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Used Truck - 2007 Chevrolet Avalanche LT1 2WD in Miami, Fl
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About This 2007 Chevrolet Avalanche LT1 2WD
Vehicle Location:
Miami, Fl
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Fuel Economy Estimates
City MPG
Highway MPG
Combined MPG: 18
Estimated Monthly Fuel Cost: $123.61*
*Based on $1.78 per gallon and 15k miles per year.
Actual costs may vary.
Actual costs may vary.
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Seller's Description and Comments:
Located at First Leasing Corp in Miami, Fl. Call First Leasing Corp today at 305-260-5552 for more information about this vehicle.
Vehicle Options:
- Abs Brakes
- Air Conditioning
- Alloy Wheels
- Am/fm Radio
- Automatic Headlights
- Cargo Area Cover
- Cargo Area Tiedowns
- Cd Player
- Child Safety Door Locks
- Cruise Control
- Daytime Running Lights
- Deep Tinted Glass
- Driver Airbag
- Driver Multi-adjustable Power Seat
- Electrochromic Interior Rearview Mirror
- Fog Lights
- Front Air Dam
- Full Size Spare Tire
- Heated Exterior Mirror
- Interval Wipers
- Keyless Entry
- Leather Steering Wheel
- Locking Pickup Truck Tailgate
- Passenger Airbag
- Pickup Truck Cargo Box Light
- Power Adjustable Exterior Mirror
- Power Door Locks
- Power Windows
- Rear Window Defogger
- Running Boards
- Second Row Folding Seat
- Second Row Sound Controls
- Separate Driver/front Passenger Climate Controls
- Steering Wheel Mounted Controls
- Tachometer
- Telematics System
- Tilt Steering
- Tilt Steering Column
- Tire Pressure Monitor
- Tow Hitch Receiver
- Vehicle Anti-theft
- Vehicle Stability Control System
- Voice Activated Telephone
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2007 Chevrolet Avalanche ReviewThis car review is specific to this model, not the actual vehicle for sale.
All-new version is a much tighter ship.
The Chevy Avalanche has been redesigned and re-engineered for 2007 and the new version is vastly superior to its predecessor. The new Avalanche rewards its driver with taut handling. It's well designed throughout with impressive attention to detail. The previous-generation Avalanche was good. This new one is better.
The Avalanche is and always has been one of a kind. It successfully combines the hauling capacity of a long-bed pickup with the comfort of a five-passenger sport utility vehicle. It switches between these roles using its ingenious Midgate, a removable rear bulkhead between the passenger compartment and the pickup bed. Along with a hard, tonneau-like bed cover, the Midgate allows the Avalanche to be configured as a Tahoe-sized sport utility with a short bed. Fold down the rear seats and open the Midgate and it's like a pickup with an enclosed eight-foot bed, capable of securing valuable gear from thieves or shielding drywall from weather. Remove the rear glass and the tonneau panels and it's a sporty, open-air truck capable of hauling an ATV.
For 2007, none of this practicality changes, including, for the most part, its workhorse capabilities. The Avalanche offers an 8,000-pound towing capacity, making it an excellent choice for towing an enclosed car trailer or a fairly big boat. It's as long as a Chevy Suburban and can haul a lot of stuff, with payloads over 1,300 pounds and a bed designed for abuse.
Handling and ride quality are greatly improved, thanks to updated underpinnings. The previous-generation Avalanche handled well for a truck its size, but this new one handles much better.
A major redesign gives the cab a more car-like look and feel, with a classier dash and more comfortable seats. Combined with better-integrated driver-assist and entertainment features, the creature comfort upgrades are as welcome as the modernized mechanicals. Also, the Midgate, removable rear window, tonneau covers and other features seem to snap together even better than before and everything appears to be of high quality.
Finally, there's the facelift. This cleaner, quieter, more mature look says as much as any of the other updates, upgrades and new technology about the vision Chevy has for its future. It's a vision with high promise. We like what we're seeing here.
The 2007 Chevy Avalanche comes in one configuration, a half-ton, full-size pickup with four doors, room for up to six passengers and outfitted with a unique, fold-down rear bulkhead accessing an enclosed bed.
Three engines are offered, two 5.3-liter V8s, one making 320 horsepower in the two-wheel drive version, another 310 horsepower in the four-wheel drive model, and a 355-hp, 6.0-liter V8 scheduled to appear later in the model run. The transmission is a four-speed automatic, mated to an electronic transfer case in four-wheel-drive models. The heavy-duty Avalanche 2500 has been discontinued and is no longer available.
The LS 2WD ($31,790) is the entry-level Avalanche, along with the LS 4WD ($34,790). Seats are cloth covered benches, front and rear; the front splits 40/20/40 with a six-way power driver's seat and manual recline on both driver and passenger seat, the rear 60/40. Standard features include dual-zone air conditioning, the usual array of powered utilities including the tailgate lock, multi-media stereo radio, leather-wrapped tilt steering wheel, front and rear seat carpeted floor mats, two auxiliary power outlets, ready-to-tow trailer setup and P265/70R17 all-season tires on aluminum wheels. Notable options include a stereo upgrade adding an in-dash, six-CD changer ($300); XM satellite radio with pre-paid, three-month trial subscription ($199); power adjustable pedals ($120) with rear park assist ($245); luggage rack ($195) and cross rails ($45); auto-lock rear differential ($295); and white-letter highlighted tires ($125). Also, but only on the LS, is a delete-option (-$600) soft cargo cover in place of the standard three-piece, hard cover.
The LT 2WD ($32,490) and 4WD ($35,490) feature an upgraded interior with cloth bucket seats, six-way power adjustments for the driver's seat, manual recline on both seats, a center console, and rear-seat audio controls with dual headphone jacks. Halogen fog lamps are standard. A front bench seat is a no-cost option. Options in addition to those for the LS include: automatic, dual-zone climate control ($195); DVD-based rear-seat entertainment system with remote and wireless headphones ($1295); touch-screen, DVD-based navigation system with voice recognition ($2250); Bose premium speaker system ($495); power, tilt-and-slide sunroof ($995); universal remote transmitter ($105); and P275/55R20 blackwall tires on polished aluminum wheels ($1795).
Option packages for the LT include 2LT ($2,040) with automatic climate control system, the universal remote, the six-CD stereo, leather upholstery, power adjustable pedals, rear parking assist and remote vehicle starter. In addition, a rear-view camera system ($250) is available with the 2LT package. The 3LT package ($3,650) includes 2LT plus 12-way power, heated front bucket seats with two-setting driver memory; outside mirrors with dip-to-park, integrated turn signals, driver-side auto-dim and ground courtesy lighting; the Bose premium speakers; and XM satellite radio. Rain-sensing windshield wipers ($95) and a heated wiper washer fluid system ($85) can be ordered with the 3LT package.
The LTZ 2WD ($39,225) and 4WD ($42,225) come standard with most of the equipment that's optional on the other two models. Also standard is a premium suspension package with variable shock damping and air-assisted rear load leveling. Power retractable running boards ($1,095) are optional. The luggage rack crossrails are optional, along with the rear-view camera system, the sunroof, the rear-seat entertainment system and the navigation system.
Safety features that come standard on all models include the required front-seat airbags and LATCH rear-seat child safety seat anchors. The OnStar crash-notification system is standard. Full-coverage, side-curtain airbags that protect against head injuries in side impacts and rollovers are optional ($350) on the LS and the LT, including the 2LT treatment, and standard on the 3LT and LTZ. Act.
The Chevy Avalanche is a truck, and it's a big truck. In fact, the Avalanche is just an inch shorter than a Chevy Suburban. (Okay, it's 1.1 inches shorter.) The Avalanche rides on the GMT900 platform, meaning it shares its basic structure with the Chevy Suburban, Tahoe, Silverado and other full-size GM pickups and SUVs. The new 2007 Avalanche doesn't look as massive the first-generation (2002-2006) models did, even when they were ordered without the side cladding. In practical terms, the new Avalanche is just as big as the previous-generation models. (To be exact, the new one is 0.4 inches shorter.)
The 2007 Avalanche features some significant styling and design changes, though many of the changes are subtle. A fresh face brightens the front end. Thick, horizontal lines emphasizing the substantial girth remain, but are now integrated well with the body-colored grille and headlight surrounds. Lighting elements share space in single units, replacing the previous model's bifurcated assemblages. A bold bow-tie icon graces the grille crossbar. A high-relief lower fascia houses tow hooks and tries to look like the leading edge of a skid plate (which, by the way, is not offered by the factory, even on the 4WD version).
The side aspect is mightily spruced up, with a faster, more laid-back windshield leading to smooth, gracefully sculpted flanks topped by understated, flush-mounted windows. Gaps between body panels are tight. Full-round door handles accommodate gloved hands. Squarish wheel wells look underfilled, even with the optional 20-inch wheels. Essential as the signature feature of the Avalanche is the angular, hard plastic bed cover with the flying buttresses arcing down from the roofline to the bed sidewalls; it's the only design cue that clashes with the sleeker look of the new model.
