text:
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subset: commoncrawl


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Hiya SE Mom!!
Thanks for the ping!
Can't miss spotting this thread.
We can't keep our FReepathon thread atop Breaking News.
Thanks! Just got home from a quick errand. rush saying CNN saying it is a 'dark skinned' male. So much for the media's 'tea party', 'right wing' meme. Glad they have caught him. hope they fry him.


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Roozbeh Pournader wrote:
> On Thu, 28 Oct 1999, Reynolds, Gregg wrote:
> > To cut a long story short, it makes perfect sense to construe Arabic numeric
> > forms as right-to-left; they just happen to put the least significant digit
> > first. This means that under Unicode's "logical order" philosophy, least
> > significant digit should come first in an encoded representation, and
> > presentation logic need not reverse anything. This also means that software
> > designed only to handle Arabic need not worry about any bidi behavior.
> No! What are you telling us? I can't understand you even a bit. I write in
> Arabic script usually, except when I'm writing email. No. Logical order is
> "most-significant-first" in the world of Arabic script. And to extract the
> numerical value out of it, we perhaps need them to be encoded MSD first.
> There is a need for a bidi algorithm in a good arabic encoding.
> --Roozbeh
But ask your Arabic teacher - I mean somebody with not only native-speaker
competence, but with deep expertise in classical grammar - how the Arabs of old
would have pronounced a number like "1999". The answer you should receive is
(tranlated literally) "nine and ninety and nine hundred and one thousand".
I don't question your personal experience - the fact is virtually all modern
speakers of Arabic read numbers in the European manner (with one small difference
I'll explain in a minute). By your testimony, and that of a Pakistani colleague
of mine, this is also the case for Persian and Urdu speakers. But for Arabic, at
least, this is clearly an artifact of European political and economic hegemony.
Things may be different among speakers of Indo-european languages using Arabic
characters - after all, Arabic was itself an imperial language at one point;
nothing says Arabiform numbers had to be read in Persian the way they were read in
Or: there are two ways to think about (decimal) numeric forms, the mathematical
and the linguistic. The mathematical syntax of numbers assigns a numeric value to
each position and orders the positions in some way - left to right in the case of
both modern English and classical Arabic. The linguistic interpretation is left
to right in the former, right to left in the latter.
I don't think you would have much trouble finding traditionalistic teachers in
Cairo, Damascus, or Baghdad who teach literary Arabic with numbers spoken least
significant digit first. I've verified this with a native speaker who has taught
Arabic at University for many years (I withhold his name to protect the innocent.)
The difference I mentioned above is that in (modern) Arabic the last two digits
(tens and ones) are enunciated ones first, then tens. So "1987" is verbalized as
"one thousand and nine hundred and seven and eighty". And among some at least it
is physically written in the same order - skip to the left, write "19" moving to
the right, then skip to the right and write "7" in the ones position then "8" in
the tens position. Which rather inconveniences Unicode's notion of "logical"
One of these days in the next, oh, 50 years I'll slap some supporting evidence on
a web page. But just to give you an idea of what this means: a well-known modern
Arabic Grammar on my bookshelf consists of four volumes of roughly 800 pages
each. The section on "Number" runs to over 70 pages. (The numbers are the most
difficult part of Arabic grammar, by a large margin.) Wright's Grammar,
standard in the English speaking world, has some info but it's scattered
throughout. He states that numbers can be read either way, but most of his
examples use left-to-right reading. But then Wright was an Englishman translating
the work of a German at the height of the British Empire. Draw your own
This archive was generated by hypermail 2.1.2 : Tue Jul 10 2001 - 17:20:54 EDT


text:
Just curious: do some folks here think the HTML WG's decision to banish the style attribute to the Legacy dungeon for XHTML 1.1 is a Good Thing? B and I elements are apparently still cool, yet consensus was evidently reached in the HTML WG as to inline-CSS deprecation. I know *some* here oppose it (as do I unless convinced otherwise); I would like to hear counter-arguments from those here who think that it is indeed a good thing to do. Perhaps this is not the proper forum for such a discussion (it was an HTML WG decision). In any case, check out the www-html list for this month ... http://lists.w3.org/Archives/Public/www-html/2000Feb/ ... in particular the thread "inline CSS" (which was originally "is anyone interested in XHTML"). Thanks, /JelksReceived on Monday, 21 February 2000 17:06:54 UTC
This archive was generated by hypermail 2.3.1 : Monday, 2 May 2016 14:26:53 UTC


