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Stylist Shirley Kurata has described her look as "mod secretary," but with all due respect to the steno pool, this doesn't do her justice. Whether styling her own outfits or decorating her incredible home in L.A., Shirley creates this giddy, Starburst-colored world full of winking mid-century references. She's whimsical without being precious, and referential in a way that feels totally fresh.
Shirley has dressed Miranda July, Zooey Deschanel, Cass McCombs, and Devendra Banhart, but I'm especially enamored of her editorial styling, which is so smart, cinematic, and full of attention to detail. Shirley often collaborates with the amazing photographer Autumn de Wilde (who shot her own favorite secret spots in L.A. for Rookie back in October). I loved their editorial for Paper based on Weetzie Bat, Francesca Lia Block's must-read novel about weird punk kids coming of age in L.A.
Shirley has also been styling Rodarte's runway shows since their very first one in 2005. She shares an apartment with Kate and Laura Mulleavy during New York Fashion Week, where their horror-movie-and-taco night was once interrupted by a surprise visit from Vogue's André Leon Talley (do you want to be their BFF yet?).
Shirley's own style is '60s mod (bright Crayola colors, A-line dresses, and opaque tights) meets '70s pottery teacher (slim-fitting turtlenecks, knee-length skirts, and little berets). I admit that ever since I first started following Daily Shirley, Autumn de Wilde's addictive chronicle of Shirley's daily style, I've become a total Shirley wannabe! Here's an all-thrifted outfit I've been wearing lately that I hope screams Shirley and not Velma from Scooby-Doo (although Velma had pretty rad style, too, now that I think of it):
And since we can't all be lucky enough to thrift perfectly garish orange sweaters and flippy tennis skirts, here's a Shirley-inspired outfit that I put together just for you:
Shirley was awesome enough to answer some questions for us about her own inspirations. Read on for her advice on developing your own style, her favorite Japanese horror movies, and the atheist Smiths fan who changed her life. Oh, and we get some deets on that star-studded taco night, too!
I want to start by asking you: what were you like in high school?
Well, I went to an all-girls Catholic high school in Pasadena, which I hated. I just never felt like I fit in there. It was a school for white, privileged, preppy girls. The turning point in my high school life was meeting my friend Sharon, who is dear to me to this day. Sharon was outspoken about her atheism and did plays about it in religion class (to the dismay of our teacher, a nun). She dyed her hair blue-black, loved Thoreau and Oscar Wilde, listened to the Smiths and the Style Council, and showed me that it was OK to be different. And together we griped about how much we hated certain classmates and our school! She was the one that took me to the great vintage stores in Orange County, which was near her mom's house, and that started my obsession with wearing vintage. I actually liked wearing a uniform in high school. It's kind of nice to wake up and not think about what you have to wear, and there's something about school uniforms that's visually appealing. But I think it also gives you this drive to find your own identity. Being Japanese-American, I would go the Japanese bookstores in L.A. and get fashion magazines from there. I loved the styling in them because it was so not sexy—as opposed to what you saw in American fashion magazines. It was cutesy, androgynous, quirky. Because my upbringing at home and at school was so sheltered and contained, I naturally needed to break free from that world and be as different from everyone else as I could!
How did you get into styling? Was it something you always wanted to do, or did you have another career in mind?
I've wanted to be a fashion designer since I was 10. I had my mom teach me to sew, and I took sewing classes in high school and then eventually studied fashion design in Paris at a school called Studio Bercot. Starting a fashion line was kind of a big beast that I felt I didn't want to tackle, so I got into costuming and styling. I interned on a bunch of low-budget films and TV shows. It wasn't a meteoric rise by any means. But I think it gave me the constitution to stick to this line of work. Styling is not easy.
I love your runway work for Rodarte. Do have much autonomy in creating a vision for their collection, or is it more collaborative?
It's definitely collaborative. Kate and Laura are completely involved in the total vision of their collection and their runway shows. I'm not an ego-driven stylist that would push a designer to do something they didn't want to do.
Who are your favorite designers, and who would you love to work with?
Well, of course, Rodarte and Peter Jensen. From a historical standpoint, I love the work of Yves Saint Laurent, André Courrèges, Rudi Gernreich, Ossie Clark, and Cristóbal Balenciaga. I love Miu Miu and Prada and Marni, so I'd love to work with Miuccia and Consuelo.
Your personal style is so amazing, like Carnaby Street meets '70s pottery teacher! Can you tell me a bit about how it developed? What have your influences been beyond fashion?
L.A. has great thrift stores, vintage stores, and flea markets. Since I wasn't really finding new stuff that I liked in stores at the malls, I just tended to wear more vintage. Also, as a young student, it was more economical. And I loved the hunt to find a $10 Ossie Clark dress from Savers, or a Burberry coat from a Parisian flea market for two dollars. The mod thing kind of developed because I had mod friends and an obsession with the '60s. But I could never be the goth or rockabilly kid that dresses solely in one style. I really do like mixing it up. I wear a lot of modern stuff mixed with vintage from different eras—although mostly '60s, '70s, and some early '80s. My second love after fashion is film, so movies definitely influence my personal style—French and Czech New Wave films, in particular. I also love subcultures—the metalheads, the skater kids. I love the way kids rebel in their otherwise normal suburban world.
One of the things I love about your work is that it's so rich in reference, like your Karlheinz Weinberger-inspired shoot for i-D. Where do you look for inspiration?
I learned about the photos of Karlheinz Weinberger from going to an art gallery featuring his work. So museums and galleries are definitely a source of inspiration. And I regularly pick up fashion magazines and books. I do read some blogs, but there are so many now that I kind of feel overwhelmed by them and am backing off a little.
What are your favorite horror films, and do you find they influence your work? I can't help but think of The Exorcist whenever I turn my pea coat's collar against the wind, or Rosemary's Baby when I wear a babydoll dress.
I still think the scariest horror film is The Shining. Whenever I dress identical twins, I feel like they HAVE to be dressed identically. And Shelley Duvall is one of my style icons. I tend to be drawn towards films with a surreal pagan world, like the Wicker Man and Valerie and Her Week of Wonders. The innocent girl in the white dress is a horror film staple. I love Japanese horror films because there tends to be this perversity mixed with weirdness. My favorites are Audition and House.
I have to ask about this: I read that you always share an apartment with the Mulleavys during New York Fashion Week and that one time André Leon Talley interrupted your taco night! Can you set that scene for me? I'm picturing him sweeping in wearing a giant fur hat and caftan and saying something really genius and bitchy about tacos.
OK, I'm glad I have a chance to fully tell the story because it was condensed in an interview with me to just a quote saying "He's so tall," which made me sound dumb for stating the obvious. So it was after their runway show [in 2010], and we hadn't slept a wink the night before, and we were famished and exhausted. We were staying at this place that we called Chateau Brioche. It was an apartment that the Mulleavys rented that was decorated in this tacky '80s French style. We were all hanging out and had ordered Mexican food and were in the middle of eating our tacos and watching TV when Laura gets this phone call that André Leon Talley was going to stop by for a visit. So there was a slight panic because the place was a mess. But we agreed that he should see it for how it was, so we left the TV on and the food in front of us. In he walks with his assistant and the most enormous orchid arrangement as a gift. And yes, he was wearing a fur hat and a caftan. He walks in the room just as you would imagine—very grandiose and effusive. No bitchy comments whatsoever. Since the apartment was small, the only thing available for him to sit on was this little faux-French stool. So he's sitting there, all 6'6" of him, and I seriously felt like he could've been a character from Star Wars or some noble king from some far-off land. He seemed larger than life.
Finally, I know this is the cliché question, but is there any advice you'd like to give to teenage girls, something you wish someone had told you?
Yes, I've actually thought about this because I was a really gawky, self-conscious teenager. And because I went to an all-girls school, I was even more awkward around boys. I used to beat myself up for not being more cool. Now that I'm much older, and now that I've worked with the people that I have, I've found that some of the musicians or actors that I thought were so cool and so confident were surprisingly shy or socially awkward in person. Had I known that, I wouldn't have beaten myself up so much. The point is that we are all human, and we have our insecurities, and that's OK. What makes us cool, ultimately, are the sincere and interesting and unique things that we create and do and believe in. Some of the coolest people I know are self-professed geeks. So embrace your inner nerd! And your inner uniqueness! I really get saddened by the women represented on TV—the Kardashians, Paris Hilton, anyone on MTV and Disney. They are so vacuous and dumb. I hope that teenage girls find role models in women with intelligence and integrity and talent, and eventually become role models for future teenage girls! ♦


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Yvette is visitng Doctor Tim for her yearly check up. She is eighteen and, much to the Doctors surprise, still a virgin. So after a VERY thorough inspection of her tits and cunt Tim decides to give the girl some sexual education...
Watch the whole story!
Old farts luring teens into sex!
Horny old men on the hunt for some nasty teenage pussy!
Watch the full set!
Cute teen girls who're tricked into sex with horny old seniors!
18 U.S.C. Section 2257 Compliance Notice - http://www.imco.nl/2257/

subset: commoncrawl


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India's first Naval variant of Light Combat Aircraft, the LCA (Navy) Trainer Naval Project (NP)-1 was rolled out by the Defence Minister AK Antony from Hindustan Aeronautics Limited (HAL) Aircraft Research and Design Centre at a glittering function in Bengaluru, today. The Chief of Naval Staff Admiral Nirmal Verma, Secretary Defence Production RK Singh, Scientific Advisor to the Defence Minister Dr. VK Saraswat, Chairman, HAL Ashok Nayak, Director Aeronautical Development Agency PS Subramanyam were present on the occasion. READ FULL ARTICLE on FRONTIER INDIA website. Vous pouvez lire en français ici un article sur le Tejas version Marine indienne (sur Avianews).
