text:
The fire of love
The Eternal Idol by Rodin
I burn with a fire
and you submit with desire
our love is entire
Labels: Haiku, Love, Poetry, Rodin, Sculpture, Sunday Scribblings
Clarence leaves his mark
When Paul signed on at Centrelink to look for a job they took his details and asked for his postal address. He had given his mother a poste restante address of a post office in the next suburb over but this only lasted a month. So he had to give them Maisie's Post Office box number. He only discovered that she had no mail delivered to the house when he was clearing out the front yard. There was no letterbox! However there was a sign on the fence that said "No Junk Mail". Maisie explained that by having a box number no one really knew where you lived and the front garden wasn't cluttered up with rubbish. Paul had a little smile on his face when she told him that but was wise enough to keep his mouth shut.
Walking up the laneway at the back of the house he could hear Maisie talking to someone in the back yard.
"Clarence, don't think you can come crawling back in here. I told you last time that I had finished with you, now you have done the dirty on me again".
Paul couldn't believe his ears. Surely she didn't have someone else that used her place to doss down in. He couldn't figure out whether to go through the back gate or keep out of sight. He was so full of his news that he would get a job start allowance just needing to front up each fortnight to say what jobs he had applied for and by keeping a log book. He fiddled about a bit then took the plunge and opened the gate.
Maisie was at the back door, admonishing the dog. Suddenly it all appeared clear, Clarence was the dog and that name was only mentioned when he had done something wrong. Maisie looked up saw Paul then looked down at the dog again and put her finger to her lips so as to let the dog know he shouldn't say anything.
Paul sighed in relief. It was business as usual in his new home!
"Well?" said Maisie.
The dog meanwhile was unsure whether he was allowed back in or not, nudged the flyscreen door without success. He then gave up and went to see whether his weekly juicy bone hidden in the garden had been found by the cats or even the goat.
Paul explained to Maisie what had happened and his use of her address for correspondence.
"That's all right Paul, you are one of the family now".
It was the first time she had called him by his name. He was so touched that he gave her a hug and said, "It really feels like that too".
Meanwhile the Galah swinging in its cage above them let out a fearful screech.
At which Maisie retorted, "I don't think she is so stressed any more she is getting some of her feathers back".
We will leave Maisie for the moment, however she may return from time to time.
Labels: Maisie, Three Word Wednesday
The Arrangements
At breakfast Paul placed the $50 note on Maisie's side of the table. "It's for the food and cost of looking after me" he said. Then he went on "Until I can get some money coming in".
"You can register for unemployment or job search benefits can't you" she asked, as the note disappeared from the table.
"Mind you" she went on. "This place needs tidying up, that will do for your keep" She then went into the jobs that he could do around the house until he found some paid work.
"I don't eat much, so I never spend all the money that I get". She said. "And the empties are just a little bonus on the side".
Paul was later to learn that she received a widow's pension, and that the house was fully paid for. Who would have believed it looking at her scrabbling amongst the rubbish for few cents worth of bottles and cans?
So for the next fortnight she set him to work cleaning up the interior of house. This meant that the items she now deemed unfit to be in house were placed outside in the yard for the goat to check out for their food value.
"Do you milk him?" Paul asked.
'I wouldn't try it if it was a 'him'". Maisie responded with a chortle of laughter.
Paul coloured up, and seeing his embarrassment Maisie went on.
"She's dried up now, she's only a pet"
Once back inside, the house started to be transformed into a place halfway to normal. This seemed to worry the dog as he kept coming round to where Maisie was supervising the work and sat right on her feet and stared up at her face.
"It's got you worried hasn't it my pet?" She soothed. Then she bent down and let the dog lick her face for reassurance.
"Hasn't he got a name?"
"Oh yes" Said Maisie. "But he is embarrassed about it so I only call him that when he is naughty." So Paul was none the wiser.
The next day Paul was surprised to see Maisie dressed differently. He said nothing but his glance at her smarter attire forced her to explain.
"I still go to the cemetery to tell my husband Don and James my little boy what I am doing" she said without any embarrassment. "They will want to know I have a boarder".
"Do you want me to come with you?" Paul asked.
"Yes, I think so." She said. "They'll need to check you out."
They had to walk all the way over the railway yards by the busy main road to get to the West Terrace cemetery. They strolled along in the February sunshine which in Adelaide even at 9.00 in the morning was quite warm and in through the main entrance gates. Maisie skilfully negotiated the maze of avenues to reach the spot where there was a simple white slab on the ground. Paul stood back a little way and glanced with interest around him at the assortment of memorials of angels and broken columns and black marble slabs. He kept silent as she fussed unnecessarily around the neat memorial. Clearly she was talking to her Don and James as he could see her lips move and when she seemed to have stopped, he approached and stood by her side.
"I think you had better send that money back to your Mother with an apology." She said.
"You shouldn't have taken it. Just tell her you needed it to get here and you are sorry to have caused her worry, but you will write later when you are settled, but don't give her your address".
Paul was about to say something, but one glance from Maisie was enough to shut his mouth again.
Labels: Maisie, Sunday Scribblings
Maisie's Dream
As Maisie pulled the covers over her small wiry body she listened hard to see if Paul was moving about in his room. All was quiet, so she plumped up her pillow and settled down for the night. She had lived in this house all her married life. She still considered herself as married even though she had lost Don her husband many years ago. She always thought of him when she went to bed. If anyone would have asked why, she would have said it was because he was a kind and gentle man that thought the world of her. But nobody ever asked. He had been killed in a freak road accident so many years ago. He was a delivery man for a store in town and another vehicle had clipped the rear door of the van he was opening, knocked him to the ground and hit his head on the road. He died of a brain haemorrhage.
That was the second occasion of great sadness for Maisie. The first was when they lost their baby James a few weeks after his first birthday. Maisie was so upset that she didn't know even now exactly what illness he had or why they couldn't save him. The word meningitis was used but she didn't understand it or why they couldn't save him. She had gone into a state of shock and depression. Don had been very kind and supportive and later they made plans to have another child but one never came. Then Don died and Maisie was by herself. In but a blink of the eyes her married life and that of a mother were ended.
Maisie was by this time fast asleep. In her dreams she relived her life and reshaped it to how she wanted her life to have been. Her Don would touch and kiss and make love to her and trace his fingers over her body and she would fall asleep safe in his arms. James her baby would steadily grow up and play with toy cars and Lego and might even have a train set. He would go to school and come back home with his school books and his words would have some of the letters written the wrong way round. She could see him kicking a football and swimming at the pool. She even wondered what sort of girl he would pick out to be his bride.
Maisie was woken early the next morning by the dog scratching at the door. She wearily got up and let him out to wander round the garden. And then she looked in on Paul whose door was now open. As he lay there still fast asleep she wondered whether she could catch up on some of the life she had missed out on.
Labels: Dreams, Maisie, Three Word Wednesday
I'll Never go back.
Paul was seventeen. His Mum's new boyfriend, the antipathy of his sisters who were too young to understand what had happened and the fact that their father was a useless waste of time who in any case was the devil knows where, were all the stimulus for him to make a break. He left his family at Altona outside Melbourne and hitchhiked his way not to Sydney where everyone would imagine he had gone, but to Adelaide. He had never talked about Adelaide. He chose this city because the one person who meant anything to him said she came from there. That was Megan Watts, his teacher at school a year or two back. She was the one person that talked to him and encouraged him to do what he wanted in life. He felt a special bond with her. She won't be there but at least no one will look for me in Adelaide.
He hitched the 800 kilometres using highway 1. The first lift only got him as far as Horsham, the next dropped him at Bordertown. The last leg got him put down at the Old Toll House at the end of the freeway with directions to walk down the last few kilometres to the city which he could see in the distance. It looked magnificent with the high rise buildings standing tall and the line of the sea stretching away in the distance. Everything was so bright and clean and green. Every street was lined with trees. Even the Jacarandas were in blossom.
And now less than two weeks later after sleeping down by the River Torrens or in the parklands that circled the city he was finally in a bed again! And clean!