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The summer and fall of 1925 were both perilous and dramatic times in the history of aviation, just 22 years after the first heavier-than-air flight at Kitty Hawk. This was the year the Navy suffered the disastrous loss of the Shenandoah airship and the ill-fated flight from California to Hawaii. It was the year Billy Mitchell was court-martialed in Washington, DC. It was the year that Dwight Morrow convened the board that would ultimately lead to the designation of the Army's air arm as the U.S. Air Service, and the same year that a young barnstormer named Jimmy Doolittle won the Schneider Cup Race at Baltimore, MD, setting a record speed of 245.7 mph for a seaplane.
The following year became even more dramatic. In 1926 the big nine-cylinder radial air-cooled Wasp engine was introduced. Lieutenant J. A. Macready set an American altitude record of 38,704 feet; Robert H. Goddard launched the world's first liquid-fueled rocket at Auburn, Massachusetts; and the U.S. Army Air Corps was born. Navy Commander Richard Byrd led the first flight over the North Pole; and President Coolidge signed the Air Commerce Act to regulate civil aeronautics. It was also the year that a foreign aerial legend brought his own brand of excitement to the United States...and the world.
Captain Ren� Fonck was a French war hero; a highly decorated and dashing young pilot whose name was spoken with reverence around the world. During the war he had shot down an incredible total of 125 German aircraft and was credited with 75 official victories, second only to Germany's Red Baron. In 1926 the man who had already demonstrated that he was the master of the skies announced that he would do what no man had done before....
Fly from New York to Paris, and collect the coveted Orteig prize.
Early aviation was a spectator sport, daring airmen charging admission to curious spectators to demonstrate what could be accomplished by the airplane. As the number of pilots increased, so too did the competition, and aviation became more of a contest than a show. In 1910 the New York World offered a $10,000 prize to the first pilot to fly from Albany to New York City. Glenn Curtiss who would become among the best known of airplane manufacturers, claimed the prize after piloting his pusher plane at an average 52-miles per hour across the 152-mile trip with two stops for fueling.
The amazing feat was followed by rival publisher William Randolph Hearst's 1911 offer of a $50,000 prize to the first aviator to fly coast-to-coast across the United States in thirty days or less. Cal Rodgers was first to make the transcontinental trek, but was disqualified. The trip took him a total of 84 days. Only eleven years later a young pilot named Jimmy Doolittle made the same trip in fewer than 24 hours...the first man in history to do so.
Pilots the world over were pushing the envelope in post-war years, and the early 1920s were filled with new records for both speed and distance. In 1924 General Billy Mitchell was the man behind an around-the-world flight. Six U.S. Air Service pilots in three planes completed the world circuit in 175 days after departing Seattle, Washington, on April 6, 1924.
Actually, four Air Service planes began the historic 1924 world tour, each named for an American city: Seattle, Chicago, New Orleans, and Boston. The Pacific Ocean was negotiated from Alaska, which presented its own series of challenges. But the greatest hurdle in the 26,000-mile odyssey lay towards the end...crossing the Atlantic. It was accomplished in an island-hopping series of flights from the Orkney islands north of Scotland to Iceland, then to Greenland, Labrador, and home to North America. The challenge resulted in the loss of the Boston, though the entire trip was accomplished without loss of life.
So formidable a barrier was the Atlantic Ocean, that in 1919 a French hotel operator named Raymond Orteig offered a prize of $25,000 to the first pilot to fly nonstop between New York and Paris. Orteig lived in New York, but could see the world shrinking in size with the advent of aviation, and was eager to see the first successful nonstop crossing of the Atlantic. By the time of the Air Service's flight in 1924 the Atlantic had been successfully traversed three times, all in 1919, but the Orteig prize for a New York/Paris trip remained unclaimed.
The first successful crossing began on May 8, 1919, when three Navy "flying boats" took off from Newfoundland. Numbered NC-1, NC-3, and NC-4, each carried a 6-man crew for the hop from Newfoundland to the Azores. The NC-1 went down at sea. Fortunately, the crew was rescued by an American destroyer. When the NC-3 failed to arrive in the Azores, a sense of doom pervaded the U.S. Navy. Unbelievably, after days with no sign of the airplane, it drifted into the harbor at Porta Delgada backwards...still afloat and the crew alive after a harrowing journey. Only the NC-4 successfully made the aerial crossing.
Two weeks later British war veteran pilots John Alcock and Arthur Whitten Brown made the 1,890 flight across the North Atlantic from Newfoundland to Ireland. In July the British dirigible crossed east to west from Britain to New York. It was the last crossing until the Air Service flight of 1924, none of them fulfilling the requirements of the Orteig prize. There was a large difference between the 1,890-mile crossing from New Foundland to Ireland, and the 3,610 mile distance from New York to Paris. By 1926 it had been seven years since Raymond Orteig had issued his challenge and, with the advances in airplane design, the time was ripe for some brave soul to claim it.
In 1926 Captain Fonck's arrival in New York by boat touched off a current of excitement that rippled around the world. The French were justly proud to see one of their own legends become the first to make the historic Atlantic crossing. Americans too fell in love with the dashing war hero whose fame and feats had made him a world-hero, even among the Germans he had fought during the war. The flight became even more personal for Americans when Captain Fonck announced that his navigator for the flight would be an American, Lieutenant Lawrence Curtain. The huge Sikorsky S-35 with its three large engines were equally impressive.
This was a moment in search of new heroes, and the world watched with great anticipation.
Early on the morning of September 21, 1926, Captain Fonck drove to Roosevelt Field on Long Island. He had chosen to make the trek from west to east to take advantage of prevailing eastbound winds, and selected this particular Tuesday morning so he could fly beneath a full moon when darkness fell. His gigantic airplane would carry a 3-man crew in addition to Fonck, and 2,500 gallons of gasoline were being poured in the tanks when the war hero arrived at the field. Dressed in his crisp blue French Army uniform, replete with an array of medals, he looked very much the hero beneath the headlights of the hundreds of automobiles that lined the airstrip to illuminate the pre-dawn darkness.
At 6:00 a.m. the fueling was complete and Fonck turned over the engines. With his crew aboard, the S-35 weighed fourteen tons. It would require every yard of the one-mile runway, and every rpm he could muster from the three big engines, to achieve the 80 mile-per-hour speed necessary to get the huge airplane off the ground.
Take-off was almost a circus with motorists driving parallel to the S-35 as it lumbered down the runway, slowly picking up speed. Even in the dim light of the early morning, it didn't take long for the crowd to notice the trail of dust that followed the airplane as its struggled to gain speed. As the heavy plane had bumped and bounced across the airstrip, the landing gear on one side of the plane had been damaged and began dragging across the field. The drag wouldn't allow Fonck to coax more than 65 m.p.h. out of his engines.
To cut the engines at that point would deprive the pilot of any control over his speeding airplane and would probably cause it to nose over. To veer away from the landing strip would undoubtedly send the airplane careening into the crowds along the sidelines. Despite the futility of the effort, Fonck had no choice but to continue straight ahead in hopes he could somehow get his plane airborne.
It was a valiant, sacrificial effort against long odds. This time the pilot who had defied the odds again and again in the war-time skies over France, lost the gamble. The crowds watched in shocked horror as the S-35 reached the end of the runway and tumbled out of sight into a gully. Seconds later the morning skies were lit up by the brilliant eruption of 2,500 gallons of gasoline. As the sea-breezes whipped the heavy black smoke around, the stunned spectators saw Captain Fonck climbing out of the gully, followed by Lieutenant Curtain. No one else appeared. The other two French crewmembers died in the flames.
But for the freak incident that damaged Captain Fonck's airplane on take-off, few people doubted that he would have been the first to claim the Orteig prize. The tragedy might have deterred future attempts, but the men who pioneered aviation in its infancy were a special breed: daring, adventurous, and willing to accept the risks. The advent of winter would prevent any further attempts in 1926, but during those last months of the year word began to circulate that several teams were gearing up for an attempt the following spring. Amid the hype and anticipation, it became known as "The Great 1927 New York-to-Paris Air Derby".
When Raymond Orteig established his prize, it became the responsibility of the National Aeronautic Association to establish the guidelines and rules for any attempt to claim it. As 1926 faded and the new year began, applications began coming in from an impressive array of contestants, all of them determined to make 1927 the year of conquest.
Among the first to announce his intent was another war hero, Captain Charles Nungasser who had shot down 43 enemy planes during the war to become France's third-leading ace. Nungasser announced that he and his navigator, Captain Francis Coli, would attempt the flight from east to west in the early spring.
Two U.S. Naval officers, Lieutenant Commander Noel Davis and Lieutenant Stanton Wooster also submitted applications. Charles A. Levine, a civilian and the well-known and somewhat eccentric president of the Columbia Aircraft Corporation, announced he too would field a team, playing his own effort for all the publicity and hype he could muster.
On February 25, Naval aviator Commander Richard Byrd, Jr. visited the White House to receive the Medal of Honor from President Calvin Coolidge. The previous year Byrd had become a National hero for his flight over the North Pole. Now the newly-decorated American aviation hero announced he would also enter the New York-to-Paris air derby, not for the prize but for the value of scientific research.
The mix of these four teams, all composed of men well known and revered for their courage and accomplishment, provided great material for the early 1927 newspaper hype for the coming spring. Almost lost among these four applications was a fifth. It had arrived with no mention of a team or even an accompanying navigator. It was signed simply "C.A. Lindbergh".
The media covered the preparations of the four leading contenders steadily in the early months of 1927. The biggest question for all seemed not to be who would make the crossing first, but which of the four would be first to make an attempt. Commander Byrd seemed to be the American favorite with his large Fokker tri-plane named America. In the early spring Byrd took America up for a test-run over New Jersey. All went well until the Commander brought it in for a landing. The nose-heavy airplane tipped over, breaking Commander Byrd's arm in the resulting crash, and postponing the American hero's plans several weeks.
The odds now seemed to favor the wealthy Levine, whose single-engine airplane named Columbia was christened on April 24. Following the splash of ginger ale against its side, pilot Clarence Chamberlain taxied down the runway for the maiden flight. During take-off one wheel fell off the plane, forcing Chamberlain to use all his skills to land again on one wheel. In the process a wing scraped the ground, putting the Columbia back in the hangar for repairs.
Lieutenant Commander Davis and Lieutenant Wooster were even less fortunate two days later when they took their airplane named American Legion for a test flight over Virginia. Both men were killed when their heavily-loaded airplane stalled and crashed into a swamp during take-off.
In Paris, French war-ace Captain Charles Nungesser proclaimed, "I am attempting the flight to bring honor to French aviation." All of France cheered as he and Captain Coli took off from Le Bourget airfield on the morning of Sunday, May 8. Their boat-plane was last seen over Ireland as it turned into the formidable North Atlantic. So intense was the anticipation of their success, even in the west, that all eyes were on the heavens Monday morning and watchers reported seeing the plane over the North American continent. The Monday morning newspapers in Paris eagerly announced in a special headline edition that the two aviators had arrived to land on the water at the foot of the Statue of Liberty amid a fleet of flag-flying welcome ships. It was wishful thinking. The White Bird had disappeared into the vast Atlantic after last being seen over Ireland, and no trace of its fate would ever be found.
As the French newspapers printed their retraction, an equally false rumor was written. The two French aviators, it was reported, had been lost in a storm over the Atlantic because the Americans had withheld weather information from the pilot and his navigator. A deeply despondent French public was quick to believe the rumor, and such anti-American sentiment swept through Paris that the American ambassador cabled Washington to advise that it would be unwise for any American pilot to attempt to fly to Paris until the mood settled.
In fact, the American public was as heartbroken at the French tragedy as were the people of that nation. The air derby had become less of a challenge between competing nations, and more of a contest between man and the raging Atlantic. In little more than two weeks, the four leading contenders in the New York-to-Paris contest had all met with tragedy. Nothing had been heard from the fifth applicant, an unknown air mail pilot from St. Louis named C. A. Lindbergh.
Little had been heard of the fifth applicant in the New York-to-Paris Air Derby because the young man known only as C.A. Lindbergh was busy preparing to make history. He later wrote, "I first considered the possibility of the New York-Paris flight while flying the mail one night in the fall of 1926. Several facts soon became outstanding. The foremost was that with the modern radial air-cooled motor, high life airfoils, and lightened construction, it would not only be possible to reach Paris but, under normal conditions, to land with a large reserve of fuel and have a high factor of safety throughout the entire trip as well."
In December 1926, Slim Lindbergh went to New York to obtain the necessary details for his own entry into the air derby, then began designing the airplane he believed could help him accomplish what no other man had done before.
While Commander Byrd had accomplished his North Pole flight in his famous Fokker tri-plane, Lindbergh reasoned that a monoplane would be more efficient for the long, non-stop flight to Paris. A single wing had less resistance against the winds, making it far more fuel-efficient. As opposed to men like Captain Fonck who had planned his flight aboard an airplane equipped with three large engines, Lindberg also opted for a single, 200-horse-power radial air-cooled engine. Multiple engines provided somewhat of a safety factor, for if one engine failed, others remained to try and get the airplane to safety. In a single-engine airplane, mechanical failure would result in the plane going down over the Atlantic--and almost certain death. Lindbergh felt confident in the newer engines to be sufficiently advanced beyond the likelihood of failure.
Lindbergh estimated that the airplane he had in mind would cost about $10,000, five times the $2,000 he had personally saved. He turned to air-minded businessmen in St. Louis, convinced them to finance the project, then made two more trips to New York early in 1927 to finalize the details. On February 28 he placed an order with Ryan Airlines of San Diego to build his airplane, then went to California to both plan and supervise.
The Ryan aircraft manufacturing plant was little more than a crew of dedicated mechanics operating out of an old fish cannery along the San Diego waterfront. When the contract was signed on February 28, Lindbergh was promised his unusual airplane would be completed in two months. If all went according to plan, the stage would be set for an early spring trans-Atlantic flight. For his own part, Lindbergh spent those two months nearly living in the building where his plane was being constructed.
Slowly that special plane began to take shape--Spartan in appearance but practical in its application. The big Wright engine was housed in a cowling covered by aluminum. The remainder of the airplane was sheathed in tightly drawn fabric over a well constructed frame. Gasoline tanks were housed in the wings and supplemented by an additional tank behind the engine in the fuselage, balanced carefully over the fixed landing gear. This large tank made it possible to store the extra fuel needed for the 3,610-mile odyssey, but the need to balance that extra weight blocked the pilot's forward view. Seated in his light, wicker seat behind the tank, Lindbergh would be required to navigate solely by looking left or right through the side windows, or by using a crude periscope constructed of tubing and two mirrors, to see what lay ahead. In honor of the businessmen in Iowa who put up the money to build the gray monoplane, Lindbergh named it:
Spirit of St. Louis
Engine: 9 Cylinder, 220-HP, Air-cooled Wright J-5C Whirlwind
Wing span: 27'
Length: 27'8'
Height: 9'8"
Weight (empty): 2,150 lbs.
Tail Number: N-X-211
An expert mechanic, Lindbergh was involved in every step in the construction of his airplane, working closely with Chief Engineer Donald Hall. The dedicated staff worked long and hard to create in the old warehouse, the airplane drafted on paper by Hall. Lindbergh walked the floors of the plant regularly, to see his dream take shape. He also spent long hours planning his trip...one he would make alone. All other competitors in the Great Air Derby planned to make the historic Atlantic crossing a team effort--at the very least consisting of a pilot and navigator. Lindbergh planned to fly alone, replacing the weight of a navigator with fuel. This meant he would serve as both pilot and navigator.
While the Spirit of St. Louis took shape in the warehouse, Lindbergh worked out his navigational plan. He would take off from New York to make the circle route to Paris: northeast over Nova Scotia and Newfoundland, then across the North Atlantic to traverse Ireland at its southern tip, across England and the channel that separated it from the European continent, and finally....if all went well....PARIS!
On a flat piece of paper it appears that Lindbergh's route was a circuitous one, going out of his way to avoid an endless expanse of ocean in a straight-line flight. In point of fact, because the planet is a globe and not a flat piece of paper, his flight plan took advantage of the Earth's curvature to give him the shortest route to Paris, a distance of 3,610 statute miles.
Lindbergh would navigate by dead reckoning, looking for landmarks to Boston, then Nova Scotia and Newfoundland, before the 1850 mile expanse of the North Atlantic. Flying at close to 100 mph, he would take compass readings and alter his course each hour. He estimated that this crude system would suffice. Even if he reached Europe 300 miles off course, he would have enough fuel remaining to reach Paris.
Lindbergh also carefully determined the necessary supplies he would take on his flight, ever mindful of the fact that each additional item in his inventory would demand extra fuel. The final shopping list provided him sustenance for one full day, as well as emergency supplies in case something went wrong. These would be stowed behind his wicker seat in the cramped cockpit, along with a raft in case he went down over the Atlantic.
Though the undertaking the young pilot was endeavoring to achieve was fraught with danger, Lindbergh was never foolish. Every aspect of his airplane, every item it would carry, and every detail of the route and its navigation was carefully thought out and planned for.
2 Flashlights
1 Ball of String
1 Ball of cord
1 Hunting Knife
4 Red Flares
1 Box of Matches
1 Large Needle
1 Canteen - 4 quarts
1 Canteen - 1 quart
1 Armbrust Cup
1 Air Raft with pump
5 Cans Army rations
2 Air Cushions
1 Hack saw blade
"Day and night, seven days a week, the structure grew from a few lengths of steel tubing to one of the most efficient planes that has ever taken the air," Lindbergh later wrote. "During this time it was not unusual for the men (of Ryan Aircraft Manufacturing) to work twenty-four hours without rest, and on one occasion Donald Hall, the Chief Engineer, was over his drafting table for thirty-six hours."
On April 28 the Spirit of St. Louis was completed and Lindbergh took it up for its test flight in San Diego. Few outside of the close-knit family of dedicated workers at Ryan even took notice. All of America's attention was focused on the East Coast where in previous days all three top American contenders for the Orteig Prize had suffered set-backs, the two men flying the American Legion losing their lives. The applicant known only at "C.A. Lindbergh" had been all but forgotten.
Throughout the following week, Lindbergh continued to test-fly Spirit of St. Louis, and word began to get out about the unknown mail pilot who was the fifth contestant for the Orteig Prize. As details of the plan emerged...that Lindbergh would fly a single-engine monoplane ALONE across the Atlantic, media reports began to refer to him as a "flying fool". In the face of the failure of Fonck the previous year, and the setbacks suffered by the rich and famous in the race this year, it was hard to give Lindbergh serious consideration.
For Lindbergh, the final test flight of the Spirit of St. Louis would be the trip from San Diego to New York. The distance was nearly equal that of the New York-to-Paris flight. Now more than pleased with the performance of his airplane, Lindbergh was eager to get going when a storm moved in from the Pacific to hand him his first setback. For three days he anxiously monitored the weather report, and was discouraged to still be stuck in San Diego on May 8 when Captains Nungesser and Coli took off from Paris. He found no joy in the report the following day that both men had failed, and were presumed lost, despite the good news from the San Diego Weather Bureau that the now 4-day storm was clearing.
At 3:55 p.m. the following day, May 10, the Spirit of St. Louis took off from Rockwell Field. Fourteen hours and twenty-five minutes later Lindbergh was welcomed at Lambert Field in St. Louis by Harry Knight and Harold Bixby, two of the key financiers of the venture. In anticipation of the main event, the fact that Charles Lindbergh had just completed the longest nonstop solo flight in history went almost completely unnoticed.
"How long are you staying, Slim?" they asked. "We have several dinner invitations for you."
"I'll stay as long as you want me to," Lindbergh replied. "But I think I ought to go right on to New York. If I don't, somebody else will beat us to the take-off." Indeed, Charles Levine had already announced that his Columbia was repaired and nearly ready for its attempt, and Richard Byrd's America was undergoing final preparations at Curtiss Field.
At 8:13 the following morning, Lindbergh departed Lambert Field to arrive at Curtiss Field at 5:33 p.m. New York Daylight Saving Time (5:33 CST).
In that final leg he had set another record, the fastest transcontinental flight in United States' history.
From the moment of his arrival in New York on May 12, 1927, until his successful arrival in Paris nine days later, Charles Lindbergh became a phenomena unlike any previously witnessed in history. While his historic flight revolutionized the way we view our world, courageous and historic flights were common in the early decades of aviation. Perhaps what set Charles Lindbergh apart from other heroes of the day was not so much what he did, but who he was.
Lindbergh came to New York virtually unknown, the long shot in the great Air Derby. During the Roaring 20s with its excesses, over-indulgence, and social positioning, the young man was almost a breath of fresh air. He didn't smoke, didn't curse, and possessed a strong but gentle personality. He was self-confident, but certainly not cocky. In fact, if anything he seemed genuinely shy and humble. The New York Times reported:
"No one ever more perfectly personified youthful adventure than this young knight of the air....There were many girls in the crowd who watched the good-looking pilot with undisguised admiration. Lindbergh seems to be girl-shy, but they 'simply adore' him."
Following Lindberg's arrival at Curtiss Field, media attention reached new highs. Both the Columbia and America were also at the field and Levine and Byrd had both announced the two airplanes were nearly ready to go. The crews of both competitors were cordial to each other as well as to the newly arrived airmail pilot, but the sense of competition was running at new levels. Poor weather prevailed for days, but there was a general consensus that upon the first break in the skies over the Atlantic, one if not all three airplanes, would be taking to the air.
For the first time now, Charles Lindbergh began getting heightened coverage in the daily newspapers. The long-shot has always intrigued Americans, who enjoy pulling for the underdog. Lindbergh's unique approach...one engine, one wing, one man...also became the focus of great discussion. While serious doubt existed that a lone pilot could endure the rigors of a 36-hour flight, the idea was inspiring. Somewhere the media coined a new nickname for Slim Lindbergh, referring to him as The Lone Eagle. It, like the subsequent Lucky Lindy, was a moniker the young man never liked and one which his friends avoided ever using.
For his own part, Lindbergh spoke as if his flight would be a team effort anyway. His references to the Spirit of St. Louis placed the airplane on par with himself. He spoke of a collective "WE", and such would be the title of his published biographical account of these events a year later.
Thursday, May 19, 1927
Rain was falling in New York and fog shrouded the coast all the way to Newfoundland. The nearly week-old storm over the North Atlantic continued to preclude any hopes of the anxious aviators to take off for Paris. Charles Lindbergh used the continuing delay to drive to Patterson, NJ, to visit the Wright plant in the morning, then returned to New York where he hoped to watch a performance of Rio Rita. By six o'clock that evening he was en route to the theater with friends, stopping only to check the weather forecast. He was surprised to learn that the front was breaking up, and conditions were clearing over the Atlantic. Returning to his friends he announced, "Let's get back to the airfield. I'm going to take off tomorrow morning."
At the airfield he arranged for final preparations, the servicing and final checks of his airplane and a partial fueling of the tanks. Shortly after mid-night, with his airplane entrusted to the care of dedicated ground crews, Lindbergh returned to his hotel to try to get some sleep. His mind continued to plot every eventuality, and sleep eluded him. Shortly before 3:00 a.m. he was back at the airfield making final preparations.
Friday, May 20, 1927
The Spirit of St. Louis could not take off from Curtiss Field, so in the early morning hours it had to be transported to Roosevelt Field. To accomplish this the tail was hoisted onto the bed of the truck, then the silvery airplane was slowly towed backwards across the muddy roads to the field at Long Island. Five motorcycle policemen escorted the airplane, arriving shortly before dawn.
Lindbergh quickly noticed America parked near the muddy airstrip, a few of its crew milling around, but apparently only preparing it for another test flight. Either Richard Byrd had not heard the weather report, or he had for some other reason determined that today was not the right day to make his own attempt. Even at that early morning hour more than 500 spectators had gathered at the field, but on this morning they would witness the take-off of only one of the three remaining entrants in the Air Derby.
The Spirit of St. Louis had been partially fueled at Curtiss Field so as not to add too much weight during the trip to Roosevelt Field. Now a bucket-brigade passed 451 additional gallons of gasoline in 5-gallon containers to finish the job. The rain was easing to a slow drizzle, but the dirt runway had turned to mud. Lindbergh, in an effort to reduce resistance during takeoff, greased the wheels of his airplane. He ate one of six sandwiches he had been given, stowed the other five in the cramped cockpit, and noted the presence of a slight tail-wind.
At about 7:40 a.m. the big Wright engine was started and Lindbergh listened to its steady throb. Everything, except for take-off conditions, seemed right. If he could get his heavy airplane off the muddy runway, Lindbergh was certain this would be the moment he had dreamed of months earlier while flying mail from St. Louis to Chicago. Richard Byrd and Clarence Chamberlain both showed up at the airstrip, each shaking hands with the young airmail pilot and wishing him well. At 7:51 Lindbergh strapped himself in the cockpit, closed the door and leaned out the window to exclaim: "What do you say...let's try it."
7:52 a.m. - Hundreds of spectators and news reporters watched in anticipation as the large silvery airplane pushed its way down the muddy airstrip, remembering well what had happened to Captain Fonck only six months earlier. The Spirit of St. Louis picked up speed...lifted off the ground for a moment, then settled back into the mud as Lindbergh remained at the controls. Continuing to pick up speed, power lines loomed ahead as the pilot struggled to coax more speed out of the engine.
Seconds later the Spirit of St. Louis was airborne, clearing the power lines by a mere twenty feet.
Now airborne, Lindbergh turned his airplane to the right to clear a small hill, then continued to climb. A Curtiss Oriole flew alongside him as he headed out over Long Island sound, a photographer capturing the first few miles for history. Then it turned back, leaving Charles Lindbergh and the Spirit of St. Louis alone in the heavens.
The weather had indeed cleared, leaving a beautiful morning sky. Lindbergh flew low, often only ten feet from the crest of the waves and passing within view of many fishing vessels in his three-hour trek to Nova Scotia. After flying over the Gulf of Maine he sighted land before noon and climbed to 200 feet. His landmarks told him that he was only two degrees (six miles) off course.
At the northern end of Nova Scotia he flew through a few storm clouds, but his route soon took him away from the approaching front and across the ice-caked oceans. By six o'clock that evening he was flying along the southern coast of Newfoundland. Taking his bearings, Lindbergh flew over St. Johns, "so there would be no question of that fact that I had passed Newfoundland in case I was forced down in the north Atlantic."
Fatigue had set in several times between Long Island and Newfoundland...it had already been more than 30 hours since the young pilot had last slept. The situation only worsened as darkness fell twelve hours after his departure. Storm clouds and heavy fog blanketed the angry Atlantic below the Spirit of St. Louis and Lindbergh climbed to 10,000 feet. Ice formed on the wings as he flew through a thunderhead, forcing him to turn back and make a circuitous route around the dangerous storm. Despite the chill, Lindbergh kept the window of his airplane open to help him stay awake. Boredom and fatigue were taking an increasing toll on his mind and body.
Saturday, May 21, 1927
Lindbergh's eastward course brought dawn at what would have been close to 1 a.m. New York time. It was now Saturday, May 21 in Paris. The light of the sun brought some relief to tired eyes, and as the warming air opened holes in the fog, Lindbergh dropped down to 200 feet above the oceans.
Those early morning hours of the flight were filled only with intermittent glimpses of the angry ocean below, before another bank of fog enveloped man and machine. It became among the most difficult and dangers hours of the flight. Again and again Lindbergh found himself falling asleep, eyes open but mind shutting down. By 7:52 a.m. he had been 48 hours without sleep, airborne for twenty-four hours, and with nothing but a deadly ocean beneath him. Time and again he had seen shorelines in the distance "with trees perfectly outlined against the horizon...the mirages were so natural that, had I not been in mid-Atlantic and known that no land existed along my route, I would have taken them to be actual islands."
Fortunately, after that initial 24-hour period, Lindbergh got his second wind, and began watching the horizon in anticipation of a break in the scenery. Two hours later the first fishing boats began to appear on the waters below. Flying over the first, he saw no signs of life and moved on to the next. As he circled it a face appeared at the cabin window. Cutting back on his engine to decrease the noise, Lindbergh flew closer and yelled through the window of his airplane, "Which way is Ireland?" When he was unable to get a response, he straightened out and headed back on course. An hour later he knew where Ireland was...he was directly over Dingle Bay at the southern tip of the island...less than three miles from the route he had mapped weeks earlier while in San Diego. Glancing at his watch he noted that it was 10:52 a.m. in New York (3:00 p.m. local time). He was two-and-a-half hours ahead of schedule.
Charles Lindbergh had safely negotiated the North Atlantic, and that realization revitalized his weary mind and body. With luck, he might reach the coast of France before darkness fell once again. He increased his airspeed to 110 mph and soon was winging his way over England, across the channel, and then Cherbourg, France. In New York it was now nearly three in the afternoon, eight in the evening in Paris, two-hundred miles distant. The only thing traversing Europe faster than the Spirit of St. Louis was the news that the daring American pilot was on his way.
It was nearly 10 p.m. local time when Lindbergh spotted the lights of Paris. He circled the Eiffel Tower at four thousand feet, then looked around for the landing strip at Le Bourget Field. Fifteen minutes later he was flying low over the field, identified easily by a long line of hangars. He also noticed all roads into the airfield were filled with cars. At 10:22 p.m. Paris time, the Spirit of St. Louis taxied to a stop and an adoring crowd of thousands of Parisians was rushing towards the silver airplane in a friendly but frenzied mob. Lindbergh quickly cut the switch to his engine to halt the propeller and prevent it from killing someone.
Back in New York it was 4:22 p.m. Charles Lindbergh, the unknown airmail pilot from St. Louis had done what no man had done before. Alone, in 30 hours and 30 minutes, he had flown from New York to Paris.
The world had suddenly become a much smaller planet, and a true WORLD hero had been born.
Earlier concerns about French animosity after the tragic flight of Captains Nungesser and Coli proved totally unfounded. Charles Lindbergh was welcomed at Le Bourget Airfield like few heroes in history have been welcomed. For half-an-hour the adoring crowd carried him on its shoulders, and the exhausted American airman might not have slept for even more days but for the resourcefulness of some French military pilots. These managed to get their hands on Lindbergh's flight helmet, place it on the head of a nearby American correspondent, and then shouted "Here is Lindbergh". As the crowd rushed over to hail a new world hero, the REAL Charles Lindbergh was secreted off to the American Embassy where he would be the guest of Ambassador Herrick until his departure.
The French allowed the world's newest hero a night of well earned rest before clamoring for his attention. The morning after his historic flight he appeared with Ambassador Herrick on the balcony of the American Embassy to greet the crowds. Already he was wearing the first of several high honors to be presented to him, the French Cross of the Legion of Honor, bestowed earlier that day the the President of the Republic of France. Next the Aero Club of France presented the young man with its Gold Medal and he was feted with lunch by the American Club. The United States flag was flown over the Chamber of Deputies in honor of Charles Lindbergh, setting an historic precedent. Ambassador Herrick introduced the shy 25-year-old as "America's present ambassador" and his winning smile and charismatic personality quickly made him America's Ambassador to the world. In St. Louis the Star reported:
"He (Lindbergh) has done more to create good feeling and increase the prestige of the United States in Europe, recently at low ebb, than any American since George Washington."
Before departing France on May 28, Lindbergh paid a visit to the families of Captains Nungesser and Coli, then flew his now-famous silver airplane to Brussells where he was personally welcomed by King Albert. The King pinned the Knighthood of the Order of Leopold on his chest, making him the first foreigner to ever received the highly coveted award.
From Brussells to London, Lindbergh was received and honored by all of Europe's royalty. At Buckingham Palace the King presented him with the Air Force Cross. A short time later on his return to Paris, Lindbergh was presented with a medal worn only by members of the famous World War I Lafayette Escadrille. Lindbergh took it all in stride, unspoiled by all the attention, and intent on enjoying an extended tour of Europe. At home, President Calvin Coolidge wanted America's ambassador without portfolio to return. The Sprit of St. Louis was crated up, and the two world travelers returned home aboard the American cruiser Memphis.
"Gentlemen, 132 years ago Benjamin Franklin was asked: 'What good is your balloon? What will it accomplish?' He replied: 'What good is a new born child?'
"Less than twenty years ago when I was not far advanced from infancy M. Bleroit flew across the English Channel and was asked, 'What good is your aeroplane? What will it accomplish?' Today those same skeptics might ask me what good has been my flight from New York to Paris.
"My answer is that I believe it is the forerunner of a great air service from America to France, America to Europe, to bring our peoples nearer together in understanding and in friendship than they have ever been."
Charles Lindbergh in one of his Paris speeches
June 13, 1927
Charles Lindbergh returned to New York to a reception line none ever before witnesses. Already he had been feted in Washington, DC, welcomed by the President, and awarded the Distinguished Flying Cross. The parade in New York City, replete with a snowstorm of ticker-tape, was witnessed according to one newspaper, by as many as 4 million Americans. Later the Street Cleaning Commissioner reported that it took 110 trucks and 2,000 "white wings" to clean up the streets.
Lindberg's reaction was typical of the atypical hero:
"I wonder if I really deserve all this!"
Deserved or not, the moment was Lindbergh's. The Providence Journal reported that it doubted "Any many of any age in the world's history has ever been the recipient of such adulation and such honors as have been heaped upon this youth of twenty-five in the last few weeks." Perhaps the reasons behind it were more accurately surmised in the Jersey City Journal: "Lindbergh's actions in the cockpit of the airplane was heroic, his utterances on land, when he faced adulation unequalled, were the utterances of a hero who is as well-balanced in speech as he is adroit in his manipulations of the airplane."
The bottom line was simply that Charles Lindbergh was a truly GOOD man, a man of courage and imagination, a man of both dream and determination. When unprecedented honor was heaped upon him in Europe, he did not revel in his own accomplishment, but saw the praise tendered him as a tribute to his country. When he returned to the praise of his own people, he remained the same simple, humble man he had been before his historic flight. President Coolidge perhaps spoke perhaps the most accurate summary of Charles Lindbergh when he said:
"The absence of self-acclaim, the refusal to become commercialized, which has marked the conduct of this sincere and genuine exemplar of fine and noble virtues, has endeared him to everyone. He has returned unspoiled."
The Guggenheim Tour
In December 1925, millionaire and aviation advocate Daniel Guggenheim created the $2.5 million Fund for the Promotion of Aeronautics in order to speed development of civil aviation in the United States. On June 4, 1927 while Charles Lindbergh was returning home, Guggenheim opened the Daniel Guggenheim School of Aeronautics at New York University. On July 20, under the auspices and support of the Fund for Promotion of Aeronautics, Charles Lindbergh and the Spirit of St. Louis began a tour of the United States. Over the next several months, America's newest hero visited all 48 states, making eighty-two stops over an area of 22,000 miles. In cities from coast to coast he gave 147 speeches and rode in parades equaling 1,290 miles. Everywhere he went, Charles Lindbergh was admired and greeted like no American in history. Humbly the young man accepted his new role, not for his own glory, but to promote aviation. His influence paved the way for many new advances. It also had a profound impact on those who saw him. The twelve-year old son of one South Dakota farmer later wrote of his own experience during this time.
Sioux Falls, SD - August 27, 1927
"When we learned (Lindbergh) was going to fly into Sioux Falls, Pop and I were like beavers after fresh timber. The whole family dressed up in our finest outfits, and Pop loaded us all into the car and drove us to Renner Field, five miles north of town, to see the new American hero and his airplane. Renner Field was little more than a hay patch, but it offered much more room for the crowd and the cars than did the Sioux Falls airport.
"The crowd went wild as soon as the silvery speck appeared on the horizon. It came closer and closer, finally setting down at the far end of the field. When the plane taxied to a stop, the crowd mobbed it. A tall, thin figure climbed out and everyone roared and cheered and whistled and applauded, while a band played patriotic and military music. I tried to get as close as possible to the platform draped with red, white, and blue bunting surrounded by hundreds of American flags.
"Moments later an official party escorted Lindbergh up onto the platform, and the noise was enough to drown out the explosions in a dynamite factory. I broke through the edge of the crowd and climbed up to the platform, eager to shake hands with my hero. I was only a few feet away from Lindbergh when several men in military uniform grabbed me and threw me off the platform.
"I was too excited to be disappointed. In fact, I was so excited that I hardly heard a word Lindbergh said as he greeted the crowd and told about his historic flight. Instead of listening, I elbowed my way through the crowd to get over to Lindbergh's plane, which now stood majestically alone, totally ignored by the people crowding around the platform. That silver airship was the most beautiful thing I'd ever seen. I dreamed of climbing inside and flying it away.
"All the way home I chattered excitedly. 'I'm going to be bigger than Lindbergh someday,' I vowed to my father, more determined than ever to become a flier."
Frank Foss simply looked at his 12-year-old son Joe, and smiled.
The Guggenheim Tour ended where it began, Mitchell Field, on October 23. Lindbergh spent a month at the estate of Daniel Guggenheim, writing his much anticipated autobiography...simply titled WE. In it the American hero wrote simply and honestly about his family, his interest in aviation, his military training, and his airmail days. His account of the trans-Atlantic flight comprised little more than a single chapter, expressed with just the facts and no embellishment. When it became necessary, for the sake of recording history, to relate the honors and praise bestowed upon him for his accomplishment, the still humble Lindbergh opted to have his friend Fitzhugh Green related it in a third person narrative. No success could spoil the simple humility of this truly great American.
On December 14, 1927 the United States Congress authorized a special award of the Medal of Honor to Army Captain Charles A. Lindbergh. It was presented by President Coolidge and would remain perhaps the most controversial award of our Nation's highest military Medal in its distinguished history. Despite that controversy, surfacing only in later years and for all the wrong reasons, Charles Lindbergh was indeed a hero. Only three Army Airmen to that date had earned Medals of Honor, all during World War I and all of them posthumously. (Eddie Rickenbacker's Medal of Honor was not presented until 1930.) Thus Charles Lindbergh became the first living airman to receive his Nation's highest honor.
That same month the American ambassador to Mexico requested that Lindbergh make a good-will tour of several South American nation's on behalf of the United States. Everywhere Lindbergh went, the people loved him, and for his own part the shy young man with a captivating smile did not mind being used for the greater good of his own country. It was a fortunate good-will tour indeed, for in it Charles Lindbergh would find a new kind of love.