You can watch a video about the LCA NP1 roll out below:


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Was doing a little research on the web when we stumbled onto this site. Find a Grave. Thought some folks might find it interesting, others not so much so.
I've already visited a "site" locally that is currently unoccupied, and hopefully so for many, many, many years huh FFJ?, and they can be interesting. I've also visited several other "sites" that have been related to geocaches, some with very sad stories, some with very historical stories, some with no story at all (Mr. Thomas Luce) and while not directly related to caching there does seem to be some occassional parallels with this site and geocaching.


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Black Gym/Yoga Sports Headband
This simple black headband is a hair essential must have! The wide band is suitable for everyone.
Add some style to your look while also keeping your hair out of your face.
Material: Cotton & Polyester; Color: Black; Size: Adjustable
All orders are dispatched within 48 hours (Weekdays) and may take 7-10 days to be delivered. We only use reputed courier courier companies to ensure your order reached you on time. You can access order tracking from the Footer Links.
You may return most new, unopened items and items not under promotion within 15 days of delivery for a full refund. Refunds are processed within 15 days upon receipt & approval of the returned product
If you need to return an item, simply login to your account, fill out the 'Return Order' request form. We will notify you by e-mail of your return approval status, pick up details and refund status once we've received and processed the returned item.


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Being an infographic design company, we consider ourselves experts in the field, and apparently so do others. In the U.S edition of 'Infographic Advice from the Experts,' Neo Mammalian Studios asked our very own President, Brian Wallace, some great questions about infographics. Check out Brian's answers below.
1. What advice would you give someone starting out in the world of infographics/content marketing?
There are many amazing infographics out there. Use them as inspiration.
2. What is the best infographic/linkbait you have ever seen? Why?
Last year, we did an infographic for Wordstream immediately prior to the Facebook IPO.
The research study evaluated the Google display network versus Facebook's ad platform. It caught fire and had an estimated 15 million reach including, etc and was profiled in AdWeek – http://adweek.com/sa-article/beyond-words-142494
3. Give one tip for outreaching with large sites.
Developing a relationship and being pertinent to what the site wants to cover is key. Large sites are inundated with requests every day. It's your job to stand out and be better than the half-hearted ones.
4. What is your opinion on the future of infographics?
Infographics aren't new, so well designed or well thought out infographics have a strong future. They will continue to progress alongside technology. More and more infographics will be user-interactive and included animations.
5. Is there a book that has had a big influence on you or your work?
Less books and more so magazines, especially the 1960's Esquire and TIME. Editorial design shares many of the same strategies with infographic design.
6. If you could only read one blog what would it be?
Check out the original interview post here.


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Carbon Monoxide Detectors
Very few pilots carry any sort of carbon monoxide (CO) detector when they fly, except perhaps the el-cheapo chemical spot detectors that leave much to be desired. Mike Busch analyzes the CO-related accident history, discusses the medical aspects of CO poisoning, and evaluates the various kinds of CO detectors available for under $100.
NOTE: This article was updated in November 2003 to reflect the unavailability of the previously recommended AIM and Senco detectors (both of which are no longer in production), and the introduction of the CO Experts Model 2002 which has now become our top choice for aircraft use.
The dramatic crash of Piper Dakota N8263Y made all the evening TV newscasts on Friday, January 17, 1997. The experienced instrument-rated pilot and his 71-year-old mother had departed Farmingdale Airport on New York's Long Island at 11:15 a.m. on a VFR flight to Saranac Lake, N.Y., about two hours' flying time to the north. But less than a half-hour into the flight, something went terribly wrong: the pilot-in-command passed out cold. Thirty-six minutes into the flight, the passenger (who was herself a low-time private pilot) radioed Boston Center and told the controller that the pilot was unresponsive and vomiting, and they were in trouble. After determining that the passenger was pilot-rated, the controller spent the next 20 minutes trying to talk her down to a landing at Bridgeport, Conn. An Air National Guard helicopter joined up with the aircraft and participated in the talk-down attempt, but without success.
Forty-five minutes into the flight, the woman reported that she, too, was getting tired and nauseated, and was unable to awaken the pilot. Shortly thereafter, the airplane turned north and started climbing, and the woman stopped responding to radio calls. The aircraft gradually climbed into the 5,000-foot cloud bases and continued climbing to 8,800 feet. The helicopter lost sight of the emergency aircraft but attempted to follow it with the help of ATC. About two hours into the flight, the aircraft descended out of the clouds and the helicopter established visual contact, reporting that the cabin appeared to be full of smoke and nobody was visible through the windows. Not long afterwards, the helicopter pilot reported that the Dakota had started descending rapidly and crashed into the woods near Lake Winnipesaukee, N.H. Both occupants were fatally injured in the crash.
Toxicological tests in the FAA lab in Oklahoma City revealed that the pilot's blood had a carboxyhemoglobin (CO) saturation of 43%, and the passenger's measured 69%. Those concentrations are sufficient to produce convulsions and coma. NTSB metallurgists determined that the muffler contained a large crack and an irregular hole, both of which appeared to have been leaking exhaust gas for some time.
NOTE: The full text of the NTSB factual report on this accident [NTSB reference number IAD97FA043] is available here.
A week after the Dakota crash, the AOPA Air Safety Foundation issued a press release cautioning pilots about the dangers of carbon monoxide poisoning, and recommending that pilots of single-engine aircraft install a CO detector. However, ASF executive director Bruce Landsberg noted that CO accidents are "extremely rare," adding that "a search of the Air Safety Foundation accident database revealed only two accidents caused by carbon monoxide between 1985 and 1994."
Extremely rare? Don't bet your life on it!
Much as I hate to contradict my good friend Bruce, my own quick search of the NTSB accident database suggests that CO-related accidents and incidents occur far more frequently than the AOPA Air Safety Foundation's statement would have you believe. But don't take my word for it. Take a look at just some of the accidents and incidents my brief search turned up:
- March 1983. The Piper
PA-22-150 N1841P departed Oklahoma City, Okla., with en route stops planned
at Amarillo, Texas, and Tucumcari, N.M. At Tucumcari, the occupants found
themselves "staggering a little" and concluded this was from exposure to high
altitude. After leveling at 9,600 feet on the next leg of the flight, the
right-front-seat passenger became nauseous, vomited, and fell asleep. The
pilot began feeling sleepy and passed out. The aircraft began a circling
descent, and efforts by the rear seat passengers to revive those in the front
seats were unsuccessful. A 15-year-old passenger in the back seat took control
of the aircraft by reaching between the seats, but the aircraft hit a fence
during the emergency landing. None of the four occupants were injured.
Multiple exhaust cracks and leaks were found in the muffler. The aircraft had
recent annual and 100-hour inspections. The NTSB determined the probable cause
of the accident to be incapacitation of the pilot-in-command from carbon
monoxide poisoning. [FTW83LA156]
- February 1984. The pilot of Beech
Musketeer N6141N with four aboard reported that he was unsure of his
position. ATC identified the aircraft and issued radar vectors toward Ocean
Isle, N.C. Subsequently, a female passenger radioed that the pilot was
unconscious. ATC and another aircraft tried to assist, but the aircraft
crashed in a steep nose-down attitude, killing all occupants. Toxicological
tests of the four victims revealed caboxyhemoglobin levels of 24%, 22%, 35%
and 44%. [ATL84FA090]
- November 1988. The Cessna
185 N20752 bounced several times while landing at Deadhorse, Alaska. The
pilot collapsed shortly after getting out of the airplane. Blood samples taken
from the pilot three hours after landing contained 22.1% carboxyhemoglobin.
The left engine muffler overboard tube was broken loose from the muffler where
the two are welded, allowing exhaust gas to enter the cockpit through the
heater system. The overboard tube had a .022-inch-deep groove from rubbing
against the engine cowling. The muffler had been installed during the last
100-hour inspection, 68 hours prior to the incident. The NTSB determined
probable cause to be physical impairment of the pilot-in-command due to carbon
monoxide poisoning. [ANC89IA019]
- July 1990. While on a local flight, the homebuilt Olsen
Pursuit N23GG crashed about three-tenths of a mile short of Runway 4 at
Fowler, Colo. No one witnessed the crash, but post-crash investigation
indicated that there was no apparent forward movement of the aircraft after
its initial impact. The aircraft burned, and both occupants died.
Investigators found no evidence of mechanical failure, but toxicology tests of
the pilot and passenger were positive for carboxyhemoglobin. The specific
source of the carbon monoxide was not determined. [DEN90DTE04]
- August 1990. About 15 minutes into the local night flight in
150 N741MF, the aircraft crashed into Lake Michigan about one mile from
the shoreline near Holland, Mich. Two days later, the wreckage of the aircraft
was found in 50 feet of water, with the passenger's body still strapped in.
The pilot's body was found 12 days later when it washed onto the shore.
