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Psalms 91:1-2: “He who dwells in the secret place of the Most High Shall abide under the shadow of the Almighty. I will say of the Lord, “He is my refuge and my fortress; My God, in Him I will trust.”

When we dwell in the secret place of the Lord, we are actually to abide or live in the Lord, in His secret place.

Psalms 91:1, ( NAS): “He who dwells in the shelter of the Most High will abide in the shadow of the Almighty.”

This verse is actually talking about your relationship with God the Father and His son the Lord Jesus Christ. You may know Jesus as your Savior, but do you know Him as your Refuge, your Fortress, your Strength, your friend, and your Advocate? When you dwell in the secret place of the Most High, you are in the relationship God the Father desires and planned to have with His children when He created us. It is not an “on again, off again” relationship, spending time with God when you need something, or things are going badly. It is a minute by minute, hour by hour, day by day walk with God. It is a lifestyle of seeking and abiding with God always. Following His commandment, doing things God’s way, not the world’s way. Seeking God’s perfect will for you in your life. It is a lifestyle that glorifies God!

The Apostle Paul tells us that we are brought with a price.

1 Cor. 6:20: “For you were bought at a price; therefore glorify God in your body and in your spirit, which are God’s.”

Everything we do should bring glory to God! The wonderful thing is, when we do this, live a life of “dwelling in the shelter of the Almighty”, God gives us certain promises that are there for us to appropriate.

Psalms 91:3-6: “Surely He shall deliver you from the snare of the fowler And from the perilous pestilence. He shall cover you with His feathers, And under His wings you shall take refuge; His truth shall be your shield and buckler. You shall not be afraid of the terror by night, Nor of the arrow that flies by day, Nor of the pestilence that walks in darkness, Nor of the destruction that lays waste at noonday.”

He promises us He will deliver us from the “snare of the fowler and the perilous pestilence.” We will have a refuge in Him and not be afraid of the terror by night, nor the pestilence that walks in darkness, nor of the destruction that lays waste at noonday.

These verses are describing the different ways the enemy, Satan, will attack you, both physically and spiritually. But God promises you safety and freedom. When you abide in Him, lean the things of God learn who God is, and what God does, you will have His strength, His peace, His joy, His confidence, to face all these things, knowing all the time that “we are more than conquerors.” ( Romans 8:37.)

God promises you safety and freedom from fear.

2 Tim. 1:7:”For God has not given us a spirit of fear, but of power and of love and of a sound mind.”

When we are born again, we are recreated in the image of God – a new creature.

2 Cor. 5:17:”Therefore, if anyone is in Christ, he is a new creation; old things have passed away; behold, all things have become new.”

When God’s Spirit dwells in us, He regenerates us, if we will let Him. He will help us to grow in His image, to create in us a clean heart and renewed mind; if we will let Him! But we have to “dwell in Him”, talk with Him, spend time getting to know Him, by spending time reading His Word, to become more like Him.

If you want to see real changes in your life, then spend more time with God and the things of God. Make time to pray, not just 5 or 10 minutes a day, but make real time to pray. To really go after God and the things of God, you may have to give up and rearrange you life. Stop watching junk on TV or substituting religious programs for real personal time with God. When you pray, don’t just tell God what you need, but take the time to praise Him, worship Him, talk to Him. Take the time to thank Him for all He has done in your life and the lives of others.

Spend time reading your Bible, not just a quick 10 minute devotional out of a book, but get out your Bible and really read it, verse by verse, chapter by chapter. Ask the Holy Spirit to open you spiritual understanding, so that you can understand what you are reading and how it relates to you.

James 1:5;4:3: “If any of you lacks wisdom, let him ask of God, who gives to all liberally and without reproach, and it will be given to him…You ask and do not receive, because you ask amiss, that you may spend it on your pleasures.

If you ask God, He will give you understanding of His Word. Do it everyday. Make a commitment to change your life and then you will see great things eventually come to pass in your life!

Psalms 91:9-11: “Because you have made the Lord, who is my refuge, Even the Most High, your habitation, No evil shall befall you, Nor shall any plague come near your dwelling; For He shall give His angels charge over you, To keep you in all your ways.” Because you choose to abide in God, and make Him your refuge, then and only then will no evil befall you, nor any plague or calamity come near you dwelling.

