As part of the design/build team with general contractor T.B. Penick & Sons, Inc., domusstudio architecture provided planning and design services for the 25,866-square-foot center. Named for Patrick Wade, a husband, father and American war hero who died in Iraq in 2007, the new facility includes security measures that assure the safety of military families as well as LEED Gold sustainability.
Beneath its red clay tile roof, the single-story CDC has 17 classrooms, a reception area, kitchen, laundry room and administrative offices. The main wall of the lobby is dominated by two large-screen televisions tuned to activity from classrooms and playgrounds throughout the facility. Each classroom was designed to provide good visibility for security, while also maintaining privacy for children's restrooms.
Other security aspects of the building's design, per the military's minimum antiterrorism standards, include: adequate separation of the building and the parking lot; parking lot restrictions pertaining to parking and circulation; low-level landscaping and playground equipment that discourages any type of concealment within 33 feet of the building; progressive collapse avoidance building techniques; specific utility installation and distribution; and others.
"At domusstudio we understand completely the military's critical need for a child development center designed so that Navy personnel can do their jobs knowing their loved ones at home are kept safe," said domusstudio architecture principal John Pyjar.
The new Patrick Wade CDC has several sustainable features that contribute to the building's eligibility for Gold certification in Leadership in Energy and Environmental Design. These include: low water landscaping with smart controller, water-saving fixtures, natural day lighting, and energy efficient lights and appliances. In addition, more than 80 percent of construction debris was diverted to recycling.
The Patrick Wade CDC is the third Navy design/build project for domusstudio architecture with T.B. Penick, and their fourth CDC is now under construction at Camp Pendleton.
Founded in 1986 as Dominy + Associates, domusstudio architecture is a San Diego architectural design firm specializing in sacred facilities, fire stations, educational buildings, senior housing and custom residential projects. For more information about projects and services, call 619-692-9393.
Jon Dominy gives some insight on the remodel of the La Jolla Farms house.
Just over a year ago we were one of two architecture firms vying for the opportunity to renovate and modernize the KPBS studios on the San Diego State University campus. While we regret we didn't get the job then, our research and design efforts are paying off today in the reworking of our own studio space.
The nonprofit public radio station's goals included sustainability and a more efficient and collaborative workspace. These are among the key factors in domusstudio's modernization as well.
Here are a few of the ways our redesign efforts cross over with our design proposal for KPBS.
Nearly completed, the domusstudio redesign has resulted in a more collaborative workspace as we occupy half the square footage previously needed, thereby bringing everyone closer together.
Another green design tactic we have utilized is to remove all window and skylight coverings in order to take advantage of our space's abundant natural daylight.
Custom-built workstations (we did this ourselves) feature minimal steel frames and 100 percent recycled paper work surfaces. The product we used is called Paperstone. We simply finished it with linseed oil.
Heavy, 44-ounce carpet by Bentley Prince Street, which is an industry leader in responsible carpet manufacturing regarding environmental issues, adds another sustainable element to the redesign. The carpet is an Environmentally Preferable Product (EPP) as certified by Scientific Certification Systems – a third party certifier of environmental claims. Along with the heavy ounce weight, the carpet has an attached cushion back, together providing good sound attenuation. Our carpet mill local representative is GCThomas.
The worry with an open office space is lack of privacy and sound attenuation. The heavyweight carpet absorbs a lot of the noise, and an unexpected result of our office without barriers is that everyone started speaking more softly. Everyone started talking less, too, which leads to better productivity. It's a very successful case study and wonderful work environment.
The result has been very successful for us. It totally works. The formula we devised based on KPBS' desire for a brand new collaborate workspace utilizing less square footage (less operating cost), is something we look forward to incorporating again, maybe even at SDSU.
Parish Center construction progress is illustrated front and center at St. Elizabeth Seton Catholic Church. Click to check it out.
Complementing the church's award-winning sanctuary, the two-story Parish Center features similar materials, window shapes and sizes, colonnades, roof design and trellis work.
One highlight of the project is a new coffee kiosk in the central courtyard plaza that will augment the outdoor fellowship and gatherings for the campus.
Another feature of the new Parish Center is the 4,630-square-foot second-story social hall. Showcasing high-volume wood-beamed ceilings, the venue will have the flexibility to serve as a conference facility – with dual large format presentation screens and advanced audio-visual features – or a social event setting, with dance floor, stage, dinner seating for 300-plus and kitchen facilities to service such events. Overlooking the campus' outdoor courtyard plaza, the social hall can expand into a covered patio for overflow seating and gatherings.
The lower level of the new building includes a series of meeting rooms, a youth room and offices to serve the growing sacred education program and other ministries.
As with all our church architecture projects, St. Elizabeth's new Parish Center is designed to express and evoke an appropriate ethereal connection that is something beyond four walls and a roof. We feel this even in the chaos of construction. See what you think.
Sustainable design and LEED (Leadership in Energy and Environmental Design) have been getting a lot of press lately. This is the second in a series of articles intended to give building owners an overview of the sustainable design features which are the most practical and effective in the long-term reduction of building operating expenses and energy consumption as well as features that contribute to the long-term "livability" of buildings.
When building a new structure, what is the single most sustainable consideration that has the most cost impact? I would say the answer would simply be to not build a new building. Adaptive reuse, remodel and renovation of an existing building and site will have the least environmental impact and potentially save the most time and money.
There are many sustainable factors that building reuse will affect.
1. Preservation of virgin land and avoiding potential environmental and habitat developmental impacts of greenfield sites.
2. Reusing structural components minimizes the consumption of the natural resources and energy used to make steel, concrete or lumber products. Also, these components are generally some of the heaviest items that go into a new building, therefore requiring the most freight costs and energy to ship.
3. The use of existing developed sites will often require less regulatory review time, permit costs and development impact fees. However, existing sites may still need to be brought up to current ADA/accessibility, energy and storm-water quantity and quality control requirements.
4. Existing developed sites usually already have the needed infrastructure, avoiding costly utility extensions and public improvements.
5. Reuse and renovation of existing buildings extend their life, minimizing impacts to landfills due to building demolition.
6. The reuse of existing construction materials minimize the off-gassing created by new construction products, contributing to the long-term well-being of the occupants.
For a number of clients, we have successfully given facelifts to existing buildings that have outlived their usefulness and function and transformed them into new energy efficient, aesthetic and functional spaces. Minor additions or alterations to existing structures can create a sense of entry, bring in natural light, or create a better sense of indoor/outdoor relationships.
At Mission Valley Church of the Nazarene, we converted an existing gymnasium into a contemporary worship space. While the "bones" of the building shell were maintained, the mechanical units, light fixtures and windows have been replaced with high efficient systems. The relatively inexpensive acoustic clouds give an aesthetic focus to the space, transforming it from a simple box to a dynamic space with rhythm and visual movement.
If you are looking for an existing building to purchase or lease, it is helpful to enlist an architect early in the process to help you evaluate whether it will meet your program needs as well as give you some insight into potential design options. An architect will also be helpful in giving you an idea of what upgrades may be required to meet current codes, so you can factor those into your budget.
While re-using an existing building can be a "green" design solution, long-term function must also be evaluated. We have often provided master planning services for campuses where we recommended that some existing buildings be relocated or removed in order to develop proper site circulation, create more outdoor people spaces, or remove vehicular and pedestrian conflicts. Short-term savings must be weighed against the long-term livability and function.
With creativity and an aesthetic design sense, an architect that understands your needs and building program can bring value to an end product that will meet and hopefully exceed your expectations.
Check out some photos of our new Parish Hall at St. Therese of Carmel in San Diego's Carmel Valley, just recently dedicated. It's getting great reviews, and as you will see, it works equally well for performances, dinners, and Parish School sports. The special carpet we commissioned is key; you can bounce a basketball as if the floor is wood.
Most of the time, churches that build gyms for youth programs then have their church dinners "in the gym." My own church many years ago built a dinner hall that won't work for sports at all. Not too cool for the youth. More formal churches struggle to allow plays, school-type events or videos in their Sanctuaries up on the chancel space.
This space at St. Therese does the triple duty (dinners, stage performances, sports) without any of the functions feeling terribly compromised. Everyone seems happy, especially with the amount of money saved. In fact, scheduling becomes the only problem.
Glenn Thomas at GCThomas pulled this together for us. His beautiful and affordable flooring was a macro mural design (that is, each roll is butted and stretched next to the other to create a mural design) which is possible on a tapistron machine.
We were concerned that the court lines wouldn't line up with such big rolls and the required tolerances, but they were within a half inch when installed. "B Carpet" is an all loop, low profile dense carpet represented in San Diego by Glenn. Visit his website at www.gcthomas.com.


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William Julian Tuttle (April 13, 1912 – July 27, 2007) was an American make-up artist.

Early life
Born in Jacksonville, Florida, he was forced to leave school at a young age to support his mother and younger brother. After a series of odd-jobs and a brief stint in his own band, Tuttle moved to Los Angeles in 1930 and began taking art classes at the University of Southern California, where he would meet his future collaborator Charles Schram. Around the same time, he began working as a page at Fox Studios.

Career
Tuttle began working under makeup artist Jack Dawn at Twentieth Century Pictures. In 1934, Tuttle and Dawn moved to Metro-Goldwyn-Mayer. Working as Dawn's assistant, Tuttle supervised the makeup work in such movies as The Wizard of Oz and Father of the Bride.

Tuttle created makeup for many of Hollywood's biggest stars, among them Judy Garland ("Summer Stock", 1950); Gene Kelly ("Singin' in the Rain", 1952); Katharine Hepburn ("Pat and Mike", 1952) and Esther Williams ("Million Dollar Mermaid", 1952). Eventually, he worked his way up to head of the studio's makeup department.

In the 1950s, he would be responsible for the makeup in Singin' in the Rain, Seven Brides For Seven Brothers, Forbidden Planet, North by Northwest and The Time Machine. He reused pieces he first created for The Time Machine in "Eye of the Beholder", one of his many Twilight Zone contributions.

In 1965, Tuttle received a special Oscar for his work on George Pal's 7 Faces of Dr. Lao; this was 17 years before makeup became an official Oscar category. Later work included Logan's Run and Young Frankenstein. Tuttle is the subject of the 1968 MGM short The King of the Duplicators where he demonstrated some of his work. He also appeared as himself in the documentary film The Fantasy Film Worlds of George Pal (1985), produced and directed by Arnold Leibovit.