Autopsies were negative for drowning, but toxicological tests were positive
for carboxyhemoglobin, with the pilot's blood testing at 21%. [CHI90DEM08]
- July 1991. The student pilot and a passenger (!) were on a pleasure
flight in Champion 7AC N3006E owned by the pilot. The aircraft was
seen to turn into a valley in an area of mountainous terrain, where it
subsequently collided with the ground near Burns, Ore., killing both
occupants. Although the aircraft was three years out of annual, investigators
found no evidence of pre-impact mechanical failure. A toxicology exam of the
pilot's blood showed a saturation of 20% carboxyhemoglobin, sufficient to
cause headache, confusion, dizziness and visual disturbance. [SEA91FA156]
- October 1992. The pilot of Cessna
150 N6402S was in radio contact with the control tower at Mt. Gilead,
Ohio, and in a descent from 5,000 feet to 2,000 feet in preparation for
landing. Seven miles south of the airport, the airplane was observed on radar
flying away from the airport. Radar contact was lost, and the aircraft crashed
into a wooded area, seriously injuring the pilot. Toxicological tests on the
pilot's blood were positive for carbon monoxide. Examination of the left
muffler revealed three cracks and progressive deterioration. The NTSB found
probable cause of the accident to be pilot incapacitation due to carbon
monoxide poisoning. [NYC93LA031]
- April 1994. Fifteen minutes after takeoff from Long Beach, Calif.,
the Cessna 182 N9124G began deviating from headings, altitudes
and ATC instructions. ATC said the aircraft's course became increasingly
erratic as the flight continued, and that the pilot seemed disoriented. The
aircraft drifted significantly off the assigned airway and headings, and did
several 360- and 180-degree turns. The pilot reported blurred vision,
headaches, nausea, labored breathing, and difficulty staying awake. The
aircraft ultimately crashed in a vineyard near Kerman, Calif., following an
uncontrolled altitude deviation, and the owner/pilot was seriously injured.
Post-crash inspection revealed numerous small leaks in the exhaust system. The
pilot tested positive for carbon monoxide even after 11 hours of oxygen
therapy. [LAX94LA184]
- October 1994. A student pilot returned to Chesterfield, Mo., from a
solo cross-country flight in Cessna
150 N7XC, complaining of headache, nausea, and difficulty walking. The
pilot was hospitalized, and medical tests revealed elevated CO, which required
five and a half hours breathing 100% oxygen to reduce to normal levels.
Post-flight inspection revealed a crack in an improperly repaired muffler that
had been installed 18 hours earlier. [CHI95IA030]
- March 1996. The pilot of Piper
Cherokee 140 N95394 stated that she and her passenger became incapacitated
after takeoff from Pittsburg, Kan. The airplane impacted the terrain, but the
occupants were uninjured. Both were hospitalized for observation, and
toxicological tests for carbon monoxide were positive. A subsequent
examination found holes in the muffler. An annual inspection had been
completed four flight hours prior to the accident. [CHI96LA101]
- August 1996. A Mankovich
Revenge racer N7037J was #2 in a four-airplane ferry formation of Formula
V Class racing airplanes. The #3 pilot said that the #2 pilot's flying was
erratic during the flight. The witness said when they were within a mile of
the landing airport, the pilot "pulled stright up, pulled left to the east at
full power, then went into a slight descent." The witness said that he flew up
alongside the pilot's airplane to try to get his attention. "I couldn't get
his eye. He would not even look at me. I chased him about five miles before I
lost sight of him. The last time I saw him, he was below 500 feet." The
airplane crashed near Jeffersonville, Ind., killing the pilot. The results of
FAA toxicology tests of the pilot's blood revealed a 41% saturation of
carboxyhemoglobin; loss of consciousness is attained at approximately 30%.
Examination of the wreckage revealed that the adhesive resin that bound the
rubber stripping forming the firewall lower seal was missing. The NTSB
determined probable cause of the accident to be pilot incapacitation due to
carbon monoxide poisoning. [CHI96FA322]
- January 1997. The fatal crash of Piper
Dakota N8263Y near Lake Winnipesaukee, N.H. described at the beginning of
this article. [IAD97FA043]
- December 1997. Dr. Bob Frayser, a family physician, was piloting
his Piper Comanche 400 N8452P from his hometown of Hoisington,
Kan., to Topeka when he fell asleep at the controls. The airplane continued on
course under autopilot control for 250 miles until it ran a tank dry and
glided to a soft wings-level crash-landing in a hay field near Cairo, Mo. The
pilot was only slightly injured, and walked to a nearby farm house for help.
Toxicology tests revealed a 26.8% carboxyhemoglobin saturation some two hours
later. Post-crash inspection revealed that the right muffler had a crack
around one of its seams that would allow exhaust fumes into the cabin heat
system. [CHI98LA055]
- December 1997. A new Cessna 182S was being ferried from the factory in Independence, Kan., to a buyer in Germany when the ferry pilot felt ill and suspected carbon monoxide poisoning. She landed successfully, and examination of the muffler revealed that the muffler had been manufactured with defective welds that allowed CO to enter the cabin through the cabin heat system. Subsequent pressure tests by Cessna of new Cessna 172 and 182 mufflers in inventory revealed that 20% of them had leaky welds. The FAA stepped in and issued an emergency Airworthiness Directive requiring muffler replacement on some 300 new Cessna 172s and 182s. [Priority Letter AD 98-02-05]
Still think in-flight CO poisoning occurs too rarely to worry about? I didn't think so!
The fact is that deaths from unintentional carbon monoxide poisoning have dropped sharply in recent years, thanks mainly to lower CO emissions from automobiles with catalytic converters (60% of CO deaths are motor vehicle-related) and safer heating and cooking appliances. In contrast, CO-related airplane accidents seem to be on the increase as the fleet grows older and the maintenance infrastructure deteriorates. The recent muffler problem on new Independence-built Cessna singles demonstrates that even new airplanes aren't immune.
How CO kills
Carbon monoxide is an invisible, odorless, colorless gas created when fossil fuels (such as gasoline) burn incompletely. In a piston-powered aircraft, engine exhaust contains high concentrations of CO, particularly at mixture settings richer than peak EGT. The most common way for this CO to find its way into the cabin is through the cabin heat system. The vast majority of single-engine aircraft obtain their cabin heat by ducting ventilation air over the surface of the muffler. Therefore, when cabin heat is being used, any cracks or holes in the muffler can allow CO-rich exhaust gas to contaminate the cabin air. Other possible causes include inadequate sealing of the firewall, wheel wells, or other air leak that allows exhaust to leak into the cabin.
Normally, oxygen inhaled into your lungs combines with the hemoglobin in the
red cells of your blood to form "oxyhemoglobin." The oxygen is then transported
throughout your body by your arteries and capillaries, where it disassociates
from the hemoglobin and oxygenates the cells of your tissues and organs
(including your brain). The deoxygenated hemoglobin then returns through your
veins to your lungs, where it is combines with more oxygen and the cycle
When carbon monoxide is inhaled, the CO combines with your hemoglobin to form "carboxyhemoglobin" (COHb). The COHb bond is over 200 times stronger than oxygen's bond with your hemoglobin. Thus, the CO effectively puts your hemoglobin "out of commission" and deprives your body of the oxygen it needs to survive. The strong COHb bond explains why even very tiny concentrations of carbon monoxide can poison you slowly over a period of several hours, and why it may take a long, long time for your body to eliminate CO buildups from your bloodstream.
How long? According to an authoritative medical text (Rosen's Emergency Medicine, 3rd Ed., 1992), COHb has a "half-life" of more than five hours for a patient breathing fresh air. In other words, if you crash-land in a hay field with COHb saturation of 40%, your COHb level can be expected to drop to about 20% after five or six hours, to 10% after another five or six hours, and so forth. If you're taken to the emergency room and they put you on oxygen therapy, the half-life drops to 1.5 to 2.5 hours (depending on whether the docs put you on a ventilator or just use a face mask). In extreme cases of CO poisoning, you may be rushed to a large medical center and put into a hyperbaric chamber with pure oxygen at three times normal atmospheric pressure, which reduces the half-life to under a half-hour.
According to the FAA Civil Aeromedical Institute, cigarette smoking will normally produce a COHb saturation of 3% to 10%. Smokers are consequently far more vulnerable to CO poisoning in flight, since they're already in a partially-poisoned state when they first get into the aircraft. Because of COHb's long half-life, smokers would do well to abstain from smoking for 8 to 12 hours prior to flight. (Unfortunately, the more common scenario is that the last cigarette is stubbed out on the tarmac moments before flight, and the next one is lighted seconds after the aircraft comes to a stop at the destination.)
As the CO level in your blood increases, the amount of oxygen transported to your body's cells decreases. It is this oxygen deprivation that makes CO so deadly. Sensitive parts of your body like your nervous system, brain, heart and lungs suffer the most from this lack of oxygen. Symptoms of mild CO poisoning include headache, fatigue, dizziness, vision problems (particularly double vision), nausea, and increased pulse and respiration. Unfortunately, these symptoms are often attributed to flu, indigestion, or the common cold. At higher levels of COHb saturation, you may suffer difficulty in breathing, loss of consciousness, collapse, convulsions, coma, and even death.
Just how sick you'll get from CO exposure varies greatly from person to person, depending on age, overall health, the concentration of CO (measured in parts per million), and the duration of exposure. High concentrations can cause incapacitation within minutes, but low concentrations can still be extremely dangerous if you're exposed for a period of hours. As CO continues to be inhaled, the percentage of COHb gets higher and higher, and you get sicker and sicker. Your eyes are particularly vulnerable to the effects of CO poisoning, and permanent damage can easily occur.