God promises to keep you in all you ways. When you trust in, rely on, dwell in Him and not your on strength, He will direct your paths. (Proverbs 3:6.) The enemy can take His best shot at you and it will not succeed, because God is on your side. This does not mean that we will not have trials, or tests, that the devil will automatically leave you alone, because you dwell in God. It really means the opposite, the enemy’s sole purpose is to keep you defeated, downtrodden and depressed. He wants to keep you financially frantic, heartbroken and sick and He will do anything in his power to keep you from trusting in, relying on and depending on God. He wants you to give up; the first time things get rough. But God promise to be with you always, to keep you in all your ways, and to give you the mind of Christ, not the spirit of fear. What you have to do, is not give up or give in! Stand you ground! Put on the armor of God and fight the good fight of faith!

(Ephesians 6:13.)

Psalms 91:14-16: ” Because he has set his love upon Me, therefore I will deliver him; I will set him on high, because he has known My name. He shall call upon Me, and I will answer him; I will be with him in trouble; I will deliver him and honor him.

With long life I will satisfy him, And show him My salvation.”

When you call on Him, He will answer you! He will show you His salvation. He will deliver you and satisfy you with long life! It is yours as a child of God.

But it is a choice you make. You choose to dwell in Christ, to abide in the Shelter of the Almighty and reap His promises! You have to make hard lifestyle changes to reach this goal, real permanent changes. You have to be committed to attending church, reading God’s Word, praying daily. You will have to stop doing some things.

You will have to choose spending time with God over “vegging out” in front of the television, sleeping late, watching a video you rented or drinking, or napping. Spend time reading God’s Word, read it to your children, pray while you are driving down the road. It will make a difference!

Remember, Satan does not want you to succeed or for anything you do to Glorify God. It may look like things are going well for you now! Why change? We never know what tomorrow will bring and we all will have something come up in our lives that will test us and tempt us. I just want you to know that no matter what the devil throws at you, God loves you, cares for you. He loved you enough to send His son, to die for you! He want you to be successful, to be happy, to be healthy and content. This does not mean filthy rich with no worries. It means that He will meet your needs, guide your daily paths and “keep you under His wings of refuge.” Take the time to choose life rather than death, peace rather than frustration, joy rather than sadness. If you do not know Jesus as you personal Savior I urge you to pray the following prayer and make the choice to make Jesus Lord of your life and “dwell in the secret place of the most High.”

Dear Heavenly Father,

I come to you in the name of Jesus.

Your word says, “…and the one who comes to Me I will by no means cast out.” (Jn.6:37),

So I know You won’t cast me out, but You take me in,

And I thank you for it.

You said in your Word, “whoever calls upon the name of the Lord shall be saved.” (Ro. 10:13).

I am calling on Your name, So I know You have saved me now,

You also said, “…that if you confess with your mouth the Lord Jesus and believe in your heart that God has raised Him from the dead, you will be saved. For with the heart one believes to righteousness, and with the mouth confession is made to salvation. ” (Ro.10:9,10).

I believe in my heart that Jesus Christ is the Son of God.

I believe He was raised from the dead for my justification.

And I confess Him now as my Lord,

Because Your Word says, “… with the heart one believes to righteousness…” and I do believe with my heart,

I have now become the righteousness of God in Christ. (2 Cor. 5:21),

And I am saved! Thank You, Lord!

I can now truthfully say, I see myself as a born again child of God!

Glory to God!!!! Amen.

Psalms 91:

1. He who dwells in the secret place of the Most High Shall abide under the shadow of the Almighty.

2. I will say of the Lord, “He is my refuge and my fortress; My God, in Him I will trust.”

3. Surely He shall deliver you from the snare of the fowler And from the perilous pestilence.

4. He shall cover you with His feathers, And under His wings you shall take refuge; His truth shall be your shield and buckler.