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Top IT Channel Marker blogs for May 2009
Check out the top IT Channel Marker blogs, including takes on Tech Ed 2009, Microsoft's Windows Vista and news from EMC.
This Article Covers
Technology Vendors/OEMs
What do readers of the Channel Marker blog care about? Well, if the types of stories they read in May are any indication, they remain perplexed by Vista and Windows 7 migration plan of action. TechEd 2009 news also piqued their interest, maybe because fewer people attended in person this year.
Here are the five most read Channel Marker blog posts for May 2009:
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Microsoft's Bill Veghte told TechEd attendees to do everything short of dumping Vista for Win 7.
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Heather Clancy talks out the notion of what it means to be a value-added partner.
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SAP, leader in ERP software, is deferring maintenance fee increases until it can show customers they are worth the money. Will Oracle follow suit?
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Konstantinos Koufos made up for a slight amount of upset of missing out on the gold medal by picking up the UMCOR U18 European Championship Men Most Valuable Player award.
Koufos blew the opposition off the court averaging 26.5 points, 13 rebounds and 3.5 blocked shots whilst playing nearly every minute of the tournament for Greece.
"This is a proud achievement" said Koufos, despite his disappointment of not having the gold medal his performances deserved.
"A gold medal would have been better! MVP is usually the guy with the most points, but of course I'm still proud, you know".
Koufos not only scored the most points but also had the most rebounds and the most blocked shots, as he scored double-doubles in all but one game of the tournament.
In the final he managed 33 points and 13 rebounds, but was still philosophical about his side's defeat.
"Serbia is a great team," he said.
"So you can't be upset about losing to them. We just wanted to do better."
The highly talented center, who was raised in Ohio in the US by his Greek mother, has dazzled scouts, fans and reporters who hadn't had a chance to see his skills before this tournament due to him playing in the States.
Next season he will continue his highly promising career at Ohio State University.
All-Tournament Five:
Ricky Rubio (Spain)
Edwin Jackson (France)
Dairis Bertans (Latvia)
Milan Macvan (Serbia)
Konstantinos Koufos (Greece)


