one (unless I counted wrong, which could very well be):simple algebra: 14;basic trigonometry: 3Let’s be clear too that if you’re off by a bit, it’s not that bad. Actually, you’d wanna be off a bit, just make sure it’s on the conservative side. You better err so you land with 1,000 kg of fuel than with 100 kg of fuel. Or worse: with only a 10% chance to land with minus 100 kg. And I always think it’s funny when colleagues of mine crunch in some numbers into their calculator and come up with the fact that we need to take 468 kg extra fuel due to a weight increase, after I already quickly came up with “something short of 500 kg” in my head in 1% of the time it took them. You round off to the nearest 100 kg anyway and the fuel gauges only show 20 kg increments.In the courses that lead up to the job, there may be a bit more math involved. I remember we had to calculate core temperatures and pressures in a jet engine in a course. What that was good for, I’ve never known, since I never needed to know the intermediate pressure in stage 4 of the compressor in PSI on any cruise I’ve ever actually been in. But there you go.I can’t remember that I ever needed to do any complicated calculus, statistics, topography, manifolds, proofs, numerical analysis or the likes though. Not in a course and not on the job.If you know enough math as foundation to your physics, you’ll do just fine in pilot training. It’s really not that hard. Luckily.[1] The real reason I do this is because I had an instance where my phone changed time zone while I was vast asleep - for who knows whatever reason - and the alarm I set was then based on a wrong time. I was still on time but swore that for consistency, I’d for ever switch off “automatic time updates” and would just base my alarm at home time zone.

I think it is important to point out that you are talking about the visual aspect of a key signature. Yes, sight reading a key signature is more difficult for a beginner than literal notes. But a key signature is not fundamentally a visual tool. And its purpose is not to make sight reading easier for beginners.For the purpose of highlighting the possible benefits of key signatures, it helps to consider the context within which a key signature might be used.If the context is a single song with only one instrument, that only one person will play, that will never be transposed, and that no one will ever improvise or revise, the key signature won't be very useful.But if the context is anything else, a key signature can be quite useful. A key signature isn't about accuracy, it's about flexibility. Here are some of things you can do with a key signature.Transposition. This isn't just for Classical music. Transposition can be very useful in a wide variety of genres. There are numerous reasons why a piece might be transposed. Key signatures provide visual guidance in transposition. Yes, you can transpose without a key signature, but it's not as efficient.Improvisation. A key signature is a quick way to get musicians on the same page together. As a single piece of verbal information, the key signature can provide a wealth of information about what to play.Chords. A key signature is often associated with scales, but chords and scales are just two ways of playing the same notes. A key signature carries guidance on both.Learning Music Theory. For advanced players, key signatures become natural (sorry, had to pun it). But for beginners like myself, a key signature is a great way to visualize the patterns that carry across compositions. As a bonus, on the piano, a key signature points out the sharps and flats.If there is a downside to key signatures, it is that you have to put in a lot of work before you can really start using them for advanced purposes (transposition, improvisation, sight reading). I think it's worth pointing out that music theory, even without learning key signatures, is a challenging endeavor. But if one is going to spend the huge amount of time required to learn music theory... learning key signatures will give a huge return, far beyond the extra effort. And, speaking from personal experience, I find key signatures are extremely helpful in explaining the overall harmonic/melodic structure of music theory.

5 years is a long time! Here’s the 2017 update! (Also, hello person reading this in 2022 - you look great!)At Siftery, we’re currently tracking more than 60 products that make up Workday’s stack. The products are discovered by the Siftery team and verified by vendors and employees at Workday.Products used to build Workday include: Amazon (EC2, Elastic Load Balancing, Route 53), Apache Web Server, Crashlytics, Drupal, HTML5, MarkMonitor Domain Management, PHP, Video.js, Zencoder, and more.Additionally, here’s a list of other products that Workday is using mostly internally:Marketing: AddThis, Amazon SES, LinkedInAds, MailChimp, Marketo, Quantcast Measure, Salesforce Pardot, SteelhouseAnalytics: signNow AnalyticsHR: DynamicSignal, Guidespark, XactlyFinance: Anaplan, SquareProductivity: G Suite, Microsoft Office 365, Proofpoint, Skype for Business, SlackWorkday was listed in Deloitte Technology Fast 500 North America in 2016.For a complete list of software used by Workday, check out Workday’s stack.

What you are struggling with is really common…so certainly don’t feel alone in this. There are many people who are *not* just out of college that struggle with this as well.First of all, the brain literally cannot focus intensely for 8–9 hours without breaks. So, build in breaks where you not only aren’t looking at a screen, but are “refueling” a bit. The brain (and attention) runs on glucose…so find something that you can snack on - like a banana, oatmeal, etc..that will keep your glucose storage in check.An example of a good break? Every 2 hours, get up, walk to the coffee station - grab a cup of water, have a snack, and have a brief chat with a coworker…it maybe takes 10–15 minutes, but it will make a world of difference. Also, use your lunch hour. Go for a walk outside - get out of that cubicle and away from a screen.These are just some brief suggestions…best of luck.

Based on this ZDNet article, it would appear that Workday has built their own proprietary in-memory technology as part of their Object Management Server architecture component: http://www.zdnet.com/blog/saas/w..."At the heart of Workday is an object management server (OMS) — 30,000 lines of Java code that runs as an Apache Tomcat process, entirely in memory. When the Workday application runs, it scoops up all the data and definitions stored in that three-table database and turns them into meaningful data that can be accessed and manipulated."

Unionize :) That or if you are in a position with 2 15minute breaks and a 30minute lunch, why not talk to management about the possibility of 1 10 minute break in the morning and then a 45 minute lunch. I still think Unionizing would be the better in the long run though.