5. You shall not be afraid of the terror by night, Nor of the arrow that flies by day,

6. Nor of the pestilence that walks in darkness, Nor of the destruction that lays waste at noonday.

7. A thousand may fall at your side, And ten thousand at your right hand; But it shall not come near you.

8. Only with your eyes shall you look, And see the reward of the wicked.

9. Because you have made the Lord, who is my refuge, Even the Most High, your habitation,

10. No evil shall befall you, Nor shall any plague come near your dwelling;

11. For He shall give His angels charge over you, To keep you in all your ways.

12. They shall bear you up in their hands, Lest you dash your foot against a stone.

13. You shall tread upon the lion and the cobra, The young lion and the serpent you shall trample under foot.

14. Because he has set his love upon Me, therefore I will deliver him; I will set him on high, because he has known My name.

15. He shall call upon Me, and I will answer him; I will be with him in trouble; I will deliver him and honor him.

16. With long life I will satisfy him, And show him My salvation.

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The radio spectrum, a scarce resort

One of the most basic activities in a cockpit is tuning the radio to the assigned frequency of whoever we want to talk to. Contacting ground control, the tower or one’s own company is done by turning a few knobs until the right numbers show in the radio control panel display and we can talk.

Air traffic controllers see the same thing slightly differently. They do not normally have to tune their radios. The proper frequencies for their sector or other working position are pre-set and need no further attention.

With the matter being so pedestrian and the actions so routine, few of us realize that the ability of pilots and controllers to talk to each other is in fact dependent on one of the scarcest resources in aviation, namely the radio spectrum allocated to aviation use.

Many other disciplines have their own radio spectrum and we all guard jealously what we have been given and for good reason. With so many users wanting to use the radio waves, the incumbents better watch or the use it or lose it principle kicks in. Luckily, the frequencies most widely used by aviation (118 – 137 MHz) are not coveted so strongly by others. Our problem is different but not in the least less serious.

VHF fundamentals

VHF is a line-of-site system. This means that two stations can talk to each other assuming that they are tuned to the same frequency and they can “see” each other (from a radio point of view). If one of the stations is below the horizon of the other station, communications becomes impossible.

Being tuned to the same frequency means that both stations are tuned to the same pre-defined frequency which is within the aviation band. These pre-defined frequencies are separated by agreed “spaces”, expressed in kHz. The spaces ensure that communications taking place on adjacent pre-defined frequencies do not interfere with each other. And herein lies the problem!

You can only pre-define a limited number of frequencies with the required spacing between them if you are to stay within the aviation band. There are many more sectors, towers and other aeronautical stations that need their own, discrete frequencies than there are frequencies available. So what do we do?

The line-of-sight character of VHF radio waves offers a solution of a kind. You can re-use the frequencies if you ensure that the usage areas of each are separated sufficiently so that no interference occurs. Frequencies only used close to the ground can be re-used much more readily than can those used at higher levels. The horizon of these latter is much wider and hence aircraft hundreds of miles away might be heard by a center that has nothing to do with it if the frequency assignment is not done properly.

Reuse not enough? Cut the spacing!

I am not sure who was the first one to bolt a radio on an aircraft, but the idea caught on quickly and soon enough the problem of frequency shortages was born.

Originally the spacing between the frequencies was 200 kHz, providing just 70 channels between 118-132 MHZ as the band was back then (1947). In 1958, he spacing was reduced to 100 KHz, doubling the number of channels to 140.

In 1959 the upper limit of the aviation band was expanded to 136 MHz, giving us another 40 channels, bringing the total to 180.

In 1964, the channel spacing was halved again to 50 kHz, resulting in 360 channels being available.

These dates show not only aviation’s ever increasing hunger for frequencies, but also the evolution of aviation radios. In the 1950s no radio set would have been suitable for work with 50 kHz spacing. By 1964, 50 kHz was the standard with more to come…

The channel spacing was further cut to 25 kHz in 1972, doubling the available channels to 720. Seven years later, in 1979, the upper limit of the aviation band was once again expanded, this time to 137 MHz and this delivered another 40 channels, bringing the total to 760.

In 1995, the proposal was made to reduce the channel spacing to 8.33 kHz. Theoretical number of channels: 2280!

This may sound like radio channel nirvana but in real life things are never that simple.