The tailgate presents a more traditional pickup look than that of the previous models. It's less stylized, with bumper and release assembly now painted body color. That assembly also now functions as a base for the optional rearview camera. Chevy says this can help a solo driver hitch up a trailer; we haven't tested this yet, but it could save a lot of trial and error. We have used the rearview camera for parallel parking and other maneuvers in tight quarters and can attest to its value. This system is not a gadget. It speeds parking and maneuvering and can help alert the driver to the presence of a child or adult behind the truck. The tailgate is now spring loaded to lighten its perceived weight, but it still seemed heavier than its countersprung counterparts on the Ford F-150 and the new 2007 Toyota Tundra.
The new interior of the 2007 Avalanche breaks with Chevy tradition much more than the exterior does. The new cabin marks a watershed in ease of use, not to mention ease on the eye.
Following a pattern established in the new Tahoe and Suburban, the interior designers slashed several inches from the top of the dash, rounded it off and smoothed it out, effectively pushing it down and away from the front seat occupants. Everything about the dash and instrument cluster is leaner, cleaner, dare we say it, more like a car's. A large, round tachometer and matching speedometer dominate the gauge cluster, complemented by four smaller dials reporting information vital to the operation of a truck capable of hauling heavy loads or pulling large trailers or transporting as many as six occupants.
The new center stack houses controls for stereo and climate management, two power points, and buttons for optional features such as the power adjustable pedals. Models with bucket seats get a center console with a large, open storage bin outfitted with a removable, dual cup holder. Aft of this is an equally large, but not especially deep storage compartment beneath a padded, hinged cover that doubles as a center armrest. The glove box isn't as expansive as it looks when closed. Front door panels have hard-plastic, fixed map pockets with molded-in can holders.
The seats are new. The relocation of the shoulder belt anchor from the outboard side of the seatback to the B-pillar allowed a slimmer, lighter and more secure seat assembly, and we appreciated that. We thought the bucket seats could use more thigh support, however, and they felt more bench-like than sporty.
The rear seats offer adequate and decently contoured space for adults, even those a few inches taller than six feet. Rear seatbacks don't recline, nor do they fold all the way flat with the head restraints in place, unless, that is, the front seats are moved almost all the way forward on their tracks.
The fit and finish impressed us. Tolerances between panels were tight. The wood grain trim didn't quite pass the authenticity test, but it added at least a hint of upscale. The optional leather upholstery and other materials favored durability over luxury without looking or feeling cheap.
Outward visibility is about what's expected from a full-size pickup. The hood drops away fairly steeply from the base of the windshield. The flying buttresses hamper quick lane checks, although the large outside mirrors compensate somewhat. When deployed, the roof-mounted, rear seat video screen for the optional entertainment system pretty much fills the middle portion of the inside rearview mirror.
In all but one measure, those aforementioned five or six occupants enjoy as much if not more room in the '07 Avalanche as in the '06. Front seat hiproom, for instance, grows by more than two inches, rear seat headroom by more than an inch. Rear seat hiproom drops by an infinitesimal two-tenths of an inch. It's like sitting in the first two rows of a Chevy Tahoe. The new Avalanche also equals or marginally betters the interior dimensions of the most comparably configured competition, the Ford F-150 SuperCrew shortbed.
The midgate is what separates the Avalanche from other pickups. First, with the midgate and bed cover in place, you get a four-door truck with a huge, lockable trunk. Fold the seats down and the trunk gets even bigger. Lift off the bed covers, fold the seats back up, and it's a pickup with a short bed. Think of it as a Chevy Tahoe with a short pickup bed. Finally, fold those rear seats and the midgate and remove and stow the back window and bed cover, and it's transformed into an open-air hauler with room for all sizes and shapes of cargo, from regular-size sheets of plywood to a brace of off-road motorcycles or an ATV.
Folding the midgate but leaving the back window and bed cover in place provides 101 cubic feet of enclosed, mostly se.
Driving Impression
Chevy did more than merely re-skin the Avalanche for 2007. Substantive and substantial work under the hood and to the underpinnings has delivered a new Avalanche improved in virtually every respect.
Most remarkable is the upgraded ride and handling, with especial emphasis on the handling. A new design for the front suspension coupled with rack and pinion steering, replacing the somewhat archaic recirculating ball system Chevy has been using for decades, has transformed the Avalanche's directional stability and responsiveness to steering inputs. Fully boxed frame members increase stoutness without adding mass, giving the suspension a more solid base from which to manage ride dynamics. It all works.
Steering is more crisp than casual. Occupants suffer little head toss over moderate pavement heaves. Body lean in corners is much less than in last year's Avalanche. Firm brake pedal feel returned controlled stops, even when a green light at an intersection occasionally seemed to jump directly to red, compelling a hurried stomp on the pedal. At such times, a diving front end was the dominant suspension dynamic.
There's less wind buffeting in the open-air configuration than you'd expect. For this, credit those flying buttress-type, angular diagonals behind the cabin, which channel most of the bluster back to the rear out over the bed.
The Avalanche is a workhorse for routine hauling. The bed is designed to take abuse and offers a 1,355-pound payload rating.
The 2WD model offers an 8,000-pound towing capacity (200 pounds less than last year's model), while the 4WD model offers 7800 pounds. We haven't towed anything with the Avalanche yet but it feels extremely stable and we're confident it'll make an excellent tow vehicle.
The re-engineered, more powerful engines deliver adequate acceleration, very linear. This is a heavy truck and we wouldn't call it quick. The transmission changes gears smoothly, although kickdowns for merging onto freeways or overtaking slower traffic bordered on lackadaisical. Power is up 25 horsepower over last year's model.
The popular 5.3-liter V8 is rated 310 horsepower and 335 pound-feet of torque and gets an EPA-estimated 15/20 mpg City/Highway. It's mated to a four-speed automatic.
The only disappointment came in observed fuel economy improvements versus those promised by the engine's high-tech controller. One element of this computerization enables the engine to run on either regular gasoline or E85, a mixture of 85 percent ethanol and 15 percent gasoline, or any combination of the two. Another, the Active Fuel Management feature, electronically converts the V8 engine to a V4 under light load. Our test time with the new Avalanche did not include access to E85. But over the 300 miles we put on the Avalanche in the week we had it, miles split about evenly between interstate and local surface streets, we achieved 14.4 miles per gallon. And this was without ever towing anything or hauling anything heavier than a week's groceries. As for the Active Fuel Management feature, which electronically transforms the V8 to a V4 under light load, the telltale in the dash information display indicating V4 activation appeared only on downhill grades or while coasting, most often to a stop. This isn't all that surprising, actually, given that engine power drops by more than half in V4 mode.
The 2007 Chevy Avalanche is new and improved in almost every way that matters. From ride and handling to looks and packaging, it's a refreshing upgrade and update of an innovative concept that delivers unmatched flexibility without sacrificing function.
NewCarTestDrive.com correspondent Tom Lankard filed this report from Carmichael, California.
Model Lineup
Chevy Avalanche LS 2WD ($31,790), 4WD ($34,790); LT 2WD ($32,490), 4WD ($35,490); LTZ 2WD ($39,225), 4WD ($42,225).
Assembled In
Silao, Guanajato, Mexico.
Options As Tested
2LT Equipment Group ($2040); side-curtain airbags ($350); navigation system ($2250); rear seat entertainment system ($1295); Bose premium speaker system ($495); rearview camera ($250); power tilt/slide moon/sunroof ($995); XM satellite radio ($199); polished, aluminum 20-inch wheels ($1795); locking rear differential ($295); roof rack side rails ($195); roof rack cross bars ($45).
Model Tested
Chevy Avalanche LT 4WD ($35,490).The Chevrolet Avalanche 1500 successfully combines the hauling capacity of a long-bed pickup with the comfort of a five-passenger sport utility vehicle. The Chevy Avalanche comes in one configuration, a half-ton, full-size pickup with four doors, room for up to six passengers and outfitted with a unique, fold-down rear bulkhead accessing an enclosed bed. Three engines are offered, two 5.3-liter V8s, one making 320 horsepower in the two-wheel drive version, another 310 horsepower in the four-wheel drive model, and a 355-hp, 6.0-liter V8 scheduled to appear later in the model run. The transmission is a four-speed automatic, mated to an electronic transfer case in four-wheel-drive models. Safety features that come standard on all models include the required front-seat airbags, LATCH rear-seat child safety seat anchors, and the OnStar crash-notification system. The Chevrolet Avalanche 1500 is fully redesigned in 2007.