Whereas hypoxia tends to make you turn blue (the medical term is "cyanotic"), CO poisoning has the opposite effect � it makes you turn red. Carboxyhemoglobin is red in color, just as oxyhemoglobin is. (That's why a pulse oximeter is unable to detect CO poisoning.) But, since CO does not disassociate readily from hemoglobin the way O2 does, your venous blood remains red rather than turning the normal bluish color. This morbid little fact is useful mostly to coroners and morticians, however, because by the time CO poisoning has progressed far enough to turn you noticeably red, you're at least comatose if not dead.
The accompanying tables give you some idea of how various levels of CO
concentration in the air and COHb saturation of the blood affect an average
person. As you can see, a CO concentration of one tenth of one percent (1,000
parts per million) is enough to render you unconscious in an hour. OSHA has
established the maximum permissible CO level for continuous 8-hour-per-day
exposure in the workplace at 35 parts per million. Personally, I would not care
to fly in an airplane that exceeded that level.
Chemical spot CO detectors
Given the insidious nature of carbon monoxide poisoning and the apparent increase in the CO-related accident rate, it seems astonishing that so few pilots install CO detectors in their airplanes (particularly piston singles, which are by far the most vulnerable). Furthermore, among those pilots who do use CO detectors, almost all seem to be using those adhesive-backed cardboard chemical spot detectors that are commonly sold for about $4.00 apiece under tradenames like "DeadStop" and "HeadsUp" by pilot shops and mail-order outfits.
While I suppose these chemical spot detectors are better than nothing, they leave a great deal to be desired. For one thing, they have a very short useful life, claimed to be 30 to 60 days (and experts tell me that anything more than 30 days is wildly optimistic). Unfortunately, most pilots who use these detectors are very bad about replacing them once a month religiously. C'mon, fess up, you know I'm right!
Oh, by the way, if you did replace them once a month, they'd cost you
$50 a year!
Furthermore, these chemical spots are extremely vulnerable to contamination from all sorts of aromatic cleaners, solvents, and other chemicals that are routinely used in aircraft maintenance. Read the fine print on these things, and you'll learn that the detectors will be inactivated and damaged by the presence of ammonia, chlorine, iodine, bromine, and nitrous gases. It doesn't take much, either. One brand of spot detector actually warns that the ammonia produced by the presence of a cat litter box in the home may render the detector unusable! What's worse, there's not necessarily any warning that the detector has been contaminated. The bottom line is that you might easily be flying around with an inoperative detector (because it's too old or contaminated) and not know it. In some ways, that's worse than not having a detector at all.
Finally, the chemical spot detectors are incapable of detecting low levels of
CO. If you're lucky, they'll just barely start turning color at 100 PPM, but so
slowly and subtly that you'll never notice it. For all practical purposes,
you'll get no warning until concentrations rise to the 200 to 400 PPM range (and
that assumes a fresh, uncontaminated detector). Even at these levels, it can
take so long for the color change to take place that you could easily become
impaired before you notice it. As I said, these things are arguably better than
nothing, but not by much.
A better spot: the Quantum Eye
An improved version of the chemical spot detector � the Quantum Eye � is manufactured by the Quantum Group Inc. in San Diego, Calif. This unit sells for about $10 and claims to have a useful life of 18 months (although my experts tell me that 12 months is more realistic). It has an expiration date printed right on its face to help ensure that it won't be used beyond its time. It also has a color reference wheel printed on its face, making it easier to notice subtle color changes.
The Quantum Eye utilizes a "biomimetic" sensor element, which is essentially an artificially engineered chemical whose affinity for CO is as similar as possible to that of hemoglobin. The idea is that CO binds to this sensor material at approximately the same rate that it binds to hemoglobin, and thus the biomimetic detector will change color even in the presence of fairly low levels of CO if the exposure time is long enough. That's a big improvement over the four-dollar chemical spot detectors that are basically insensitive to low levels of CO.
The Quantum Eye is not without its problems, however. Just as with the cheaper chemical spot detectors, the Quantum Eye is quite vulnerable to exposure to a wide range of aromatic chemicals commonly used around airplanes, such as cleaners and solvents containing alcohol, ammonia or chlorine. Such contaminants have a cumulative effect that progressively degrades detector performance over time. Unfortunately, there's really no good way to determine the degree of contamination or degradation. The only real solution is to replace the detector regularly, and to try to avoid exposure to aromatics.
Another problem with this type of detector is that it can't distinguish between a short exposure to a high concentration of CO and a long exposure to a low concentration � both produce the same color change. To put this into aviation terms, the detector may be able to warn you that you're in trouble (assuming you keep it in your visual scan and notice the color change), but it can't tell you what the concentration of CO is and therefore how much time of useful consciousness you have left. This might be okay in the home environment � where you can call 911 and then run out the door � but it leaves a lot to be desired in an airplane where running outside is not exactly a viable option.
If you're thinking of buying a chemical spot detector, the Quantum Eye is the only one worth considering, in my opinion. But as you'll see, there are far better alternatives available.
Electronic CO detectors...a troubled history
In the early 1990s, a number of companies started selling low-cost electronic carbon monoxide detectors for consumer use. These seemed to offered great promise, but their history has been something of a roller coaster ride.
In 1992, Underwriter's Laboratory issued its UL2034 Standard for low-cost residential CO detectors. A number of manufacturers, including American Sensor, BRK Brands (First Alert), and Nighthawk Systems, quickly introduced UL-approved CO detectors priced in the $50 range. First Alert (then a division of Pittway Corporation) ran a massive campaign of "scare tactic" TV ads featuring the basso profundo voice of actor William Conrad (Cannon, Jake and the Fatman), and quickly became the leading supplier of residential CO detectors. The industry really took off when the City of Chicago mandated the installation of CO detectors in residences beginning October 1, 1994.
Then a funny thing happened. By December 20, 1994, the Chicago fire department had logged some 8,500 calls of CO detector alarms, and found that 86% of them turned out to be false alarms! Then, on December 21, 1994, Chicago experienced a temperature inversion and consequent smog problem, and all hell broke loose: more than 1,800 calls were made to "911" within 24 hours, almost all of which turned out to be false alarms. Other cities experienced similar problems. Los Angeles recorded some 3,300 nuisance alarms in one month.
By far the worst false-alarm offenders were the market-leading First Alert units. These made use of the same "biomimetic" (color-change) sensor technology used by the Quantum Eye spot detector. The sensor module used by First Alert simply passed a light beam through the biomimetic spot, and alarmed if the light was sufficiently attenuated (presumably because the spot had turned dark in color). Not only did this mean that the First Alert detector shared all the problems of the Quantum Eye (such as limited sensor life and cross-sensitivity to gases and vapors other than CO), but the detector was plagued by false alarms due to the fact that other things could attenuate the light beam (smoke, contamination, even insects that crawled inside the sensor module).
In response to the false-alarm crisis, Underwriter's Laboratory revised its UL2034 Standard in June of 1995, but the false alarm problems didn't get any better. Meantime, in late 1995 and early 1996, the gas utility industry and the Consumer Product Safety Commission (CPSC) started getting concerned about the very opposite problem: CO detectors that would not go off when they should! While First Alert had obtained an exclusive license on the biomimetic sensor technology for residential CO detectors, virtually all other detectors sold prior to 1996 (including #2 and #3 market leaders American Sensor and Nighthawk) made use of a metal-oxide-semiconductor (MOS) sensor, which was the only other low-cost sensor technology available at the time. CPSC tests revealed that some of the MOS-based units would fail to alarm even at life-threatening CO concentrations of 1,000 PPM or more! Many of these units were recalled.
In short, your choice in 1996 was between two sensor technologies, one (biomimetic) plagued by false positives and the other (MOS) plagued by false negatives.
Since then, the industry has gone through considerable upheaval. Pittway Corporation wound up divesting itself of First Alert, which subsequently went public, then nearly bankrupt, and finally was acquired by Sunbeam in 1998. American Sensor wound up going bankrupt, while the assets of Nighthawk Systems were acquired by fire extinguisher giant Kidde Safety who subsequently redesigned the Nighthawk products to use a more reliable electrochemical sensor technology.
In 1998, Underwriters Laboratory finally revised its UL 2034 specification, but did so in a fashion that made all UL-approved residential CO detectors far less attractive for aircraft use. UL published its revised spec in 1998, but implementation was delayed until January 1, 2000. For a CO detector to be UL-approved for residential use after that date, UL requires that it must not indicate CO levels less than 30 parts per million (PPM), nor alarm at levels below 100 PPM. This requirement was imposed by UL at the request of gas utilities and firefighters to minimize the number of unnecessary emergency calls from homeowners. I'm sure this has made the firefighters and gas company folks very happy. But it sure didn't please me.
That's because I believe that aviation safety is best served by a sensitive low-level detector, not one that's intentionally "blinded" to concentrations below 30 PPM. For in-flight use, we're not simply worried about high CO levels that can make you ill � we care even more about low levels of CO that can produce subtle cognitive impairment. Furthermore, when flying at altitude in an unpressurized aircraft, we're already somewhat impaired by altitude hypoxia, so it doesn't take much CO to increase impairment to a dangerous level. That's because the effects of altitude and CO are additive. The bottom line is that UL didn't do pilots any favors with its 1998 revision to UL-2034.
Most residential CO detectors sold today are designed to operate from 115-volt AC power, which makes them poor candidates for in-flight use. However, I found several battery-operated CO detectors with digital readouts that can be used for aviation applications: the Kidde Nighthawk 900-0089, the AIM Model 935, the Senco Sensors Model One (BS7860 version), and the CO Experts Model 2002. All are powered by alkaline batteries, and incorporate an electrochemical sensor, an 85dB horn, and a large LCD digital display. (First Alert also offers a battery-operated model, but it lacks a digital readout, so I didn't bother to test it.)