The underlying reasons for the channel hunger

The need for ever more frequencies was driven mainly by the dramatic increase in the number of control sectors in the en-route ATC environment. As traffic grew, air traffic service providers had to split sectors into ever smaller chunks to enable controllers to cope. Each new sector needed its own frequency and most of the sectors were in the upper airspace, hence the re-use distance between identical frequencies was very big. This translated into a seemingly insatiable hunger for ever more discrete frequencies.

By the mid-1990s it became clear that the existing VHF system would not be able to make available the required number of frequencies. This would put an end to the creation of new sectors, severely limiting the ATC system’s ability to handle the increasing air traffic demand.

Curiously, there seemed to be a mismatch in the magnitude of the problem as seen in the US and in Europe.

While traffic density on the Eastern Seaboard of the US was in fact higher than the busiest areas in Europe, the US frequency managers had no problem satisfying the FAA’s demand for new frequencies. At the same time, in Europe, with its lower traffic density, the alarm bells were being sounded that frequency doomsday was nigh.

So what was happening?

To understand this, it is important to remember that frequency managers in European States were part of the communications side of things, often coupled with the old postal monopolies, and they were not really given to international cooperation or worries about aviation’s problems outside their own land. That aviation was no longer a purely domestic affair had apparently not really touched them.

Although the States never formally admitted this, most of the frequency shortage was due to poor management of the available frequencies. Valuable frequencies were dormant, never used or simply left there in the dust after the organization originally using it had long disappeared.

The airspace users did raise the issue, brought several examples but to no avail. The local czars of frequency management did not relent and hence there was no other choice but to look at technology based solutions.

The choice between 8.33 kHz channel spacing and VDL Mode 3

While the immediate driver behind the effort to find a solution to the frequency shortage was the fear of skyrocketing delays, experts had been saying since the late 1980s that the complete aviation communications system needed overhaul. The VHF AM voice system and the freshly identified future need for air/ground digital link communications all argued for a common solution that would address the frequency shortage as well as the future communications needs.

Keep in mind that in other areas of communications huge advances were taking place at around the same time while aviation was still trying to make up its mind whether or not to replace a voice communications system that had changed little since the 1940s and which was clearly struggling to keep up with demand.

In the United States a system called VDL Mode 3 was being proposed. This system would have enabled four digital channels to be used on every existing 25 kHz channel and would have provided non-voice data link capability also. There were not many believers outside the US in the feasibility of this technology though and it has still not been implemented anywhere.

In Europe, the splitting of the channel spacing to 8.33 kHz was being put forward as the best solution. Missing a once in a lifetime opportunity, the industry did not examine any long-term alternatives…

The 8.33 decision and what followed

As mentioned earlier, the airspace users were not at all convinced about the need to spend money on aircraft modifications when in their view the frequency shortage was mainly due to poor management of the aviation spectrum.

It was in this ambivalent mood that the industry gathered to attend the ICAO European Regional Air Navigation Meeting (EUR RAN) in 1994 where proposals to address the frequency shortage were also to be discussed and decisions made.

For the current generation of ATM decision makers it may be of interest to mention how most decisions were made back then. Seeking a solution to the frequency shortage, 8.33 kHz was picked up without ever considering possible alternatives and without looking at cost-benefit aspects, user impact or the longer term communications requirements. Clearly not something to bring back… ever.

The airspace users, with the specter of even more serious delays hanging over their heads and with their protests brushed aside, had no choice but to note the mandate: 8.33 kHz in European upper airspace as of 1st January 1998.

The ICAO European Air Navigation Planning Group (EANPG) was charged with organizing the introduction of the new channel spacing. The EANPG in turn requested EUROCONTROL to develop a transition plan and manage its implementation.

This is a very important detail that needs to be remembered. To this day, airspace users tend to blame EUROCONTROL for the whole 8.33 issue when in fact EUROCONTROL was only the agent appointed by ICAO (the States you may say) to carry out the implementation. They did an excellent job and it is not EUROCONTROL’s fault that they had to orchestrate the realization of a less than optimal solution. If we consider that EUROCONTROL had to deal with all the ICAO member states in Europe (49) and had to manage the creation of a mixed 25 kHz/8.33 kHz environment, the eventual achievement of the goals is even more laudable.