7339 Sw 45St Street
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January 05, 2011
Oregon's most mysterious wine
But it was only in December that I saw bottles, several in fact, of 2006 Cameron Nebbiolo Dundee Hills, a beautifully simple label that features a tricycle. The broader significance of that is a mystery to me, but suffice it to say I'm not going to sincerely flatter Tricycle Magazine (the Buhddist review!) with my own Tricycle label. Actually, Jennifer put the kibosh on that, but I saw this label and that's what I thought. I like the label.
So how is the wine? Really, really good. This is like no domestic nebbiolo I've tried. We always want to compare things, but this isn't Barolo or Barbaresco. It's Oregon nebbiolo that's high toned and perfumed, rich in the mouth with signature nebbiolo tannin, nice length and savor that would be delicious to try over the course of an evening. Unfortunately, I only had a taste. There isn't much of this wine. It's precious, for sure. But even at the $50+ price tag it's very interesting and something worth trying at least. I sure would love to hear about other people growing nebbiolo locally. It's such a terrific grape and so unknown as a varietal here in the US. That should change.
5 comments:
- carlturcotte said...
Hi Vincent,
Do you have a contact (web merchant) for buying this wine. As a Piedmont wines fan, I'm very curious about this wine.
Thanks for your blog,
- Vincent Fritzsche said...
Thanks for the kind words. Note that I tasted this wine last month after years of hearing about it and never seeing it. So it's not likely available any more. You might try Storyteller Wine Company at storytellerwine.com. Michael is a great resource and that's where I tried this.
I don't know about others growing the Nebbiolo "varietal" in OR, but there have been a number of CA producers who have tried it. I've never had one that's been excellent, but I've had some past efforts from Justin (a club shipment back in the early '90s might have been the best domestic version I've had, but many years and wines cloud my memory) and Palmina that were at least respectable.
- Vincent Fritzsche said...
Anon, yes, familiar with several nebbioli out of CA. There's also Cana's Feast here in OR that makes neb from Washington grapes. I'll have to track down definitive information about who if anyone has some planted locally. One possible place could be Illahe vineyard outside of Dallas, near Freedom Hill. They have lagrein, maybe dolcetto, among other esoteric (in Oregon) things. Maybe nebbiolo too?
- Anne said...
After a site field trip to Cameron, Alfredo Apolloni planted a small test block of Nebbiolo and Sangiovese at his N. Willamette Valley vineyard

subset: commoncrawl


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Debate:Propaganda in childrens' television
I was editing the article on the Wombles a while ago, and it occured to me that the program is in some ways liberal propaganda. I didn't want to sound paranoid so I didn't give much further thought to it, until it occured to me that a lot of childrens' programs seem to be suspicious in that regard. There is the very blatent Captain Planet, for a start. Then while reading the article on starfish here I noticed some have concerns regarding Spongebob Squarepants - though I cannot verify this myself as I refuse to watch such trash. Even the classic Sesame Street has that couple who appear worryingly like cohabiting homosexuals, and it's famous episode on death had a distinct lack of Christian worldview. Perhaps Conservapedia members should investigate for other examples? Parents rarely pay great attention to childrens' entertainment, so it's quite possible we are missing this hidden way in which values counter to our own culture are being slipped under the radar. I'm not suggesting that there is a great conspiricy here (Maybe a tiny one) - only that program producers tend to include their own values in the programs, and most people working in childrens' TV production seem to be leftists and lukewarm christians at best. - NewCrusader
Yes!!!! Ugh! Soon they are gonna talk about how bad and evil war is, I'm allmost about to throw up! --Nabroon 19:18, 16 August 2008 (EDT)
- That's probably attributable more to wanting to avoid contriversy. Show realistic war in a childrens' program, and get accused of traumatising them - thus programs are forced to take either the 'world peace' route of having all the characters oppose the war, or the 'toy soldiers' route where there is plenty of fighting, glory and patriotism but it's all really dumbed down and sanitised so much even the enemy doesn't die, and the good guys have a brilliently fun time playing with the guns and saving the country. Could you find some examples for me? NewCrusader 20:08, 2 September 2008 (EDT)
Captain Planet has been off the air for 15 years, Bert and Ernie are NOT gay, and what's your concern with old SpongeBob? As a parent and teacher, I'm more concerned that kids TV are nothing but commercials for toys. CraigC 10:02, 7 September 2008 (EDT)
- I still see it on reruns sometimes, but 'niche' is insufficient to describe how rarely. My concern is that we really don't know what is on the TV.
- I grew up on the Wombles and later watched Captain Planet every morning. It served as a timer: mid-way through the episode was time to finish breakfast and get ready for school. I still don't know how most of them ended. Looking back, I can see that the two programs influenced what I thought at the time - I did the recycling fad, and the energy-saving fad where I annoyed my parents by turning the lights off every time a room was empty for ten seconds.
- The programs I grew up with are no longer shown often, but what are children today growing up on? I don't watch childrens' TV, I really have not the faintest idea what programs today teach, and I expect many parents to have a similar lack of knowledge. This ignorance is a concern. If liberalism could get into TV fifteen years ago, why couldn't it get in today? Is there any way to be sure, short of spending weeks watching children's TV to see what values they teach?
- Bert and Ernie... while not gay, are still two adult men who live together, which looks very suspicious and at the very least will create the impression that this is a normal arrangement. As for spongebob, no idea - someone else made that accusation on another page, I just repeated it here. I would never watch such rubbish. Also, you are right about them being over-commercial - but that's a completly separate concern. NewCrusader 13:04, 7 September 2008 (EDT)
- I'm an elementary teacher with a small child so I'm exposed to much more children's TV than I could care for. PBS has really good stuff, concentrating mostly on education and character development. I must disagree with you about Bert and Ernie. They are not adults, they play with toys and do other childish things. According to the PBS website, they're just friends. Besides, by the time a kid is old enough to know what a gay couple is, they wouldn't be watching Sesame Street anymore. Commercial TV runs the guantlet from educational to absolutely moronic. Some people don't like Sponge Bob because they think he's effeminite, but I don't see it. Sure there's liberalism in many shows, but there's also conservatism. It's up to the PARENTS to monitor what their kids are watching. And if you ever want to see a hilarious take on Bert and Ernie's relationship, check out the broadway play 'Avenue Q.' Thanks. CraigC 22:52, 8 September 2008 (EDT)
I've always seen Clifford the Big Red Dog as a symbol of communism.
- Paranoid as I might be, even I don't believe that one :) NewCrusader 14:08, 27 September 2008 (EDT)
Lest we forget Tinky Winky and the Teletubbies. Be that as it may, I do miss wholesome shows like Mr. Rogers' Neighborhood, a show that I grew up with and helped shape who I am today. Most of today's children's entertainment is rubbish, and it serves as a babysitter most of the time. WesleySHello! 21:11, 10 November 2008 (EST)
First off, Spongebob is not so much a children's show as a teenage show. Like that of Cow and Chicken, or more previously Shrek, it teaches children lessons as many other shows do, and they understand. It is done in a certain way that many of the jokes in the show can only be understood by older kids, but the admirable characters and colourful animation get the message of basic morals across to young children. Of course liberalism can be seen in kids' shows, we are living in a changing world and the mass media must adjust to suit the opinions of the majority of viewers, and thus must teach children that ethnic and religous differences etc are now accepted in society, which is true on the most part. If you want "wholesome" TV for kids, sit them in front of the Disney Channel, in which life is impossibly happy and protganonists are always the popular, pretty kids. --LauraF 08:44, 25 February 2009 (EST)
This is a good subject for discussion,many children's programs are guilty of this, here is a short list of their 'crimes':
- Sponge bob: Promoting evolution, pantheism, theres an episode where he decides to become one with nature, so he spends the rest of his life in the woods, completely unclothed for the duration of the show. In another episode him and Patrick raise a clam being its parents.
- Transformers: Singularitarianism possibly even genocide since the decepticons are always being destroyed.
- Arthur: evolution public education]] progressivism
- Teletubbies: moral relativismanarchy no solid proof of this though.
again children's programming is no less than a vast global conspiracy to brainwash youth into hopeless and heretical liberal nightmares. Thats my spin on it anyway. Baronvonbob
My take is that, while there is indeed liberalism in children's programming, there is also conservativism. There are even shows with no real bent toward one or the other, a la Phineas and Ferb. Further, I greatly enjoyed Transformers and Arthur, I missed the window for enjoying Teletubbies, but watched it with my little sister. I never noticed the "crimes" that Baronvonbob referenced.
As for Captain Planet, what's wrong with teaching children to protect the environment and recycle? Regardless of whether global warming is real or not, smog certainly is, as is toxic runoff. Treadd 11:54, 16 June 2014 (EDT)


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Fact Sheet
April 15, 2012
What Is Molluscum?