Unfortunately, since I originally wrote this article, the units from AIM and
Senco Sensors (both Canadian manufacturers) became unavailable. AIM changed
hands and ceased production of their CO detectors, and Senco decided no longer
to permit their BS7860 detector to be sold in North America (apparently on
advice of their lawyers). This leaves only the Kidde Nighthawk 900-0089 and the
CO Experts Model 2002 in the running for use in the cockpit.
Kidde Nighthawk 900-0089
Kidde Safety of Mebane, N.C. markets the largest-selling line of home CO detectors in the United States under the "Nighthawk" brand name. The company has been in business for 75 years and is best known as the world's largest producer of fire extinguishers. The company offers a variety of different CO detector models, but most are hardwired or plug-in models that operate off AC power, and therefore are unsuitable for aircraft applications. Two Nighthawk models are battery-powered, however: the 900-0089 (with digital readout) and the 900-0090 (without). Since I consider a digital readout to be absolutely essential, only the 900-0089 digital readout model was tested for this review.
The Nighthawk 900-0089 is housed in a very attractive white plastic enclosure (5.5" diameter x 1.4" deep) with a large, easy-to-read LCD digital display in the center. Above the display is a loud 85 db horn that provides audible alerts. To the left of the display is a Test/Reset button used to silence the warning horn and initiate the unit's self-test feature, and a green Operate LED which flashes briefly once a minute to indicate that the unit is operational. To the right of the display is a Peak Level button used to display the unit's peak-level memory, and a red Alarm LED which illuminates continuously to warn of dangerous CO levels, or flashes in the event of a malfunction of the unit. Pressing both buttons simultaneously resets the peak level memory to zero.
The LCD display includes three digits that shows CO levels in parts per
million from 11 PPM to 999 PPM, or zero if CO concentration is below detectable
levels. At the left of the LCD display is a three-segment "battery gauge" and an
icon that warns if the CO sensor fails.
The lower half of the case swings aside to reveal the CO sensor and a battery holder that accommodates three AA-size alkaline batteries. (The unit comes with three Energizer E91 batteries that are good for about one year of operation.) To the left of the batteries is the replaceable plug-in CO sensor module. This electrochemical sensor contains platinum electrodes and a pad saturated with an acid electrolyte. In the presence of carbon monoxide, the sensor acts as a battery and generates a voltage proportional to the CO concentration. The sensor output is processed by a microprocessor which drives the digital display and decides when to activate the aural and visual alarms based on the concentration and duration of detected CO.
The Kidde 900-0089 is available through numerous retail building supply and
hardware outlets, and sells for around $50 (batteries included). The replaceable
sensor module is warranted for two years, and the rest of the unit (exclusive of
the battery and sensor) for five years.
CO Experts Model 2002 Low-Level CO Monitor
The CO Experts Model 2002 low-level CO monitor is not nearly as well-known as the Kidde Nighthawk because it is not advertised or sold in retail stores, and is principally distributed through natural gas utility companies and heating contractors. The unit is housed in a utilitarian-looking rectangular white plastic case (6"x3.75"x1.75"), but inside this unpretentious exterior I discovered the most sensitive and feature-rich functionality of any under-$500 CO detector on the market.
The front panel features an LCD display that shows CO concentrations from 5 to 70 PPM; levels below 5 PPM display as "000" and levels above 70 PPM display as "HI." There are two LED lights: the green "power" light blinks briefly about once a minute to indicate that the unit is functioning, while the red "alarm" light flashes in sync with the 85dB alarm horn to warn of carbon monoxide.
One unique aspect of the CO Experts Model 2002 is that it provides three alarm levels, both visually (flashing red light) and aurally (85dB horn). The low-level CO warning activates immediately at concentrations between 10 and 25 PPM, and is indicated by two quick beeps and flashes every 60 seconds. The medium-level warning activates immediately at concentrations between 25 and 50 PPM, and is indicated by two quick beeps and flashes every 10 seconds. The high-level alarm activates after 60 minutes of exposure to 50 PPM, or 15 minutes of exposure to 70 PPM, and is indicated by four quick beeps and flashes every 6 seconds. The flashing red light and quick-beeping horn are particularly well-suited for in-flight use, since it makes it virtually impossible to confuse a CO alarm with other audible alarms such as stall warning or gear warning horns.
The front-mounted "test/reset" button performs two functions. If pressed while the unit is alarming, the button will silence ("hush") the alarm for a period of time that depends on the CO concentration -- 12 hours at 10 PPM, one hour at 25 PPM, 6 minutes at 50 PPM, 4 minutes at 70 PPM. At other times, the button activates a recall of the memory (peak level, how long ago, duration, and COHb%) and a self-test (red LED and horn). Pressing and holding the button clears the memory.
An extensive "fail-safe" design monitors the CO sensor, electronics and battery. Any detected failure results in a single "chirp" of the audible alarm and a single flash of the red LED once a minute, with the error condition indicated on the LCD display. Possible indications are "BAT" for low-battery, "ERR" for a failure of the electronics, and "SENSOR END" for a sensor failure (or end-of-life).
Like the Nighthawk, the CO Experts Model 2002 utilizes an electrochemical CO sensor, but the non-replaceable sensor in the CO Experts unit is much bigger and contains a far greater supply of electrolyte, allowing it to last for at least five years under normal conditions. The unit is powered by a single 9-volt alkaline battery, which lasts about a year. The LCD display indicates when the battery needs to be replaced and when the sensor has reached the end of its useful life.
The CO Experts Model 2002 sells for about $100, about twice the price of the Nighthawk. For the extra money, you get a much more sensitive and feature-rich unit, with a sensor designed to last for five or more years instead of two. Taking the cost of sensor replacement into account, the long-term cost of ownership of the Nighthawk and CO Experts detectors are approximately the same.
Comparing the CO Experts and Nighthawk for aviation use
I've done a lot of comparative product reviews over the years for AVweb, Aviation Consumer, and other publications, but this one presented some special challenges. After all, I couldn't simply take these units flying like I might do with a handheld GPS or ANR headset, because all that would happen is that they'd sit there and blink their little green LEDs at me and read zero. I asked a friend whether he'd mind if I drilled a hole in the muffler of his Skylane and used it as a flying test bed for CO detectors, but he allowed as how he'd rather I didn't.
So I decided to get creative. For the past month, I've been running both of
these electronic CO detectors through a series of home-brew lab and torture
tests designed to determine whether or not they're worthy of service in the
cockpit. I've repeatedly exposed them to both high concentrations of CO (my 1985
Dodge Caravan will easily produce well over 1,000 PPM of CO when the catalytic
converter is cold), and low concentrations of CO (I found that a smoldering
paper plate in the kitchen sink does a really nice job of producing 50 to 100
Response time tests
Like most residential CO detectors, the Nighthawk updates its digital PPM
display only once per minute. In contrast, the CO Experts unit has a six-second
update rate, ten times faster than the Nighthawk. When exposed to low levels of CO (like the
smoldering-paper-plate-in-the-sink test), the CO Experts detector starts registering
CO almost immediately while the Nighthawk seems to take at least two minutes to
start registering a non-zero reading. When the CO source is removed (by dousing
the smoldering-paper-plate-in-the-sink with water), the CO Experts reading starts
dropping toward zero right away, while the Nighthawk display seems to take quite
a few minutes to return to zero.
While this difference in response rate is probably no big deal with respect to the in-home application for which both of these CO detectors were designed, it seems to me that it is important when it comes to aviation use. If your home CO detector alarms, your course of action is clear: get grandma and the kids out of the house, call 911, open some doors and windows, and get out yourself. On the other hand, if your detector alerts you to a CO hazard while in flight, you really don't have the option of stepping outside ... at least not right away.
So how do you respond as PIC? Certainly you shut off the cabin heat if it's on. Then what? Well, maybe opening the cabin vents will help clear the CO out of the cabin ... but then again, maybe that'll make things worse, depending on where the cabin vent system gets its air from and the CO's source. How about opening the cockpit storm window ... will that make things better or worse? What about lowering the landing gear? Leaning the mixture more aggressively?
See what I mean? If you find yourself in the position of trying to figure out how to minimize the CO concentration in the cabin long enough to get safely on the ground, would you rather have a CO detector that has a fast-acting sensor or one that has a slower-acting sensor? Yes, me too! Here's where the CO Experts' six-second response time can be invaluable.
Temperature and vibration tests
How the units respond to CO is important, but there are other considerations as well. For instance, because UL only tests these home units over a temperature range of 40�F to 100�F (4.4�C to 37.8�C), and since the cabin temperature of an airplane stored out-of-doors can experience much wider excursions than that, I put these units in the freezer and in the oven to make sure that heat or cold wouldn't make them fail. And, because airplanes can be subject to some pretty nasty in-flight bumps and jolts, I put both detectors through a series of informal vibration and shock tests � in other words, I shook them, dropped them, hit them, and just generally abused them.
Both units passed my hot-and-cold tests without obvious trauma, although naturally I was unable to test the long-term effects of temperature extremes. Exposure to cold is unlikely to be a problem (at least down to -40�F or so), but prolonged exposure to dry heat could shorten the useful life of the sensor by drying out the electrolyte.