He looked up at the paint flaking from the ceiling. The dog which had chosen to sleep in his room made snuffling noises in his sleep and he could still hear Maisie fiddling about in the kitchen.
OK, so her cooking was a bit basic, the house certainly needed a tidy up but for once in his life he felt good about things. He went through his possessions again. I'll have to give her some money for board he mused as he took out a small torch from his backpack. He unscrewed it and tapped the body against his hand so as not to make a noise. Instead of batteries a tightly wound up roll of notes dropped into his palm. "I'll give her $50 to start".
"I'll never go back, not in a thousand years" he murmured. He got up, went to the door and switched the light out then felt his way back to bed. Even Maisie was quiet now and night fell on the household.
Maisie at home
The boy followed Maisie across the bridge over the railway and down into the back streets of the suburb filled with light industry and run down housing. Despite being a few yards in front of him she prattled on saying things he couldn't quite hear. Then suddenly she was gone. She had turned down a path between some houses, fought her way along the narrow lane overgrown with weeds and disappeared through the back gate of a property some distance from the road. They were home. The lane was an old access route for the night soil men who collected the buckets from the outdoor toilets from the backs of the properties so many years ago.
Immediately she entered the garden Maisie was greeted by a screech from the Galah swinging in a cage on the back veranda and one or two cats ran up to acknowledge her presence whilst others merely stared with their green eyes then looked away again.
One cat with a malevolent look eyed the boy with suspicion.
"Miserable bugger, don't dare pick him up, he'll scratch. So leave him alone."
Meanwhile the goat ignored everyone and went on munching the grass as if they were not of his world at all.
"What's yer name?" Maisie asked the boy.
"Paul" was the response.
Maisie acknowledged this with a nod and opened the back door with a push and dropped her bag on a table. She immediately put the kettle on and started rattling tins to ascertain the presence of biscuits.
Paul meanwhile wandered around the house sensing an essence of unwashed dog tentatively opened doors and found the mutt happily sleeping and unaware of their entry.
"Deaf." Maisie said by way of explanation. The dog as if to deny this looked up presumably alerted by the vibrations through the floor and wagged his tail then appeared to go back to sleep again straight away.
"This is your room." Maisie announced as she opened up the door to a room with slightly less clutter than the rest. "Where's your stuff?"
"I'll get it later." Paul said.
The kettle whistled its readiness and they returned to the kitchen area where tea was made, poured and liberally diluted with milk. Sugar came in sachets filched from the tables of outdoor cafes as Maisie collected her bottle and cans in the city.
Living on the edge of society had made Maisie a very practical person, nothing was ever wasted. As they sat there Maisie picked up a small piece of knitting and furiously added a few more rows to the indeterminate garment so small that couldn't fit a doll let alone a child.
Paul obviously wanted to ask the question but Maisie was ahead of him. She picked up every movement, every nuance, everything that was happening around her.
"It's a coat for the Galah. She's losing all her feathers."
For more of Maisie see: 'A Walk in the Park' and 'Maisie Perkins Story''
Maisie Perkins' Story
"How do you plead?"
"Guilty" said Maisie with a scowl in the dock. The whole court seemed to sigh in relief, as Maisie Perkins followed her appointed lawyer's recommendation. The proceedings thereafter were short. First there was the evidence of the policeman, who claimed that Maisie had tried to strike him with her umbrella, followed by an eyewitness account of a passer by. He received a glare fit to kill! Then her lawyer rose and attempted to mitigate the offence. He had advised Maisie not to fight the charge but to plead guilty thus avoiding higher court costs and a larger fine.
She had reluctantly agreed to this plan, as she had a family at home, all nine of them. Her family comprised an assortment of stray cats and one dog, an aggressive goat and an almost bald galah.
The Magistrate considered the evidence and submissions and determined that Maisie was guilty of causing a nuisance in a public place and should be bound over for twelve months to keep the peace and to pay costs. Fortunately with the proceedings so brief the cost amounted to a mere $237.
Maisie bit her lip. "Have to live bread and scrape" she murmured, but no one noticed as the court was preparing for the next case.
She lived alone, had done for years. Nobody remembered her husband, and her children, if any, never visited her. She survived in a hovel at Mile End. The garden what there was of it was unkempt; the grass scorched by the sun, providing nesting places for the cats. The fence around the property was full of holes and this provided an essential feline expressway to escape the neighbours and aggressive dogs. The back door of the house, the only one in use had been patched with unpainted hardboard and now curled in protest away from its fasteners. The colour of what little paint was left on the building was indeterminate, and the grey rags at the windows excluded the outside world. Inside the house there was a considerable amount of clutter ranging from old bicycles to empty ice cream containers. Anything that could contain something did so as Maisie was a great hoarder. Her current passion was drink containers which could be redeemed for a few cents at the recycling depot. She was an enthusiastic collector and would be up early to feed the animals before she went out. She herself ate little; just a piece of stale bread cut up placed in a bowl and covered with milk. This she would slurp down between her gummy jaws spilling droplets of milk down her front as she talked to her animals. Her clothes, which were not much more than rags, generally came out of goodwill bins after dark. She also smelt, an acrid mix of curdled milk and unwashed dog.
She had her regular route to collect her empties as she called them, trawling the streets of Adelaide with a huge plasticised bag in which she would put both empties and an assortment of discarded food for the animal's tea. As the city came alive, workers scurrying to work would barely notice Maisie and her haul. When she first started collecting she would keep the cans and bottles intact but soon realised that it was easier to squash them and this she did in the street, jumping on them to make them flat.
It was at the Railway Station she was involved in the incident. It was here that she had seen the youth being bailed up by the policeman all those weeks ago. The boy appeared quite distressed and hating bullying of any sort she had strode across to the scene and shouted.
"Leave him alone you mongrel, go and pick on someone your own size"
The policeman turned around in surprise and stared at the diminutive figure close to him.
"Off you go Granny, this has nothing to do with you"
Maisie looked at the boy's frightened face and stood her ground.
With that he put his hand on Maisie's shoulders and turned her round to steer her away. Maisie exploded and grabbed her brolly out of her bag and raised it up. The policeman with a look of surprise let go of the youth who disappeared quietly between some parked cars. By this time the second policeman from the patrol car jumped into action and Maisie was arrested for assault.
As Maisie left the court after arranging to pay the fine she set off for home. She hadn't got far before she heard the sound of steps behind her. She was not a nervous type but did turn round to see the very youth that had been involved with the police the day she was arrested. He looked pale and unfed.
"I just wanted to thank you." He said.
She eyed him up and down. "So you got away did you?"
He nodded in assent.
"You are going to cost me a few dollars you are my boy."
She chuckled, grinning at him with her gummy grin.
"You've nowhere to stay have you? What a piece of flotsam you are, sleeping rough, by the look of it. How did you come to be on the streets?"
Before he could answer she went on.
"No, no, don't tell me now. Let's go home and have a cup of something."
With that she started striding off down the road that led home. Crossing over West Terrace the spire of the church at Thebarton rose out of the green valley welcoming them to her haven that was almost untouched by the bustle of city life.
Maisie was happy again, she had another stray to look after.
Labels: Bag Lady, Maisie, Sunday Scribblings
I walked with some authority in the Hospital. The handful of others in the lift knew not whether I was a patient, visitor or staff. I carried a light weight briefcase; it contained my lunch not documents, I even fooled myself. I had journeyed there many times, directing people when they got lost, chatted with the tradesfolk as they went about their business and became abrasive when I could see carelessness or neglect by the nurses. Very few could read me. I was a closed book. I was capable, strong, able talk to specialists and cleaners alike. I fitted neck braces, massaged limbs, and read to this patient and chatted with others, I fetched cups of coffee. I discussed treatment; I assisted a patient to walk to the shower; I brushed hair, I applied moisturiser, and I called out the clues to the crossword for the patient who couldn't sit upright to fill the answers in themselves. I accompanied patients to radiography, and held their hand when bloods were taken. I talked of gardens and weather and of people we both knew and of plans for the future. But there was no future, you slipped away without saying goodbye, or had you? And now I am left with this loss, a void that cannot be filled and now on my own I am always looking for you, you are everywhere but not here, not where I want you to be.
Labels: Grief, Three Word Wednesday