Molluscum contagiosum is a skin infection. It is caused by a virus. Molluscum causes small bumps (lesions) to appear on the skin. Most of them are less than half an inch in diameter. They have a hard white core. Some lesions have a small dent or dimple in the center. The lesions are the same color as normal skin, but they look waxy. They usually don't hurt or itch.
The molluscum virus is very common, and almost everyone has it in his or her body. A healthy immune system will control molluscum so that if lesions appear, they do not last a long time. People with weakened immune systems can develop molluscum lesions that spread, last a long time, and are very difficult to treat. About 20% of people with AIDS will develop molluscum.
Molluscum is not a serious health problem. However, many people find the molluscum lesions to be very unattractive. This can cause serious emotional or psychological problems.
How Does Molluscum Spread?
Molluscum can be spread by direct skin contact. It often spreads through sexual activity. Molluscum can infect any part of the skin, but it is especially common on the face or in the groin and pubic areas.
It can be spread from existing lesions to other parts of the body or to other people. It can also be spread by objects (or clothing) that came in contact with a lesion.
Men with HIV often develop molluscum on their face. Shaving with a razor blade can spread it.
How Do I Know if I Have Molluscum?
A health care provider can easily identify molluscum lesions. They are waxy, flesh-colored bumps that don't hurt or itch. There are only one or two other infections that cause skin problems that look at all similar to molluscum.
How Is Molluscum Treated?
Molluscum lesions are treated the same way as warts. Unfortunately, the lesions often return and need to be treated again.
Can Molluscum Be Prevented?
Because the virus that causes molluscum is so common, it is not possible to avoid being exposed to it. However, if you have molluscum you should make sure that the lesions don't touch anyone else. You should also be careful not to spread molluscum to different parts of your body.
Be careful not to scratch the lesions or to cut them while shaving. Some health care providers think that using an electric shaver helps prevent the spread of molluscum.
Drug Interaction Problems
The acne drugs tretinoin (Retin-A) and isotretinoin (Accutane) tend to dry out the skin. Dry skin is also a side effect of the protease inhibitor indinavir (Crixivan) and some other antiretroviral medications (ARVs). If you use Retin-A or Accutane to treat molluscum along with ARVs that can cause dry skin, your skin problems could get worse.
The Bottom Line
Molluscum is a viral infection that can produce skin lesions. Although they are not medically dangerous, the lesions can cause serious emotional and psychological problems.
Molluscum can be spread from person to person by direct skin contact. It can be spread during sexual activity. If you have molluscum, you can spread the lesions to new areas if you shave with a blade.
Molluscum lesions are removed in the same ways as warts. Unfortunately, they often return and have to be treated again.
This article was provided by AIDS InfoNet. Visit AIDS InfoNet's website to find out more about their activities and publications.


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September 10, 2012
The brain is largely made of proteins. They provide the scaffolding on which its cells are built, and the neurotransmitters, hormones, enzymes, and other chemicals that bring it to life.
Behind each protein is a gene: a spiral of DNA that superintends its construction out of amino acids. In recent decades, genetic research has become a mainstay of neuroscience, illuminating how the brain is put together, the molecular pathways of its operations, and the myriad things that can go wrong.
Genes, Chromosomes, and DNA[i], [ii]
Deoxyribonucleic acid, or DNA, is the basic material of genetics. A DNA molecule consists of two strands twisted together, each made up of chemical units, or bases—guanine, adenine, cytosine, and thymine—linked in a long sequence.
Genes are sections of DNA whose base pairs provide information for one or more protein. Human beings have an estimated 20,000 to 25,000 genes.
Almost all our DNA is packed into the nuclei of our cells, tightly coiled in 46 structures called chromosomes, which are arrayed in pairs, one chromosome inherited from each parent. Women have 23 matched pairs, while men have a smaller "Y" chromosome as part of one pair.
Several dozen additional genes are lodged in the mitochondria, cell structures outside the nucleus that produce energy. All mitochondrial genes are inherited from the mother.
Over the last several decades, an enormous research effort mapped the sequence of genes that comprise a full set of instructions for constructing a human being—the human genome. Ninety-nine percent of the three billion base pairs that make up the genome are identical in everyone. Variations in the remaining one percent—polymorphisms, or gene alleles—make some eyes blue and some brown, and can mean the difference between health and disease.
From Gene to Protein[i], [iii], [iv]
To make a protein, a gene's DNA becomes the template for a molecule of messenger ribonucleic acid (mRNA), a process called transcription. mRNA resembles DNA in structure, but can move out of the nucleus into the cell body to regulate protein assembly.
This process, translation, takes place in structures called ribosomes, which "read" mRNA and translate three-base sequences on the molecule as one of the 20 amino acids from which proteins are made. A different kind of RNA, transfer RNA (tRNA), then assembles the amino acids needed to form the protein called for by the gene.
A protein typically contains hundreds or thousands of amino acids.
Gene Expression—Epigenetics[i], [v], [vi], [vii], [viii]
While most cells contain the same DNA, they don't produce or express all the same proteins: a bone cell cannot release neurotransmitters like a brain cell. The reason: only some genes are active at a given time in a given type of tissue. Whether a gene is switched off or on depends on the state of its DNA—if it is tightly coiled, for example, it cannot provide the template for its protein.
A gene may also be switched on or off temporarily or permanently by drugs, lifestyle, environmental forces, or stress. Changes in gene expression are central to such basic mental processes as memory formation, and may play a key role in brain disorders, including Alzheimer's disease.
In studying epigenetics—the factors that regulate how genes are expressed—researchers have focused on two chemical processes.
Methylation attaches a small chemical tag, or group of atoms, to the DNA of a gene, which blocks the transcription process.
The other process involves histones, proteins that provide a core for DNA to wrap around. Modification of histones (e.g. removal or addition of an acetyl group) can make it more or less difficult for DNA to unwind, interfering with or promoting transcription of information to mRNA.
After transcription, molecules of microRNA (miRNA) in the cell body may keep mRNA from reaching the ribosome, inhibiting translation into protein.
Genes and Environment[vi], [ix]
Genes don't operate in isolation, but in the context of upbringing, experience, lifestyle, and environmental exposure. One goal of brain research is unraveling this complex interaction.
For example, researchers have mapped how genes regulating neurotransmitters and receptors in the brain might influence whether an individual can cope well with stressful events, or will develop problems like post-traumatic stress disorder.
Conversely, it is known that negative experiences early in life make individuals vulnerable to stress-related problems, and animal studies have identified epigenetic effects that may be responsible.
How Much Is Genetic?[x], [xi], [xii], [xiii]
A basic question in genetic research is thus the extent to which a trait (like intelligence) or susceptibility to a disease is inherited or influenced by the environment (including epigenetic effects)—how much is due to nature, how much to nurture.
Answers to such questions often come from twin studies. Researchers compare how frequently the same trait or illness appears in identical, or monozygotic, twins, who develop from a single fertilized egg and have all the same genes, and in fraternal, or dizygotic, twins, who develop from two separate fertilized eggs and have half the same genes. The difference can be used to estimate the heritability of the trait under study.
Studies of similarities among twins reared apart can spotlight traits in which the influence of genetics is strong.
Twin studies have helped illuminate such basic facts of mental life and development as how heredity affects early learning, reading skills, and other aspects of cognitive development.
This kind of research has also advanced our understanding of brain disease. For example, repeated studies show that the identical twin of a person with schizophrenia is at far greater risk of developing the disease than a fraternal twin, suggesting that genes play a substantial role in this mental illness. Through twin studies, we know that the tendency to abuse or become addicted to a cocaine, marijuana, and nicotine is to a substantial extent inherited.
Adoption studies, comparing the rate at which adopted and natural children share traits of their parents, provide similar information. The more often natural children share a trait or illness of their parents, compared to adopted children, the stronger the influence of genetics is likely to be.
What Genes Are Involved?[i], [xiv], [xv], [xvi]
Because researchers know the chromosomes on which certain genes are located, they can deduce that other genes are nearby if they tend to be inherited together. Linkage analysis of DNA samples from families with a high rate of Alzheimer's disease led to the discovery that certain variants, or alleles, of the gene for apolipoprotein E (ApoE) on chromosome 19 increased risk of the disease.
Now that researchers have mapped the whole genome, they can rapidly analyze DNA samples to pick out genes that occur more frequently in people with a brain disorder or psychological or behavioral trait of interest.
Researchers have used such genome-wide association studies to identify genes that may play a role in Parkinson's disease, depression, ADHD, and schizophrenia, as well as genes besides ApoE in Alzheimer's disease.
Because brain diseases are complex, most cannot be traced back a single gene: a number of genes may each contribute a small amount to increased risk. Investigating these "candidate genes" and the proteins they express may provide insights into the disease process and suggest new targets for treatment and biomarkers to help identify people at risk.