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|The ZIMBABWE Situation
thoughts and prayers are with Zimbabwe
- may peace, truth and justice prevail.
From The Saturday Star (SA), 13 April
Police evict farm 'settlers' for Zim elite
Harare - Just a month after Zimbabwe's President Robert Mugabe returned to power, members of his Zanu PF party elite have begun evicting self-styled war veterans and peasant settlers off commercial farms to make way for themselves. In the Marondera district 70km east of Harare, armed riot police this week evicted about 80 settlers from a prime forestry estate, allegedly in preparation for its takeover by Sydney Sekeramayi, Zimbabwe's defence minister. The settlers and war veterans on Maganga Estate say they have been on the farm since March 2000. One of the evicted settlers said that armed riot cops had swooped on the farm and ordered them off. "The police said the same government that had let us settle on the farm was the same government that was now evicting us." The farm's owners, Zimbabwean pulp and paper giant Hunyani, were not prepared to comment. Commercial Farmers Union regional executive Steve Pratt, said he had heard of other instances where war veterans and peasant farmers had been evicted to make way for the so-called A2 resettlement scheme land occupiers. A2 settlers are small-scale commercial farmers. "I suppose these people have a lot more clout than the peasants they evict from the ground," said Pratt. Marondera district administrator Eric Samunda said Sekeramayi had every right to be allocated land. "There's no discrimination just because he's a minister," he said.
Comment from The Financial Gazette, 11 April
With love from Uncle Sam
Over the past week, there has been pandemonium within the business community after names of Zimbabwean tycoons who have been banned from entering the United States began to leak out. The list has been the talk of town and debate has been raging on in political and business circles on who is on the list and who is not. A witch-hunt has even started on why the names of some business leaders perceived to be close to the governing Zanu PF party were left out from the list. Many top local business chiefs are frantically making inquiries to the US embassy every day to check their status and how best they can evade the net, which is likely to be expanded. Never have I seen the Who is Who of Zimbabwe's business community so concerned about a decision made so far away in Washington. As I write, several business leaders are in the process of being served with letters from "Uncle Sam" to confirm their status of being banned from entering the United States either for business or for pleasure.
In coming up with the criteria and decision of drawing up the list that slaps President Robert Mugabe, his inner circle and business leaders close to Zanu PF with the travel restrictions, the United States clearly states: "These actions have forced the United States to impose targeted travel restrictions on senior members of the government of Robert Mugabe, certain persons with business dealings with Zimbabwe government officials, and others who formulate, implement or benefit from policies that undermine or injure Zimbabwe's democratic institutions or impede the functioning of multiparty democracy. The restrictions seek only to limit the ability of a few people from inflicting further damage on Zimbabwe." I do not want to be drawn into debating individuals affected by this measure or those who may not be affected and whether or not they are supposed to be on the list. The bottom line is that a very small clique within the business community with strong leanings with the current leadership has been the single biggest beneficiary of this regime. No doubt about that.
In fact, some of their business empires have been built purely on Zanu PF patronage under which these business persons have received preferential treatment in shady deals and operations because of their links with Mugabe's regime. Some, in most instances, are even conduits which have been used to loot state resources and to siphon money out of state coffers. Lucrative multi-million-dollar government tenders which in the past have been given to Zanu PF cronies are well known and no longer an issue to debate. Some of these businessmen and their empires are known to even get a sympathetic ear from the taxman largely because of their strong relationship with the status quo. These are business empires that have been built or set up to serve the needs of the ruling elite and not of ordinary poverty-stricken Zimbabweans.
Without Zanu PF and if they were operating under a fair, honest and professional environment, most of the affected business leaders and their empires would not survive even a day. These institutions' sole purpose has been the funding and fuelling of Zanu PF's political activities while others have been used as fronts by corrupt politicians in setting up business empires for themselves. We have seen on numerous occasions some of the business leaders, including their companies, falling over each other to donate to the coffers of Zanu PF. This clique also has the most vocal and elite supporters of Mugabe. It is composed of people who have made a significant input in undermining democracy in this country by funding and sustaining Zanu PF's violent political activities of oppression for their own selfish interests.
The Zanu PF "supply line" has to be cut and its main players put under check if its excesses have to be contained. The same clique of business leaders is the one that does not want to hear talk of Mugabe's retirement or him being voted out because they know they cannot survive under a new administration that would not tolerate shady deals. Most of the business leaders targeted by the Americans do not see any life beyond Mugabe and Zanu PF because their empires and operations have no professional foundation. But this is the clique that wants to lecture us about black empowerment and indigenisation when, in actual fact, it is the empowerment of a few and a free rein to loot and plunder for those close enough to the powers-that-be. Time is up for those who want to be double-faced and are involved or used in funding this tyranny. Time has come to punish all those who support tyranny and those who fund it. This is the way it should be.