Later in life, Tuttle managed his company known as Custom Color Cosmetics.

Personal life
Tuttle was married five times. He was the first husband of Oscar-winning film and television star Donna Reed. He and his third wife, Marie Kopicki, had two children, daughter Teresa, and son John. John predeceased his father.

Donna Reed (January 30,1943 – January 8,1945) (divorced)
Gloria Gilbert (19?? – 19??) (divorced)
Marie Kopicki (1946 – June 4, 1961) (her death); 2 children
Elizabeth L. Muskie (October 13, 1962 – 1966) (divorced)
Anita B Aros (March 25, 1967 – July 27, 2007) (his death)

William Tuttle died, aged 95, from natural causes at his home in Pacific Palisades, California, survived by his wife, Anita and his daughter, Teresa.

See also
Fred Phillips (makeup artist)

References

External links
NY Times obituary

William Tuttle papers, Margaret Herrick Library, Academy of Motion Picture Arts and Sciences

1912 births
2007 deaths
Academy Honorary Award recipients
American make-up artists
Artists from Jacksonville, Florida
People from Greater Los Angeles
Burials at Woodlawn Memorial Cemetery, Santa Monica

redpajama_set_name: RedPajamaWikipedia


One of the finest ministries teaching the art of personal evangelism is EvangelismCoach.org led by Chris Walker. For those who want to learn how to share their faith in winsome and fruitful ways and for those who want to equip their congregation or denominational regional area in practices of faith-sharing, EvangelismCoach.org provides a variety of outstanding seminars, workshops and online training webinars.
Evangelismcoach.org is focused on helping churches and new church plants improve their ministries and training in personal evangelism.
It is our desire to see the Church in the Americas (North and South) ignited in the power of the Holy Spirit to passionately fulfill God's call to reach the nations, so we focus on personal evangelism training in cooperation with Holy Spirit.
Chris Walker is an ordained pastor in the Presbyterian Church (USA) and is the principal writer for Evangelism Coach. He has studied evangelism and church growth ever since working for a Billy Graham crusade over 20 years ago, and has led countless training seminars throughout North and South America in many different denominations.


text:
Herb Wałbrzycha – jeden z symboli miejskich Wałbrzycha.

Wygląd i symbolika
Herb przedstawia dąb o zielonej koronie i brązowym pniu stojący na zielonej murawie. Za drzewem widnieją szare góry; tarcza herbu jest czerwona.

Herb nawiązuje do głównie herbu z 1764 roku, jego wygląd został zatwierdzony w 1991 r.

Historia
Pierwszy znany herb Wałbrzycha pochodzi z 1675 roku. Przedstawiał on samotne drzewo – zieloną jodłę na niebieskim tle, rosnącą na pagórku. W latach 1720-1754 w herbie widoczny był pałac w otoczeniu lasu (wieniec topoli) oraz na pierwszym planie jeleń przy kamiennym słupku.

Począwszy od 1764 roku, godłem herbowym miasta został dąb (niem.: Eiche). Początkowo dąb przedstawiany był na tle gór, natomiast w późniejszym herbie (z 1809 roku) przedstawiany był zielony dąb z żółtymi żołędziami, na białym (srebrnym) tle, ale już bez gór.

Wszystkie trzy wcześniejsze wersje herbu można zobaczyć na ścianie frontowej wałbrzyskiego ratusza.

Historia dębu herbowego
Pierwotnie sądzono, że pierwowzorem herbowego drzewa był dąb, który przez wiele lat rósł na dawnym zboczu kamieniołomu. Drzewo to zachowało się na kilku zdjęciach i litografii z około 1875 r., które są w zbiorach wałbrzyskiego muzeum. Jednak podczas sprzątania terenu Parku im. Jana III Sobieskiego w Wałbrzychu, przy alejce będącej przedłużeniem ulicy Inwalidów Wojennych, pracownicy MZUK-u odnaleźli potężny kamień, na którym po usunięciu ziemi i oczyszczeniu ukazał się napis: "Stadteiche gepflanzt 1933 anstelle der Wappeneiche", co oznacza: : "Miejski dąb posadzony w 1933 roku w miejsce dębu herbowego". Pierwotny dąb usechł w roku 1932 i został usunięty razem z korzeniami a w jego miejsce, w 1933 roku, zasadzono nowy.

Zmiana herbu w czasach Polski Ludowej
Po II wojnie światowej i powrocie Wałbrzycha do "macierzy" czyli do ziem polskich, nastąpiła zmiana herbu. W prawej (heraldycznie) – czerwonej połowie tarczy widniała połowa polskiego orła z głową zwróconą w prawo, zaś w lewej – żółtej (złotej) tarczy zielony dąb z żołędziami, całość od dołu łączyły zielono-czarne wzniesienia.

Do tej wersji nawiązuje bezpośrednio herb powiatu wałbrzyskiego.

Przypisy

Linki zewnętrzne
 Informacje o herbie

Wałbrzych
Wałbrzych


Caroline Ouellette's hockey career is beyond impressive. The Montreal athlete is one of the very few in history to bring home gold medals from four consecutive Olympic games. Caroline's love of the sport extends far beyond her playing years - she coaches and mentors, and runs a network of hockey camps with fellow player Marie-Philip Poulin. Caroline shares her vision for the future of women's hockey with POV host Anastasia Bucsis, and she also describes how it felt to watch her teammates face off against the USA in Pyeong Chang, while sharing a couch with her partner - former team USA player, Julie Chu.


Our Products | Lime & Gypsum Products, Inc.
Regular liming is critical to good crop production in our soils. Lime is applied to the soil to improve plant performance in every type of plant, from higher crop yields to green golf courses.
Lime is applied to acid soils to raise the soil pH. Soil pH is an important chemical property of the soil. The pH scale runs from 0 to 14 and is used to indicate the relative acidity or alkalinity of the soil. When the pH level in soil is less than 7 it will be acid, above 7 is alkaline and a pH of 7 signifies a neutral soil. The pH is important because it influences the availability of essential nutrients. Lime is an alkaline product, and it chemically de-activates acidity in the soil through the activity of the carbonation.
A good guideline for applying lime is to start at least six months ahead of the growing season, especially if the pH is very low. However, lime may be applied anytime the soil conditions are appropriate for the spreading equipment, as long as the crop does not interfere. The best practice is to lime regularly for soil maintenance and time management.
WHAT IS DIFFERENT ABOUT WET LIME AND WHY SHOULD SOMEONE CHOOSE IT OVER REGULAR LIME?
Wet Lime, also known as Liquid Lime or Hydrated Lime, is a super high concentration of limestone that is easy to apply and has a multitude of uses. Wet lime is used for everything from agricultural harvest to mortar mixes, and can even help stop erosion. When in liquid form, the nutrients are immediately available for plant intake and can help your soil achieve the desired pH more rapidly! Our ultra-fine limestone is available to help you meet your pH goals quickly and easily.
Gypsum is neutral in pH and is much more soluble than most lime products . Gypsum is largely used to amend sodic soils and when added, it will help loosen heavy, clay soils as well as improve drainage.
Gypsum is largely used to amend sodic soils. These types of soils are characterized by poor soil structure and drainage. As a result, sodic soils support very little plant growth which is caused by high levels of sodium in the soil. This type of soil can be improved by applying gypsum.
© Copyright 2018 Lime and Gypsum Products, Inc. All Rights Reserved.