text:
Home Aircraft Piper Aztec/Apache
Piper Aztec/Apache
Need a light twin that carries almost a ton of payload and works on short runways? A Piper Aztec can do it, but be ready for moderately intensive maintenance.
estaff
Published: December 20, 2017 Updated: October 29, 2019
The headline groups the Aztec and Apache as one, and sure, while the Aztec could never have been born without the Apache, they are quite different. From an appearance standpoint, the original potato-like shaped Piper PA-23 Apache is easily distinguishable from the sleeker Aztec.
Moreover, the early Apaches had such modest powerplants that single-engine operation could be hazardous—just as with other twins with small engines. The last versions, the Aztec series, by contrast, are impressively capable load-haulers with good short-field performance, although not exactly speed demons.
The Apache is largely relegated to the training function for those looking for a cheap-to-fly time builder but the Aztec remains one of general aviation's stalwart twins and although it has high operating costs, it can be bought relatively cheaply.
In the early 1950s, the major aircraft manufacturers that had survived the post-war boom and thud scrambled to come up with a light twin. Beech and Aero Commander were first off the mark and Cessna was rumored to be coming out with one as well. Each was all-metal and of semi-monocoque construction. Until then, Piper had been a builder of steel tube-and-fabric machines but had acquired the Stinson Division of Consolidated Vultee. With it came the tube-and-fabric Twin Stinson, with 125-HP engines and twin tails. Piper installed 150-HP engines, changed to a single vertical fin and rather than redesigning the fuselage, simply covered the steel tubes with aluminum, creating the PA-23 Apache. It went on sale in 1954. Its fat, constant-chord wing allowed it to use the abundant short runways of the day but, with the chubby fuselage, kept cruise speeds leisurely.
The original Apache had five seats and Lycoming O-320-A1A engines of 150 HP each, swinging two-blade props. Maximum gross weight was 3500 pounds (to put this in perspective, it's only 100 pounds more than a V35 Bonanza and less than most of the big six-place singles), with a 1320-pound useful load. Top speed was 157 knots, with a published (but optimistic) cruise of 148 knots, while 135 to 140 knots proved to be more realistic. Average equipped retail price was $36,235. To contrast, the current Aircraft Bluebook suggests a $29,500 retail price for one with good paint and interior, plus no damage history.
Three years later Piper put 160-HP O-320s on the airplane and equipped it with full-feathering props. The primary benefit of the change was a 300-pound boost in gross weight.
Other specs remained much the same, although single-engine performance actually suffered due to the higher allowable weight.
In 1960, Piper introduced the Aztec, a stretched PA-23 airframe with 250-HP Lycoming O-540-A1B5 engines and a larger tail with stabilator. Max gross weight was 4800 pounds. The Aztec was sold side-by-side with the Apache, and hurt the lighter airplane's sales badly. In 1959, 368 Apaches were built. In 1960, only 141 Apaches rolled off the line, compared with 363 Aztecs. In 1961, Apache production had fallen to 28 airplanes.
In a questionable attempt to resurrect sales of the Apache, Piper hung low-compression, 80-octane versions of the O-540 on the airplane in 1962, calling it the Apache 235. It hung on through 1965, with a total production run of 114.
Also in 1962, Piper added a longer nose to the Aztec, housing a baggage compartment. This airplane, the Aztec B, came with six seats, a pop-out emergency exit window and was available with optional fuel injection and AiResearch turbochargers.
In 1964, with the Aztec C, fuel injection became standard, and there was another boost in gross weight, to 5200 pounds. In 1966, the turbo option became a full-fledged model, with a standard oxygen system. During the run of the Aztec C, the engine TBO went from 1200 to 2000 hours, a benefit retrofittable to the older engines with the installation of half-inch exhaust valves.
The D models had minor improvements, including instrument arrangement. The E and F models have a nose extension with a fiberglass cap. The longer, pointed nose is a detriment from the radar standpoint, according to Aztec expert Tom Baum. The more tapered nose allows only a 10-inch radar antenna, not a 12-inch.
The big changes in the PA-23 all happened in the early 1960s. After the Aztec C, the alterations were mostly refinements. During the 26-year history of the PA-23, 2036 small-engined Apaches were manufactured, 114 Apache 235s and approximately 5500 Aztecs.
The PA-23 should be thought of as two different airplanes—the Apache and the Aztec. With such a variety of power, weight and age, a buyer can find a PA-23 to fit almost any budget. Original Apaches in average condition carry price tags around $30,000, and it's not hard to find one for much less.
It's likely, however, that a PA-23, either Apache or Aztec, bearing a used-car price tag has had quite a tough life, including use as a multi trainer or cargo-hauler and eventually retiring into neglect and disuse. The irresistibly low prices on some of these airplanes could be siren songs and due to the complexity of the systems, keeping one of the neglected birds airworthy has proven to be expensive to more than one buyer seduced by the low price. Twins aren't cheap to operate and the PA-23 is no exception. Figure about $275 per hour, wet, to run a normally aspirated Aztec, based on 150 hours a year.
On the other hand, there are Apaches and Aztecs that have been flown regularly and kept in great shape and although not exactly steals, they can be purchased for the price of a late-model, four-place single. Prices on Aztecs are generally much lower than those on other light twins, such as Beech Barons and Cessna 310s. Owners assert that their Pipers may not be as pretty, quick or fuel-efficient as other light twins, but they are generally easier to fly, reliable and better at hauling heavy loads and operating out of short fields. We have consistently been informed that a good experience in owning an Apache or Aztec depends on having a thorough pre-purchase inspection and good initial and recurrent training.
The fifth seat in Apaches and early Aztecs is relegated to the back of the cabin, where it takes up a lot of space in the 200-pound capacity baggage compartment. A few Apache owners even remove the seat from the airplane, as it is virtually unusable and is just excess weight. Beginning with the B-model Aztec, there are three full rows of seats and 150-pound capacity baggage compartments fore and aft.
The PA-23 cabin is spacious and comfortable, with plenty of elbow, head and leg room. The airplanes can haul a respectable load, although they can't, as some owners would suggest, fly with anything you can close the doors on. Still, even well-equipped Apaches and Aztecs can carry full fuel, four or five adults and baggage, despite zero-fuel-weight restrictions imposed by an Airworthiness Directive (83-22-01) that was issued to prevent damage to wing-attach fittings.
The Apache 235 and the original Aztec have zero-fuel-weight limits of 4000 pounds. In naturally aspirated B through F models, any load above 4400 pounds must be fuel. The limit in turbo models is 4500 pounds. We have found that a surprising number of owners are not aware of the limitation, so wing attach fittings should be a checklist item on a prebuy inspection. While there, check for corrosion in the tubes in the bottom of the fuselage.
All Apache 150s and 160s have one 36-gallon fuel bladder in each wing and many have an 18-gallon aux tank on each side, too. Apache 235s and Aztecs have two 36-gallon cells in each wing. The F model could also be fitted with 20-gallon internal tip tanks. As fuel bladders age, owners report a frustrating frequency of leaks, so periodic inspection and replacement has to be included in the budget.
Also on the Aztec F's options list was an auxiliary hydraulic pump on the right engine. Earlier models came with only one pump on the left engine to operate landing gear and flaps. If the left engine goes kaput, there's a hand pump underneath the control console that requires 30 to 50 strokes to get the gear up or down, a significant challenge during a real emergency. There's also a CO2 bottle to blow the gear down if the emergency pump doesn't work.
The gear and flaps are hydraulic, meaning that the aging system will provide the owner with the joy of tracing leaks on a regular basis. One owner reported that he replaced some valves, hoses and fittings every year so that everything was changed over five to six years.
To check the level of the hydraulic fluid, the airplane must be up on jacks with the gear retracted and flaps extended. Otherwise, adding fluid overfills the system, leading to a very red airplane when the gear is retracted after takeoff. Many, but not all, Apaches have been upgraded with dual alternators and vacuum pumps; avoid those that have not.
Reports of adequacy of cabin heat vary, with one owner stating that his passengers had to wrap up in sleeping bags to stay warm during winter flights. That airplane turned out to have crushed heat ductwork requiring many hours of labor to fix and even then, the result was not adequate, despite also plugging the many leaks in the aft cabin bulkhead. (Airflow in the fuselage is from the tailcone forward.) Some models of the gas-fired heater have maximum hours between overhaul limits, so a Hobbs meter on the heater is a good investment.
Performance Handling
The fat, high-lift airfoil has a lot to do with the PA-23's docility and good low-speed performance, but it costs more than a few knots in speed. Owners of 150- and 160-HP Apaches report 135 to 145 knots on 16 GPH at 75 percent power. The big-engined Apache is faster but is a glutton for avgas. Figure on about 160 knots on 29 GPH at high cruise for the Apache 235. Early Aztecs claim 178 to 182 knots while burning about 26 to 28 GPH at 75 percent, more realistic cruise is 160 to 165 knots. The E and F models are a few knots slower on the same fuel. Up high, around 24,000 feet, a Turbo Aztec can sizzle along at 190 to 200 knots with fuel gushing at 30 to 35 GPH.
As mentioned earlier, the airplanes are exemplary short-fielders. The Apache models need less than 1100 feet to get in or out over a 50-foot obstacle, although the published Vx is very near Vmc. Early Aztecs require less than 1250 feet. Newer, heavier Aztecs use up a bit more real estate, but not much: Figure on about 2000 feet to leave and less than 1600 feet to arrive over a 50-foot obstacle in an E or F model.
Single-engine performance is on par with other light twins; that is, it's pathetic. Published single-engine rates of climb vary from 180 FPM for the Apache to 160 to 240 FPM for the Apache 150 and naturally aspirated Aztecs.
The Apache 235 and Turbo Aztecs climb at about 220 FPM on one mill. However, some Apache owners have told us they'd consider themselves lucky to hold altitude at gross weight with only one fan turning, and we saw barely 100 FPM while getting single-engine practice in a lightly loaded Apache 160 on a warm day. We saw little better during a workout in a Seneca III under a hot Florida sun.
In our opinion, the edge of the single-engine performance envelope on light-light twins—those with normally aspirated engines of less than 200 HP—is really too close to being unsafe for comfort. There simply isn't enough horsepower available to produce anything but a barely flyable airplane. A positive rate of climb depends on perfect technique and on top of these demands, the pilot is presented with the specter of engine-out handling difficulties, such as the tendency to roll over toward the dead engine.
In this respect, the Apache is no worse than more modern designs. For example, Piper's own PA-44 Seminole, a late-1970s design, has 180-HP engines and a useful load of about 1400 pounds. The original Apache, with 150-HP engines and a useful load of 1320 pounds, has a higher single-engine ceiling (5300 feet versus 3800 feet), higher service ceiling (17,000 feet against 15,000 feet) and better single-engine rate of climb (240 FPM versus 212 FPM). Proper recurrent training is the best protection against these shortcomings. It also helps to fly as much below gross weight as possible, and to install vortex generators.
In the air, with everything working properly, the twins feel like big Cherokees, but with more responsive controls. However, the ailerons are somewhat heavier than the rudder and stabilator (elevator in early Apaches). One idiosyncrasy that will present itself to the transitioning pilot is the tendency of pre-1976 models to pitch up strenuously when flaps are lowered. In 1966, Piper published a service letter (No. 474) suggesting the deployment of small amounts of flap, rather than stabilator trim, to counter nose-heaviness in the pattern; it works. The manual pitch trim control, by the way, is a large crank on the ceiling with a smaller crank (a knob in later models) inside it for yaw trim; both are very sensitive. Another idiosyncrasy is the location of the gear lever on the right and the flap lever on the left of the center pedestal. Pilots do get these mixed up, and the latch that's supposed to prevent inadvertent gear retraction doesn't always work.
The ability of the bulbous airplanes to bleed off speed rapidly comes in handy when it's time to get into landing configuration. Maximum speeds for lowering gear and flaps in Apaches built before 1960 are a ridiculously low 109 and 87 knots, respectively.
Limiting speeds in later models are a more manageable 130 and 109 knots. Also, in 1965, Piper came out with a modification kit for Aztecs and Apache 235s, allowing quarter-flap deployment at 139 knots and half flaps at 122 knots.
Pre-1971 Aztecs tend to thwart the pilot's best attempts at trimming and roam a bit in altitude. A stronger stabilator down spring in the E model improves longitudinal stability, but control pressure in the flare suffers as a result. The stabilator and stabilator-balance system were changed with the introduction of the F model, but Piper later switched again from external to internal balance weights after AD 79-26-1 targeted cracks and attachment problems. Another change in the F model was incorporation of a flap-stabilator interconnect to reduce the pitch-up tendency.
Maintenance, Parts