What Do Genes Do?[i], [xvii], [xviii]
One way researchers probe a gene's operations is by altering it in lab animals. They substitute DNA segments in mouse embryos to create knock-out mice where the gene no longer functions, then observe differences from normal mice. They can also enhance the activity of a gene to create knock-in mice.
Researchers use genetically engineered animals and cells as tools to investigate normal brain functions and disease processes at the molecular level. For example, to explore the role of a cytokine (a chemical linked to the inflammatory response) in memory, investigators measured memory in mice bred to lack a receptor for the cytokine, or to produce a chemical that blocked it.
Drug researchers similarly used knock-out and knock-in mice to identify a brain receptor that is crucial to the response to nicotine, and to show how genetic variations might explain in part why some people become addicted to cigarettes and others don't.
Pharmacogenetics[ii], [xix], [xx]
Genetics researchers probe interactions between genes and drugs to work toward the goal of personalized medicine—tailoring treatment to the individual—and insights that could lead to new drug development.
In this effort, researchers have analyzed whole genome-association studies in search of markers to identify people with major depression who are likely to get better with fewer side effects when given specific antidepressants. In addition, researchers enlist studies using genetically engineered animals to map the molecular pathways that determine response to these medications and advance research into more effective ones.
[i] National Human Genome Research Institute, NIH http://www.genome.gov
[ii] Genetics Home Reference: Your Guide to Understanding Genetic Conditions. A service of the National Library of Medicine http://ghr.nlm.nih.gov
[iii] National Center for Biotechnology Information http://www.ncbi.nlm.nih.gov/About/primer/index.html
[iv] National Institute of General Medical Sciences, NIH "The New Genetics." http://publications.nigms.nih.gov/thenewgenetics/chapter1.html#c7
[v] Miller, CA, Gavin CF, et al. Cortical DNA methylation maintains remote memory. Nat Neurosci, 2010 Jun; 13(6):664-6.
[vi] Graff, J, et al. An epigenetic blockade of cognitive functions in the neurodegenerating brain. Nature, 2012 February 29 published online.
[vii] Gräff J, et al. Epigenetic regulation of gene expression in physiological and pathological brain processes. Physiol Rev, 2011 Apr; 91(2):603-49
[viii] Scitable: a collaborative learning space for science. http://www.nature.com/scitable/topicpage/Epigenetic-Influences-and-Disease-895
[ix] Feder A, et al. Psychobiology and molecular genetics of resilience. Nat Rev Neuroscience, 2009 June; 10(6):446-457.
[x] National Coalition for Health Professional Education in Genetics; Genetics and Social Science: Expanding Transdisciplinary Research. http://www.nchpeg.org/bssr
[xi] Institute for Behavioral Genetics (IBG) at the University of Colorado, Longitudinal twin study of early reading development. http://ibg.colorado.edu/rds/index.html
[xii] Zickler, P. Twin Studies Help Define the Role of Genes in Vulnerability to Drug Abuse. NIDA Notes, Volume 14, Number 4 (November, 1999) National Institute on Drug Abuse http://archives.drugabuse.gov/NIDA_Notes/NNVol14N4/Twins.html
[xiii] Sullivan, PF, et al. Schizophrenia as a Complex Trait: Evidence From a Meta-analysis of Twin Studies. Arch Gen Psychiatry, 2003; 60:1187-1192.
[xiv] Pericak-Vance,MA et al. Linkage studies in familial Alzheimer disease: Evidence for chromosome 19 linkage. Am J Hum Genet, 1991 June; 48(6): 1034–1050 http://www.ncbi.nlm.nih.gov/pmc/articles/PMC1683100/?tool=pmcentrez
[xv] International Parkinson Disease Genomics Consortium. Imputation of sequence variants for identification of genetic risks for Parkinson's disease: a meta-analysis of genome-wide association studies. The Lancet, 377 (issue 9766): 641 - 649, 19 February 2011.
[xvi] Mick E, et al. Family-based genome-wide association scan of attention-deficit/hyperactivity disorder. J Am Acad Child Adolesc Psychiatry, 2010 Sep; 49(9):898-905.e3. Epub 2010 May 14.
[xvii] Goshen, I, et al. Environmental enrichment restores memory functioning in mice with impaired IL-1 signaling via reinstatement of long-term potentiation and spine size enlargement. J. Neuroscience, March 18, 2009. 29(11):3395–3403
[xviii] Tapper, A.R., et al. Nicotine activation of α4 receptors: Sufficient for reward, tolerance, and sensitization. Science, 306(5698):1029-1032, 2004
[xix] Garriock HA, et al. A genomewide association study of citalopram response in major depressive disorder. Biol Psychiatry, 2010; 67:133-138.
[xx] Richardson-Jones JW, et al. 5-HT1A autoreceptor levels determine vulnerability to stress and response to antidepressants. Neuron, 2010 Jan 14; 65(1):40-52.
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Mystery Surrounds Air Force Decision, But It's Happened Before
What Were They Thinking?
The mystery surrounding the Air Force's abrupt dismissal of Hawker Beechcraft's AT-6B as a candidate for its potential light attack aircraft invites speculation since the Air Force itself isn't talking. In fact, the Government Accountability Office seems to support the Air Force's lack of accountability in handing the $1 billion contract to Embraer and its Super Tucano. The GAO, whose mandate is to ensure that everything is on the up and up with government spending, has refused to even look into a set of circumstances that would seem to warrant some scrutiny.
By all accounts, the Embraer and the T-6 have a lot in common and each do some things better, or differently, than the other. It's about what you'd expect in a competition of this nature and it seems like the Air Force could have justified the choice of either at the end of a fair and comprehensive evaluation. Instead, the Air Force went out of its way to exclude the T-6 from the competition, seemingly within hours of awarding the deal to Embraer, and a political stench is now rising as lawyers circle overhead.
At its most basic level, it's hard to imagine the Air Force cares much which airplane it gets as long as it does the job. In fact, from the Air Force's perspective, assuming everything else is roughly equal, the edge would seem to go to Hawker Beech since the Air Force and the Navy already have T-6s in their inventory as a successful trainer. The continuity in maintenance, repair and training should save the military the money that inevitably is spent in introducing a new type.
So, that leaves political interference as a logical possibility for the Air Force's odd behavior and that's where the guessing games get interesting.
Given the jobs agenda set out by the administration and the growing America-first sentiment in the unemployment-ravaged country, what could possibly be the political motive for giving this contract to a Brazilian company? Well, the truth is that in the four-year horizon of politics, the Embraer deal is a net creator of jobs because 50 positions will be needed in Jacksonville, where the planes will be assembled from parts made in Brazil. It's a good bet that many of those jobs will be filled with NASA workers laid off with the demise of the space shuttle program. Hawker Beech's T-6 line is busy until 2015 when the last of its training orders will be filled and the Wichita company is no doubt looking for more buyers to keep it going beyond then.
Then there's Brazil itself. Would it surprise you to know that by some estimates Brazil has surpassed the UK as the world's sixth biggest economy? Did you know that it has about 700 aircraft in its Air Force and will likely have a frontline force of Gripen fighters before long? it also boasts an aircraft carrier and an active nuclear submarine development program. Clearly, the presence of an emerging power on the U.S.'s southern flank deserves some attention and this may be as much a foreign policy statement as it is a procurement program.
It's also possible, but not likely, that Hawker Beech's tough-talking CEO Bill Boisture's penchant for speaking his mind in front of reporters has something to do with this. As we reported from NBAA last October, Boisture launched a partisan tirade against the Obama administration, blaming its public disdain for business aviation for much of the industry's problems. Did Boisture's attack ricochet and hit him in the foot? Again, it's not likely his intemperate comments scotched his company's chances on this contract but I'd wager they didn't help, either.
� Russ Niles
Same Movie, Different Players?
Hawker Beechcraft's tiff with the Air Force over the use of its AT-6B light attack trainer is a movie I've seen before. This sort of thing isn't exactly unprecedented.
The first military aircraft program I wrote about was the A-10, which was built by Fairchild Republic in both New York and Maryland, where I was a news reporter. The A-10 program was perking along to a final contract �this was in the mid-1970s�when a couple of challengers came along after the initial proposal had been floated and performance specs established.
One was based on the P-51 Mustang. As I recall, the airplane was an outgrowth of what had been called the Cavalier Mustang, the attempt of a Florida newspaper publisher named David Lindsay to transform surplus P-51s into executive aircraft. This is not quite as improbable as it seems, since in the late 1950s and early 1960s, there were a lot more P-51s floating around than there are now. As this project developed, the Air Force contracted with the company to build what became the Cavalier F-51D, which the service thought could do the very light attack/countinsurgency role Beech is now proposing for the AT-6B. It had the export market in mind.