text:
Diamond DA-40 Diamond Star, N4119S: Accident occurred September 27, 2019 and Incident occurred June 14, 2016 at Falcon Field Airport (KFFZ), Mesa, Maricopa County, Arizona
View of damaged airplane on concrete barrier.
View of damaged floor board.
Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Scottsdale, Arizona
Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms
https://registry.faa.gov/N4119S
Location: Mesa, AZ
Accident Number: GAA19CA582
Date & Time: 09/27/2019, 1722 MST
Registration: N4119S
Aircraft: Diamond DA40
Defining Event: Runway excursion
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Instructional
The pilot reported that, he intended to do touch-and-goes in the local traffic pattern. While on the downwind leg, the air traffic controller cleared him to land. During the landing roll, past the halfway point on the runway, he increased the engine power to full to takeoff and told the controller that he was doing a "go-around". The controller immediately instructed him to exit the runway on to the last taxiway so the pilot "cut the entire power", applied brakes and full right rudder, but the airplane skidded, exited the runway and impacted a concrete barrier.
The airplane sustained substantial damage to the forward, lower fuselage.
The flight safety officer reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation.
The pilot added that he wanted to do touch and goes but did not accurately communicate his intentions to the air traffic controller.
Certificate: Private
Age: 27, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 Without Waivers/Limitations
Last FAA Medical Exam: 10/01/2018
Occupational Pilot: No
Last Flight Review or Equivalent: 04/18/2019
Flight Time: (Estimated) 187 hours (Total, all aircraft), 187 hours (Total, this make and model), 98 hours (Pilot In Command, all aircraft), 44 hours (Last 90 days, all aircraft), 16 hours (Last 30 days, all aircraft)
Aircraft and Owner/Operator Information
Aircraft Make: Diamond
Model/Series: DA 40 Undesignated
Aircraft Category: Airplane
Amateur Built: No
Airworthiness Certificate:Normal
Serial Number: 40.804
Landing Gear Type: Tricycle
Date/Type of Last Inspection: 09/21/2019, AAIP
Certified Max Gross Wt.: 2646 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 9565.5 Hours at time of accident
Engine Manufacturer: Lycoming
ELT: C126 installed, not activated
Engine Model/Series:IO-360-MIA
Registered Owner: Cae Oxford Aviation Academy Phoenix Inc
Rated Power: 180 hp
Operator: Cae Oxford Aviation Academy Phoenix Inc
Operating Certificate(s) Held: Pilot School (141)
Meteorological Information and Flight Plan
Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KFFZ, 1380 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 0054 UTC
Direction from Accident Site: 328°
Lowest Cloud Condition: Clear
Visibility: 10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 5 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 290°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.75 inches Hg
Temperature/Dew Point: 29°C / 14°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Mesa, AZ (FFZ)
Type of Flight Plan Filed: None
Destination: Mesa, AZ (FFZ)
Type of Clearance: VFR
Departure Time: 1716 MST
Type of Airspace: Class D
Airport: Falcon Fld (FFZ)
Runway Surface Type: Asphalt
Airport Elevation: 1394 ft
Runway Surface Condition: Dry
Runway Used: 22R
IFR Approach: None
Runway Length/Width: 3799 ft / 75 ft
VFR Approach/Landing: Touch and Go; Traffic Pattern
Crew Injuries: 1 None
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude: 33.460833, -111.728333 (est)
June 14, 2016: Aircraft on departure struck the tail, returned and landed without incident.
Date: 14-JUN-16
Time: 19:13:00Z
Regis#: N4119S
Aircraft Model: DA40
Event Type: Incident
Highest Injury: None
Damage: Minor
Activity: Instruction
Flight Phase: TAKEOFF (TOF)City: MESA
Cessna 340A, N37302: Incident occurred September 29, 2019 near Boeing Field / King County International Airport (KBFI), Seattle, Washington
Federal Aviation Administration / Flight Standards District Office; Seattle
Aircraft struck a bird.
https://registry.faa.gov/N37302
Date: 29-SEP-19
Regis#: N37302
Aircraft Make: CESSNA
Aircraft Model: 340
Aircraft Missing: No
Damage: UNKNOWN
Activity: PERSONAL
Flight Phase: APPROACH (APR)
Operation: 91
City: SEATTLE
Loss of Control in Flight: Cessna 172S Skyhawk SP, N224TA; fatal accident occurred February 23, 2019 at Mansfield Municipal Airport (1B9), Bristol County, Massachusetts
Sydney Miti, Flight Instructor
The National Transportation Safety Board traveled to the scene of this accident.
Federal Aviation Administration / Flight Standards District Office; Burlington, Massachusetts
Lycoming Engines; Williamsport, Pennsylvania
https://registry.faa.gov/N224TA
Location: Mansfield, MA
Accident Number: ERA19FA107
Date & Time: 02/23/2019, 1225 EST
Registration: N224TA
Defining Event: Loss of control in flight
Injuries: 2 Fatal
After practicing maneuvers during the instructional flight, the flight instructor and student pilot approached the airport for landing. Witnesses and airport surveillance video indicated that the airplane entered the landing flare, but continued to float down the runway a significant distance, touching down about 2,800 ft down the 3,503-ft-long runway. The pilots then initiated a takeoff (touch-and-go). Although the published airport traffic pattern for the runway indicated left turns, the airplane performed a climb in a steep right bank before slowing and entering a spiraling decent toward a grass area near the airport terminal building. Examination of the wreckage did not reveal any preimpact mechanical malfunctions that would have precluded normal operation of the airplane. It is likely that the flight instructor allowed the airplane to exceed its critical angle of attack during a turning initial climb after a touch-and-go landing, which resulted in an aerodynamic stall and impact with terrain. Although it could not be determined who was flying the airplane at the time of the accident, the flight instructor is ultimately responsible for the safety of the flight.
Probable Cause and Findings
The flight instructor's failure to maintain airplane control during initial climb after a touch-and-go landing, which resulted in an exceedance of the airplane's critical angle of attack and an aerodynamic stall.
Angle of attack - Not attained/maintained (Cause)
Aircraft control - Instructor/check pilot (Cause)
Factual Information
Initial climb
Loss of control in flight (Defining event)
Aerodynamic stall/spin
Uncontrolled descent
Collision with terr/obj (non-CFIT)
On February 23, 2019, about 1225 eastern standard time, a Cessna 172S, N224TA, was substantially damaged when it impacted terrain during the initial climb after takeoff from Mansfield Municipal Airport (1B9), Mansfield, Massachusetts. The flight instructor and student pilot were fatally injured. The airplane was owned and operated by New Horizon Aviation Inc. as a Title 14 Code of Federal Regulations Part 91 instructional flight. Visual meteorological conditions prevailed and no flight plan was filed for the flight, which originated from Norwood Memorial Airport (OWD), Norwood, Massachusetts, about 1125.
After performing maneuvers over the local area, the airplane approached 1B9 for landing. Witnesses and review of airport surveillance video revealed that the airplane was on approach to runway 32, a 3,503-ft-long, 75-ft-wide asphalt runway. The airplane flared over the runway and floated a significant distance before touching down about 2,800 ft down the runway. The pilots then initiated a takeoff (touch-and-go). Although the published traffic pattern for runway 32 indicated left turns, the airplane performed a climb in a steep right bank before slowing and entering a spiraling descent toward a grass area near the airport terminal building.
Sydney Miti
Flight Instructor Information
Certificate: Flight Instructor; Commercial
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Right
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): Airplane Single-engine
Toxicology Performed: Yes
Occupational Pilot: Yes
Flight Time: 386 hours (Total, all aircraft), 150 hours (Total, this make and model), 66 hours (Last 90 days, all aircraft), 33 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft)
Student Pilot Information
Certificate: None
Airplane Rating(s): None
Medical Certification: None
Last FAA Medical Exam:
Last Flight Review or Equivalent:
Flight Time: 7 hours (Total, all aircraft), 7 hours (Total, this make and model), 7 hours (Last 90 days, all aircraft), 2 hours (Last 30 days, all aircraft)
The flight instructor held a commercial pilot certificate with ratings for airplane single-engine land, airplane multiengine land, and instrument airplane. He also held a flight instructor certificate with a rating for airplane single-engine, issued on November 1, 2018. His most recent Federal Aviation Administration (FAA) first-class medical certificate was issued on January 11, 2019. Review of the flight instructor's logbook revealed that he had accumulated a total flight experience of about 386 hours; of which, 66 and 33 hours were flown during the 90- and 30-day periods preceding the accident, respectively.
The student pilot did not possess a student pilot certificate nor was he required to. Review of the student pilot's logbook revealed that, at that time of the accident, he had completed six lessons with the operator and had accrued a total flight experience of 7.6 hours.
Model/Series: 172 S
Airworthiness Certificate: Normal
Serial Number: 172S9224
Date/Type of Last Inspection: 01/29/2019, Annual
Airframe Total Time: 5660 Hours as of last inspection
ELT: C91A installed, not activated
Engine Model/Series: IO-360-L2A
Registered Owner: New Horizon Aviation Inc
Operator: New Horizon Aviation Inc
The four-seat, high-wing, fixed tricycle landing gear airplane was manufactured in 2002. It was powered by a Lycoming IO-360, 180-horsepower engine equipped with a two-blade, fixed-pitch McCauley propeller. Review of the maintenance records revealed that the airplane's most recent annual inspection was completed on January 29, 2019. At that time, the airframe had accrued 5,660 total hours since new and the engine had accrued 3,358 hours since new.
Observation Facility, Elevation: OWD, 49 ft msl
Distance from Accident Site: 11 Nautical Miles
Observation Time: 1253 EST
Direction from Accident Site: 10°
Wind Direction: Variable
Temperature/Dew Point: 4°C / -7°C
Departure Point: Norwood, MA (OWD)
Destination: Mansfield, MA (1B9)
Type of Clearance: None
Departure Time: 1125 EST
Type of Airspace:
The accident site was located about 11 miles south of OWD. The 1253 recorded weather at OWD included wind variable at 3 knots, 10 miles visibility, clear sky, temperature 4°C, dew point -7°C, and an altimeter setting of 30.41 inches of mercury.
Airport: Mansfield Municipal Airport (1B9)
Airport Elevation: 121 ft
Runway Used: 32
VFR Approach/Landing: Go Around
Crew Injuries: 2 Fatal
Total Injuries: 2 Fatal
Latitude, Longitude: 42.004444, -71.199722
The wreckage came to rest nose down in grass oriented on a magnetic heading about 270°; no debris path was observed. Fuel had leaked out of both wings and into the grass. Both wings exhibited leading edge impact damage. The cockpit was crushed, but both front seatbelts remained intact and were unlatched by rescue personnel. The flaps and ailerons remained attached to their respective wings and measurement of the flap actuator corresponded to a flaps-retracted position. The rudder and elevator remained attached to the empennage and measurement of the elevator trim actuator corresponded to a 5° tab-up (nose-down) trim position. Control continuity was confirmed from all flight control surfaces to the cockpit controls. The right aileron cable had separated and both cable ends exhibited broomstraw separation consistent with overstress.
The engine had separated from the airframe. The propeller remained attached to the engine; one blade remained undamaged and was bent slightly forward. The other blade was bent aft and exhibited chordwise scratches. The propeller and rear accessories were removed from the engine. The top spark plugs were removed and their electrodes were intact and light gray in color. The crankshaft was rotated via an accessory drive gear. Crankshaft, camshaft, and valve train continuity were confirmed and thumb compression was obtained on all cylinders. Fuel was found in the engine-driven fuel pump, fuel servo, flow divider, and in the fuel lines. The fuel inlet screen of the fuel servo and oil suction screen were absent of debris. Both magnetos produced spark at all leads when rotated by hand.
The Massachusetts Office of the Chief Medical Examiner, Boston, Massachusetts, performed autopsies on both pilots. The cause of death for both pilots was blunt force injuries.
Toxicology testing performed on both pilots by the FAA Forensic Sciences Laboratory was negative for drugs and alcohol.
Loss of Engine Power (Total): Beech J35 Bonanza, N8319D; accident occurred October 24, 2018 near University Park Airport (KUNV), State College, Centre County, Pennsylvania
The National Transportation Safety Board did not travel to the scene of this accident.
Federal Aviation Administration / Flight Standards District Office; Harrisburg, Pennsylvania
https://registry.faa.gov/N8319D
Accident Number: ERA19LA024
Date & Time: 10/24/2018, 0036 EDT
Registration: N8319D
Aircraft: Beech 35
Defining Event: Loss of engine power (total)
Injuries: 2 Minor
Flight Conducted Under: Part 91: General Aviation - Personal
The airline transport pilot reported that he departed on a long, cross-country flight at night with full fuel tanks. The pilot stated that the fuel selector was set to the left main fuel tank on departure and that he moved the selector to the auxiliary tank about 1 hour later. About 1 to 2 hours after that, the pilot moved the fuel selector switch to the right main fuel tank, where it remained for the remainder of the flight (about 30 minutes). The flight was uneventful until it was on final approach to land and between about 400 and 500 ft above ground level, at which point, the engine suddenly stopped producing power. The pilot recalled the passenger saying there was no fuel pressure, and he immediately pushed the throttle and mixture full forward and retracted the flaps. He also turned on the auxiliary fuel pump and pressed the starter button to restart the engine to no avail. The pilot did not switch the fuel selector to another tank. Due to the low altitude, the pilot slowed the airplane and conducted an emergency landing in trees, during which both wings, the fuselage, and the tail section sustained substantial damage.
Postaccident examination of the engine and fuel system revealed no evidence of any preaccident mechanical malfunctions or failures that would have precluded normal operation. The fuel selector was found set to the right main fuel tank, which was found empty of fuel. However, measurable fuel was found in the remaining three tanks. Therefore, the loss of engine power was likely due to the pilot's mismanagement of the available fuel, which resulted in the loss of all engine power due to fuel starvation.
The pilot's mismanagement of the available fuel, which resulted in a total loss of engine power due to fuel starvation.
Fuel - Fluid management (Cause)
Fuel - Fluid level (Cause)
Use of equip/system - Pilot (Cause)
On October 24, 2018, about 0036 eastern daylight time, a Beech J35, N8319D, was substantially damaged during a forced landing to wooded terrain while on a visual approach to runway 24 at University Air Park (UNV), State College, Pennsylvania. The airline transport pilot and the passenger sustained minor injuries. The airplane was registered to and operated by the passenger. Night visual meteorological conditions prevailed at the airport at the time of the accident. An instrument flight rules flight plan was filed for the flight that was operated under the provisions of Title 14 Code of Federal Regulations Part 91 personal flight. The airplane departed Portsmouth International Airport at Pease (PSM), Portsmouth, New Hampshire, about 2140 and was destined for UNV.
The pilot stated that the passenger had purchased the airplane that day in Ossipee, New Hampshire, and they were flying it back to Texas. He reviewed the maintenance logbooks prior to departure but did not conduct a test flight of the airplane. The first time the pilot flew the airplane was the flight before the accident flight from Windsock Airport (NH69), Ossipee, New Hampshire, to PSM.
The passenger purchased 42.7 gallons of 100LL at PSM, conducted a preflight inspection, and confirmed all four fuel tanks were topped off with fuel. The passenger also tested the fuel and it was absent of water and debris. The airplane's fuel system consisted of two 20-gallon main tanks (17 usable gallons) in each wing and two interconnected 10-gallon auxiliary tanks (9.5 usable) in each wing, for a total of 53 usable gallons. The pilot said that he did not visually check the fuel level before taking off.
The pilot said that on take-off he had the left main fuel tank selected and flew for about one hour to burn off approximately 10 gallons of fuel. He then switched to the auxiliary fuel tank and flew for approximately 1 to 2-hours, before switching to the right main fuel tank for the last 30 minutes of the flight. The flight was normal until they were 1.5-miles out on final approach at an altitude of 400-500 ft above the ground, when the engine suddenly stopped producing power. There was no sputter or warning and the engine "just stopped", but the propeller continued to windmill. The pilot recalled the passenger saying there was no fuel pressure, and he immediately pushed the throttle and mixture full forward and retracted the flaps. He also turned on the auxiliary fuel pump and "hit" the starter button to re-start the engine, but to no avail. The pilot did not switch the fuel selector to another tank. Due to the low altitude, the pilot slowed the airplane and "aggressively" pitched the nose of the airplane up to make a soft landing into trees.
A postaccident examination of the airplane revealed that it came to rest upright with the nose pointed uphill on a northerly heading. There was no post-impact fire. The airplane sustained substantial damage to both wings, the fuselage, and tail section. The engine also sustained damage.
According to a police officer, when he first arrived on-scene, both pilots were standing outside the airplane. They reported that they were not injured and "...also indicated that there was no fuel leaking." Another officer, who was on-scene, reported that he "...did not smell any odors of fuel or observe any fluids leaking from the plane."
Visual examination of left main, left auxiliary and right wing auxiliary tanks revealed they each contained fuel; however the right main tank was empty. The fuel selector valve was found fully seated on the right main tank. When the selector handle was manually tested, it moved freely to each tank and the detent was clearly felt on each tank. Examination of the fuel manifold, the main fuel line to the manifold, and each cylinder injector line revealed there was no fuel found in the lines. When the airplane was recovered, no fuel was found or drained from the right main tank and about 4.5 gallons was drained from the auxiliary tank. About 10 gallons was recovered from the left wing main tank and about 1 gallon was drained from the auxiliary tank. A sample of fuel drained from the airplane revealed the fuel was light blue and absent of debris and water.
Examination of all four fuel tanks revealed they were not breached and no leaking or staining of fuel was evident. Shop air was blown thru the fuel lines from the wing route to the fuel selector valve. The valve was moved to each detent and no obstructions were evident. Shop air was then blown thru the main fuel lines leading to the fuel manifold and no obstructions were noted. The manifold was removed and disassembled. The manifold screen was absent of debris and the diaphragm was intact and dry. All six fuel delivery lines and each fuel injector valve were absent of debris.
The previous owner stated that he had owned the airplane for about five years. He said the airplane operated well and had a good running engine; however, if a pilot was not familiar with the fuel system, it could result in a fuel exhaustion/power loss. He said the engine burned about 12.5 gallons per hour when operated at 65% power and properly leaned. The previous owner said the new owner planned to fly the airplane "much faster than 65%" on their trip back to Texas.
The previous owner explained that the airplane was equipped with two main fuel tanks (one in each wing) that were interconnected with two auxiliary tanks (one in each wing). If the pilot departed with full fuel, he'd have to first fly for one hour on the left tank to make head room because if the pilot flew on the auxiliary tank, any unused fuel would automatically be returned to the left main tank by design. So, to avoid excess fuel being ported overboard, the pilot needed to make sure there was enough room in the left tank to capture any unused fuel. The auxiliary tanks only had about 45 minutes of fuel and should only be selected after using fuel from the main tanks. The auxiliary tanks pump fuel faster than what the engine can consume, so that is why any unused fuel gets returned to the left main tank and has a higher depletion rate than the main tanks. He also said that when operating on the auxiliary tanks, it was important to fly straight and level.