Reports of parts availability are mixed. Some say certain parts are becoming difficult to find, while others told us everything is readily available from Piper, PA-23 specialty shops and salvage yards. Owners also tend to be very picky about who maintains their airplanes. Indeed, many owners do much of their own work under the supervision of IAs. "You can spend a fortune having a mechanic learn your systems," one owner said.
Several ADs require repetitive inspections and work, and some are quite expensive. In our check of ADs for the PA-23, we found 108 listed. The most recent, 2009-13-06, applies to all models with a nose baggage compartment and requires inspection and replacement of door and latch components following fatal accidents resulting from a door coming open in flight.
Among the others on the list are: AD 63-12-2, on elevator butt ribs and doubler plates; 63-26-3, elevator and rudder castings; 72-21-1, control pedestal support bracket; 74-10-1, flap hinges; 78-2-3, stabilator tip tubes and weights (on Aztec F); 78-8-3, rudder hinge brackets (Apache 150 and 160); 79-26-1, stabilators (most F models); 80-18-10, fuel selector valves and cables; 80-26-4, cabin entrance step support frame structure; 81-4-5, flap controls and hinges; 85-14-10, Hartzell blade clamps; and 88-21-7, fuel lines, caps and filler compartment covers. In many cases, the repetitive inspections are no longer necessary after affected parts are replaced or modified.
Modifications, Support
There are an astounding number of modifications available for the Apache and Aztec series. The Geronimo conversion of the Apache ups the power to 180 HP a side, reworks much of the fuselage and turns the airplane into a reasonable performer on one engine. Diamond Aire (www.diamondaire.com) performs the Geronimo mod, and offers a number of other mods for the Apache-Aztec line including redesigned noses, dorsal fins, a speed-slope windshield, gap seals, vortex generators, tip tanks and inflatable door seals.
Met-Co-Aire (www.metcoaire.com) offers tip tanks that increase fuel capacity by 48 gallons as well as new wingtips; turbochargers can be had from Rajay (www.rayjayparts.com) and vortex generators from MicroAerodynamics (www.microaero.com).
Hartzell (www.hartzell.com) has recently certified a two-blade scimitar "Top Prop" for most of the Aztec models—its data shows a 2-knot cruise speed increase.
Considering the number of Aztecs built, it's curious that there is no organization devoted to their owners. The Piper Apache Club (www.piperapacheclub.com) caters to Apache owners primarily, but includes owners of all versions of the PA-23.
Aztec/Apache Accidents: Other
As we looked at the 100 most recent reports of accidents of the Piper Apache and Aztec series we were struck by the low number of runway loss of control (RLOC) accidents—an indication of airplanes with docile ground handling—and the relatively high percentage of fuel-related accidents. Half of the fuel-related accidents were due to contamination, in some cases described as sludge, while the other half were a combination of a pilot failing to select a tank that had fuel in it and running all of the tanks dry.
We were surprised by the percentage of accidents following the loss of one engine in which the pilot did not feather the propeller of the engine that had gone quiet—nearly half. That's such a basic mistake that it's hard to imagine, and it means the airplane is simply not going to hold altitude.
We thought of the pilots who didn't feather when we read of the pilot who, when faced with the inability to extend the landing gear, shut down and feathered two perfectly good engines on final for the gear-up landing. Confirming that you can't fix stupid and that intentionally creating a second emergency when faced with a first one isn't smart, he impacted a berm short of the threshold, seriously injuring himself.
On the other side of the coin, kudos to the pilot who detected an impending engine problem and shut it down (a newly installed cylinder was coming off). Shortly after shutting down the engine, it caught fire. The pilot stuck the nose down, accelerated to a speed that provided an incombustible mixture for the fire and it went out. He continued to what he referred to as an "uneventful" landing.
We noted only one report of a pilot forgetting to extend the landing gear prior to landing, a good record for the type. However, a gear-up landing does not rise to the level of a reportable accident under the NTSB regulations, so we may not know about all the gear-ups. There were six reports of either the gear refusing to extend or one leg collapsing after landing—all due to poor maintenance.
Poor maintenance was the underlying cause of two accidents in which the stabilator trim tab failed in flight due to corrosion. In one case the aircraft then broke up, in the other the pilot was unable to prevent a steep nose-down impact.
On the maintenance front, the fuel selectors need to be regularly inspected to ensure that the valves move to the position called for by the cockpit selector. Worn systems led to several engine stoppages.
Not all Apaches/Aztecs have hydraulic pumps on both engines. There were a number of loss of control accidents or off-airport landings following stoppage of the left engine because the pilot did not allow time to manually pump the gear down because the sole hydraulic pump had no power source.
In the what were they thinking department, a DPE terminated a checkride for an unairworthy airplane—one engine was not making power. The FBO owner sent a CFI to fly it home—along with the applicant and a passenger. The affected engine surged repeatedly on takeoff, but the CFI elected to continue. It quit shortly after liftoff, the CFI failed to maintain airspeed and the airplane Vmc rolled into the ground.
Owner Feedback
I operated a 1974 Piper Aztec E Model for about two years. I flew it 150 hours in that time and found it to be a docile, easy to fly, very comfortable airplane. The best thing about it is its load-carrying capability. You truly can fill the seats, baggage and fuel (assuming your family all weigh about 150 pounds or less). The worst thing about it is it is slow, about 160 knots, especially for the fuel it consumes—somewhere around 14-15 gallons per side per hour. My plane had a basic cylinder head temperature probe; with a modern one, this consumption might be improved.
The first annual was hugely expensive, around $12,000, but covered a lot of deferred maintenance, the nose landing gear replacement being the largest item. The following year, the annual was under $2,000.
I replaced it with a Cessna 210. The Cessna had the 310-HP Atlantic Aero IO-550 engine, flew faster than the Aztec on much less fuel (9 to 13 GPH depending on altitude) and carried a similar load. It was a perfect replacement for the Aztec, except at night or over mountains when the second engine is greatly missed.
I owned an Aztec in a partnership for nearly 10 years. It had been on a Part 135 certificate so we thought it would have had good maintenance. It did do well on the prebuy examination, but for the next six months was a huge pain as component after component broke, sometimes stranding us somewhere as we waited for parts.
By being aggressive on repairing and replacing worn or questionable parts, especially hydraulic system components, we got ahead of things and the airplane proved reliable for the rest of the time we owned it.
It is necessary to have a knowledgeable mechanic work on the airplane because it has some quirks that can bite someone who doesn't know it. The hydraulic fluid level can only be checked with the airplane on jacks and the gear retracted, otherwise it gives a low indication. One mechanic didn't know that so he filled the reservoir with the airplane on its wheels. When I retracted the gear hydraulic fluid sprayed out of the nosegear area (I couldn't see it). The gear functioned just fine, but taxiing in after landing I noticed people staring at the airplane. When I got out I could see that it was covered with red hydraulic fluid, as if it had been sprayed with blood.
For a ponderous looking airplane, it is surprisingly light in pitch and maneuverable. It flies an ILS as if on rails, one of the easiest airplanes I've ever flown IFR. It rides well in turbulence and while there were a number of times I wished it had the speed of a 310 or Baron, the big cabin was almost a full consolation.
We had our shop do a weight and balance form for it with all the seats installed, and for one middle seat out so we could legally make a quick change for what we wanted to carry. With five or fewer people aboard, the extra space was nice.
We had the airplane weighed after a scary takeoff with what turned out to be the CG two inches behind the aft limit. That's when we found out that the weight and balance data that came with the airplane was wrong.
Having the forward baggage compartment helped a great deal with keeping the CG in limits when we had a load of people aboard. It was an absolutely great family hauler; I got spoiled by the amount of stuff I could carry on a trip, especially for camping at Oshkosh.
Keeping the cabin warm in winter was a big problem because the aft baggage curtain leaked cold air flowing forward from the aft fuselage and it turned out that many of the heating plenums under the floor were crushed from wear and tear, so the warm air didn't flow. When we pulled the floor and fixed them, we also found corrosion in some of the steel tube structure. Fortunately, it could be fixed without major surgery on the fuselage, but it wasn't cheap.
We both took recurrent training every six months because although the airplane is pretty easy to fly and single-engine handling is good, you've got to do everything right to get even an anemic rate of climb on one mill. Nevertheless, when flying IFR at night over one of the Great Lakes, it was sure nice to have two engines out there.
Howard Jonson
My wife and I have had the pleasure of owning two different Apaches. Our first was a 1955 PA23-150 that had an updated panel and interior, but completely original airframe. It was a wonderful airplane to fly and while it was not going to blaze a path through the sky, you could carry quite a load and the cabin size was very comfortable. We would plan on 135 knots burning 14-15 GPH total.
Of course, single-engine performance was anemic, but the vast majority of our Midwest flying left the terrain well below the Apache's drift-down altitude.
Maintaining a classic twin can quickly drain the wallet if an owner is not an A&P or actively involved with maintenance. The Apache is very well built, but ease of servicing may not have been a priority, as many maintenance tasks require a lot of labor.
For example, the original nacelles offer quick access to the engines, but to gain access to the oil screen one must drop the lower nacelle assembly. That task can take quite some time, leading many mechanics or owners to skip checking the oil screen.
Parts availability for some airframe parts can be a challenge, but the vast majority of consumable parts are readily available. There are quite a few ADs on the early airframes, but most of the ADs are inspection based and not egregious. The Hartzell propeller AD is a notable exception. If looking to purchase an Apache, I would seek out an aircraft that had the new-style props installed.
Our current Apache is a 1960 model with all of the Geronimo mods. It has the O-360 (180 HP), long nose with baggage, aux electric hydraulic pump, aft baggage, flap gap seals, aux fuel tanks (108 gallons total), squared-off tail and fiberglass nacelles. We flight plan for 150 knots burning 18-20 GPH total.
As much of an Apache purist as I was when we had our 1955 Apache, the Geronimo is a better aircraft. It is faster, carries more and is easier to maintain. The new-style nacelles allow total access to the engines in less than five minutes.
Parts support for the Geronimo mods is excellent. John Tamage of Diamond Aire in Montana (the current holder of the Geronimo STCs) has always been very responsive about parts or support. I would also highly recommend an Apache owner join the Piper Apache Club run by John Lumly. The forum is a fantastic resource for parts and maintenance advice.
Our Geronimo has a modern panel centered on the Garmin G500 driven by a GNS430W. We added a GDL69 for weather and installed PlanePower dual alternators to supply adequate and consistent power. For fuel efficiency and cost in a twin, it's hard to beat the Geronimo.
Florian Kapp
I bought into an E-model Aztec after discovering I couldn't afford the twin I really wanted, a Cessna 310. I was reluctant to get involved with an airplane that seemed to be on the trailing edge of technology, with a welded frame structure and systems that seemed about five years behind a 310 or Baron of the same vintage—plus, for the same fuel burn, it was 20 knots slower.
The more I got to know the Aztec, the more I liked it. It is absolutely rock solid on an ILS. Unlike the Baron or 310, it almost feels as if you point it in the right direction and fall asleep until time to flare.
Maintenance is not user-friendly. It takes eight hours for one person to remove and replace the cowlings; to me, that's an incredibly stupid design. The hydraulic lines and valves build up a varnish with time; figure on replacing everything over about a 10-year period.
The steel tube frame is subject to corrosion, so inspect carefully, especially under the cabin. If you catch it early, the fix is merely expensive.
The cabin is more passenger-friendly than the 310 or Baron. It is not a fill the tanks and fill the seats airplane, but it's amazingly close. I eventually took one of the middle seats out, which turned the rear seat into a very comfortable spot with great legroom. It also saved on insurance, as my carrier had a price break between five- and six-seat cabins.
The airplane short fields well. I routinely go into fields less than 3000 feet long, with obstacles. When getting on the brakes after landing, if you lower the nose as you would a 310 or Baron, you'll just slide the tires because the wing is lifting and there's no weight on the mains. Keep the yoke well back to keep weight on the mains and retract the flaps right away.
I've come to have a great deal of affection for the Aztec, even though it frequently seems to know how much money I have on hand and breaks something that costs that much. I wish it were as fast as a 310. But for honest handling in a twin and reasonable single-engine performance, it's one of the best out there.
Chuck Guard
Sporty's PJ2 Radio: Inexpensive VHF
Phillips 66 New Oil: Lycoming Additive