Mr. Murphy and the 8.33 implementation plan

“If it can go wrong, it will” – states Murphy’s first law and this was certainly true of this implementation.

EUROCONTROL, quite correctly, had decided early on to establish a project oriented organization to handle the matter and they also had the good sense of requesting the participation of outside experts from organizations like IFATCA and IATA to ensure direct links to the end-users of the new system.

Right from the start the project was up against a time problem. With the first project steps being taken only in early 1996, the 1 January 1998 deadline was clearly a big question mark. So, the first delay kicked the deadline back to 1 January 1999 and the second delay to 7 October 1999.

Why the delays? The rate of equipage of course was the primary and decisive factor.

In many mandated aircraft equipage scenarios you see the equipage curve rising slowly in the beginning, as only a few aircraft are fitted, then as the deadline approaches, the curve becomes very steep but usually does not reach 100 % before the mandate date. What does this mean?

Obviously, airspace users do not want to spend money too early and fly around with the new equipment without it bringing any benefits. When the time comes and fitting becomes inevitable, there is a mad rush to equip, which in turn can result in a shortage of equipment and an overloading of the shops performing retrofits. In the end, inevitably, there are aircraft left out in the cold, not being able to meet the mandate!

All of this had happened in the case of 8.33 and then more.

When the project started, there were no 8.33 kHz capable radios on the market. A few pre-production samples had been produced, but nothing anyone could buy. In spite of the clear mandate, the presence of the competing VDL Mode 3 system and the fact that 8.33 would only be required in Europe somehow led the manufacturers to slow product development and not produce anything until their customers came with definite orders. The customers on the other hand were reluctant to place orders until closer to the mandate deadline which had to be put off as a result of low equipage rates because of a scarcity of radios! A vicious circle if ever there was one… At times meetings of the 8.33 project team had an air of most participants wishing the whole thing would just go away…

Then there were the aircraft themselves. No matter how advanced the new radios were 8.33 kHz is a very small distance between channels and trials on various aircraft revealed surprising behaviors. Radios on the Boeing 767 for instance worked well while the doors were open but started to produce interference the moment they were closed…

Controllers were fretting about what would happen if pilots regularly mistuned their radios. True, for the first time ever, the numbers seen on the radio control panel do not show the real frequency of an 8.33 spaced channel and this can be confusing.

Issues with the new radiotelephony expressions were also on the agenda for while.

In the end however, the final deadline came and went and the new system worked pretty well. Apart from a few isolated incidents no problems were reported and 8.33 kHz, like any other part of the ATM system, became part of the European scene.

Next steps?

In the meantime, EUROCONTROL has continued to manage the implementation of 8.33 kHz, extending its use also into the lower airspace. They have fulfilled and continue to fulfill the role assigned to them by the EANPG and the benefits specific to 8.33 kHz will no doubt continue to accrue. It is even rumored that the FAA also wants to look into 8.33 kHz channel spacing for introduction in the US.

Did the benefits materialize?

It all depends on how you want to measure the benefits. If the measure is the number of requests for new frequencies that could be accommodated, then the outcome of the exercise is definitely positive. At the very first Frequency Block Planning Meeting held after the introduction of 8.33 kHz channel spacing, 57 of the 59 requests were accommodated, an absolute first. The level of subsequent request satisfactions shows a similar pattern.

It is very likely that a comparison with a “do nothing” scenario would show that investing in 8.33 kHz was not a bad idea.

On the other hand, 8.33 kHz did create the impression that the problem was solved and the motivation to really address the shortcomings of this obsolete communications system has all but disappeared. Back around the time the 8.33 kHz decision was made, it might have been easier to also initiate the development of a new system that would by now provide services to the pilots on a par with what passengers are getting in the near future.

As it is, we are left with a legacy system which will be much more difficult to replace on an industry level now, not least because of the sad shape airlines are in these days.

It is a pity that the EUR RAN meeting in 1994 did not have the vision to look beyond the immediate solution to the problem of frequency shortages.