The previous owner said that he once flew the airplane in "ideal" conditions (65% power, at 6,000 ft altitude, in good weather) for 3 hrs and 25 minutes. When he landed he was shocked to find he only had about 3-5 gallons left in the tanks. After that experience, he never flew the airplane longer than a few hours. There was also one time, when he forgot to switch from the auxiliary tanks in flight and the engine shut down without warning. He was able to switch to a fuller tank and re-start the engine within a few seconds.
Examination of the engine produced compression and valve train continuity to each cylinder via manual rotation of the propeller. Both magnetos were removed. When manually rotated, spark was generated to all ignition leads. No mechanical deficiencies were noted that would have precluded normal operation of the engine.
The pilot held an airline transport pilot certificate with a rating for airplane multiengine land as well as commercial pilot privileges for airplane single-engine land and sea. His last Federal Aviation Administration (FAA) first-class medical certificate was issued on September 10, 2018. At that time, the pilot reported a total of 10,400 flight hours.
Weather reported at UNV at 0053 was wind from 320° at 9 knots, visibility 10 miles, scattered clouds at 6,000 ft, broken clouds at 7,500 ft, temperature 9° C, dewpoint 1° C, and an altimeter setting of 30.09 in Hg.
Certificate: Airline Transport; Commercial
Airplane Rating(s): Multi-engine Land; Single-engine Land; Single-engine Sea
Instructor Rating(s): Airplane Multi-engine; Airplane Single-engine
Medical Certification: Class 1 With Waivers/Limitations
Flight Time: 10400 hours (Total, all aircraft)
Aircraft Make: Beech
Model/Series: 35 J35
Airworthiness Certificate: Normal; Utility
Serial Number: D-5452
Landing Gear Type: Retractable - Tricycle
Certified Max Gross Wt.:
Time Since Last Inspection: 7 Hours
Engine Manufacturer: CMI
ELT: Installed, not activated
Engine Model/Series: IO-470-C
Registered Owner: On file
Operator: On file
Operating Certificate(s) Held: None
Condition of Light: Night
Observation Facility, Elevation: UNV, 1231 ft msl
Observation Time: 0053 EDT
Lowest Cloud Condition: Scattered / 6000 ft agl
Lowest Ceiling: Broken / 7500 ft agl
Turbulence Type Forecast/Actual: Unknown / Unknown
Turbulence Severity Forecast/Actual: Unknown / Unknown
Temperature/Dew Point: 9°C / 1°C
Precipitation and Obscuration:
Departure Point: Portsmouth, NH (PSM)
Type of Flight Plan Filed: IFR
Destination: State College, PA (UNV)
Type of Clearance: IFR
Departure Time: 2140 EDT
Type of Airspace: Class D; Class E
Airport: University Park (UNV)
Runway Surface Condition: Vegetation
Runway Length/Width: 6701 ft / 150 ft
VFR Approach/Landing: Forced Landing; Full Stop
Crew Injuries: 1 Minor
Passenger Injuries: 1 Minor
Total Injuries: 2 Minor
Latitude, Longitude: 40.000000, -77.000000 (est)
Posted by Kathryn on 10/01/2019 10 comments
Loss of Control on Ground: Beech F33A Bonanza, N9469Q; accident occurred October 13, 2018 at Swinton Smith Field (KRVJ), Reidsville, Tattnall County, Georgia
Federal Aviation Administration / Flight Standards District Office; Atlanta, Georgia
https://registry.faa.gov/N9469Q
Location: Reidsville, GA
Accident Number: ERA19TA011
Registration: N9469Q
Aircraft: Beech F33
Defining Event: Loss of control on ground
The private pilot reported that, during landing, the airplane touched down on the main landing gear slightly left of centerline. As soon as he lowered the nose landing gear (NLG), he felt the airplane lurch left and then right. The pilot attempted to arrest the movement with rudder inputs, followed by differential braking, but the airplane continued to veer right uncontrollably. He then intentionally increased braking until both wheels started skidding. The airplane skidded sideways and then exited the right side of the runway and collided with a taxiway sign before coming to rest upright.
Examination of the wreckage did not reveal evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation. Continuity of the NLG steering system was confirmed. Given the evidence, it is likely that the pilot did not maintain directional control after landing, which resulted in the runway excursion.
The pilot's failure to maintain directional control during landing, which resulted in a runway excursion and impact with a taxiway sign.
Directional control - Not attained/maintained (Cause)
Aircraft control - Pilot (Cause)
Sign/marker - Effect on operation (Cause)
On October 13, 2018, about 1315 eastern daylight time, a Beech F33A, N9469Q, was substantially damaged during landing at Swinton Smith Field (RVJ), Reidsville, Georgia. The private pilot was not injured. The personal flight was operated by the pilot and conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the flight that originated from Wright Army Airfield (LHW), Hinesville, Georgia, about 1215.
The pilot reported that he flew the airport traffic pattern for runway 29, a 5,000-ft-long, 75-ft-wide, asphalt runway. The airplane touched down at 65 knots on the main landing gear about 750 ft from the approach end of the runway and slightly left of centerline. As soon as he lowered the nosegear, he felt the airplane lurch uncharacteristically left and then right. The pilot attempted to arrest the movement first with rudder inputs, then by differential braking. The airplane did not respond and started to veer uncontrollably to the right. He then intentionally increased braking until both wheels started skidding. At this point the airplane was skidding sideways and traveled off the right side of the runway, colliding with a taxiway sign before coming to rest upright.
Examination of the wreckage by a Federal Aviation Administration inspector revealed that the left main landing gear collapsed and the left wing spar was damaged. The inspector added that a continuity check of the nose landing gear system to include all linkage from the rudder pedals to the rudder flight control was performed and no discrepancies were noted. Further examination of the nosewheel well area revealed no visible indications of premature component failure. Examination of the runway revealed main landing gear tire marks about 750 ft from the approach end of the runway. Shortly after the main landing gear tire marks, a nosewheel tire mark was visible and continued straight without any wobbling deviations. The inspector also noted main landing gear tire mark skids further down the runway, consistent with the pilot's report of heavy braking before departing the side of the runway.
The recorded wind at an airport located about 12 nautical miles northwest of the accident site, about the time of the accident, was from 290° at 4 knots.
Restraint Used: 3-point
Medical Certification: BasicMed
Flight Time: 668 hours (Total, all aircraft), 110 hours (Total, this make and model), 188 hours (Pilot In Command, all aircraft), 12 hours (Last 90 days, all aircraft), 6 hours (Last 30 days, all aircraft), 1 hours (Last 24 hours, all aircraft)
Model/Series: F33 A
Serial Number: CE-369
Time Since Last Inspection: 13 Hours
Engines: Reciprocating
Engine Manufacturer: Continental
Engine Model/Series: IO-520
Observation Facility, Elevation: VDI, 274 ft msl
Temperature/Dew Point: 26°C / 6°C
Departure Point: Hinesville, GA (LHW)
Destination: Reidsville, GA (RVJ)
Airport: Swinton Smith Field (RVJ)
VFR Approach/Landing: Full Stop; Traffic Pattern
Air Tractor AT-502B, N6135P: Fatal accident occurred October 12, 2018 and Accident occurred July 02, 2017
By Amy Fojtik, Growing America
http://georgia.growingamerica.com
Federal Aviation Administration / Flight Standards District Office; San Antonio, Texas
Air Tractor Inc; Olney, Texas
https://registry.faa.gov/N6135P
Location: Placedo, TX
Accident Number: CEN19FA003
Date & Time: 10/12/2018, 1831 CDT
Registration: N6135P
Aircraft: Air Tractor AT502
Aircraft Damage: Destroyed
Defining Event: Low altitude operation/event
Flight Conducted Under: Part 137: Agricultural
On October 12, 2018, at 1831 central daylight time, an Air Tractor AT-502B airplane, N6135P, impacted an antenna tower near Placedo, Texas. The pilot was fatally injured. The airplane was destroyed by impact forces and a postimpact fire. The airplane was registered to and operated by Coastal Flying Service Inc., Ganado, Texas, as a Title 14 Code of Federal Regulations (CFR) Part 137 aerial application flight. Visual meteorological conditions prevailed at the time of the accident. The flight was not operated on a flight plan. The local flight originated from the operator's private airstrip near Ganado, Texas, about 1730.
On the day of the accident, the pilot had completed two flights before the accident flight. The first flight departed about 0930 and the second about 1015. The accident flight was the third flight of the day. The airplane was fueled to about 3/4 capacity (120 gallons) before the flight. The application load consisted of about 460 gallons of herbicide.
According to a representative of the operator, this was the first time the pilot had sprayed that particular field. The southwest corner of the field was located 1/2-mile east-northeast of a radio antenna tower. Before the flight, they had reviewed the potential hazards using available satellite imagery. Of note were the power lines running along the south side of the field and the antenna tower.
A witness stated that he was outside in his yard, about 3 miles east-northeast of the radio antenna, when he observed the airplane fly over. The airplane seemed to be flying along the road in a west-southwesterly direction and appeared to be level. Nothing seemed to be out of the ordinary, except that it seemed to be flying more slowly than other agricultural airplanes. He recalled the airplane was flying at approximately the same height as the missing section of the antenna.
A second witness reported that he was at home, about 300 yards east of the radio antenna, when he heard the airplane fly over. After initially hearing the airplane, he recalled hearing the sound of it hitting the antenna and then the sound of an explosion. He went to a window and observed the airplane descending toward the ground. From the initial sound, he thought that the airplane was westbound immediately before striking the antenna.
Pilot Wesley Fojtik and his son, Cort
Certificate: Commercial
Seat Occupied: Single
Flight Time: 6687 hours (Total, all aircraft), 2102 hours (Total, this make and model)
The pilot's logbook was not available to the NTSB. At the time of his most recent Federal Aviation Administration (FAA) airman medical certificate application, dated May 28, 2018, the pilot reported a total flight time of 6,500 hours with 200 hours flown within the past 6 months. His most recent flight review was completed in February 2018. He had completed a knowledge and skill test for agricultural aircraft pilot operations on February 24, 2017, and had flown for the operator for about 6 years.
Information provided by the FAA indicated that the pilot was involved in an accident in July 2017 while flying the accident airplane (NTSB No. GAA17CA385). The pilot was focused on some electrical power lines while maneuvering at low altitude during an agricultural application flight. Shortly after clearing the power lines, the airplane impacted a 30 ft tall tower located in his flight path. The pilot noted that he had verified the location of the tower when he circled the first time, but that his focus was on a house and clearing the power lines immediately before the collision. There were no anomalies with respect to the airplane before striking the tower. The cause of the accident was attributed to the pilot's failure to see and avoid the tower.
Records provided by the pilot's cellphone provider indicated that two calls originated from the pilot's cellphone during the time of the flight. The first was initiated at 1741:47 and lasted for 21 minutes and 22 seconds. The second was initiated at 1804:34 and lasted for 6 seconds. Based on this information, the pilot's cellphone was not in use as the time of the impact with the antenna tower.
Aircraft Make: Air Tractor
Model/Series: AT502 B
Airworthiness Certificate: Restricted
Serial Number: 502B-0286
Landing Gear Type: Tailwheel
Engines: 1 Turbo Prop
Engine Manufacturer: Pratt & Whitney Canada
ELT: Not installed
Engine Model/Series: PT6A-34AG
Registered Owner: Coastal Flying Service Inc
Operator: Coastal Flying Service Inc
Operating Certificate(s) Held: Agricultural Aircraft (137)
Operator Does Business As: Coastal Flying Service Inc.
Operator Designator Code: 9CRG
The airplane was issued a restricted category special airworthiness certificate in February 1995. The operator purchased the airplane in March 2011. The most recent annual inspection was completed on October 14, 2017, at which time, the airframe had accumulated 9,428 hours total time in service. The annual inspection maintenance logbook entry included the notation, "recovered aircraft after off field landing due to prop strike." It also noted that both wings were repaired, and the left horizontal stabilizer and elevator assemblies were replaced. An overhauled engine and a new propeller assembly were installed at that time. An engine inspection was conducted on August 1, 2018, and about 248 hours had accumulated since installation/annual inspection.
Observation Facility, Elevation: VCT, 115 ft msl
Observation Time: 1851 CDT
Lowest Cloud Condition: Few / 3500 ft agl
Turbulence Type Forecast/Actual:
Turbulence Severity Forecast/Actual:
Departure Point: Ganado, TX (PVT)
Destination: Ganado, TX (PVT)
Departure Time: 1730 CDT
Type of Airspace: Class G
A representative of the operator recalled that it was clear with an east-southeast wind of about 10 knots at the time of the accident flight; a "beautiful day." A witness recalled that weather was sunny and partly cloudy, with no restrictions to visibility.
At the time of the accident, the sun was positioned about 6° above the horizon, at an azimuth of 258° (west-southwest). Sunset occurred at 1901.
Airport: Private (PVT)
Runway Surface Type: Grass/turf; Gravel
Airport Elevation: 57 ft
VFR Approach/Landing: None
Aircraft Fire: In-Flight
The accident site was located about 700 ft west-southwest of the antenna. The airplane came to rest adjacent to a two-lane paved roadway. The main wreckage consisted of the fuselage, wings, and empennage. A section of the antenna tower structure was intertwined with the right wing. The fuselage nose section, including the firewall and engine, had separated and were located in a roadway ditch about 25 ft east of the main wreckage. The propeller had separated from the engine. It came to rest in a ditch on the opposite side of the road about 125 ft west of the main wreckage. The outboard right wing and right horizontal stabilizer were separated and located at the accident site.
A postaccident airplane examination did not reveal any anomalies consistent with a preimpact failure or malfunction. A detailed summary of the examination is included in the docket associated with the investigation.
Documentation obtained from the Federal Communications Commission revealed that the antenna tower involved in the accident was constructed in January 1992. The overall height of the tower was 118.6 meters (389.1 ft) above ground level (agl); 132.9 meters (436.0 ft) above mean sea level. The tower was painted with alternating bands of aviation orange and white. It was also equipped with flashing red obstruction lights. The top-mounted light could not be evaluated to determine if it was operational because the upper section of the tower had separated during the accident. The intermediate level light was operational after the accident.
FAA Advisory Circular (AC) 70/7460-1L recommended standards for marking and lighting obstructions that have been deemed a hazard to air navigation. The AC noted that any structure exceeding 200 ft agl should be marked and/or lighted. Communications towers should be painted with a pattern of alternate bands of aviation orange and white for recognition during day lighting conditions. Flashing red or white obstruction lights should be used for recognition during night lighting conditions.
A review of the Houston sectional chart current at the time of the accident revealed that the antenna tower involved was accurately depicted.
The Travis County Medical Examiner's Office in Austin, Texas, performed an autopsy of the pilot on October 15, 2018. The pilot's death was attributed to blunt force injuries sustained in the accident. Toxicology testing performed at the FAA Forensic Sciences Laboratory was negative for all drugs in the testing profile.
Organizational And Management Information
The operator had been issued an FAA operating certificate and operations specification for agricultural aircraft operations under Title 14 CFR Part 137. An Air Tractor AT-402A airplane was also included on the certificate. The pilot was listed as the chief supervisor and point-of-contact for the operator.
Amy and Wesley Fojtik and their son, Cort.
Federal Aviation Administration / Flight Standards District Office; Houston, Texas
Location: Edna, TX
Aircraft: AIR TRACTOR INC AT 502
Defining Event: Controlled flight into terr/obj (CFIT)
The pilot reported that, while maneuvering at low altitude over a field during an aerial application flight, he was focused on the top of the electrical poles that paralleled the field. He added that he crossed between the electrical poles and was focused on the pole to the right of the airplane. Once he crossed the top wire he focused his attention forward, but added that he "was staring at a 30-ft tower just to the left of the nose" of the airplane. The airplane struck the tower and then impacted the ground.
The airplane sustained substantial damage to the empennage.
The pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.
The pilot's failure to see and avoid a tower during an agricultural application flight.
Altitude - Not attained/maintained (Cause)
Monitoring environment - Pilot (Cause)
Tower/antenna (incl guy wires) - Effect on operation (Cause)
Maneuvering
Controlled flight into terr/obj (CFIT) (Defining event)
Restraint Used: Unknown
Flight Time: (Estimated) 6499 hours (Total, all aircraft), 2081 hours (Total, this make and model), 6499 hours (Pilot In Command, all aircraft), 171 hours (Last 90 days, all aircraft), 55 hours (Last 30 days, all aircraft), 6 hours (Last 24 hours, all aircraft)
Aircraft Manufacturer: AIR TRACTOR INC
Model/Series: AT 502 B
Engine Manufacturer: Pratt & Whitney
Engine Model/Series: PT6A-34
Observation Facility, Elevation: KVCT, 115 ft msl
Visibility: 9 Miles
Wind Speed/Gusts, Direction: 11 knots, 160°
Visibility (RVV):
Departure Point: Ganado, TX
Destination: Ganado, TX
Passenger Injuries:N/A
Preventing Similar Accidents
Preventing Obstacle Collisions in Agricultural Operations
Accidents involving collisions with obstacles, including poles, wires, guy wires, meteorological evaluation towers, or trees, are among the most common types of agricultural aircraft accidents. Some collisions involved obstacles that the pilots did not see (even during survey flights), but others involved obstacles that were known to the pilot and/or had characteristics that would make them visibly conspicuous.
Agricultural pilots should do the following:
Maintain a quick-reference document (paper or electronic) at the operations base that contains field maps, charts, photographs, and details of all known obstacles.
Frequently review current aeronautical charts for information about obstacles.
Before leaving the ground, spend time becoming familiar with all available information about the target field and programming navigation equipment. Such preflight action can help reduce the potential for confusion or distraction in flight.
Conduct aerial surveys of the target field but do not rely solely on an aerial survey to identify potential obstacles.
Conduct regular ground surveys of fields. Some towers can be erected in hours, and obstacles can change since you last worked that field. Speak with farmers and land owners to raise awareness about obstacle hazards.
When possible, use ground crews. They may be in a better position to see certain obstacles and help you ensure that your aircraft remains clear of them.
Watch for shadows and irregularities in growth patterns to help identify obstacles. Use GPS and other technology to maintain awareness of obstacle locations.
Be aware that workload, fatigue, sun glare, and distractions in the cockpit can adversely affect your ability to see, avoid, or remember obstacles. Heavier loads and higher density altitudes can affect the performance of your aircraft.
The National Agricultural Aviation Association's Professional Aerial Applicators' Support System reminds pilots that, when ferrying an aircraft or transitioning between sites, flying above 500 feet reduces obstacle collision risks: 'Ferry Above Five and Stay Alive.'
See http://www.ntsb.gov/safety/safety-alerts/documents/SA_035.pdf for additional resources.
The NTSB presents this information to prevent recurrence of similar accidents. Note that this should not be considered guidance from the regulator, nor does this supersede existing FAA Regulations (FARs).
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redpajama_set_name: RedPajamaCommonCrawl