redpajama_set_name: RedPajamaCommonCrawl


text:
Termin RFFC ima više značenja.

 DTDP-4-amino-4,6-didezoksi-D-galaktoza aciltransferaza, enzim
 -{Redbridge Forest F.C.}-, fudbalski klub

redpajama_set_name: RedPajamaWikipedia


Instagram is very popular even most people assume that it is incomplete someone use the Internet if not have Instagram account. Instagram, as well as Facebook, is seen as a must for most people, especially the younger generation. With Instagram they can share moments, even live! This platform is also proven to be used as an effective online promotional media for anyone who wants to market goods and services online. In other words, the popularity of Instagram is very responsible for the success of online promotion. Together with Facebook and Twitter, Instagram is one of the three most popular social media apps of all time.
The popularity of an account is absolutely determined by the number of followers. The more followers the more popular the account. The more popular an account the more effective the account is when it is used as an online promotion medium. This is the "basic law of Instagram" that must be understood by anyone. The neglect of this basic concept is only to lead to the ineffective use of Instagram. We certainly cannot deny that there are many people who use Instagram as a moment-sharing medium regardless of popularity. They are even very selective in making friends through Instagram. Usually they set their accounts to look private; meaning anyone who launches a friend request must go through the conformation stage first. Of course this article is not intended for them but for anyone who wants to use Instagram as an effective online promotional media.
There are at least 4 ways to increase the number of followers. The first way is to send friend requests to friends or people you do not know. This is the most traditional way that takes more time. The advantage of this traditional method is the emotional connection created between you and your followers. This method is recommended for anyone who has enough time to manage Instagram accounts.
The second way is to upload content that is thought to be viral. Of course to get your own viral original content is a pretty hard job. We must realize that viral content is not planned but happens by itself. You certainly cannot just rely on luck because everything must run systematically. You may need to re-upload the viral content by not forgetting the "tag" that leads to the original account. By doing this you will not infringe copyright and ethics that apply in cyberspace.
The third way is to buy Instagram followers from the Instagram follower service providers you can find on the Internet. You just type in some keywords in various search engines then you will find what you are looking for. You need to be careful in choosing an Instagram follower service provider or you just involve yourself in various issues related to passive accounts. Passive accounts are accounts that are purposely made for followers. Obviously when it runs automatically, these accounts are not very useful to increase your popularity and may even cause problems with Instagram's policies to monitor abnormal account additions.
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text:
The following is a list of symptoms and conditions that signal or constitute a possible wilderness medical emergency.

Injury and illnesses
 Arthropod bites and stings
 Appendicitis (leading to peritonitis)
 Ballistic trauma (gunshot wound when hunting)
 Eye injuries (such as from branches)
 Flail chest associated with ice climbing and snowclimbing falls
 Hyperthermia (heat stroke or sunstroke)
 Malignant hyperthermia
 Hypothermia
 Frostbite
 Poisoning
 Food poisoning associated with warm weather expeditions
 Venomous animal bite
 Botanical from mushrooms or "wild greens""
 Severe burn (forest fire)
 Spreading wound infection
 Suspected spinal injury from falls, falling rock, ice
 Traumatic brain injury from falls, falling rock, ice

Diseases
 Lyme disease
 Malaria
 Necrotizing fasciitis
 Rabies
 Salmonella

Neurologic
 Subdural hematoma, associated with rockfall, icefall, falls while climbing, glissade crashes with rocks, mountain bike crashes

Respiratory
 Altitude sickness
 Asphyxia
 Drowning
 Smoke inhalation (related to Forest fire)
 Pneumothorax
 Pulmonary edema associated with high altitude (HAPE)
 Respiratory Arrest associated with neurotoxic bites

Shock
 Anaphylaxis associated with stings
 Hypovolemic shock (due to hemorrhage) associated with climbing falls, kayak crashes, etc.
 Septic shock

References

Emergency medicine
Medical emergencies


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Bowling Guides
15 Best Bowling Alleys in Hampton, VA (Location & Photos)
ByHamptonLanes January 9, 2023 January 28, 2023
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Since the early 2000s, Cosmic Bowling has been steadily rising in popularity. In fact, it has sort of…
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Candlepin bowling is a fantastic sport for kids ages 7-14 that's easy to learn. It also might be…
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15 Best Bowling in Philadelphia 2023 (Location & Photos)
Bowling is a fun indoor game that everyone can play. While different bowling alleys can give you different…
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15 Best Bowling Alleys In New York City 2023 (Location & Photos)
Are you looking for a fun activity to do in NYC? Why not try bowling? Bowling is a…
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15 Bowling Alleys in Miami 2023 (Location & Photos)
Miami is one of the most beautiful places in the US, known for its pristine beaches and its…
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15 Best Bowling in Los Angeles 2023 (Location & Photos)
Are you searching for a simple yet enjoyable activity in which the whole family can participate? Bowling, unquestionably,…
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If you've never bowled before and need a new activity to try, then you're lucky because there are…
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Anyone who has ever visited Charlotte, NC, knows there are a lot of things to do. The Queen…
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Bowling is a popular sport that's gained fame in the recent past. In the US alone, there are…
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Is rock music dying?
Posted by 8Jeb on November 4, 2022 at 10:30am
Over the last couple of years/decades, people have been growing away from rock music and more into other music genres like hip-hop, rap, and pop music. But there has still been some question as to if rock music is dying or if it's staying the same, and people still love it. The fact of the matter is that it is dying and newer generations have stopped listening to it.
Many people from older generations got huge into rock. I mean it was like the music that everyone listened to. But as time went on a lot of their kids stopped listening to rock music or never did. Not saying different music is bad and that everyone should listen to rock. But it certainly has become less popular over the last few decades. A lot of parents have even grown away, trying to expand into other genres of music, some even the ones their kids listen to. Especially now since radio listening has declined a lot over the last decade, most people choose what type of music they like. Verses on the radio if a rock station is the only thing you can get, most people would just listen to that. But it is still a matter of choice. A lot of parents don't want their kids to listen to rock music because it can promote violence and drugs.
Apparently, the decline of rock music has been due to today's generation listening to other types of music. They say that most teenagers listen to genres such as pop and hip-hop. Thankfully they say rock is still popular among teenagers and young adults. They also say that rock music is still the most popular genre to listen to... that is for adults over the age of 30 though.
The plus side to it is the concerts that newer generations have been going to. Now we have a lot of concerts coming to big cities and in a study, more people enjoy a rock and roll concert rather than a rap concert. But all of this is opinion based, especially when rap and hip-hop are the highest-selling concert ticket sales in the U.S.
Either way, whatever people decide to listen to, they say rock music isn't going to die or never will die. It may become less popular over time, but the likelihood of people that will stop listening to it is a very low chance. Listen to whatever music you like, but rock and roll is always a good decision.
Do you think rock music is dying?
Would you listen to rock music?
Do you like rock music? Why or why not?
Great topic choice and well done Jeb!!
8tatum November 8, 2022 at 11:25am
I do think rock is dying a little bit but a lot of it is still around. I feel that not as many people listen to rock as much as they did back then. I feel when your parents listened to rock when they were younger then you may like it too. I do listen to some rock because my mom got me into it.
8Jeb > 8tatum November 10, 2022 at 1:24pm
Yeah, I like the input you gave on your opinion about rock music.
2Anthony November 8, 2022 at 11:14am
I think that rock is dying. More and more people are listing to hip-hop, rap, and pop music then rock. And now most rock music is not being play and other types of music are taking over rock music.
5Maria November 8, 2022 at 11:11am
In my opinion rock is dying more and more over the years. Rock is not a very popular type of music and less people listen to it. I don't personally listen to rock music and I don't like it either. I don't like it because I am not used to listening this type of music and don't really enjoy it.
2Dixi November 8, 2022 at 9:54am
I think that rock music is probably is dying because many people are starting to listen to other genres of music. Many people listen to country or pop nowadays. Personally, I don't really listen to rock music that often, but some rock songs are pretty good.
7Molly November 7, 2022 at 2:49pm
I think that rock music is dying out because there is many other genras of music people would rather kisten to. Most people do not like the loud rock music and cant understand what they are saying. I personally do not listen to rock music and dont want to.
8Jeb > 7Molly November 8, 2022 at 8:51am
Yeah, I can see how you think that.
5/7Olivia November 7, 2022 at 1:52pm
In my opinion, I think the rock music is dying. Nowadays people like listening to pop or country, it's more calming and not as hard as rock music. I don't remember the last time I heard a rock song. I kinda like it but I definitely like country way music more, its just not as loud.
5Mikayla November 7, 2022 at 12:36pm
I think rock music is dying. Now-a-days everyone listens to pop or country and rock is not as cool anymore. I like to listen to the band, Queen, and they make rock music. I like it but I definetly like country music more.