That project kind of muddled around and eventually Cavalier fitted a Rolls-Royce Dart to an improved Mustang airframe, but it fizzled as a business plan and the company closed in the early 1970s. But the project re-emerged in the mid-1970s as the Piper PA-48 Enforcer. That's right, Piper.
Like Beech, Piper lobbied congress to consider the Enforcer, at one time pitching it as an alternative to the A-10. I can't recall if lawsuits were threatened, but probably not.
By then, the airplane had little in common with the Mustang, but it kind of resembles a taildragger version of the AT6-B, probably with similar capabilities. Piper got the Air Force to fund a couple of airframes, but after tests, it decided not to buy them and Piper's attempt at being a tactical aircraft manufacturer ended.
Hawker Beechcraft may end up in the same place. If it does, it won't be the first.
� Paul Bertorelli


text: This song has been tabbed of some youtube videos of Chris performing at home and on stage. I reconned you all could use a tab for blindfolded, one of many kick ass songs by STD. might be some errors in how certian chords change but the chords themselves are all 100% correct Standard tuning. Use capo on fret of choise to adapt the chords to your voice and enjoy! A tab by Kognitiva... ...Saves.the.day.Blindfolded... Am G F F So now I've made the decision to walk behind you in the dark for the rest of my Am G F F life and I'll never show my face again because it's too scarred and bloody to be enough and I Am G F F don't have the right stuff- all I have Am G F are the empty boxes to carry away your Dm F heart and I think that tonight I will sneak into your C G house and I'll sing songs and wake you up Am F and I'll take you blindfolded dancing onto bridges and you'll (play 1 stroke of c for 4/4, same goes for next cord G) C say you don't to be with me (Sing "no one" after 3/8 of G) G F ---no one ever does and no one ever thinks of me that way Am F but I will even drive you home if you never let me forget about you C G Am and if you promise me that I'm good enough for someone F 'cause I've got to be Am G F F good enough for you and someday soon Am G F F ---I'll get it right then you'll see-eee Am G F just how good I can be so Am Em F C don't ask me about forever because right now I'm feeling lost, loo-oo-ooost C F Am G ...oost (sing "sooo" on 3/4) C F Am G ------soooooooooooo there's got to be some place for me because (sing "If" on 2/8) C F Am G if there isn't where will I go? Will there be some place for me and will you be there wai-ti... C F Am G iiiii-ii-ing, Will you be there waiting for me? C F---------Am---------| G --------------------------| when we get there please catch me C F Am G before I crawl all the way home C F Am G Catch me! Before I crawl all the way... C F Am G ...home, Catch me! Catch me!!!eeeeeeee.... C F Am G ...eeeeeeeeeeeeeeeeeeee... Crawl all the way hoo-ooo-ooo... C F Am G ...oo-om Crawl all the way hooooome! F F F F C - C but I won't stop 'til - you do.


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I'm still sick, and enjoying the view from behind my reading glasses immensely. Everything outside of three feet in front of me is kind of wavy and laid back. I know I'm probably going to go blind enjoying this gentle curve to the scenery, but Pink Floyd is on at Dino's and I just don't care.
Okay, so I read something incredibly dumb on TEH INTARWEBS this morning. See, in the online Pagan community (well, the Pagan community, in general, but especially in the online portion of it), you tend to run into individual who will spout all kinds of nonsense that they believe, stuff that makes absolutely no sense at all, and they expect everyone to bow down before their superior knowledge because PAGANISM CAN BE WHATEVER I WANT IT TO BE OMG!!!11!!! If you don't immediately go, "Right, you're really, actually a dragon, you just can't show me your true form because I'm not a Shaman and only Shamans can see dragons in their true forms without having their tiny minds blown apart," then you're totally persecuting them on a never-again-the-burning-times kind of way.
Now listen, I'm as flighty and flakey as the next New Age believer. I worship and pray to deities that do horrible things to mortals and themselves, and some who live in the trees and sleep all winter. I have as many issues as the next Pagan. But today I read something that made me go, "OMG, Pagans are fucked up."
The statements in question came from a LiveJournal post in which the poster says that while researching the ancient Celts, they found a drawing of an androgynous, animal-like creature in one of their Pagan books. They meditated on it with their "master" (here meaning "teacher", not like the kind of master Brynn writes about) and came to the conclusion that the Celts actually existed before humans. This is groundbreaking! To think that a group of humans existed before their species did!
When people pointed this out to the
This is the best excuse I've ever heard of for blatantly ignoring established scientific, archaeological, and anthropological evidence in direct contradiction of one's own personal theory. From now on, whenever I say something that is later proven to be wrong, I will argue that I am correct, coming from history in art and using sheer intuition.
Usually, I just blame everything on Pon Farr.
Seriously, random internet poster, you have just knocked "Because it's in the Bible!" out of the number one spot in my top ten list of "Stupid Excuses To Believe Something Ridiculous That Has Been Debunked By Solid Scientific Evidence."
So, the standings are as follows:
Jennifer Armintrout's Top Ten Stupid Excuses To Believe Something Ridiculous That Has Been Debunked By Solid Scientific Evidence:
- "I am coming from history in art and using sheer intuition."
- "Because it's in the Bible!"
- "Silver Ravenwolf said so in To Fly A Silver Broomstick!"
- "I saw it on Dateline!"
- "It happened to that kid who was on Wonder Years!"
- "Someone sent me a forward about that!"
- "My grandmother swore by it!"
- "It was in a Thai medical journal."
- "I just do what feels right to me."
- "My lawyer advised me to."


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As I wrote in Thursday's Times, several start-ups backed by Silicon Valley venture capital firms are developing a new type of internal combustion engine that promises a striking boost in fuel economy while reducing greenhouse gas emissions.
It sounds a bit too good to be true, but the companies have had their claims verified by independent firms, and some of them have signed licensing deals with major engine manufacturers.
The start-ups that I profiled – Achates Power, EcoMotors and Pinnacle Engines – all are building variations on what is called an opposed piston engine. Such engines do away with heavy cylinder heads that serve as combustion chambers in conventional engines. Instead, the space between two opposing pistons forms the combustion chamber where fuel is ignited.
That makes opposed piston engines lighter and cheaper to make. And because opposed piston engines have a greater power density, they waste less energy as heat and thus operate more efficiently.
Read more…


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The 2012 State Liability Systems Ranking Study
September 10, 2012 | Research
The 2012 State Liability Systems Ranking Study was conducted for the U.S. Chamber Institute for Legal Reform to explore how fair and reasonable the states' tort liability systems are perceived to be by U.S. businesses. Participants in the survey were comprised of a national sample of 1,125 in-house general counsel, senior litigators or attorneys, and other senior executives who indicated that they are knowledgeable about litigation matters at companies with at least $100 million in annual revenues. The 2012 ranking builds on previous years' work, where in each survey year all 50 states are ranked by those familiar with the litigation environment in that state. Prior to these rankings, information regarding the attitudes of the business world toward the legal systems in each of the states had been largely anecdotal. The State Liability Systems Ranking Study aims to quantify how corporate attorneys view the state systems.... Read More


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Until you've had your heater inspected by a professional, you may not definitively identify the problem. Likewise see that the heating system doesn't leak. A brand-new water heater Minneola, FL is a huge investment, and one which you and your member of the family will rely on for ages.
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[1]The U.S. Naval Institute: Who we are, what we do, and why we matter.
What professional organization held its inaugural meeting the year before the first Kentucky Derby and has been in existence longer than the American Bar Association? If the tale is not apocryphal (no one knows for sure), what magazine did the National Geographic Society pattern its first publication after? What popular naval history magazine debuted in 1986? And what publisher went out on a limb with first books by unknown novelists—Tom Clancy's The Hunt for Red October [2] and Stephen Coonts' Flight of the Intruder [3]?
The answers are: the U.S. Naval Institute, an independent nonprofit membership society of the sea services formed in 1873 "for the purpose of discussing matters of professional interest;" the Institute's monthly magazine, Proceedings, first published a year later as a forum for advancing the discussion of issues critical to the Navy of its day; its bimonthly Naval History, the premier magazine devoted to maritime heritage; and its book publishing arm, the Naval Institute Press, known as the unofficial university press of the U.S. Naval Academy.
The story here is about the Naval Institute—its magazines, its books, and its conference series—and what it has meant and continues to mean to sea service professionals, other members of the national security community, and enthusiasts around the world.
From buffs, hobbyists, and armchair flag officers to the highest levels of the military, government, science, journalism, exploration, and entertainment, a vast number of personalities have been members, written for Naval Institute publications, and participated in its events.
The Founding
The Institute, said to have been conceived by Civil War veteran and future Naval Academy Superintendent Commodore Foxhall Parker, convened its first meeting on Thursday, 9 October 1873, more than 11 years after novel steam-powered ironclads rendered wooden sailing ships obsolete. A group of 15 naval officers assembled by Lieutenant Charles Belknap met that evening in the Academy's Department of Physics and Chemistry building, literally on the banks of the Severn River on the outskirts of Annapolis, within sight of Maryland's wooden Capitol dome.