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Nissan Frontier Crew Cab SV 4.0L V6 DOHC Clean CARFAX. CARFAX One-Owner. Recent Arrival! Located in Edmonds across from Costco on HWY 99. Our community involvement is centered on taking care of the basic needs of people who would be hard pressed to help themselves or in other words 'helping those without a voice'. This month for every car sold we will provide 5 nights of emergency housing for people in our community without a home through our partnership with Seattle Union Gospel Mission, Bread of Life, Compass Health and EGM. Please visit us today and help support our efforts in providing a better community for those in need.


text:
Pseudispa es un género de escarabajos  de la familia Chrysomelidae. En 1875 Chapuis describió el género. Contiene las siguientes especies:
 Pseudispa annulicornis (Pic, 1934)
 Pseudispa baeri (Pic, 1928)
 Pseudispa basicornis (Pic, 1928)
 Pseudispa bellula Staines, 2002
 Pseudispa breveapicalis (Pic, 1934)
 Pseudispa bruchi (Weise, 1904)
 Pseudispa brunni (Weise, 1910)
 Pseudispa clara (Weise, 1904)
 Pseudispa fulvolimbata (Baly, 1858)
 Pseudispa gemmans (Baly, 1885)
 Pseudispa humerosa (Weise, 1904)
 Pseudispa marginata (Guérin-Méneville, 1844)
 Pseudispa quadricolor (Weise, 1921)
 Pseudispa sinuata Staines, 2002
 Pseudispa tuberculata Staines, 2002
 Pseudispa viridis (Pic, 1934)
 Pseudispa zikani (Uhmann, 1935)