Richard Brinsley Sheridan's "The School for Scandal" is a rollicking British social farce. It was first produced in 1777, but is as relevant today as it was 200 years ago. This is mainly the story of Sir Oliver Surface and his two ne'er do well nephews Joseph and Charles Surface. We also have the side story of Sir Peter Teazle and his much younger and lively wife, Lady Teazle, and his ward Maria woven into the fabric. The notorious group of gossips, Lady Sneerwell, Mrs. Candour, Backbite, Crabtree, and Snake, who rattles as he slinks along.
Sir Oliver has lived in India for years. He has supported, but not met for years, his two nephews. Michael Elich's Charles is a drunken, woman chasing reveller. He has squandered most of the family fortune and artifacts when Sir Oliver returns, and is introduced as Premium, the money lender, and also the destitute long lost relative Stanley. He's appalled at Charles' excesses, and when Charles tries to borrow money at exorbitant interest, Premium demands security. Charles tells of his wealthy uncle, whose estate he will inherit as soon as he dies, which can't be long. Sir Oliver/Premium is not impressed to say the least. Charles decides to sell the entire family portrait gallery, which Premium buys. There's one final painting of Uncle Oliver as a young man. Charles refuses to sell that one for any amount, and he is offered a lot, to his Uncle's great delight. He reckons 550 lbs. from the sale and sends 100 lbs. to Stanley.
Meanwhile Sir Peter is having a devil of a time with Lady Teazle. They're having frightful arguments, and it's all because she doesn't realize that he's always right. It's all over town that she's having an affair with Charles. She seeks Joseph Surface's advice, and he says that "Since your husband believes you to be untrue, it's your duty to do it." She comes to the realization that she needs to part with her virtue to save her reputation. She and Joseph are the item, though, and not Charles. We have the outrageous scene with her behind the screen in Joseph's room, with Sir Peter, who suspects Charles, and is questioning Joseph about it when Charles arrives. Sir Peter hides in the closet while Joseph interrogates him. The situation is resolved to everyone's delight except Joseph, who shows his true colors for all to see, and the gossips. Snake finally confirms what everyone suspects, but all are sworn to not tell that he did right, because, after all, he does have his reputation to uphold in the outrageous production of Sheridan's "The School for Scandal" in The Angus Bowmer Theater at The Oregon Shakespeare Festival. It runs through November 1, along with "Uncle Vanya," and "A Touch of the Poet."


Hit the ball and run the bases! Hi-5 Sports offers a baseball program for three levels of ability. One field is for the younger less experienced players learning the basics of the game. Another field is for the intermediate level players who are working on the fundamentals but are also discovering their skills. We will also have two other fields for the more advanced players who are refining their skills and playing games. Each player receives a Hi-5 Sports t-shirt. The 6 weeks of baseball culminates with a hot dog roast/picnic on the last day.
Equipment: Baseball bats & balls are included or bring your own.
Batting tees are available - if needed.


Marissa's main areas of concentration are family law matters such as Divorce, Child Custody, Child Support, Paternity, Visitation and Adoption. Marissa is also a court approved family Mediator and Guardian ad Litem in Kane and Dekalb County. In addition, Marissa is one of the few Kane County foreclosure mediators for the sixteenth judicial circuit.
Marissa is an active member of the Kane County Bar Association, DeKalb County Bar Association, Du Page County Bar Association and Illinois State Bar Association. In addition, Marissa is a member of the Kane County Family Law Committee.
Court approved family Mediator and Guardian ad Litem in Kane and Dekalb County.
IL State Lawyer Additional Information: Last Registered Year: 2014 Malpractice Insurance: In annual registration, attorney reported that he/she has malpractice coverage.
Fee: If you are in need of an attorney, contact us at 630-844-8781 to schedule a consultation.
We serve clients in Kane County, DeKalb County, DuPage County and Kendall County, Illinois including the communities of Geneva, St. Charles, Batavia, West Chicago, North Aurora, South Elgin, Winfield, Warrenville, Elburn, Aurora, Sugar Grove, Carol Stream, Bartlett, Wheaton, Elgin, DeKalb, Sycamore, Campton Hills, La Fox, Maple Park, Kaneville and Cortland.


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Abandoned Passmore Avenue
Sunday October 11, 2015
Passmore Avenue was never completed as a continuous road but today it has become even more fragmented. I set out on Sunday afternoon to hike through the sections which had once been opened and are now closed (marked in green on the map below). Passmore Avenue , also known as the 5th Concession, ran from The Scarborough – Pickering Townline to where the 404 now lies. Parts of it are still open under other names, including Gordon Baker Drive which lies on the old roadway. From Kennedy Road to Midland it still bears the name of Passmore Avenue. At Markham Road there are still sections running both east and west known as Passmore Avenue.
Steeles Avenue runs across the top of the 1877 historical atlas pictured below. Passmore Avenue runs one lot below except where the line is dotted indicating that the road allowance was never opened. The Rouge River cuts through the centre of the map between lots 12 and 13 (numbered along the top). Between lots 10 and 11 runs Littles Road (yellow) which has also been recently closed. It is shown extending one lot beyond Passmore Avenue but the southern portion has been closed so long the farmer has taken it back as part of the field. The area east between here and the Rouge River is now Cedar Brae Golf and Country Club.
This picture looks from the end of Littles Road along Passmore Avenue toward the golf course.
In the field just before the golf club are the remains of a race track for horses. It was built in 1966 and within 20 years it was gone. From the ground little can be seen except the remains of the barn and the foundations of some out buildings. The last three structures on the property were removed in 2002. This picture is taken from standing on the racetrack looking north to where it curves left just before the trees at the horizon. The outline of the oval track is still clearly visible from Google Earth.
Passmore Avenue used to run east from Littles road. On the county atlas there is a road which runs between lots 8 and 9 and divides John Sewells properties. Today we call this Sewells Road (orange) and where it crosses the Rouge River on the map is the site of Toronto's only suspension bridge. The section of abandoned Passmore Avenue (green) between Littles and Sewells roads has become fully overgrown. It is little more than a strip of trees one chain wide (66 feet) along the end of the farmer's field.
I have walked through this section several times over the years and always find old pop bottles along here. Today I found a 1962 Pepsi bottle but the condition was poor and I already have a better example. Like all closed roads they seem to attract people with garbage. There are the parts of an old truck scattered along the old road allowance. The steering wheel is seen in the picture below.
White asters bloom in places along the roadway. These examples are smaller in size than their purple cousins that are common at this time of year.
Motorists driving down Sewells Road would never see where Passmore Avenue emerges from the woods. Two large trees stand guard over either corner of the former roadway and it's intersection with Sewells Road. The tree featured below is the southern of the two and has seen the transition from horses to model T's and now to only the occasional hiker.
The section of road along lots 7 and 8 was never opened but lot 7 was one of several owned by the Reesor family who lend their name to Reesor Road (pink). I returned to the car and moved it to Gordon Murison Lane (red) which runs between lots 4 and 5 and leads to William Murison's farm on the county atlas. At the curve it joins Passmore Avenue and I parked where the maintained road ended. I spoke briefly with the people who live in the old Murison home and they feel that the old roadway is now private property but have not posted it as such. I walked from here through to the town line which is on the right side of the atlas pictured above. The road allowance from the Murison's through to Beare Road (brown) is a regularly used trail with the eastern section servicing a few houses.
The final section between Beare Road and Town Line (grey) is almost impassible. Dog Strangling Vine has taken over the most of the old road allowance. This invasive weed wasn't here when I last hiked this section in 2011. I decided to make my way along the edge of the roadway because walking through the vines at this time of year helps spread the seeds. Soybeans are being grown in the adjacent field. Per acre, soybean produces more protein than most other land uses. Some studies suggest that men who eat a lot of soy products may have a lower sperm count and it is not recommended for those hoping to conceive.
Orange Crush was sold in small brown bottles following World War two until 1958 when the new clear Marilyn Monroe bottles were introduced. These brown bottles were described as able to "protect the fresh fruit flavor from the harmful effects of light." I found a bottle that was, unfortunately, missing the bottom. The applied colour label was badly faded on the side that was facing down (shown) and completely missing on the exposed side.
When it was new the Orange Crush bottle would have looked like the one I have on my desk at work. From left to right a 1970 no return 7-Up, 1860's Minard's Linament, 1906 Milk of Magnesia, 1949 Orange Crush, 1953 Pepsi, 1880's perfume sampler, 1956 Coke, 1860's Pitcher's Castoria and a 1984 Labbatt Blue bottle complete this picture.
A pair of abutments is all that remains where Passmore Avenue crossed Petticoat Creek. There isn't much water in here at the moment but at times there must be a fair bit. The short span of the bridge can be seen in the cover photo.
Passmore Avenue never ran the full length of Scarborough Township and several sections have since been closed. Those sections make for an interesting hike where I always see something new each time I explore.
This entry was posted in Rouge River and tagged Cedar Brae Golf, Orange Crush, Passmore Road, Petticoat Creek, White Aster on October 14, 2015 by hikingthegta.
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10 thoughts on "Abandoned Passmore Avenue"
bobgeor November 12, 2015 at 3:38 am
Very cool read! Came across the interesting history of Passmore Ave recently. Blogged about too – just linked you in it.
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Evelyn Jepson January 1, 2018 at 1:38 am
my family went down Passmore, when it was closed for about 3 years…it was still walkable like a street..we walked all the way to the end…it was pretty cool.
Leslie Kuretzky July 5, 2019 at 4:54 pm
I drove by what used to be Passmore a couple of days ago doing a Courier delivery on Tapscott. WOW, is all I can say. The road is all gone 😦 TOO much construction nowadays. What was the name of the old racetrack?
Mark Day March 12, 2020 at 12:42 pm
In my younger days i used to hike a lot on closed roads in SE Michigan where I'm from. I started doing that after being harassed for trespassing a couple times. At least in Michigan, roads whether closed or open, are still public right of ways, like rivers. Adjacent landowners can't just claim them as their own property. Occasionally an old abandoned road is re-opened when adjacent land is sold for development.
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Q: Coercing previously defined variables using set() from data.table I was wondering what causes the following behavior that surprised me a bit - I defined a data table dt_3, then defined dt_1 to be equal to dt_3. When I then used set() to replace row elements in dt_1, the corresponding elements of dt_3 were changed as well:
refcols=c("A","B")
dt_3 = data.table(A=c(1,1,3,5,6,7), B = c("x","y","z","q","w","e"), C = rep("NO",6))
dt_2 = data.table(A=c(3,5,7), B = c("z","q","x"), D=c(3,5,99))
dt_1 = dt_3
dt_3
   A B  C
1: 1 x NO
2: 1 y NO
3: 3 z NO
4: 5 q NO
5: 6 w NO
6: 7 e NO