The shock tests were another matter altogether: the CO Experts detector passed them with flying colors, while the Nighthawk flunked miserably. The Nighthawk has at least three different areas of vulnerability in this regard, some more serious than others:
- The swing-out doors of the Nighthawk's plastic case do not latch securely
closed, and can easily vibrate open in flight. This isn't a serious problem,
and could be cured easily with a couple of strategically placed strips of duct
- The Nighthawk has no positive provision for retaining the three AA-size
alkaline batteries in its battery holder. In my judgment, the batteries are
vulnerable to vibrating out of the holder during turbulent in-flight
conditions, especially as the unit gets older and the spring clips in the
holder start to lose some of their tension. Again, this problem is not
insoluble, and could be remedied with some foam rubber wedged between the
batteries and the lower swing-out door before the door is duct-taped shut.
(The CO Experts uses one 9-volt alkaline battery that doesn't seem to have any
vibration problem.)
- The most serious problem I encountered with the Nighthawk 900-0089 was that virtually any manhandling of the unit would often result in the unit acting as if the "Test/Reset" or "Peak Level" buttons had been pressed. This occurred virtually any time I jolted, shook, dropped, squeezed, or even accidentally brushed an arm or leg against the unit. Often, this caused the horn to chirp loudly, the display to go to "888" and the unit to go through its 30-second cycle before returning to normal. I judged this to be a problem that is very annoying at best and potentially hazardous at worst, and could find no obvious work-around. To me, this problem virtually disqualifies the Nighthawk for in-flight use. (The CO Experts withstood my shake-rattle-and-roll tests without so much as a peep.)
Internal construction
In trying to determine why the Nighthawk was so sensitive to vibration while the CO Experts was seemingly immune, I decided to disassemble both units and have a good look at their internal construction. (Don't try this at home, kids ... it'll void the warranty.) There is a night-and-day difference between the units.
The Nighthawk contains four separate electronic subassemblies: the main circuit board mounted to the rear cover, a separate display board mounted to the front cover, a replaceable plug-in sensor module, and a spring-terminal-type battery holder integral to the front cover. A ribbon cable connects the main board to the display board, while two lengths of hookup wire run between the main board and the battery holder. This makes for lots of potential problems. The wires and ribbon cable are neither supported nor strain-relieved, so vibration could cause them to fatigue and break (most likely at the solder joints). The plug-in sensor module is not clamped or safetied, so it could conceivably vibrate loose from its socket (although the sensor is so light that it's not terribly likely). And, as mentioned previously, there's nothing to keep the batteries from vibrating loose from their holder.
In contrast, the CO Experts unit seems much more bulletproof inside. Everything is mounted to a single circuit board and mounted rigidly in a plastic case that's much thicker than the Nighthawk's. There are no wires or connectors or socketed ICs. So it's not surprising that it holds up well in a high-vibration environment.
For aircraft use, I think it's essential to use a sensitive detector capable of displaying and alarming at very low concentrations of CO. In aircraft use, after all, we're not just concerned about protecting the health of the occupants, but also about preventing cognitive impairment of the pilot. To make matters worse, low levels of CO can be extremely hazardous in aircraft because the effects of CO and of altitude (hypoxia) are cumulative. A low level of CO that you might never notice at sea level could easily make you very woozy if encountered at a cabin altitude of 10,000 feet. For example, the very mild CO poisoning caused by smoking a cigarette just prior to flight can raise one's physiological altitude by 5,000 feet or more.
How much CO is too much? It depends a lot on whom you ask. OSHA (the U.S. Occupational Safety and Health Administration) originally established a maximum safe limit for continuous exposure to CO in the workplace of 35 PPM, then later raised it to 50 PPM under pressure from industry. On the other hand, the U.S. Environmental Protection Agency (EPA) issues a health hazard alert when the outdoor concentration of CO rises above 9 PPM for an extended period, or above 35 PPM for one hour. The FAA now requires no more than 50 PPM during certification testing of new general aviation aircraft (FAR Part 23), but the vast majority of GA aircraft were certified under the older CAR 3 standard which involved no CO testing, and the FAA requires no regular re-testing of aircraft during maintenance (although I think it's high time they did).
Here's my take: Given the concern about cognitive impairment and the aggravating effect of hypoxia, I consider CO concentrations of 10 PPM or more in the cockpit to be something worth worrying about, and concentrations above 20 PPM to be grounds for landing at the next reasonable opportunity to determine the cause of the CO contamination. A CO concentration of 35 PPM or more in the cockpit of an unpressurized aircraft should be treated as an emergency: the pilot should go on supplemental oxygen immediately (if available), and make a precautionary landing as soon as possible.
This is why I don't care for the 30 PPM minimum display level imposed by UL-2034-1998, and why I think a more sensitive detector such as the CO Experts Model 2002 is a much better choice for cockpit use. (Frankly, I'd rather have a more sensitive detector in my home, too, regardless of what the gas company wonks and firefighters may think.)
After researching the subject rather extensively, I've concluded that there's basically no contest. The only currently available CO detector (under $100) I'd trust in my airplane is the CO Experts Model 2002 Low-Level CO Monitor. It employs by far the best technology available, and appears to be built to "aircraft quality" standards. It offers five years or more of the most reliable and sensitive CO protection available for about $20 a year. This is actually cheaper by far than those cardboard spot detectors that are, in my opinion, leave much to be desired.
At present, the only viable challenger appears to be the Kidde Nighthawk 900-0089, which is far better known but in my opinion not nearly as good. I consider this unit adequate for residential use, but I honestly can't recommend it for aircraft or vehicle use where it's exposed to vibration, because it's just not built to take it. The Nighthawk is also blind to CO concentrations below 30 PPM, while the CO Experts starts to display at 5 PPM and provides a low-level alarm at 10 PPM.
While Kidde Nighthawks and First Alerts can be found ubiquitously in almost
every hardware and building supply store (as well as K-Mart, Wal-Mart, etc.),
the CO Experts units are not nearly as well known or easy to find. You won't find these units advertised or sold it in retail stores, which is why nobody
ever heard of them until we started talking about them on AVweb. None of
the big pilot supply houses offer these units, and that's a pity, because I'm
convinced that this device belongs in every cockpit.
You can purchase the CO Experts Model 2002 through your local heating contractor, or buy it online through Aeromedix.com.
Personally, I have four of these CO Experts units: two for the house, one for the airplane, and another for the car. Something to consider.
Some Usage Notes
Many readers have asked me for advice concerning where and how to mount a CO detector in the aircraft, and how to respond if the alarm goes off in flight. Neither of those are easy questions, but let me take a crack at answering them.
Mounting in an aircraft
First of all, keep in mind that no under-$100 electronic CO detector (including the CO Experts model that I recommend) is TSO'd, STC'd, or otherwise approved for aircraft use. (There is at least one FAA-approved panel-mount CO detector available, but it's a lot more expensive and much less sensitive.) Consequently, it's asking for trouble with the FAA for such a device to be "permanently installed" in the airplane. This is an issue similar to the one you face with a handheld GPS or other non-TSO'd portable equipment. As an A&P mechanic, I'd recommend mounting the detector with Velcro or some such, rather than bolting it to some structural component. I've had excellent luck with high-strength hook-and-loop mounting strips such as Radio Shack "Superlock Strips" (part number 64-2360, price $2.99). Do not let the unit lie around loose in the cockpit, since it weighs about a pound and could easily become a projectile in moderate turbulence or worse.
Where's a good place to mount the detector? Well, the answer depends on your particular cockpit layout. The detector folks suggest that you not mount it directly in front of a heater or ventilation outlet, and that you not mount it in some blind corner where the air is likely to be completely stagnant. In other words, they'd prefer to see it in an area of moderate airflow. It doesn't really matter whether you mount it up high or down low; although CO is slightly lighter than air, it mixes with air so thoroughly that the concentration is likely to be relatively constant throughout the cabin. What's most important is to find a mounting location that's readily visible to the pilot and which doesn't obstruct the pilot's view of something else important. That leaves a lot of latitude. In single-engine Cessnas, for example, the center pedestal may offer a good mounting site. In low-wing aircraft with a single door on the right, the left sidewall may be a workable location. The floor between the front seats is another good possibility. Even the ceiling is possible, although I'm not sure I'd want to trust hook-and-loop mounting strips for that. You'll simply have to study your cockpit layout and come up with an optimum location.
Since electronic CO detectors like the CO Experts and Nighthawk use an internal microprocessor, you'd also be well advised to check carefully for interference with on-board avionics. I've not heard any reports of such problems, but common sense dictates that you be cautious until you're sure there's no problem in your aircraft.
What to do if the alarm goes off in-flight
Please don't wait until the alarm goes off! Look at the digital display from time to time.
In order to avoid false alarms, UL-approved CO detectors like the ones from Kidde and First Alert do not alarm until they think you've been exposed to enough CO for a long enough time to raise your COHb level to somewhere between 5% and 10%. If you get to this point while flying an airplane, you're already in deep kimshee! By including the digital readout in your scan from time to time, hopefully you'll discover a CO problem long before it gets serious enough to create a potential crisis. That's why I consider it so important to choose a digital-readout unit detecting low levels of CO ... and why I'm not at all happy about the UL requirement that prevents residential detectors from even displaying CO concentrations below 30 PPM.
If the display starts reading 10 PPM or greater in-flight, you've got a problem that your mechanic needs to look into. If the concentration reaches 35 PPM in-flight, get down now!
Anytime you have a CO problem, the first thing to do is to shut off the cabin heater, which for single-engine airplanes is the predominant source of CO contamination. Twins typically use combustion heaters, which can create a CO problem in unpressurized twins but are very unlikely to do so in a pressurized twin.