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Takatuf Oman selects 24 of Oman's top achievers for international scholarships
Takatuf Oman, the human capital solutions provider for Oman Oil Company (OOC) and its group of companies, recognized its 2013 Takatuf Scholars and has named 24 students, awarded with the 2013 International Scholarships. Ten received the Takatuf International Scholarship funded by OOC, nine the Takatuf Oman Oil Refineries & Petroleum Industries Company (Orpic) Scholarship and five the Takatuf Oman Trading International (OTI) Scholarship. The ceremony was held under the patronage of H.H. Sayyid Dr. Fahad bin Al Julanda Al Said, Assistant Secretary General for Innovation Development, The Research Council.
Of the 72 students who attended the Takatuf Scholars Summer Residential Program in August 2013, the 60 who successfully completed the program were formally recognised as Takatuf Scholars. Twenty four of them were awarded scholarships to join leading international educational institutions for the 2014-15 academic year. As part of the Program, they will spend two years in preparatory or boarding schools followed by four years at university furthering their education, learning about different cultures and developing leadership skills to adapt to an ever-changing knowledge-based global environment.
"We centred the Takatuf Scholars Program around four key concepts: encouraging Scholars to embrace the challenges of this century; mentoring them on how to apply what they learn in order to make an impact for a better future; coaching them to build personal and professional networks at home and abroad; and after their scholarship experience, helping to sustain the Program so that we link today's learning to tomorrow's success. We expect our Scholars to become role models who will inspire their peers to reach new heights not only of academic excellence, but also of practical distinction," said Khalid Al Jashmi, CEO of Takatuf Oman.
"We are looking for well-rounded individuals who demonstrate interest in extracurricular activities, possess ambassadorial skills and most importantly, a desire to give back to their communities as educated citizens. We are encouraging students to embrace lifelong learning and are confident that the Program will have a long-term return on investment for these promising individuals and the nation," Al Jashmi added.
The selected 10 OOC sponsored students of the extremely competitive Program come from all over the Sultanate. Students who qualified as Takatuf Scholars but did not receive a Scholarship will continue to be mentored and provided with academic and experiential support throughout their educational careers and beyond by the Takatuf Scholars Program. Upon graduation, all will join together as Takatuf Alumni and bring their personal and professional networks to the service of future students.
"During the Program's pilot year in 2012, we found that Omani youth are learners who engage very quickly in a project-based teamwork environment. Our Scholars are all academically accomplished, but they are required to possess certain qualities to succeed in this competitive setting, with resilience and determination topping the list. It is our responsibility to prepare coming generations for employment by introducing them to different ways of learning that will enable them to hone their intellectual skills and develop strong reasoning abilities so that they are ready for the challenges ahead," said Professor Kathryn Bindon, Program Director at Takatuf Oman.
Applicants for the 2014 Program underwent a rigorous screening process before 63 Grade 11 and 77 Grade 10 students were offered seats. The first two phases will include a Summer Residential Program, which is held in Muscat for three weeks in August, followed by an Independent Learning Phase where Scholars complete a series of assignments from home and submit them online. Students will take a number of international standardised tests such as the Secondary School Aptitude Test (SSAT), the College and Work Readiness Assessment (CWRA) from the USA and the Thinking Skills Assessment (TSA) from Cambridge University in the UK. Completion of the two phases and tests earns the student the title of Takatuf Scholar. Final selection for the international scholarships involves an interview conducted by an independent panel of business and public sector leaders.
"The Program's phases have been one of the most demanding yet exciting periods of my life; they gave me a chance to see what it really means to be a Takatuf Scholar, while connecting and building friendships with well-rounded students from across Oman. The Program helped me put into perspective my personal and professional future plans. I will be pursuing my studies abroad with a new outlook on not only what my interests are, but also, with a stronger character believing in what I am capable of," said Moayiad Al Shukairi, one of the 2013 Takatuf Scholars and a recipient of a Takatuf OTI scholarship.
The Takatuf Scholars Program's academic and support staff include professional educators from Oman and all over the globe. To further support Oman's youth in their mission as lifelong and continuous learners, the Takatuf Scholars Program will roll out an internship program scheduled to start this summer in collaboration with a number of public and private sector organisations.
Dubai World Trade Centre ensures Wi-Fi performance for exhibitors with Oxygen's partner Fluke Networks
- Hussein Al Sayed
by FXTMAhsen Ghufran Khan
by Bayut