for(j in refcols){
  set(dt_1,2,j,dt_2[3,get(j)])
}
Warning messages:
1: In set(dt_1, 2, j, dt_2[3, get(j)]) :
  Coerced i from numeric to integer. Please pass integer for efficiency; e.g., 2L rather than 2
2: In set(dt_1, 2, j, dt_2[3, get(j)]) :
  Coerced i from numeric to integer. Please pass integer for efficiency; e.g., 2L rather than 2

dt_3
   A B  C
1: 1 x NO
2: 7 x NO
3: 3 z NO
4: 5 q NO
5: 6 w NO
6: 7 e NO

What is causing this and is there an easier way to subset by explicit row indices for specific columns like this?

A: We can use copy so that when we replace the elements in one dataset, the other wont' change
dt_1<- copy(dt_3)

Regarding the second part, it is not very clear about the row index.  If it is only based on the column index
for(j in refcols){
 set(dt_1, i=NULL, j=j, value=dt_2[[j]])
}

dt_1
#   A B  C
#1: 3 z NO
#2: 5 q NO
#3: 7 x NO
#4: 3 z NO
#5: 5 q NO
#6: 7 x NO

If the 2nd row of the "A" and "B" column in 'dt_1' should be replaced by the 3rd row of 'dt_2' for corresponding columns (based on 'refcols')
for(j in refcols){
 set(dt_1, i=2L, j=j, value=dt_2[[j]][3])
}

dt_1
#   A B  C
#1: 1 x NO
#2: 7 x NO
#3: 3 z NO
#4: 5 q NO
#5: 6 w NO
#6: 7 e NO

redpajama_set_name: RedPajamaStackExchange


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Teen, juvenile arrested for murder
FLORENCE, Calif. The LAPD says 30-year-old Travell Hamblett was gunned down in front of First Sweet Home Baptist Church at 88th Street and Bandera on Wednesday around noon.
What investigators say is significant is that no words were exchanged, there was no provocation.
Someone followed the getaway car and led deputies to the suspects, 18-year-old Marcos Rangel and a juvenile. They are believed to be members of the Florencia gang.
"We believe this was gang related incident, however, we also believe that there are racial overtones as well," said Lt. Dan Rosenberg, from the Los Angeles Sheriff's Dept.
Police say the victim had no gang affiliations.
A second man that was shot is in the hospital, listed in critical but stable condition.
- Get more local news headlines from Los Angeles


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The XI International Forum on Industrial Safety - Summary of Results
The Conference within the frames of the XI International Forum on Industrial Safety (organized by GCE Group) was held on 27-29 May, 2013, in Saint-Petersburg. The vital issues of industrial safety were discussed by representatives of state supervisory authorities, intergovernmental organizations and companies from 15 countries.
Leonid Deshin, Head of Department for Licensing and State Registration of Hazardous Industrial Facilities (North-West Administration of RosTechNadzor of Russia), in his report brought up problems that had begun after enactment of changes to Federal Law No. 116-FZ and other documents on 04 March, 2013. As it was found out, the situation got complicated not only for companies and experts. Federal inspectors of RosTechNadzor were faced with difficulties in organizing the planned facility audits, as some hazardous industrial facilities lost their status of hazardous sites after enactment of the legislation changes, but they had not yet been excluded from the list of facilities to be audited. The problem is being solved on the Government level, but now RosTechNadzor has to operate under current conflicting requirements.
Moreover, it has been announced that the Government of Russia decided on to empower RosTechNadzor, as of 13 May, 2013, with control functions in the sphere of compliance with Technical Regulations of the Customs Union "On Safety of Machinery and Equipment". It should be kept in mind that the document became effective on 15 February, 2013.
Alexey Isakov, Director for Science of GCE Group, told about the content of a draft of new changes considered for the legislation on industrial safety, now brought before the State Duma. The draft provides a status definition for an expert on industrial safety and stipulates criminal responsibility for issuing a knowingly fraudulent expert report on the appraisal of industrial safety.
As estimated by A. Isakov, Federal Law No. 116-FZ "On Industrial Safety of Hazardous Operational Facilities" will stay raw and underworked even after all already enacted and now considered changes. Thus, state regulation of industrial safety is still the only form of control over this sphere, though discussions on possibility and necessity of establishing self-regulatory organizations have been already going on over the last ten years.
The legislators are also not ready to introduce such notion as the acceptable level of risk. In A. Isakov's opinion, it is rather a political decision, as it would be equal to declaring that death of N amount of people in a man-made accident is acceptable. A compromise was achieved by introduction of a notion of safety analysis based on risk assessment. But no explanations have been provided so far on how the result of the quantitative risk assessment is going to be treated.
The leading officials of state supervisory authorities of Belarus, Armenia, Moldova and Kyrgyzstan summarized results of activities to improve legislation on industrial safety in their countries. Nikolay Savov and Sandra Ashcroft, representatives of the UNECE; shared their experience in prevention of emergency situations and implementation of the UNECE Convention on the Transboundary Effects of Industrial Accidents.
Rushti Safar ogly Safarov, Director of the Azerbaijan State Research Institute of Occupational Safety and Accident Prevention under EMERCOM of the Republic of Azerbaijan, shared with the Conference participants the information about possibility and methods to reduce probability of man-made accidents and their consequences on the stages of design and reconstruction of hazardous industrial facilities (HIF). According to statistics of GCE Group, in 2012 only about 2% of construction collapses in Russia happened due to mistakes done already on the design stage, but this percentage fluctuates year over year, which confirms Mr. Safarov's opinion on necessity to continue working to reduce risks at the design stage.
For the first time in Russia there was a presentation of the detailed information about the most serious man-made disaster in the history of mankind, that in Bhopal, India, where about 20 thousand people died as a result of methyl isocyanate gas leak from a chemical plant. Madhukar Garg, Director of CSIR-Indian Institute of Petroleum; was the reporter on this case. Comparison of safety systems at two plants of the same UCC corporation, one in India and another in the USA, showed that industrial safety at the Bhopal chemical plant was on a criminally low level. Dr. Garg indicated that the reason of the catastrophic accident was a combination of the human and technological mistakes.
The session dedicated to man-made disasters of the last years also included reports on the Chevron Refinery fire that occurred in 2012 in the USA, Ostankino TV Tower fire, the wreck of the "Kolskaya" drilling rig (Russia), and the accident with a tanker near the Lorelei rock (Germany).
Just to remind you that on 07 August, 2012, there was a serious fire at one of the largest refineries in the USA located in Richmond (California), and it resulted in an injury of one plant worker and mass poisoning of local citizens. Investigation results on this accident had not been reported in Russia before.
Russian specialist who were present at the Forum stated that the emergency at Chevron was the result of non-compliance with the basic rules of industrial safety - obvious corrosion processes of metal parts had not been noticed in due time. "How could it happen? Welcome to the USA!" was an answer of Neal Langerman, Chairman of the Division of Chemical Health & Safety of the American Chemical Society, who analyzed the accident. In opinion of the chemist, approaches to industrial safety in the USA and Russia are very different. While in Russia the legislation is based on administrative orders, and legal requirements are rather strict and detailed, in the USA laws are much more flexible for companies. After the catastrophic accident in the Gulf of Mexico, US President Barack Obama made some statements on necessity to impose stricter controls over activity of industries working with petroleum products. However, the efficiency of measures taken so far is questionable.
Alexander Volkov, Chief Technical Labour Inspector of the Russian Oil, Gas and Construction Workers' Union, in his report on another catastrophic accident - the wreck of the "Kolskaya" drilling rig in the Sea of Okhotsk on 18 December, 2011 - told about results of his own investigation. "We don't know how to save people," summarized the trade union official his report about a whole complex of mistakes (including safety instructions breach by the drilling rig owners and lack of co-ordination between the tugboat crew and EMERCOM personnel) that led to death of 53 persons. In A. Volkov's opinion, in the current situation, when Russian companies start exploring the shelf, it is necessary not only to introduce changes into the legislation in order to take into account non-standard conditions of natural resources development, but also to improve control over organizations licensed for offshore exploration.
Igor Kulakov, Head of Research and Analysis Department of Center "Antistikhiya" of EMERCOM of Russia, raised an issue of the EMERCOM Administrative Regulations of 02 May, 2012, "On Review of Declarations of Industrial Safety for Hazardous Industrial Facilities (HIF)". In accordance with these Regulations, EMERCOM should take over functions of reviewing expert appraisals of industrial safety. A similar function is still performed by RosTekhNadzor of Russia. The expert community have noticed that the approval procedures for expert appraisals became more complicated after the Regulations came into force. As it was mentioned by A. Isakov, the document created impassable barriers because of which expert appraisals of HIF industrial safety can be sent from one level of authority to another during the period of over half a year. I. Kulakov supported the initiative aimed to reduce the administrative pressure on expert community. According to him, joint efforts and close contacts with the All-Russia Scientific Research Institute on Problems of Civil Defense and Emergency Situations should be realized to solve this problem, and the ideal platform for such discussions could be the Forum on Industrial Safety.
Vladimir Pimenov, Chief of Section for State Supervision over Hydroelectric Power Plants and Hydrotechnical Structures of Rostekhnadzor of Russia, delivered a report containing a comprehensive analysis of accidents at hydraulic engineering structures. The supervisory body recorded 8 hydroengineering incidents in 2012, and the most serious of them was in Krymsk.
As stated by V. Pimenov, one should not say that hydroengineering structures provoked the tragedy that led to a big number of fatalities and captured the headlines. The so-called cascading failure occurred because of debris accumulation higher up the Adagum River. The hydroengineering structures were not designed to sustain the resulting wave that carried the water with the speed of 1500 m3 per second. The main reason for the tragic consequences is an organizational failure.
According to V. Pimenov, changes are being prepared to Federal Law No. 117 "On Safety of Hydraulic Engineering Structures" aimed to improve regulation of the hydroengineering structures of uncertain ownership that can suffer age-related degradation and become a danger for safety of whole regions and their population. It is also planned to make local community administrations responsible for the population safety and early notification of emergency situations.
On the last day of the Conference the world experience of achieving safe and efficient operation of industrial facilities was presented by the following speakers: Neal Langerman (American Chemical Society) with a report on results of an investigation of the explosion caused by ammonium nitrate at a plant in Texas; Gumer Murzakhanov (Mosgaz) with an analysis of reasons for an accident at the Moscow gas pipeline in October 2012; and Sergey Abdulkhairov (Electric Stations, Kyrgyzstan) with an analysis of reasons for accidents during operation of the company equipment.
The Conference was concluded with a block of reports on reduction of accidents' probability delivered by industrial safety experts from GCE Group. Natalya Alexeeva, Leading Expert of GCE Risk Analysis Department, told about the methods to minimize incident rates already on stages of design or reconstruction of facilities, based on her experience with Russian industrial companies. Ilya Petukhov, Head of GCE R&D Department, delivered a report on his strategy of managing safe operation of hazardous industrial facilities with the use of high technologies.
Speaking about the XI International Forum on Industrial Safety, Alexander Moskalenko, GCE Group President, stated that the event was growing, and this year the event was attended by new delegations from India, Estonia, Bulgaria and Kirghizia. "Already now it has become clear that one of the main issues at the next Forum should be the problem of hazardous goods transportation," said A. Moskalenko. "We have heard a number of reports on this subject, our colleagues from Belarus and Germany also have talked about the issue. In future a separate session will be dedicated to hazardous goods transportation, as this issue is still vital. In 2012-2013 a number of emergency situations involving railroad wagons loaded with chemicals occurred in Russia and other parts of the world. An unsatisfactory condition of the wagons was the most often reported reason. By the way, we started the second day of the Conference with the information about another derailment accident, this time in the State of Maryland, USA. So, it has become an urgent problem - it's time to solve it."