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Would you like to take your brown eyes and make them appear another color? If so, you may be wondering if colored contacts will really work for your deep brown eyes. While many of the earlier types of colored contacts did not do a very splendid job for those who have brown eyes, today there are new styles of contacts that can provide you with the look that you desire. Now that there are loads of choices available to you, you have to decide on which contacts will look best with your eyes.

Which Types of Colored Contacts to Avoid

While there are a selection of colored contact lenses out there, not every type is going to work for your brown eyes; in fact, there are just some types that you might as well just avoid. Color enhancement contacts are definitely a type of color contacts that you should avoid. Basically they were created to enhance eye color and make it look more vivid. They usually come in green, blue and gray, but not brown. Since they are only made to enhance eye color, they will do little or nothing for people who have deep brown eyes.

The Best Colored Contacts for Brown Eyes

There are also some new opaque colored contacted lenses. They are definitely the best choice for people who have brown eyes. They are specifically designed for people who have darker eyes and they are totally opaque, except for in the center so you are able to see. They are made to be very natural and can make your brown eyes look more dazzling. You can find these opaque colored lenses in a variety of colors, such as shades of violet, green, hazel and blue.

Making Colored Contacts Work with Your Entire Image for a Great Look

Since there are so many different color options that are now available to people who have brown eyes, you will want to be sure that you find the color that will look great with your entire image. You want to contacts to look natural with your skin tone and hair color so that they don’t look like they are fake. Your eyes have a lot to do with your total look, so you may want to try out several different colors and see how they compliment your look as a whole. More than likely you will be totally astounded at how changing your eye color can change the entire way you look. After a bit of experimenting, more than likely you’ll come up with the color that looks best on you.

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The swings of the great players have something in common that I call “compression” during the swing. Here I look at Sergio Garcia and Gary Player side by side to reveal some striking similiarities. Learn the Pivot Compression Golf Swing: Join The Wayne DeFrancesco Golf Learning Center Online today! www.wdglc.com

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Read article articles.ocregister.com www.thewholebrainway.com Order the Whole Brain Power book to improve your hand to eye coordination. Michael J. Lavery, aka, The Hammer Man demonstrates procedural memory skills as part of his Whole Brain Power Program. His book Whole Brain Power co writtten with Gregory S. Walsh explains how the training of both sides of the brain to achieve ambidexterity radically enhances hand-eye coordination and functional strength. The skill of being able to bounce a golf ball off the round end of the ball peen hammer is extremely difficult to do. In fact very coordinated athletes have a difficult time doing it consistently 5 times in a row. To be able to do it with either hand really pushes the envelop. Watch closely as Hammer Man Lavery moves the hammer from one hand to the other as he also flips the hammer in between bounces. The ability to move forewards and backwards while bouncing the ball of the ball peen hammer is in a class by itself as hand-eye coordination is concerned. These skills have been developed through methods described in the book Whole Brain Power. With the confidence gained at doing these feats of coordination hitting a golf ball, tennis ball or baseball seems lots easier. Try it for yourself with a rubber mallet and then work your way up to the more difficult hammers and you to will see the improvement in your athletic skills.

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vsatcband.skyvision.net – The VSAT Installation Manual introduces you step-by-step to the technical requirements and practical applications of setting up an antenna and a VSAT-based satellite router to access the SkyVision satellite broadband service. Topics covered include the VSAT components, the process of site surveying, antenna installation and alignment, satellite router installation, troubleshooting, and the SkyVision Support Center Help Desk procedures.

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Bigger, Stronger, Faster* is a 2008 documentary film directed by Christopher Bell about the use of anabolic steroids as performance-enhancing drugs in the United States and how this practice relates to the American Dream. The film had its world premiere on January 19, 2008 at the 2008 Sundance Film Festival. The film was shown at the Tribeca Film Festival in April 2008, and opened in limited release in the United States on May 30, 2008. On December 14, 2008, Mike Bell, brother of director Chris Bell, who was prominently featured in the film, died at 37. Christian Boeving who appeared in the film admitting steroid use, was later fired by his sponsor, Muscletech. Christian was later interviewed on a small cable television show ‘The Gregory Mantell Show’, where he talked about the repercussions. The documentary examines the steroid use of the director Christopher Bell and his two brothers, Mark and Mike Bell, who all grew up idolizing Arnold Schwarzenegger, Hulk Hogan, and Sylvester Stallone, and also features professional athletes, medical experts, fitness center members, and US Congressmen talking about the issue of anabolic steroids. Beyond the basic issue of anabolic steroid use, Bigger, Stronger, Faster* examines the lack of consistency in how America views drugs, cheating, and the lengths people go to achieve success. The film looks beyond the steroid issue to such topics as Tiger Woods’ laser eye correction to 20/15 vision, professional musicians use of anxiety …