[1]Here may be a good place to dispel two long-held myths: one, that the organization serves and always has served only the highest-ranking officers of the sea services; and two, that the purpose of this first meeting was to discuss how the Navy was going to cope with a depleted and deteriorating post-Civil War Fleet. Rear Admiral John L. Worden (pronounced WERE-den)—skipper of the USS Monitor during her epic battle with the CSS Virginia in the 1862 Battle of Hampton Roads—presided over the first meeting. But the bulk of the group consisted of commanders, lieutenant commanders, lieutenants, a Marine captain, a chief engineer, a medical director, and a pay inspector.
[1]So anyone who thinks the organization's foundation was top-heavy with flag officers should think again. And today, the Institute is still not controlled by top leadership—or anyone else. In fact, it strongly encourages membership and participation in its independent forum from all ranks—active duty and retired—as well as civilians with something constructive to offer.
As for their deep concerns over the supposedly shameful state of the Fleet, the members of this first group may have felt such anxiety, but it wasn't addressed in the October meeting, at least based on what we know to be the topic of the first presentation.
These naval servicemen entered into a lively discussion, it is said, after Commodore Parker's reading of his paper, "The Battle of Lepanto," a lengthy discourse on the 1571 battle at the mouth of the Gulf of Corinth between galleys of the Holy League coalition (also known as the Christian Fleet) and Turkish Muslim galleys. It was a performance for which the commodore received, according to the minutes of that first meeting, "a vote of thanks" from those assembled. What this might have had to do with the sorry state of President Ulysses S. Grant's Navy is a mystery.
But, happily for those who believe the Institute's founders had more lofty ambitions than reading history papers to each other, it didn't take long for the group to take up the future of the Fleet. For the next meeting in November, Captain Stephen B. Luce traveled from Boston to read his hastily prepared paper, "The Manning of our Navy and Mercantile Fleet," meeting head-on the issue of charting a course for the nation's maritime interests.
Captain Luce's argument for apprentice training in the Navy and Merchant Marine was so strong that his was the lead article in Volume I of The Papers and Proceedings of the United States Naval Institute, what we know today simply as Proceedings. Publication of this article led to congressional legislation in favor of Merchant Marine training, a naval apprentice program, and the 1875 opening of the first state maritime school on the USS St. Mary's in New York City.
Just in its first year, the Naval Institute was making its presence felt, and it does so to this day, not only in its magazines, but in its books as well. Since 1898, the Naval Institute Press has been producing texts used by naval personnel to learn everything from shiphandling to knot-tying, while also getting into the realm of popular history, biography, and fiction. Contrary to what some may think, The Hunt for Red October—endorsed as it was in the mid-1980s by President Ronald Reagan and thus making it a runaway success—is not the all-time Naval Institute Press best-seller.
That honor goes to a handy pocket-size book currently in its 23rd edition, The Bluejacket's Manual [4], a primer on uniforms, weapons, ranks, rates, and other essential arcana for all naval personnel, from seaman to admiral. First written by Lieutenant Ridley McLean, this guide was first published in 1902, four years after the Naval Institute's Board of Control authorized the publishing of books "on naval and allied subjects."
The Press issued its centennial edition of The Bluejacket's Manual in 2002. Much has changed in the century since the first edition was published, including the tone, says retired Navy Lieutenant Commander Tom Cutler, currently in charge of updating the book's text. "I guess because it was assumed Sailors were going to misbehave, the tone was very pedantic," he says, "like a parent disciplining a child." Because changes need to be made frequently to this "Sailor's bible," especially as technology accelerates, the Press usually prints the book twice a year and distributes it to every Sailor joining the Fleet.
Among the luminaries associated with the Naval Institute in the past were future Admirals Ernest King, Chester Nimitz, and Hyman Rickover, who wrote for Proceedings as junior officers. And over the years, a few other legends became involved.
Among them was the irascible Captain Joe Taussig, an editor of Proceedings and secretary-treasurer of the Naval Institute who had his leg shattered at Pearl Harbor but stayed at his battle station and continued firing on attacking Japanese aircraft. A Navy Cross recipient for his actions that day, he went on to be a red-tape-cutting champion for safety at sea.
But he was perhaps best known here at the Institute for his biting wit, referring to Navy and Marine jet pilots as "nasal radiators," and penning for Proceedings such hilarious gems as "My Life with the PIMPs," his tirade against the Navy's Productivity Improvement Programs (PIMPs), "through which upper-level managers further screw up already screwed up organizations by trying to unscrew the inscrutable." The Naval Institute's Executive Suite is named after Captain Taussig.
Then there was Rear Admiral Kemp Tolley, legendary for his naval exploits in China, Indonesia, and Australia (detailed in his Naval Institute Press books, Cruise of the Lanikai [5] and Far Yangtze Station [6]) and for his work as a naval intelligence officer in Stalin's Russia (the topic of his book, Caviar and Commissars [7]). Admiral Tolley, who wrote dozens of articles for Proceedings, was well-known among the Naval Institute staff for other things, most notable among them being his photographic collection of women he had met in his world travels, which he used to illustrate his always unpredictable newsletter, the China Gunboatman.
And what article about the Naval Institute can ignore the contributions of Captains Edward L. Beach, Sr. and Jr.? While the senior Captain Beach was a veteran of the Spanish-American War and World War I, he was also a prolific author, having written 13 novels about Sailor life. But it was his son, Edward Jr.—Ned to his friends—who had the most impact on the Naval Institute.
[1]A World War II Navy Cross recipient and the author of several books, the most widely known being the submarine saga Run Silent, Run Deep [8] (later made into a movie with an all-star cast headed by Burt Lancaster and Clark Gable), Captain Beach was a tireless supporter of the Institute. The organization's headquarters bears the name Beach Hall in honor of father and son, warriors and authors, the embodiment of the Institute's sword-and-quill insignia.
Legends aside, the most potent participants in the Naval Institute's Independent Forum have been Sailors, Marines, Coast Guardsmen, and Merchant Mariners who wrote and continue to write about things that concern them. These have not been professional writers. But they are the ones—the pilots, the ship drivers, the equipment handlers, the ones with first-hand experience—who possessed what long-time Proceedings Editor-in-Chief Fred Rainbow called "the passion to make it happen."
Many writings published by the Institute have had a major impact on submarine warfare, surface-ship design, Marine Corps warfighting doctrine, naval aviation, and the use of technological advances to best naval and maritime advantage. These are only a few innovative topics to have been discussed in its magazine and book pages and on its conference stages.
Occasionally, the Naval Institute has had a purely unintentional but nonetheless significant impact. For example, in an interview with Naval History in 1994, mostly about his coverage of the Normandy invasion 50 years earlier, newsman Walter Cronkite, often described as "the most trusted man in America," recalled that an article in Proceedings inspired what he called "one of the best shows we ever had on The Twentieth Century," his popular television series that aired from 1957-67.
In December 1960, Proceedings published a piece by former Imperial Japanese Navy Ensign Takeo Yoshikawa, with Marine Lieutenant Colonel Norman Stanford, about Yoshikawa's top-secret assignment to spy on the movement of ships at Pearl Harbor prior to the Japanese attack. Every day he went to a Japanese tea house overlooking the harbor and soon noticed a pattern: The ships would leave every Monday and return every Friday. Consequently, he was certain most would be in port on Sunday morning, 7 December 1941. And they were.
The article at first drew little attention. According to Mr. Cronkite, "Nobody else picked it up, except a bright-eyed guy who worked for us. He brought the clipping in from Proceedings, and we went right to Japan." Producers for the program found Yoshikawa and persuaded him to return with them to Pearl Harbor and to the tea house where he had spied on the Pacific Fleet, promising they would keep his visit secret. But according to Mr. Cronkite, after Yoshikawa had a few drinks one evening, "the local clientele found out who he was, and we barely got him out of town before the lynching." If he hadn't told us, we would have never known.
The reputation of the Naval Institute invariably seems to precede us. When Naval History went to interview former Washington Post Executive Editor Ben Bradlee about his service in Fletcher-class destroyers in World War II, the first thing he asked was, "What is your relationship with the Naval Institute Proceedings?"
Appearing as the dinner speaker at a banquet during one of our Annual Meetings here in Annapolis in 1995, Herman Wouk—author of such classics as The Caine Mutiny, The Winds of War, and War and Remembrance—opened his address [1]with a tribute to the cachet associated with the Institute: "I was signing books today at the Naval Institute's bookstore, something I haven't done in 30 or 40 years. . . . I must have signed 100 copies of the Naval Institute's special edition of The Caine Mutiny, and I was thinking to myself, well, after all, here is sure immortality for a work of fiction."