Back in the 70's thru the 90's I was a product designer in Palo Alto at a company called GVO. Durng this time we worked on the design of numerous computers of which I still have... a GRiD 1450sx laptop. I believe it is a preproduction unit with the enhanced battery pack (model G25-3577) The case was designed by Michael Barry who probably now works at Point Forward.
Know any more about this system? Contact us!


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News, Education, Local, Sponsored Content
KTEC High School is Building an All-Star Team for Fall Opening
KTEC High School is a tuition-free public charter school opening this fall to 9th and 10th graders at 7400 39th Avenue in Kenosha.
By KTEC Schools
As part of the University of Wisconsin System, we live the Wisconsin Idea by incubating new educational opportunities, sharing what we learn along the way with PK-20 stakeholders, and supporting efforts to close opportunity gaps and eliminate achievement gaps.
In preparation, Principal Brianne McPhee is assembling an all-star team of support staff and technical educators.
Students that enroll at KTEC High School will earn certifications that align with competencies identified by the building trades, transportation, information systems, or automation and robotics industries as being skills in high demand.
Brianne McPhee, Principal
Stacey Duchrow, Director of Workforce Solutions
In late July, KTEC High School announced Stacey Duchrow was appointed to KTEC High School's Director of Workforce Solutions position. She brings numerous years of educational and industrial experience to the position which will make her an asset to the team and student body.
Although Duchrow started her industry career as a Microbiologist at Abbott Labs, she soon discovered her passion for education. Fast forward 13 years later, and she is still going strong.
An experienced science teacher with Kenosha Unified School District (KUSD) and Union Grove High School, Duchrow also served in numerous roles outside the classroom. This was especially noteworthy at Union Grove, where she was a dedicated STEM Coordinator, Career & Academies Coordinator, District Assessment Coordinator, and RTI Coordinator, all while developing 3 STEM pathways and working to strengthen the school's college and career-ready culture.
Following Union Grove, Duchrow was the Manager of Business and Educational Partnerships for Milwaukee 7 Regional Economic Development (M7). She worked to foster career pathways, career-based learning, and STEM education throughout Southeastern Wisconsin during her tenure. In addition, she partnered with numerous organizations throughout the region to strengthen business and educational partnerships.
After leaving M7, Duchrow returned to KUSD, serving as the Assistant Principal at KTEC East. During her time at KTEC East, she created a Festo Mechatronics camp that allowed 8th graders to gain industry-driven skills in automation technology by gaining an NC3 certification.
Her passion is creating a curriculum pathway that helps all students find their future through robust career exploration and unique skill-based learning opportunities.
Hailey DeLuca, Student Services Coordinator
Hailey DeLuca was named Student Services Coordinator in mid-June and has been working in education since 2016. Her degrees include a Bachelor of Science in Human Development and Family Studies from the University of Wisconsin-Madison, a Master of Science in Educational Psychology, an Educational Specialist Degree in School Psychology, and a Master of Science in Administrative Leadership, all from the University of Wisconsin-Milwaukee.
Hailey DeLuca began her career at Kenosha Unified School District (KUSD) where she served as a School Psychologist working with students grades 4K-12. As a School Psychologist, she collaborated with educators, families, and other professionals to provide a supportive learning environment for general education and special education students. Her training emphasized preparation in mental health and trauma, educational interventions and assessment, child development, data analysis, and special education law.
In 2021, she transitioned to the role of Dean of Students for KUSD's Virtual Elementary Program. During this time, Hailey worked directly with building and district administrators, teachers, community members, and families to provide a holistic educational experience for kindergarten through 5th-grade virtual students.
"As the Student Services Coordinator, I'm most excited to help students find their niche. There are many career opportunities that students don't often get to explore, and KTEC High School is here to give them that chance. I'm excited to work with the KTEC team to develop programs that are individualized to each student's needs and prepare them to enter the trade industry or continue to higher education," shared DeLuca.
Kevin Howard, Career and Technical Education Teacher
From hands-on experience to education and certifications, KTEC High School's new Career and Technical Education (CTE) teacher, Kevin Howard, is ready to lead his students into the future. He was announced as part of the team in August.
Howard brings educational background from the University of Wisconsin-Stout, where he earned a Bachelor of Science in Technology Education. He also holds several industry-recognized certifications.
Howard's extensive academic work experience includes several years as an advisor for Project GRILL, Skills USA, and Youth Apprenticeship. His post-secondary career also included a stint at Penn State in Williamsport, Pennsylvania as an Industry Specialist, where he taught adult CNC Machining Apprenticeship and an MT1 Certification.
With over 16 years in manufacturing as a CNC Machinist and Fabricator, Howard's professional teaching experience and manufacturing background bring, in his words, "a robust real-world work ethic and cultural responsiveness to my classroom and the relationships I develop with local and state business partners."
Howard is very passionate about skill trade development and opportunities. During the Summer of 2022, he expanded his skill-set further by engaging in several CTE professional development "Train the Trainer" courses at Gateway Technical College, including Tool Identification, Torque, Mechatronics, and Multimeter.
"I am very excited and looking forward to utilizing my expertise and skills, NC3 Certifications, and future CTE pathway opportunities for the betterment of the KTEC High School students," shares Howard.
Liliana Tenuta, Administrative Assistant
In late July, Liliana Tenuta was named the Administrative Assistant of KTEC High School.
Tenuta will be a helpful resource for both KTEC staff and students with her previous experience as a school administrator and a Spanish bilingual translator/interpreter. She is honored and thrilled to join the committed, dedicated, and professional leadership team.
"I look forward to fostering and promoting a caring and creative learning environment for all KTEC High School students," shared Tenuta.
KTEC High School will be hosting two Q&A sessions for prospective students on August 16 from 5-6 p.m. and August 17 from 9-10 a.m. at the main campus located at 7400 39th Avenue in Kenosha. Please visit www.ktecshools.org or the KTEC High School Facebook page for more information.