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ST. PETERSBURG — With nearly $1 million in unexpected revenue in next year's budget, the City Council is pushing for a say in how it's spent.
Despite some pushback from city administrators, the council has scheduled a budget workshop next month to hash out competing demands for the money.
"With nearly a million dollars of new revenue, the council should have a discussion about that. It just shouldn't be do what you want with the money," said council Vice Chairman Steve Kornell. "Council deserves a chance to be a part of it."
When Mayor Rick Kriseman submitted his budget on July 1, the city didn't have the latest property tax revenue estimates. The budget included an estimated hike of 6.98 percent, but increases turned out to be 8.17 percent, or $973,000 more.
Budget director Tom Greene told the council last week that having a workshop on Aug. 28, a week before the first public budget hearing, would be "extremely challenging."
Council member Amy Foster was perplexed by that since the city must report budget information to the city clerk by Aug. 22.
"I just want to avoid what happened last year," Foster said. "It was very contentious. We were there until 1 a.m. This way would be better for everyone."
Last year under former Mayor Bill Foster, a last-minute addition of $300,000 in neighborhood, social services and youth jobs, rankled some on the council, including Chairman Bill Dudley.
The council needs to get a head start this time around, he said.
"There's no higher priority," he said. "We need to do it PDQ."
During the meeting, Kornell also noted that last-minute budget negotiations in a public hearing could imperil the high-paying administrative jobs that Kriseman created. It wasn't a threat, he said, but the time has come for a discussion about those.
"Are we top-heavy? Have we added too much top administration at the same time we're cutting $600,000 in police overtime?" he said. "That's a legitimate discussion we should have."
Police overtime is a big question mark for several council members, who don't necessarily agree with the mayor's cut.
"The last three years, the reason we didn't have a balanced budget was that we always ran more overtime than budgeted. What are we going to do differently that doesn't require OT?" council member Karl Nurse asked.
As for the extra cash, a wish list is already emerging: more youth jobs, rebates on permitting for rehab projects in poor neighborhoods, assistance for homeless families, sidewalks near schools, college tuition assistance for part-time city workers and even a small millage rate cut.
The council is not the only group compiling a list of wants. The People's Budget Review met Monday to discuss the extra revenue, said Christian Haas, a community organizer and member.
Ideas that came up included wireless Internet in recreation centers, community or school gardens, and a tool-sharing program.
"We're not trying to do anything super-expensive," Haas said.
Greene cautioned the actual dollars up for grabs will be less than $973,000. That figure, he said, represents gross property taxes, and some will be diverted to restricted tax-increment finance, or TIF, districts. Also, the city is reviewing state revenue projections and might see a drop in communication services taxes.
Kriseman doesn't have any comment on the council's desire to have a budget session, but "his door is always open to any council member that wants to talk with him about the budget until it's finalized," spokesman Ben Kirby said.
Contact Charlie Frago at [email protected] or (727) 893-8459. Follow @CharlieFrago.


text:
Ex-cop takes plea deal on gun charge
Lawyer for John Lewis says agreement settles federal weapons case
Published 1:00 am, Friday, July 30, 2010
SCHENECTADY -- Fired Schenectady cop John Lewis has pleaded guilty to a federal gun charge as part of a plea agreement designed to resolve all of his legal problems, according to his defense attorney, Michael Horan.
Horan said Thursday that Lewis admitted to U.S. District Judge Norman Mordue that in 2009 he was in possession of a fallen police officer's weapon. He was prohibited from having the weapon by an order of protection resulting from a domestic dispute with his then-wife in Schenectady.
Thursday's proceedings were done via teleconferencing with Lewis, 41, and Horan in Albany federal court and Mordue, in Syracuse.
Federal laws required him to surrender the .40 caliber gun that belonged to Eric Vertaramo, who died on Easter Sunday 2004 when his police cruiser crashed into a utility pole on Broadway. The 41-year-old Lewis, who was fired as a city police officer in April, never reported the gun to the department and did not turn it in with his department-issued weapons and badge after he was fired, authorities said.
Earlier this month, Lewis pleaded guilty to a felony computer tampering charge and a driving while intoxicated offense in exchange for a year in jail. The plea agreement also covered a misdemeanor criminal mischief charge and assault charges related to allegations Lewis beat up his new wife.
On the federal charge, Lewis will likely receive 10 to 16 months, Horan said, adding that with time served, Lewis will likely serve about another six months behind bars. His attorney is hoping his client may get placed in an alternative alcohol treatment program.
"We're hoping the judge may give him treatment or house arrest rather than just straight jail time," the attorney said.
In the past two years, Lewis has been arrested seven times, primarily on domestic and drunken-driving charges. He remains jailed.


text:
W&O POS Retail
You can use sales management system from anywhere and at anytime. The application is
suitable for small businesses and private users who want to manage sales. You can download W&O POS Retail and try.
If you have any suggestions or questions please mail to our mailbox directly. email@example.com
• Sale product
• Sales record
• Purchase product
• Purchase record
• Stock management
• Customer management.
• Supplier management
• Product management
• Staff management
• Database management


text:
- Fortune Coin
- Item Level 1
- Binds when picked up
- Unique
- Use: Right Click to summon and dismiss Lucky the Golden Pig. Oink-oink! May fortune smile upon you this year!
- Cooldown: 2 Min
The Fortune Coin item summons and dismisses Lucky, a golden pig Companion. Occasionally, Lucky grazes on weeds and wiggles its rear.
Participants of the Blizzard Worldwide Invitational 2007 were given a code that unlocks this pet in-game.
The item can be acquired from the following NPCs by redeeming the WWI promotion codes:
- Alliance Farmer Leon in (Ironforge)
- Horde D'rei in (Orgrimmar)
- Neutral Moaoto in (Shattrath City)
Warcraftpets.com reports that this pet can only be used on Korean servers. Though this seems unlikely, since there were many international visitors that attended the Worldwide Invitational 2007, a search of The Armory in the US does not find this item and the item id for this item does not produce a page of information for this item on The Armory in the US. Also, the English language admission tickets do not contain any code to unlock this pet. It seems that the item is regional only.
2007 was the Year of the Golden Pig. Those born in The Year of the Golden Pig are supposed to be wealthy, prosperous, lucky, and fertile.
Patch changesEdit
TBC Patch 2.4.2 (patch date::2008-05-13): Added.