Referencias

Enlaces externos


How do I apply for jobs?
What is The Grapevine Agency?
Chief of Staff/ Career Executive Assistant WITH Travel is needed immediately.
Must have 10 years minimum experience in high level demanding position assisting a C level executive.
The role can be based in Chicago or Los Angeles (CA homes are in Palm Springs and Montecito—client is here often, and potentially will be here 60% of the time shortly).
If reside in LA must be OK to travel 2 days a week. This is not a 100% of the time remote role.
125K – 150K plus bonus depending on experience.
CEO/ Founder of a very prestigious and busy architecture/design firm with multiple projects and homes around the country.
Managing all confidential day to day responsibilities. Providing over-site and guidance to all internal matters. Advising the CEO on all pending affairs and decisions. Responsible for all staff and HR duties. Writing proposals and drafts of letter, etc. for the CEO. May act was a proxy under certain circumstances for the CEO. Ability to manage varied projects with a high degree of business acumen. Excel at organizational management and understand how to delegate to others within the structure.
Will be a true problem solver, deal with issues before being brought to the CEO. Will always be the ultimate "gate keeper." Must have excellent correspondence skills with articulate and gracious communication ability.
Will have a 4 year degree and advanced degree(s) preferred.
Ideally the person we are recruiting for works efficiently and effectively and is highly organized. They must be people oriented, objective and communicate well with different personality types. It is also helpful to have the ability to think ahead and catch problems before they arise. Above all else a EA/Chief of Staff must be willing to use their power and influence to lead from behind. They must be passionate about their role and the mission of the organization.


A few weeks back, I wrote a post about a guitar repair shop finder on the web, mentioning that I purchased the book "The Acoustic Guitar Adjustment, Care, Maintenance, and Repair," so I could get a better idea of the inner-workings of my post about a guitar repair shop finder on the web, mentioning that I purchased the guitars. I have become a firm believer that the more you know about your instrument, the better you will play. At least that's one reason why I feel I have improved.
After I started reading this book, I began to think that I might have went a bit over my head. With some chapters like "Disassembly and Reassembly of Guitar bodies," "Pearl Inlay Technique" and "Finishing and Refinishing", I was wondering whether I would be able to use any of this information. This book was definitely meant for someone with some experience in woodworking.
After getting over the initial intimidation, I did find some chapters that I could use for myself. I was able to utilize "String Action and Tension Rod Adjustment" and "Intonation and Bridging" to tune up and lower the action on my Seagul S6.
This book is obviously meant for a more experienced repairperson with more than a basic knowledge of guitar repair. If you are curious about some of the techniques and tools used for some of the more extensive repairs, you might find this a good reference. It has certainly increased my knowledge/appreciation of my instrument and the Luthiers who repair them.


text:
Anthony Albanese's Headland Speeches
Sharon Bird MP
Sharon Bird
Futher Proof That Investment In Skills Is Critical
Sharon Bird, Shadow Minister for Vocational Education, said that the statement from 63 leading economists, as reported in The Guardian, is further proof that the Abbott Government needs to start taking the skilling of our nation seriously and stop making savage cuts to the funding of apprenticeships and training programs.
The statement from 63 economists outlines why claims of a Budget emergency are misplaced. Richard Denniss, Executive Director of the Australia Institute goes further, saying that "the real crisis would be having one million people unemployed in Australia".
"One of the best things a Government can do to help Australians get a job is to invest in education and that includes apprenticeship and skills programs. In the current economic climate, the area of skills and training should never have been the target of savage Budget cuts," Sharon Bird said today.
"Tony Abbott has taken the axe to programs for apprentices, programs to help workers with numeracy and literacy and programs to help current workers upskill to help them through workforce changes into the future.
"This is backward thinking and in stark contrast to what we should be doing, which is investing in the skills and training that our students and workers need to help them get and keep a job.
"This statement by leading economists backs up what Labor has been saying about the $2 billion worth of cruel cuts to skills and training in the Budget."
Government's economic responsibility is to establish policies which support Australian firms, workers and communities to utilise their full potential to work, produce, generate income and sustainably consume.
Economists' Statement on Commonwealth Budgetary and Economic Priorities, September 2014
"It is time that this Government started to formulate policies that help people to train and upskill rather than looking at ways to axe funding, limiting the voices providing advice to Government and narrowing the range of industries supported through Commonwealth training programs," Sharon Bird said.
Call the office on
Catch up with Sharon on her Facebook,
Twitter, or email the office at
sharon.bird@aph.gov.au