From the Highest Levels
One life member and past Proceedings author is former Chairman of the Joint Chiefs of Staff and Secretary of State Colin Powell, who among other things lent his name to the first of the Institute's Joint Warfighting Essay Contests. When General Powell was chairman, a naval officer was charged with marking up publications that contained material he thought the general should read. On the officer's first day, he pasted notes all over the latest copy of Proceedings and took it into his new boss's office.
[1]"You don't need to flag this," the chairman said. "I read Proceedings at home." While we like to think we're the best at what we do, we've heard comments from naval people around the world who say we are the only ones who do what we do. No other military-oriented organization adheres as vigorously as the Naval Institute does to its independence and its commitment to a forum for the responsible and civil exchange of ideas.
That hasn't always been easy. Those at the highest levels of their professions often find criticism hard to swallow. For example, life member, Reagan administration Secretary of the Navy, and 9/11 Commissioner John Lehman said in an April 2004 conference address that he's been a fan and supporter of the Naval Institute his entire career "with the exception of six short years when I was secretary of the Navy." Above scattered chuckles from the crowd, he added, perhaps only half joking, "Somehow, the institution got off track over those six years."
Disagreement over published opinions or something said in a conference is one thing. In fact, that's what we're all about. But in a few instances over the past century and a third, some officials in high places have tried to take control and stifle open debate in fits of pique against subordinates somehow seen as irresponsible and uncivil; others even tried to abolish the organization altogether. We're happy to report that, after several reevaluations of the purpose and the mission of the Naval Institute, sometimes by outside parties, none of these attempts succeeded.
General Powell himself once endorsed the organization's trademark unbridled exchange of ideas at an Institute conference. Having been seated at the head table with other panelists at a luncheon in Annapolis, he began his address by pointing out: "This is a real testimony to the open forum of the Naval Institute. Where else in the world could the Chairman of the Joint Chiefs be seated between Bob Woodward of the Washington Post and William F. Buckley of the National Review?"
Time has tested many of the ideas the Naval Institute has surfaced, and some ultimately improved the way the sea services operate or defined the role maritime heritage plays in helping us learn from the past. But it takes courage to buck the conventional wisdom, which is why President John Adams—an early and firm supporter of a strong Navy—is the Institute's patron saint.
For this reason, we invited the Pulitzer Prize-winning historian David McCullough to address our Annual Meeting in spring 2001 just as his biography of our second president was about to hit bookstores. In his speech, he recited an Adams quote that has become the Institute's guiding principle:
[1]One of the most moving passages, in all that he [Adams] wrote, was written when he was 30 years old—in 1765, ten years before Concord and Lexington—in something called A Dissertation on the Canon and Feudal Law. The last sentence of it is the chosen motto of the U.S. Naval Institute. He wrote: "The true source of our suffering has been our timidity: We have been afraid to think." And here's the sentence, which I dedicate to all of you: "Let us dare to read, think, speak, and write."
Fortunately, for the sake of the sea services and national security, some of our best thinkers have so dared, and they still do.
Another Centenarian
Recently, Folio, the self-appointed "Magazine for Magazine Management," featured an article titled "The Centenarians," which toasted a handful of magazines still in circulation after 100 years or more in the marketplace. Starting with the Atlantic, first published in 1857 as The Atlantic Monthly, the article traces the origins and longevity of Railway Age (1876)—which merged with Railroad Gazette (1856) in 1908 and became Railway Age Gazette—Scientific American (1845), and Library Journal (1877). It also lists Drovers (1886), Popular Science (1872), and National Geographic (1888) as being the only other publications to have survived since the 19th century. Folio missed an important one. The first issue of the U.S. Naval Institute's Proceedings in 1874 preceded three in this group. And even though it has weathered some bumps in the road, the magazine remains healthy and vital, still occasionally ruffling feathers to make the sea services better than they already are.
Mr. Schultz is senior editor of Proceedings and Naval History and has conducted more than 70 interviews for both magazines, including those mentioned in this article, which originally appeared in the October 2006 Proceedings.


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Last updated: April 01, 2009


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Prospects in queue to answer next call
HOUSTON -- Something different has consumed the Astros for the last month: winning.
Yet, that something has not taken the pressure off of Houston's prominent Minor League system. It's only brightened a spotlight that Astros fans have been clinging to for the past three seasons.
HOUSTON -- Something different has consumed the Astros for the last month: winning.
Yet, that something has not taken the pressure off of Houston's prominent Minor League system. It's only brightened a spotlight that Astros fans have been clinging to for the past three seasons.
The beginnings of that Minor League talent have reached the Majors, and the results are better than Astros fans could've hoped for. George Springer has the power, speed and energy that can ignite a ballclub. Jon Singleton has the bat speed to be a deep-ball danger every at-bat. And yet, everyone still wants to know, "Who's next?"
"These players we've taken the last couple of years, not only with the first pick in the Draft, but throughout the Draft, have really bolstered our farm system," general manager Jeff Luhnow said. "They're in large part a big reason why our farm system is the best in baseball right now."
One June 3, the day of Singleton's debut, Luhnow was asked the question, "Who's next?" Luhnow talked around the question, saying it's somewhat disrespectful to constantly talk about the next player to make a Major League debut. He cited the Astros' plus-.500 May as a reason to not have to talk about specifics about Houston's next prospect to be called up.
"We do have a lot of highly touted, exciting young players," Luhnow said. "I recognize the fact that fans are always going to want players to get here before we think they're ready. That's the nature of the beast."
The first name that often comes up when discussing Houston's young talent is Carlos Correa, the No. 1 overall pick of the 2012 First-Year Player Draft. Correa is ranked by MLB.com as the No. 7 prospect in baseball, and the No. 1 prospect in the Astros organization. It's highly unlikely, however, that the 19-year-old Correa will make an appearance in the Major Leagues this season.
Correa is a 6-foot-4, 205-pound shortstop with above-average power and a steady swing. He's got a big arm and will be Houston's next shortstop in a year or two. For Class A Lancaster, Correa is hitting .329 with 54 RBIs, 446 runs, 156 doubles, five triples and five home runs.
While Correa is one of the more talked about prospects, it's likely that Domingo Santana will be one of the next Minor Leaguers to make a Major League appearance. Santana is a 6-foot-5, 225-pound outfielder whom the Astros acquired from the Phillies as a part of the Hunter Pence trade in 2011.
Santana is ranked by MLB.com as Houston's No. 7 prospect, and the No. 96 prospect in Minor League baseball. He's a power hitter who has a tendency to swing big. Santana has been hit-or-miss for Triple-A Oklahoma City this season, batting .287 with 11 homers, 41 RBIs, 32 walks and 83 strikeouts.
Another Astros prospect who could make his debut sooner rather than later is right-handed pitcher Mike Foltynewicz. At 6-foot-4 and 220 pounds, Foltynewicz is a 22-year-old power pitcher with a fastball in the mid-to-upper 90s.
The Astros drafted Foltynewicz with their first-round pick in the 2010 First-Year Player Draft. He's ranked by MLB.com as Houston's No. 5 prospect and as the No. 46 prospect in the Minors. Foltynewicz is 5-4 this season for Oklahoma City, with 68 strikeouts, 30 walks and an ERA of 3.90.
While Foltynewicz and Santana appear to be first on the waiting list to make their Minute Maid Park debuts, Mark Appel has not been able to propel himself through the Minor League system just yet. Appel was drafted No. 1 overall by the Astros in the 2013 First-Year Player Draft, and has experienced a slow start his Minor League career.
Appel, the club's No. 2 prospect, is 0-2 pitching for Class A Lancaster, with an ERA of 11.94 in his 17 1/3 innings and six starts. Spring appendicitis issues slowed Appel's progress, and he has remained in that pattern ever since. Still, the Astros insist Appel's work is fine, and that the current slump is just a minor setback in what they're hoping will be a long career.
"What's important for Mark is how he finishes this season as opposed to where he is now," Luhnow said. "It hasn't been scripted how he or us would've wanted so far. That's why we develop these players in the Minor Leagues. He will ultimately be a big leaguer and a good one for the Astros."
Beyond those names, the Minor League system has earned praise for its depth. There are plenty of other players who could make their way into the big league lineup and rotation. Players like Preston Tucker, who was recently promoted to Triple-A after hitting a Texas League-high 17 homers, along with Delino DeShields and Max Stassi have all grabbed headlines at some point in their Minor League careers.
"I look at it a lot," Luhnow said. "The group that's here did a terrific job with the Draft last year and a terrific job in the year before that."
Regardless, the system is full of young prospects and Luhnow's patience since arriving in Houston is showing signs of paying off. The winning the Astros are doing now may just be a premonition of what's to come.
Mike Vernon is an associate reporter for MLB.com.