text: Hey everyone. I posted something yesterday about a problem I've been having, and seems as though no one has been able to help me out. If you want to go back and read that post you can, but I've noticed two other symptoms over the past day or so that are kinda worrying to me as well. After having some issues with coughing/chest rumbling, I noticed yesterday when I went to pick a small tonsil stone out of the back of my throat (disgusting I know), that I apparently have lost my gag reflex. I know I've had one in the past, since I've inadvertently almost had to use it a few times while picking those things out. What could've happened to it, and is it something I should be worried about? I've also noticed that the back of my throat seems more dry than normal and I'm not producing as much mucus in my nose as usual either. I'm only in my early 20's so these seem like strange symptoms for someone my age. Any thoughts? Please help.Reply Follow This Thread Stop Following This Thread Flag this Discussion


text:
Wednesday, July 20, 2016
Aaron Kwok's girlfriend, Moka tries to slim down after the netizens point she gains weight
Heavenly King, Aaron Kwok (郭富城) and his girlfriend, Moka (方媛) admitted to their romance earlier but Moka was pointed to gain weight by the netizens lately. Gaining weight is definitely a big issue to the ladies especially to Heavenly King's girlfriend.
On that day on Weibo, Moka released a video clip of herself exercising and it is obvious she is trying to keep herself fit despite the video is not very clear. She left a message: "I hate people commenting I have gained weight and I must keep myself fit. Welcome to joining me for losing weight although it is a difficult process. Guess it will take 3 months to show the results, haha!" Being Heavenly King's girlfriend is definitely not easy.
Source: ON.CC (HK)
Translated by: tvfan @ Asian E-News Portal
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text:
Tenkar's Tavern is supported by various affiliate programs, including Amazon, RPGNow and Humble Bundle. Your patronage is appreciated and helps keep the lights on and the taps flowing - Your Humble Bartender, Tenkar
Tuesday, January 8, 2013
Stretch Goals Have Arrived at the Deluxe Tunnels & Trolls Kickstarter!
Of course, being the Trolls that they are, the stretch goals for the Deluxe T&T Kickstarter are currently hidden in the 3rd update, but that's why you have me ;)
Apparently someone paid $2,000 for Ken's copy of T&T 1e (I only paid $152 for Ken's personal copy of T&T 2e). Because of this generous collector, everyone that is supporting at a level that gets a soft or hard cover copy of the Deluxe T&T rules will also get a reprint copy of the T&T 1e rules. Very nice!
When it hits $50K (almost there) the following kicks in: "if we make our $50,000 milestone, Ken is going to write a solo adventure specifically for the 1st edition, and we will send a pdf of that adventure to all our backers. Plus Ken will include new spells in the spellbook that he has been dreaming up for the last couple days, and he will write a new section of the rulebook about using miniatures with T&T. (Also) we will include in the Deluxe T&T rulebook an 8-page tip-in of color plates. This will be in all the rulebooks. I don't know for sure yet what will be in this, but I'm pretty sure it will include the old cover from the City of Terrors solitaire. But wait! There's more! When we make the $50k goal, Rick will recreate the famous "Official T&T Pencil - 1/2 Die Weapon When Sharpened". We will include one of these for everyone who has pledged $20 or more." - Phew!
Then at $60K: "We have been listening to your comments about wanting reprints of old adventures, and completion of adventures that were never completed. For our second milestone, if we reach $60k, we will reprint the City of Terrors solitaire adventure by Michael Stackpole, with the original cover (mentioned above) and we will send a pdf of this book to all our supporters. Plus we will reprint a new, updated version of Rick's Buffalo Castle solitaire, the very first solitaire adventure published for any role-playing game, and provide a pdf to all our supporters."
Finally (for now) at $75k:If we reach $75k, we will include a second 8-page tip-in of color art, at least half of which will be new, previously unseen art. Plus we will include an 11x17 poster with the art from the City of Terrors cover to everyone who has ordered Bjorni's Map of Trollworld (we'll mail them together). And we will reprint Ken's first solitaire adventure, Deathtrap Equalizer Dungeon, and include a pdf of it to every backer.
There's some nice stuff available in the stretch goals :)
1 comment:
Thank you for covering this.ReplyDelete
The more they pile on the 1e PDF's and reprints, the more enticing this gets for me. (I owned Buffalo Castle back in the day, but never had any T&T rules to play it with.... I've always been curious about it, though.)
My dilemma is... if I buy just the pdf edition, I won't play it. If I won't play it, it's not worth it. So that pushes me up to the perfect bound level where I actually have to think about it if I'm going to buy it at all!
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text:
Causes and Symptoms of Agoraphobia
It is an anxiety disorder. Agoraphobic fears is basically involve characteristic clusters of situations, which might be contain being outside the house alone, Standing during a line, being on a bridge and travelling in a bus. Here we provide information for the people who have Agoraphobia we provide the Causes and Symptoms of Agoraphobia.
People who have agoraphobia avoid situations that may cause them to feel the following things.
- Trapped
- Helpless
- Panic
- Embarrassment
- fear
There are two types of agoraphobia
- Panic Disorder with Agoraphobia
- Without Panic Disorder
1). Panic Disorder with Agoraphobia
People have repeated panic attacks related to their agoraphobia. Panic attacks are incident of intense fear. It is very common agoraphobia.
2). Without Panic Disorder
It is very rare type of agoraphobia. It occurs in people who don't have panic attacks.
Following are the Causes and Symptoms of Agoraphobia.
Causes of Agoraphobia: – People who have agoraphobia link anxiety to certain selling or situations. They are avoiding those setting or situations. They are afraid they might feel anxious again or have another panic attack.
Symptoms of Agoraphobia: – People may have the following symptoms with 2nd types Agoraphobia.
- Fear for go outside of their home for long time.
- People are dependent on other.
- Fear of being along.
- Fear of losing management of yourself inside public place.
- Fear of being at places wherever it would be complex to flee.
- Indifference or separation from others.
- Feeling helpless.
- Feeling that your body is not real.
- Agitation or anger
Below are the Panic attack symptoms
- Chest pain
- Rapid heartbeat
- Shortness of breath
- Dizziness
- Trembling
- Feeling faint
- Chocking
- Fear you are losing control
- Fear you are dying
- Fear you are going crazy
- Sweating
- Hot flashes
- Chills
- Nausea
- Numbness or tingling sensations
Thanks for visiting Careinfo.in and read this Causes and Symptoms of Agoraphobia article.


text:
Energy Storage China
Energy Storage China
General Information
- Date 29 Mar 2017 - 31 Mar 2017
- Venue China International Exhibition Center, Beijing, China
- Event URL www.ESCexpo.cn
- Frequency Annual
- Industry Sector Energy
- Brief Intro
- Exhibit Profile
- Target Visitor Group
- Last Show Review
- Organizers/Hosts
The development of renewable energy and distributed energy, the promotion of electric vehicles, and the development of energy storage systems all underpin the development of the energy storage sector, which plays a critical part in energy innovation by providing supporting technology.
Energy Storage China 2017 (ESC 2017) is set to drive energy innovation in China. ESC 2017 will take place in Beijing on June 2017. This event is powered by the Global Energy Storage Alliance (GESA), organized by Messe Düsseldorf (Shanghai) Co., Ltd, and supported by BIA, BVES, CESA, IESA, Sino-Germany Renewable Energy Cooperation Center, GTAI etc.
A professional expo platform bring you new opportunities
Since its inception in 2012, Energy Storage China has been growing alongside China's energy storage sector. A wide range of industry leaders, policymakers and scholars have attended the previous events to promote the healthy development of China's energy storage sector. Energy Storage China has become a prestigious platform for cross-sectoral integration, cooperation and development.
ESC 2017 will invite global trade visitors and experts in the energy storage and power industry to discuss the latest sector developments..This expo aims to serve as China's premier solution platform for energy storage technology and applications, and guide the future development of energy storage.
Energy Storage
· Mechanical energy storage
· Electrochemical energy storage
· Chemical energy storage / Power-to-gas
· Electric energy storage
· Thermal energy storage
· Production technology
· Components and materials
· Electric vehicle power battery, electric vehicle charging stations
· Applications of energy storage
· Decentralized PV and energy storage application
· Microgrid and Energy storage
· Research and education, publishers, industry associations/organizations
Electricity Regulators and Policy Makers
Power Generation Companies
Independent Power Producers
Renewable Developers / Manufacturers (Wind & Solar)
Energy Trading Companies
Electric Distribution Companies
Program Managers of Key Government / Industry Initiatives
Private Distribution Franchises / Licensees
Transmission Companies
Grid System Operators
Domestic Manufacturers
Special Economic Zone Developers
City planners / Township Developers
System Integrators
Research Institutions & Universities
Corporate R&D Teams
Consulting & Services
Trade Media
Relevant Industry Associations
The last event ended with new breaks in Beijing on May 12th, 2016, which attracted 2,186 professional visitors from 12 countries attended this year's trade fair. Over 80 speakers, and 30 exhibitors with 50 media representatives were in attendance – including government institutions, energy storage system manufacturers, power companies, generation groups, grid companies, power transmission and distribution operators, grid system operators, system integrators, new energy manufacturers, and investment agencies.
As the sole exhibition and conference for grid-scale energy storage in China, Energy Storage China 2016 has attracted well-known and innovative companies, including TÜV Rheinland, Sifang Automation, Hydrogenics, Shandong Sacred Sun, NGK, Shanghai Smart Energy, Shuangdeng Group, Menshine, Today Energy, ABB, and many others.
· Messe Düsseldorf (Shanghai) Co., Ltd.
Related EventsAll Related Events
Energy Storage China
10 May 2016 - 12 May 2016
China International Exhibition Center, Beijing, China