text:
Blow for Tottenham as bitter London rivals make first contact for Swedish forward | OneFootball
·1 December 2021
Blow for Tottenham as bitter London rivals make first contact for Swedish forward
Transfer News: Tottenham Hotspur dealt blow as Arsenal lead the race for Juventus ace Dejan Kulusevski
According to transfer expert Gianluca Di Marzio speaking on Football Daily (h/t The Express), Tottenham Hotspur have been dealt a blow as bitter rivals Arsenal are leading the race for the Juventus forward Dejan Kulusevski. The North London rivals have been keeping tabs on the situation that is developing in Turin.
Kulusevski has featured in 18 matches this season and has a goal and two assists to his name. However, he is getting used as a squad player by Massimilano Allegri, who has not preferred him in the forward line.
The 21-year-old has played only 597 minutes in those games, which do not even amount to seven full games in total. Di Marzio got asked whether which of the bitter rivals would be the destination for the Swedish international.
Matthijs de Ligt and Dejan Kulusevski celebrates a victory.
"Arsenal, Arsenal wants him. They've had the first contacts with the agents. Juventus bought him for €35m plus bonuses, so it depends on how much Arsenal want to invest in this player. But I know the first contacts are made by [Arsenal]."
That is definitely a blow as the Gunners making the first move shows their intent and gives them a chance to lay the crucial groundwork. However, all is not lost as there is plenty of time before the January transfer window begins. Not to mention, they are yet to reach a common ground with Juve, which is always a piece of good news.
Antonio Conte, Fabio Paratici and Daniel Levy would have to decide on their interest as quickly as possible so that we are not left behind in the race.
🔴 Arsenal have made first contact with Dejan Kulusevski's agents over a transfer for him. 💰 Juventus value the midfielder at €35M + bonuses. [via @DiMarzio]
– Tuesday, 30 November 2021
Some may be concerned by the Seria A forward's goal involvements this season but what we need to understand is that his team has been underperforming for a while. The Bianconeri had a disappointing campaign under Andrea Pirlo and, that has remained the same under Max Allegri.
More Tottenham Hotspur News
Others like Federico Chiesa and Paulo Dybala, for example, have also arguably been affected by the slump and naturally, he is also bound to be on the same page. Not to mention, Kulusevski is not getting regular starts at the Allianz Stadium.
Should he sign for Spurs, it would be interesting to see where he would fit in as he would be a good option in multiple positions. But that is something we would only need to worry about if we can beat off the potential suitors for the Swede.


text:
Media announcement
CGI welcomes Sophie Brochu to its Board of Directors
MONTRÉAL, 30 May, 2019 - CGI (TSX: GIB.A) (NYSE: GIB) is pleased to announce the appointment of Sophie Brochu as a new member of its Board of Directors.
Sophie Brochu is President and Chief Executive Officer of Énergir, a diversified energy company, and has been active in the energy industry for 30 years.
"We are honored to have Sophie Brochu join our Board of Directors," said Founder and Executive Chairman Serge Godin. "Her depth of expertise in the utilities industry and in leading a large publicly traded organization will significantly benefit CGI."
Ms. Brochu graduated in economics from Université Laval and began her career at SOQUIP (Société québécoise d'initiatives pétrolières) in 1987. She joined Énergir in 1997 and, after holding various positions, she became President and Chief Executive Officer in 2007. Ms. Brochu sits on the board of directors of Bank of Montreal, Bell Canada and BCE Inc.
As a business and community leader, Sophie Brochu is involved with Centraide of Greater Montreal and Chair of Fondation Forces Avenir, which promotes socially conscious student projects. She is co-founder of "ruelle de l'avenir", a project aimed at encouraging students in the Centre-Sud and Hochelaga neighbourhoods of Montréal to stay in school. Ms. Brochu is a member of the Order of Canada.
Founded in 1976, CGI is among the largest independent IT and business consulting services firms in the world. With approximately 77,000 consultants and professionals across the globe, CGI delivers an end-to-end portfolio of capabilities, from IT and business consulting to systems integration, outsourcing services and intellectual property solutions. CGI works with clients through a local relationship model complemented by a global delivery network that helps clients digitally transform their organizations and accelerate results. With Fiscal 2018 reported revenue of C$11.5 billion, CGI shares are listed on the TSX (GIB.A) and the NYSE (GIB). Learn more at cgi.com
Lorne Gorber
Executive Vice-President, Investor and Public Relations
lorne.gorber@cgi.com
Latest media announcements
CGI Awarded Position on Contract Vehicle with HHS
CGI awarded major contract for managed IT and support from the Public Transport Administration in Stockholm
CGI makes all cash offer for SCISYS, a leading provider of IT services in the UK and Germany
Embracing Flexibility: Transforming the Power System by 2030


text:
"i'll never let go, jack"
Kate Winslet Finally Weighed In On The Infamous 'Titanic' Door Debate
She shared her theory "Doorgate" on the 'Happy Sad Confused' podcast.
Samir Hussein/WireImage/Getty Images
Titanic may have premiered 25 years ago today, but that hasn't stopped fans from still talking about that one infamous scene where main characters and love interests — Jack Dawson and Rose DeWitt Bukater, played by Leonardo DiCaprio and Kate Winslet — try to survive in the frigid Atlantic Ocean after the tragic sinking of the supposedly "unsinkable" ship.
They find a floating door while trying to swim, and Jack insists that Rose place herself on the door to not only ease her body from swimming but to get out of the cold water. Jack holds hands with Rose from the water.
Spoiler Alert! Jack doesn't make it. Hey, you had two and a half decades to catch up.
Now, 25 years later, there is still a swarm of Titanic fans who are convinced that Rose could have moved over to make room for Jack on the door. This way, they both could have survived. Several cast members have been asked about their theories on "Doorgate," but Winslet, 47, finally gave her theories on the scene.
"I don't fucking know. The answer is, I don't fucking know," she said during a recent appearance on the Happy Sad Confused podcast.
Though she seems annoyed and done with the idea that Jack could have been saved, she did give a theory on what would have happened if she did move over and make room for Jack. "I have to be honest, I actually don't believe that we would have survived if we had both gotten on that door. I think that he could have fit, but it would have tipped and it would not have been a sustainable idea," she explained.
She continued, "So, you heard it here for the first time. Yes, he could have fit on that door, but it would not have stayed afloat. It wouldn't."
Winslet's theory falls in line with Titanic director — James Cameron — and opinions on this subject. After 25 years of being berated for breaking hearts all over the world when Jack Dawson's sinks to the bottom of the ocean, he is going to prove everyone wrong — with science.
Yes, that's right. He says he literally conducted an experiment and did scientific research. "We have done a scientific study to put this whole thing to rest and drive a stake through its heart once and for all," Cameron told Postmedia during an interview to promote his newly-released Avatar: The Way of Water, which also stars Winslet.
"We have since done a thorough forensic analysis with a hypothermia expert who reproduced the raft from the movie and we're going to do a little special on it that comes out in February. We took two stunt people who were the same body mass of Kate and Leo and we put sensors all over them and inside them and we put them in ice water and we tested to see whether they could have survived through a variety of methods and the answer was, there was no way they both could have survived. Only one could survive."
Well, there you have it... sounds totally legit? If Rose would have moved over and made room for Jack on the door, they both would have died and then where would we be?! We'd never have Celine Dion's performance of "My Heart Will Go On," and that is just not a world that I want to live in.
sweetest moment
Kate Winslet Goes Into Mom Mode To Ease The Nerves Of A Young Interviewer
They Slay
'90s King And Queen Freddie Prinze Jr. & Sarah Michelle Gellar Make First Public Appearance Together In Years


text:
Voci correlate
Ignasi Calvet

Biografia
Campbell è nata come Ross e iniziò la sua carriera con quel nome. È una donna transgender, e nel marzo 2015 ha cambiato pubblicamente il suo nome in Sophie, spiegando via Twitter che era stata in transizione per l'anno precedente.

Collegamenti esterni

Tematiche transgender nei fumetti
Persone trans*
Fumettisti trattanti tematiche LGBT


text:
(937) Bethgea — planetoida z grupy pasa głównego asteroid.

Odkrycie
Została odkryta 12 września 1920 roku w Landessternwarte Heidelberg-Königstuhl w Heidelbergu przez Karla Reinmutha. Nazwa planetoidy pochodzi od niemieckiego poety Hansa Bethgego (1876–1946). Przed jej nadaniem planetoida nosiła oznaczenie tymczasowe (937) 1920 HO.

Orbita
(937) Bethgea okrąża Słońce w ciągu 3 lat i 123 dni w średniej odległości 2,23 au. Planetoida należy do rodziny planetoidy Flora nazywanej też czasem rodziną Ariadne.

Zobacz też
 lista planetoid 1–1000
 lista ponumerowanych planetoid

Przypisy

Bibliografia

Linki zewnętrzne

Nazwane planetoidy
Planetoidy pasa głównego
Planetoidy klasy S
Rodzina planetoidy Flora
Obiekty astronomiczne odkryte w 1920


Everyone has heard of the dangers of smog and other outdoor air quality pollutants, but what most of us haven't heard is that we should be paying just as much attention to our Indoor Air Quality (IAQ).
According to an article published by Green Home, indoor air pollution is linked to a host of health effects, including chronic respiratory diseases such as asthma, headaches, nausea, fatigue, and harm to the immune, reproductive, nervous and cardiovascular system.
A recent California Air Resources Board study found that elevated exposures to air pollutants can be expected to occur following the use of common cleaning products and air fresheners. The study also found that some chemicals present in household cleaning products react with ambient ozone, resulting in formation of other potentially hazardous compounds and particulate matter.
Many household cleaning products also contain hidden cancer-causing ingredients. Think about it - on a typical cleaning day in a typical home, levels of chemicals in the indoor air can be hundreds, even thousands of times higher than the outdoor air in the most polluted of cities. Household cleaning products, personal care products, pesticides, craft product and solvents may all contribute to indoor air pollution.