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Zoloft is a prescription medication most commonly prescribed to treat depression. It may also be used to treat premenstrual dysphoric disorder (PMDD), anger, emotional instability, or anxiety during the two weeks prior to menstruation. Other conditions treated with Zoloft include obsessive-compulsive disorder (OCD), social anxiety disorder, panic disorder, and post-traumatic stress disorder (PTSD). Although Zoloft can be very effective for treating these disorders, there are a number of side effects to watch out for when taking the medication, as listed below.

Side Effects of Zoloft

There are a number of side effects to Zoloft that are listed by the manufacturer. These include:

Abdominal painAgitationAnxietyConstipationDecreased appetiteDecreased sex driveDiarrhea or loose stoolsDifficulty with ejaculationDizzinessDry mouthFatigueGasHeadacheIncreased sweatingIndigestionInsomniaMania (out of control behavior) or hypomaniaMinor weight loss in adultsNauseaNervousnessPainPossible allergic reactionRashSexual side effectsSleepinessSore throatTingling or pins and needlesTremorVision problemsVomitingWeight loss in children

Many of the side effects of Zoloft will go away if you stop taking the medication. Of course, if it is helping you cope with your depression or other disorder, stopping treatment is not a good idea. Therefore, you need to find ways to take the medication without having to deal with the side effects.

Treating the Side Effects of Zoloft

Side effects such as indigestion may be successfully treated with dietary changes. Avoid spicy foods and any other foods that might further irritate your indigestion. To address sleepiness, taking a planned nap at some point in the day may be just enough to get you up and going again. Just 15 minutes in the afternoon may be all that it takes to help you feel more refreshed.

Other side effects, such as tingling and tremors, will likely subside after your body adjusts to the medication. If you are experiencing these side effects, it is a good idea to contact your doctor. More than likely, he or she will advise you to continue with the medication for a week or two in order to see if your body will become better adjusted to the medication. Drinking plenty of fluids can help your body in this process.

If you are dealing with constipation, which is one of the less common side effects of Zoloft, you might be able to better regulate your bowel movements by increasing the amount of fiber in your diet. Fiber can be found in fruits, vegetables, and in grains. Once again, consuming water throughout the day can also be beneficial.

Determining if the Constipation is Caused by taking Zoloft

Constipation is considered to be one of the less common side effects of Zoloft, even if the manufacturer lists it as a possible side effect. On the other hand, diarrhea is actually a far more common side effect of the medication. Obviously, these two conditions are quite different from one another and would require different approaches to resolving the issue.

There is no clear reason for a side effect of diarrhea, though it may simply be due to the anxiety and nervousness the medication causes or the users’ unique digestive sensitivities. Similarly, there is no clear reason for the link between Zoloft and constipation, though it might be because of a dehydrating effect on the body.

Simply having a case of constipation while taking Zoloft does not guarantee the problem is caused by the medication. In fact, occasional constipation is a common health concern, whether you are on medication or not. But, if you usually have regular bowel movements and discover things are starting to get bound up after taking Zoloft, there may be a connection between the two. Similarly, if the constipation is long lasting or causes pain, the Zoloft may be inadvertently causing you to suffer from constipation.

Obviously, you do not want to spend the rest of your life suffering from constipation just because you are trying to alleviate depressive feelings. So, take the steps necessary to change your diet and your lifestyle in order to help alleviate the problem. Makes sense right? Start by eating a healthy diet filled with fruits and vegetables, getting regular exercise, and trying an oxygen-based colon cleanser like Oxy-Powder® to help keep your colon functioning normally and clean. Not only will these lifestyle changes help relieve your constipation, you just mind find that it helps you better fight off your negative feelings as well!

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