The second thing to do is to start breathing supplemental oxygen if you have it aboard, and turn up the flow to its maximum level. Going on O2 will reduce your intake of CO, and will increase the rate at which the COHb level of your blood will dissipate.
The third thing to do is to start making plans to land at the earliest possible opportunity. That's particularly important if you have any symptoms of CO poisoning or hypoxia, such as headache, nausea, or double vision. Don't just keep on flying and hope that you'll feel better. Remember that it can take many, many hours for the effects of CO poisoning to abate, even if you're breathing uncontaminated air or supplemental oxygen.
A fourth step would be to make sure your engine is leaned aggressively to minimize the CO content of the exhaust (remembering that CO is produced by incomplete combustion of fossil fuels). This trick is especially useful when high levels of CO are detected during ground operations. Many pilots taxi around with the mixture full-rich, and that's like driving a car with the choke full on. (Am I dating myself?) Over-rich mixtures result in CO-rich exhaust. Lean for maximum RPM rise at idle and the CO level will plummet � and your engine will stay cleaner and won't foul its sparkplugs.
Beyond that, you'll have to experiment. Whether opening the fresh air vents will help or hurt is something that depends on the design of your aircraft's ventilation system and the source of the CO contamination. With a fast-responding digital CO detector, you can try various ideas for ventilating the cabin and see whether they seem to help or hurt CO-wise.
But the main thing is to get it on the ground ASAP and then sort things out.


text:
Every day Poets & Writers Magazine scans the headlines—from publishing reports to academic announcements to literary dispatches—for all the news that creative writers need to know. Here are today's stories:
Harvey Shapiro, widely published poet, former editor of the New York Times Magazine and the Times Book Review, has died at eighty-eight. (New York Times)
Fast Company predicts tablet computers will overtake the laptop market in 2013.
And the Wall Street Journal writes: "Reports of the death of the printed book may be exaggerated."
Novelist Kristopher Jansma looks at the complicated relationship between Elmore Leonard and the television show based on his writing, FX's popular series Justified. (Salon)
John Villasenor, a professor of electrical engineering and senior fellow at the Brookings Institution, weighs in on Florida's proposal to offer reduced tuition at public universities to students pursuing the sciences. (Chronicle of Higher Education)
Bloomberg Businessweek details entrepreneur Jia Jiang's project, One Hundred Days of Rejection Therapy, which is "based on the idea that once you're used to the strange looks, rude comments, and outright dismissal of every thing you're trying to achieve, you'll be able to overcome whatever makes you nervous."
"In some twenty months, I had submitted half a dozen pieces, short and long, and the editor, William Shawn, had bought them all. You would think that by then I would have developed some confidence in writing a new story, but I hadn't, and never would." John McPhee reveals what he's learned about structuring a story. (New Yorker)
Open Letters Monthly looks at James Joyce's life in Trieste, a town in northern Italy.


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Till Death Us Do Part Classic TV Show
A classic comedy staring Alf Garnet (Warren Mitchell) as a profane, bigoted cockney constantly fighting against the system, his family and the younger generation, he has opinions about practically everything under the sun and he's not afraid to let everyone know about them. His long-suffering wife Else (Dandy Nicholls) turns a deaf ear to most of Alf's rantings, except for the odd riposte of "rotten pig" when he gets too personal. Alf's daughter Rita (Una Stubbs) and her layabout husband Mike (Tony Booth) live with the Garnetts. Mike, the original "randy scouse git" provides a handy target for many of Alf's ravings.
Till Death Us Do Part Fan Tributes9 Brian Dockerill from Cambridge : The greatest sitcom ever
8 Chris Preece from UK living in NZ since 1966: I enjoyed all the shows I saw, but the one that had me in stitches was Alf and Bert Reed in the pub getting absolutley plastered, with Alf nearly in tears singing the praises of the Queen 'God bless her'.
I hope that's on DVD I'd love to see it again.
7 Garry Herring from Hartlepool, UK: Good Old Alf! I just loved Dandy Nicholls' part of Else. She would sit there scoffing chocolate and be quiet for most of the time, and then come out with an unexpected one-liner. I remember a scene when Alf was raving about radio being dirty and Else piped up and "least with the radio you can switch it off!!" Classic!!
6 Les Pybus from Harrogate: Does anybody know the name of the actor that played tony booths father in the sit com.
5 Andy Jack from Moonee Ponds, Melbourne, Australia: There are several episodes of Till Death Us Do Part that I recall with great fondness. I recall our family huddled around the TV in expectation before each episode was aired. Of course, I was much younger then and a lot of the political humour was over my head. But the show, like all good humour, worked on several levels. Please excuse me if my memory has somehow managed to alter the original scripts' flow.
The first is where Alf returns from a session down the pub with what he claims to be some kind of pure-bred dog, which is in fact just a mongrel (called Pickles?). Else develops a soft spot for the dog and at one stage makes a pie with some left over pastry and a can of dog food. Needless to say, Alf spots the pie and starts to tuck into it, while the rest of the family observes in fits of laughter.
Another episode that springs to mind is where Alf falls asleep and Mike draws a face on the top of Alf's bald head with a lipstick pencil. Alf wakes up, and goes down the pub with this work of art still on top of his head, much to the mirth of all the drinkers in the pub.
The third episode that I recall is where the Garnet's toilet becomes blocked and the impact that this simple event has on the entire household.
These episodes serve to remind us that, as well as the show making pointed satirical observations of the political climate at the time, it was also a marvellous observation of the basic, day to day, occurrences that happen within families all over the globe. Long live Till Death Us Do Part!
4 John Langstaff from Leeds: Alf and the team are missed by millions, but unfortunatley the political correctness that we have now in this country will probably mean that we will only see the repeats that are edited. That would be a waste of time, simply because the whole point the show was to discriminate against racism, not promote it.
3 mr robinson from s / wales: are there any plans to reinstate the show to telestrial channels? if not what a shame as i would see it as another part of the good olde british humour that will of been destroyed by political correctness i guess.
alternativly is there any where i could buy episodes of till death us do part.
brilliant that there is still some folk around that would thoughly enjoy the same.
i grew up with his ( alfs ) mannerisms with my own father "bloody pufftas" and "your lot" and many other famous lines.
the most memorable episode was one i seem to remember they had the Enoch Powell posters up in the window on the street.
well done everyone involved in this site keep up the work.
all the best..........
2 Albert E Ford from Yeovil: No, sorry no particular favorite moment or memory from Till Death Us Do Part. Just a great classic comedy series. Hope you will be showing MANY of the episodes - I look forward to watching / ENJOYING. Alf Garnet - what a character!
Have also enjoyed In Sickness etc. But Till Death etc is even better. In fact all four main characters really make the series. Brilliant!
1 Glen Stone from Kingswood: It's great to see these classic episodes being shown again. Alf Garnett is one of the great British comedy characters.
Till Death Us Do Part
Genre: Sitcom
Year: 1966 - 75
Warren Mitchell: Alf Garnett
Dandy Nichols: Elsie Garnett
Una Stubbs: Rita
Anthony Booth: Mike
Patricia Hayes: Min
Alfie Bass: Bert
Joan Sims: Gran
Writing credits: Johnny Speight (creator)
The show became popular enough to include guest stars such as Gretchen Franklin, Kenny Lynch, Spike Milligan, Jimmy Tarbuck and Bobby Moore
If you know of a web site for Till Death Us Do Part, or run a fan site, tell us about it here.
Click here for more Till Death Us Do Part Memorabilia at Amazon.
NEWSLETTER Sign up to receive our monthly newsletter filled with the latest classic television news. Sign up here.


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Monday, May 14, 2007
Copycat: Alanna's spicy carrot salad spoonfuls, or it's all in the presentation, isn't it?
About a fortnight ago K. and I went to a carrot farm, where I was given about 10 kg of crunchy, flavoursome carrots and where I also picked up a huge bunch or rhubarb. As it happened, a few days later I had to entertain and feed a hungry army of aunts and cousins. When you've got lots of visitors coming, but no time to shop (it was a weekday night, after all), you build a whole menu around things on hand - in this case carrots and rhubarb.
One of the dishes I served was based on Alanna's great recipe for carrots with African spices - a heartwarmingly spicy concoction of carrots and, well, various warm spices - that I blogged about back in January. I treated my excited extended family to a slightly adapted version of Alanna's carrot salad, but this time served it on my newly acquired Chinese spoons (the spoons are from Jamie Oliver's new Easy Entertaining range, thank you, Jamie!). There were minor changes to the recipe. For example, I didn't have any nice-looking garlic at home, so I skipped the garlic as well as parsley, and used finely chopped fresh wild garlic instead; I replaced the lime juice with lemon juice; I diced the carrots instead of cutting them into chunks, and blanched them for about 8 minutes only, so they'd have still quite a bit of bite. Instead of a simple and heartwarming side dish I ended up with a pretty elegant mouthful.
In addition to these spicy carrot salad spoonfuls, there was a sunny savoury carrot pie. I almost made a carrot & orange soup as well, but then I really ran out of time. There were also few non-carrot dishes, like Johanna's mini potatoes with wasabi cream and veggie 'caviar' (yep, again), and Molly's bouchons au thon (I know, third time already!), deep purple pickled red beet eggs (you don't need to wait until the next Easter, you know), as well as other bits and pieces. The dessert focused on rhubarb - I made a huge pyramid of these super-moist rhubarb muffins (a great recipe - I've made them thrice in a fortnight!).