text:
I've got to learn to say "no" more. Heck, it's not even that. I've got to stop offering to do things! I'm well booked up for the next month with four or five mini-projects. Two of them are due at the end of the month (yes, a week from today), another is due a week after that and the other shortly thereafter. And they're all really cool. One of these days, though, I'm going to stick my neck out a tad too far.
I love the Public Lending Rights Commission. Every year I get a check from them in the mail. Just because I'm a Canadian and copies of my books appear in libraries across Canada. Hopefully these libraries will all pick up copies of The Dark Tower Companion, because then it will be even better next year.
Is anyone else watching the new series Banshee? My buddy Jay Clarke (aka Michael Slade) has been going on and on about it, so I checked out the first episode. Within the first five minutes, the main character gets out of prison, has stockroom sex with a female bartender, becomes involved in a Manhattan car chase and a subsequent shootout in which one of those red double-decker tour buses falls over and skids across the streets like the milk truck in The Dead Zone. It only slows down a tad after that. By the end of the hour, this guy who served fifteen years for his part in a $10 million jewel heist is the sheriff of Banshee, PA. There are at least two other shootouts and at least that many fistfights. And more sex. And some Amish people. Alan Ball (Six Feet Under) is an executive producer on the series. There are some fascinating characters, but I don't recognize most of the actors except for Frankie Faison who played Commissioner Ervin H. Burrell on The Wire.
I finished the second season of Borgen, the Danish series about political intrigue. The show has a few through-line plot elements, but each episode is also a capsule look at some interesting social or political notion. Can women with families be effective politicians? The tenuous relationship between Denmark and Greenland. The war in Iraq. Juvenile crime and punishment. Dealing with controversial foreign dignitaries and making deals that sometimes contain mildly poisonous pills. All of the personalities involved make these stories compelling, because there's often an element that reaches out and touches their lives. The female prime minister has had to sacrifice a lot personally over the course of three years in power, and one has to wonder if she would have set off down this path if she'd known the cost. Her mentor told her at the outset that she could not afford to have any friends in the parliament building. She had to be prepared to sacrifice anyone.
Her spin doctor also has some heavy baggage from his past that cause him to be somewhat self destructive, especially in his relationships. We see the media side of things, from the inflammatory former politician who is making it his mission in life to criticize the prime minister about everything to the more moderate TV1, where sometimes good television has to triumph over good reportage. It's a very strong series that has become a hit in the UK. Now the long wait for the third series, which is only now airing in Denmark. (One thing I found fascinating was the way some of the characters would speak English in certain situations…and it was perfect, usually with an upper class British accent. The prime minister also speaks flawless French.)
Apparently this was the week when the networks decided to have main characters in crime shows suspected of committing crimes. Last night it was Sara Sidle on CSI and Detective Rollins on SVU. The storylines were quite different and both of them were effective. In the latter, the audience knew that she had acted properly but it wasn't a sure thing that she wouldn't be prosecuted. In the former, the evidence was stacked up against Sara to the extent that a viewer would be forgiven for thinking that maybe she had snapped.
You know things are interesting on Survivor when Philip isn't the most annoying player at the moment. Probably not even the second-most annoying. (I got a kick out of his "middle-management" line.) We have Brandon, who keeps threatening to get crazy and break stuff but never manages to summon the gumption to do so, and then there's Shamar, one of those guys who likes to intimidate people by talking loudly over them. I was glad the fans lost the immunity challenge because it gave us a chance to see more of them in the aftermath, though I thought for a minute that Reynold, the guy with the amazing superpower, was going to catch up with the fans at the ring-toss the way he did with the beanbag throw last week. Dude needs to find a better way to carry his (not so well) hidden immunity idol around, though. I don't think it would have been any more conspicuous if he'd worn it around his neck.
I was a little disappointed with the trip to the swinger's party on Justified this week. Sure, there was a little tawdry stuff going on in the background but it turns out the focus was on the old cigar-smoking bourbon-drinking gentry who are in charge of everything in Harlan County, at least in their minds. I don't know how that gibes with the Dixie Mafia and the way Quarles stuck his nose in things last season, but they certainly put down a gauntlet that Boyd is going to have to consider. His daddy may have gotten the message from the Clover Hills Mafia, but Boyd's different. We're still no closer to finding out who Drew Thompson is, but by now we must certainly have seen him at least once.
The brunt of the episode was derived from a section of the Elmore Leonard novel Raylan. This includes all the material featuring the fetching and beguiling (or charming, as Raylan put it) sorority sister/poker player Jackie Nevada (daughter of Reno, apparently) and another Dumb and Dumber duo. I thought for a while that Jody was going to loot Raylan's stash again after he overheard where he lived, but instead all Jody did was reset Raylan's clock on the last time he shot a man. Poor Raylan's not sure what to make of Jackie. He knows he should be wary of her, but he's not trusting his judgment much these days.


text:
Fort Sauerkraut
Here's a question of historical branding. Who decided, and when, to call the site on top of cemetery hill in Hebron "Fort Sauerkraut"? Obviously, this was not a historic name for the defenses erected there during the Indian scare of 1890. When was it that the descendants of German settlers of Hebron became comfortable enough with their immigrant identity to parody it by attaching the name "Fort Sauerkraut" to the site on the hill?
When you figure that out, consider the reconstruction of the settler fort that now stands overlooking the cemetery and town. It is an odd construction and an odd commemoration. There is, at least, some interesting historical fact behind it.
Hebron was founded alongside the Northern Pacific Railroad in 1885. Two early German immigrant pioneers, Charles Krauth and Ferdinand Leutz, working hand-in-hand with the railroad, selected a site and helped recruit German Evangelical Protestant settlers out of Chicago, where a colonization company had formed under clerical leadership. Hence the biblical name, Hebron, for the settlement. Pastor August Debus chose as the title of his first sermon, "I am fearful, but I do not despair."
Which might have been the motto of his parishioners when they began to receive news reports of a so-called Indian breakout during the Ghost Dance episode of 1890. What whites commonly called the Ghost Dance was a millennial religious revival movement that spread to reservations across the West, including Standing Rock. It was misunderstood as a hostile movement, and so whites were alarmed when they received news reports that a group of Indians had walked away from Standing Rock Agency.
Fearful, but not despairing, the German settlers around Hebron came into town and joined in the task of building fortifications. They made some interesting choices as to design. They plowed and cut sod to wall up a hilltop enclosure about 100 feet long, with an opening only at the south end. The structure was overtopped with railroad ties covered with earth, making it fireproof.
All around the structure the defenders dug trenches and laid up sod fortifications. After that the builders, showing rather astute martial expertise, strung barbed wire on railroad ties around the compound to deter attackers and trip up their horses.
The impressive defenses were never tested. There was no Indian threat, just a lot of excitement, including Paul-Revere-like rides through the countryside and stalwart labors by the womenfolk to provision the defenses.
The historical information posted at the reconstruction site is intriguing; it comes from a manuscript by a Hebron attorney, Pete Jungers, writing sometime before 1933. Although Jungers has only rudimentary understanding of native cultures, he does express empathy for the people at Standing Rock and mourn the tragic events at Wounded Knee.
It remains unclear just what people thought about the 1890 settlement-defense episode after it transpired and over the years. Was it a matter of community solidarity and pride, or one of sheepishness or even embarrassment? By 2004 a reconstruction effort, prodded by Bob Spangelo, got underway, quickly completing the central structure, but not the surrounding fortifications. There the matter stands today.
I don't know how much of a tourist draw Fort Sauerkraut is. There is the potential for some truly fine interpretation, based on the Jungers manuscript. I do think the name, Fort Sauerkraut, ought to give way to something with more historicity and gravitas.


text:
Veterinary questions? Ask a Vet for Answers ASAP
Sorry to hear your little pup is lethargic. Can I get a little more information?
Besides not eating, was there other things going on that had you taking him to your vet 3 times last week? What tests, treatments, and medications did your vet prescribe? Did your vet give you a diagnosis at all?
How long have you had your pup?


text: Hi, I am using Debian for last 3 years. I have heard the term IGL (Industrial Grade Linux) quite a few times and I would like to know what all changes does one need to make to Debian's current release (etch) in order for it to be considered as "Industrial Grade"? It seems there is no formal specification regarding IGL unlike CGL (Carrier Grade Linux) which is very very formal and complex too. Some people think that it is just a Marketing Hype. If anyone of you can shed light on this issue, it would be great. Also, if this is the not the correct list to post the question please let me know and I will post it in the appropriate list. Thanks Kushal Koolwal I do blog at http://blogs.koolwal.net/ _________________________________________________________________ You live life online. So we put Windows on the web. http://clk.atdmt.com/MRT/go/127032869/direct/01/


text:
The Extent File System (efs) is Silicon Graphics' early block-device filesystem, widely used on pre-6.0 versions of IRIX. Since 6.0, xfs has been bundled with IRIX and users are being encouraged to migrate to xfs filesystems. IRIX support for efs will be read-only in versions of IRIX beyond 6.5, however efs is still very much in use on SGI software distribution CDs.
|Filesystems Operating System Kernels Linux
|Operating Systems
|POSIX Linux
No changes have been submitted for this release.
A Fluent OpenStack client API for Java.
A TWiki appliance that is easy to use and lightweight.


text:
DHS classes of 1963, '64 plan reunion
The 1963 and '64 graduating classes of Danville High School are planning a 50-year celebration for Sept. 13-14.
Committee members are asking for graduates to contact them if they have changed addresses since the previous reunion.
For the Class of '63, contact John Mauck at 446-1609 or firstname.lastname@example.com or Ruth Shurr Pancoast at email@example.com.
For the Class of '64, contact Ellen Vrentas Walker at 446-6287 or email@example.com or Donna Marsh Toms at 442-1218.
News-Gazette.com embraces discussion of both community and world issues. We welcome you to contribute your ideas, opinions and comments, but we ask that you avoid personal attacks, vulgarity and hate speech. We reserve the right to remove any comment at our discretion, and we will block repeat offenders' accounts. To post comments, you must first be a registered user, and your username will appear with any comment you post. Happy posting.