The e-learning room of the Athens University of Economics and Business (A41) is one of the first three e-learning rooms created in Greek Universities in the late 1990s. Its creation was part of a pilot project to create a virtual e-learning room composed of three interconnected rooms (one at AUEB, one at the NTUA and one at the UoA) that could function as a single area for eLearning.
The e-learning room contains advanced infrastructure for tele-education, as well as for multimedia classes or presentations. This room has dedicated networking and audiovisual equipment to enable e-learning in collaboration with corresponding remote locations.
• A desktop PC with an internet connection from which any electronic materials can be displayed. It is possible to use the personal computer of the speaker (laptop) instead of the desktop computer, if this is desirable.
• Two high-bandwidth videoconferencing systems for bidirectional communication with remote rooms with suitable cameras, microphones, and speakers.
• Two screens where the trainer or trainees of the remote room (on one screen) and the instructor's training material (on the other screen) are shown. The presence of two screens permits the implementation of various alternative scenarios according to the needs of each course.
• A visualiser, which allows the transmission of non-electronic educational material (objects, printed material, slides, etc.) as images to distant learners.
• Video and audio mixing consoles for video and audio signal management.
• Matrix switches for the input and output signals related to video, audio and computer signals and teleconferencing systems. These allow managing the signals displayed on the monitors, the audio and video sent to distant locations, etc.
Those interested in booking A41 can visit the website for the eLearning room.


text:
Character building for Dempsey during UK Ginetta Junior debut
Snetterton, Norwich, UK – Current Ginetta Junior Ireland Champion Jordan Dempsey travelled to Snetterton last weekend to make his UK debut joining his British counterparts for the KICK Start Energy Drink Ginetta Junior Winter Series.
Dempsey's week has been a significant one in his flourishing motor racing career, beginning with his all important interview for the Dunlop Motorsport Ireland Young Racing Driver of the Year award in Dublin, before travelling on Thursday to Snetterton for Friday's pre-event test. While on route to Snetterton, Jordan received the fantastic news that he has been chosen as one of three finalists for the Dunlop Motorsport Ireland Young Racing Driver of the Year award. At just 15 years old, Jordan is the youngest ever finalist. The Winner of the Award, which is valued at €50,000 and is supported by Dunlop and Sport Ireland will be announced at the Dunlop Champions of Irish Motorsport awards ceremony on Wednesday 2nd December.
Friday's conditions couldn't have been more challenging for the Mullingar man however, as heavy rain soaked the Norwich circuit and by close of play, Jordan had completed just 18 laps around the 2.99 mile circuit. The majority of the day's sessions had been interrupted with red flags.
Going into Saturday's first of two qualifying sessions during the weekend, Dempsey and his family run Team MCP set themselves a target to set a time and improve on it in every session from there on. Indeed that is exactly what the fifth year student achieved, and by the end of Saturday's qualifying and two races, Dempsey had cut over a second off his best time and finished a credible 11th overall in race two from 19 cars and second best of the seven rookie drivers entered.
Sunday's conditions were much drier, providing a fresh challenge for Jordan to adjust his driving style to in the unfamiliar Ginetta G40. Having suffered with heavy spray from other cars and a fogged up windscreen on Saturday, these were two challenges at least that he wouldn't have to worry about. Setting himself a new target in Sunday's qualifying, Dempsey continued to improve as the day progressed and the track dried. Already slicing four seconds off Saturday's best, by the end of race one Jordan had improved by a further nine seconds, and was now within just three seconds of the race's fastest lap.
Hoping to finish his weekend on a high, Dempsey started the second and final race of the day from 15th on the grid. Making a superb start, Jordan had already moved up the order by the first corner, Riches. However exiting the second corner, Montreal, Dempsey now on the outside was boxed out and rapidly dropped down the order, loosing out on his early progress. Now focused on working his way back up the order, Jordan found himself suffering on Snetterton's long straights with a mysterious flat spot in his engine that had not appeared up to that point. Despite this, he kept his nose clean for the remainder of the race to cross the finish line in 14th, again significantly improving his personal best lap time by a further five seconds.
Jordan Dempsey – #21 Team MCP Ginetta G40: "This has definitely been a very big learning experience for me and the team this weekend. We came into the weekend with no major expectations, other than to enjoy it, get faster and learn! It's safe to say we learned a lot this weekend. The conditions on Friday and Saturday were the worst I've ever driven in, so they took a lot of getting used to. Sunday was a little bit easier, but it did mean we had to take a lot of risks with the setup as the conditions changed as the track got drier during the day. Overall I'm happy with the weekend. This opportunity was great, working with all the professional people over here has been very beneficial, from the Scrutineers, Race officials to the staff at Ginetta, so I'm very thankful to both Ginetta Junior Ireland and Ginetta Cars for this opportunity. Team MCP with my Dad (Morgan) and bother (Scott) were great this weekend and again it was great to have lots of home support from my sponsors Mullingar Car Pretesting, Kildare Crash Centre and P1 : Digital. Now it's the long wait until the 2nd of December to see if I have been chosen as the winner of the Dunlop Motorsport Ireland Young Racing Driver of the Year Award!"
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text:
package marathon

import (
	"github.com/ContainX/depcon/marathon/bluegreen"
	"github.com/ContainX/depcon/pkg/cli"
	"github.com/spf13/cobra"
	"os"
	"strings"
	"time"
)

const (
	INSTANCES_FLAG  = "instances"
	STEP_DELAY_FLAG = "stepdel"
	RESUME_FLAG     = "resume"
	LB_FLAG         = "lb"
	LB_TIMEOUT_FLAG = "lb-timeout"
	BG_DRYRUN_FLAG  = "dry"
)

var bgCmd = &cobra.Command{
	Use:   "bluegreen [file(.json | .yaml)]",
	Short: "Marathon blue/green deployments",
	Long: `Blue/Green deployments handled through HAProxy or Marathon-LB

    See bluegreen's subcommands for available choices`,
	Run: deployBlueGreenCmd,
}

func init() {
	bgCmd.Flags().String(LB_FLAG, "http://localhost:9090", "HAProxy URL and Stats Port")
	bgCmd.Flags().Int(LB_TIMEOUT_FLAG, 300, "HAProxy timeout - default 300 seconds")
	bgCmd.Flags().Int(INSTANCES_FLAG, 1, "Initial intances of the app to create")
	bgCmd.Flags().Int(STEP_DELAY_FLAG, 6, "Delay (in seconds) to wait between successive deployment steps. ")
	bgCmd.Flags().Bool(RESUME_FLAG, true, "Resume from a previous deployment")
	bgCmd.Flags().BoolP(IGNORE_MISSING, "i", false, `Ignore missing ${PARAMS} that are declared in app config that could not be resolved
                        CAUTION: This can be dangerous if some params define versions or other required information.`)
	bgCmd.Flags().StringP(ENV_FILE_FLAG, "c", "", `Adds a file with a param(s) that can be used for substitution.
		   These take precidence over env vars`)
	bgCmd.Flags().StringSliceP(PARAMS_FLAG, "p", nil, `Adds a param(s) that can be used for substitution.
                  eg. -p MYVAR=value would replace ${MYVAR} with "value" in the application file.
                  These take precidence over env vars`)
	bgCmd.Flags().Bool(BG_DRYRUN_FLAG, false, "Dry run (no deployment or scaling)")

}

func deployBlueGreenCmd(cmd *cobra.Command, args []string) {
	if cli.EvalPrintUsage(Usage(cmd), args, 1) {
		return
	}
	a, err := bgc(cmd).DeployBlueGreenFromFile(args[0])
	if err != nil {
		cli.Output(nil, err)
		os.Exit(1)
	}
	cli.Output(templateFor(T_APPLICATION, a), err)
}

func bgc(c *cobra.Command) bluegreen.BlueGreen {

	paramsFile, _ := c.Flags().GetString(ENV_FILE_FLAG)
	params, _ := c.Flags().GetStringSlice(PARAMS_FLAG)
	ignore, _ := c.Flags().GetBool(IGNORE_MISSING)
	sd, _ := c.Flags().GetInt(STEP_DELAY_FLAG)
	lbtimeout, _ := c.Flags().GetInt(LB_TIMEOUT_FLAG)

	// Create Options
	opts := bluegreen.NewBlueGreenOptions()
	opts.Resume, _ = c.Flags().GetBool(RESUME_FLAG)
	opts.LoadBalancer, _ = c.Flags().GetString(LB_FLAG)
	opts.InitialInstances, _ = c.Flags().GetInt(INSTANCES_FLAG)
	opts.ErrorOnMissingParams = !ignore
	opts.StepDelay = time.Duration(sd) * time.Second
	opts.ProxyWaitTimeout = time.Duration(lbtimeout) * time.Second
	opts.DryRun, _ = c.Flags().GetBool(BG_DRYRUN_FLAG)

	if paramsFile != "" {
		envParams, _ := parseParamsFile(paramsFile)
		opts.EnvParams = envParams
	} else {
		opts.EnvParams = make(map[string]string)
	}

	if params != nil {
		for _, p := range params {
			if strings.Contains(p, "=") {
				v := strings.Split(p, "=")
				opts.EnvParams[v[0]] = v[1]
			}
		}
	}

	return bluegreen.NewBlueGreenClient(client(c), opts)
}

redpajama_set_name: RedPajamaGithub


English, mathematics, drama, art, music and movement, science and social studies.
The Zoo-phonics Program was developed by two experienced teachers in answer to the needs of their students.
In 1983, Georgene "Gigi" Bradshaw began using kinesthetic techniques tied to phonics to teach reading and spelling to her students. Her unique and highly successful approach quickly caught on with other teachers, including her sister Charlene "Char" Wrighton.


Cloud computing is an emerging computing paradigm with a large collection of heterogeneous autonomous systems with flexible computational architecture. Load Balancing is an important step to improve the overall performance of the cloud computing. Load Balancing is also essential to reduce power consumption and improve the profit of service providers by reducing processing time. In cloud computing environment, user services always demand heterogeneous resources (e,g CPU, I/O, Memory etc.). Load balancing in large distributed server systems is a complex optimization problem of critical importance in cloud systems and data centers. Load balancing algorithms are classified as static and dynamic algorithms. Static algorithms are mostly suitable for homogeneous and stable environments and can produce very good results in these environments. However, they are usually not flexible and cannot match the dynamic changes to the attributes during the execution time. Dynamic algorithms are more flexible and take into consideration different types of attributes in the system both prior to and during run-time. Load balancing aims to optimize resource use, maximize throughput, minimize response time, and avoid overload of any single resource. In the paper, we have studied and implemented three algorithm using Java language and simulate using CloudSim. CloudSim also offers novel support for modeling and simulation of virtualized Cloud based data center environments such as dedicated management interfaces for VMs, memory, storage, and bandwidth. CloudSim layer manages the instantiation and execution of core entities (VMs, hosts, data centers, application) during the simulation period. Hence it is proven that proposed algorithm OLB+LBMM gives the better results as compared to Honeybee Foraging Behavior and Active Clustering. We also analyzed the research results on the basis of distinct performance parameters such as Response time, Total Execution time, Throughput, Processing Time and Energy consumption.
Load balancing, OLB+LBMM, Active Clustering, Honeybee, Virtual Machines, API.