It worked. My aunties want to know when's the next party :)
As you can see, half of the dishes I served were inspired by fellow food bloggers. What would I do without you, Molly, Johanna, Alanna and others? Thank you all, for being such a good source of great and inspirational recipes!
11 comments:
- Alanna said...
Those aunties know a good thing when they taste it! I love the idea of a 'food blogger' inspired meal ...
- 10:38 pm, May 14, 2007
- Zarah Maria said...
Loving it! The spoons are cute, great way to make a humble carrot all party-ish!
- 11:25 pm, May 14, 2007
- Kalyn said...
The presentation is fantastic.
- 12:45 am, May 15, 2007
- Jasmine said...
Absolutely lovely!
- 4:26 am, May 15, 2007
- Chris said...
Looks great...so perfectly cut! And the spoons...must find some!
- 4:30 am, May 15, 2007
- Thredahlia said...
Porgandid löövad laineid :P ja nii isuäratavad näevad välja.
Mina muuseas olen pooled oma nõud serveerimise (ja pildistamise) huvides välja vahetanud... see oli üks esimesi tõsisemaid arusaamu oma kööki kolides.
- 9:03 am, May 15, 2007
- Lydia said...
The presentation makes those little carrots look so elegant! I'm going to borrow your idea for my next party.
- 1:21 pm, May 16, 2007
- Susan said...
I've got to get some of those little spoons! Lovely. Just lovely.
- 8:24 pm, May 16, 2007
- christine said...
You are so creative, such a lovely presentation!
- 3:43 pm, May 17, 2007
- Pille said...
Alanna - well, it was a great carrot recipe and would have tasted in any bowl or spoon, but I guess more people tried it because it was served in small spoon.
Zarah Maria - exactly. I wonder what I could make people eat next just by serving it on those spoons. Roasted swedes? Barley porridge? Haggis? Who knew that party dishes could be so humble:)
Kalyn - I agree:)
Jasmine - thank you!
Chris - I looked everywhere in London stores, and was about to wander into Chinatown, when I came across these. They are a bit slimmer than your usual Chinese spoon, but I like that.
Thredahlia - siin sama. Kui me sügisel uut serviisi ostsime (poissmehemajja oli vaja, noh), siis oli K. põhimureks, et kas taldrikud fotol ikka kenad jäävad:)
Lydia - exactly! You could serve pretty much anything on those spoons and it'd look elegant!
Susan - thanks, and good luck with finding the spoons. I've got tons of dishes already that I think would look great served from these spoons.
Christine - thanks for your kind words - much appreciated!
- 3:54 pm, May 17, 2007
Can not find your "Carrot pie (savoury) / Porgandipirukas" recipe... only in estonian - I'm not so good in it :o) your blogs are brilliant! love your beet adventures :)
- 3:33 pm, April 24, 2008


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< Egypt's President Back at Work
Dec 05, 2012 07:33
Category: General News
Category: General News
Member of Gov. Chris Gregoire's Cabinet has Died
OLYMPIA, Wash. (AP) — A member of Gov. Chris Gregoire's cabinet has died. Gregoire said that State Human Resources Director Eva Santos died yesterday morning after battling cancer. Gregoire said the 56-year-old Santos was a bright spark in every cabinet meeting and everyone who worked with her knew of her integrity, skill and passion for service. Gregoire appointed Santos in 2005. Before that, Santos led the state's Labor Relations Office after working at the Department of Labor and Industries.


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New Jersey State Climatologist
September 16, 2013
A fast moving fire destroyed buildings housing at least 50 business along a four-block section of boardwalk in Seaside Park and Seaside Heights during the afternoon and evening of September 12th. The heroic actions of hundreds of firefighters and many others kept the inferno from spreading even further north up the boardwalk. Fortunately only minor injuries occurred. There is no question that strong winds blowing from the south contributed to the rapid spread of the fire. Perhaps a mid-evening slackening of the winds and a late evening shift in direction to a more westerly component assisted in bringing the fire under control. Here is a synopsis of wind gusts in the area during the time of the fire. Observations were taken at the Office of the NJ State Climatologist's NJ Weather and Climate Network (NJWxNet) station atop the Seaside Heights Municipal Building. Peak gusts each five minutes were recorded by an anemometer located approximately 40 feet above the ground. The station is seven blocks north of Lincoln Avenue, the location where the fire's advance was brought to a halt.
Peak gusts for every five-minute period between 2 PM and 11 PM EDT on the 12th are plotted in the Figure 1, while the directions of the gusts are plotted in Figure 2. They depict an afternoon and evening where winds were commonly gusting above 20 mph and reached their peak intensity of 30 mph at both the 5:00 and 5:05 observations (within five minute intervals ending at these times). The two maximum observations had wind directions of west-southwest (WSW) and SW, respectively. To put these 30 mph gusts in some climatological perspective, the last time a gust at Seaside Heights exceeded 30 mph was this past June 24th when a 39 mph gust occurred in a thunderstorm. While 30 mph gusts were also reached on June 27th, July 19th and 29th, and August 24th, none of these days had gusts exceeding 20 mph for nearly as long an interval as seen on September 12th.
Figure 1
Figure 2
The first 20 mph gust occurred at 1:45 coming from a SW direction, with the second gust of 20 mph or greater (21 mph) at 2:15 from the SSW. The first 25 mph or greater gust was 28 mph at 3:35 from the WSW. Between 3:30 and 6:25 every five-minute interval except three had a gust exceeding 20 mph. The last 20 mph plus gust of the day was at 23 mph from the WSW at 8:00. The first five-minute gust under 10 mph was 8 mph from the WSW at 10:30, with the first gust from north of west a 13 mph WNW gust at 11:15 PM. All gusts from 2PM until 8:15 PM were from the south to WSW. The first gust directly from the west was 17 mph at 8:20, however the predominant direction remained SW or WSW until 10:30 PM.
Unlike some areas of NJ that received rain during the evening of the 12th, no measureable rain (at least 0.01") fell at the Seaside Heights station. The air temperature ranged from a high of 80° at 3:30 to minimum of 73° at 11:00.
As demonstrated here, observations from one or more of the 56 NJWxNet stations situated throughout the state can assist those making critical decisions not only during storms such as Hurricane Sandy but also when non-weather events that may be greatly impacted or influenced by atmospheric conditions strike the Garden State.
For those seeking more detailed information on hourly, daily and monthly conditions, please visit the following Office of the NJ State Climatologist's websites:
NJ Weather and Climate Network
NJ Community Collaborative Rain, Hail and Snow Network
NJ Snow Event Reports
Interested in receiving our monthly summaries at the end of each month? Send us your e-mail address here to join the mailing list.
Past Climate Summaries


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Trust Secures Jay Wilderness
MONTPELIER, VT – A critical Green Mountains wildlife link has been protected on the Vermont border with Canada, The Trust for Public Land and partners announced Monday. Known as Jackson Valley, the 935-acre landscape near the Town of Jay is an ecological keystone that will connect to more than 22,000 acres of protected forestland in the United States and Canada. The property also buffers more than a mile of the Long Trail, the nation's oldest long-distance hiking trail.After two years of negotiation, The Trust for Public Land (TPL), a national conservation organization, facilitated the purchase of a federal Forest Legacy conservation easement over Jackson Valley by the Vermont Agency of Natural Resources. The easement will be held by the State of Vermont, primarily to support wildlife habitat, in addition to allowing sustainable harvesting and public pedestrian recreational access.The trust and the state will not own the land, which will be held by its private owners."This is a critical wildlife and recreation victory for the United States and Canada, and for the Green Mountains and for the historic Long Trail," said Rodger Krussman, TPL's Vermont director. "Jackson Valley is the keystone to a connected, cross-border Sutton Mountains to Green Mountains linkage, and was a top priority for the Vermont Forest Legacy program."Funding for the $585,000 purchase price of the easement came entirely from the federal government through the U.S. Department of Agriculture's Forest Legacy Program, a conservation program authored by Senator Patrick Leahy, a senior member of the Senate Appropriations Committee. The funding was secured through the leadership of Sen. Leahy, and support from U.S. Senator Bernie Sanders and U.S. Representative Peter Welch.Senator Patrick Leahy said, "It is great to see the Northern Green Mountains conservation project take another big step forward. This acquisition buffers the Long Trail and connects to conserved land in Canada. Jackson Valley is a gem in its own right, and a linchpin to the larger. I am proud to have helped and congratulate everyone who has worked so hard to make it happen."Senator Sanders said, "This easement along the Canadian Border will preserve a significant asset for future generations of Vermonters, for recreation, for wildlife and for sustainable harvesting. I applaud the work of public and private entities in working together so successfully to protect this land. Our forest lands are part of Vermont's heritage; a heritage we must maintain to protect the state's unique character."Representative Welch said, "Vermonters take great pride in our rural landscape. Today's news will allow Vermonters to enjoy all this landscape has to offer for generations to come. I applaud all parties for their efforts."The cross-boundary wildlife corridor supports bear, moose, marten, and bobcat among many other important species. Coalitions including Two Countries, One Forest, which supports conservation from the Green Mountains to the Sutton Mountains in Quebec; and Staying Connected, which works in New England to restore wildlife connectivity, consider Jackson Valley a vital conservation priority."The completion of this conservation project is truly inspiring; it gives concrete expression to the common vision which unites both the USA and Canada over the protection of the Green Mountains," said Mélanie Lelièvre, Appalachian Corridor Executive Director. "When we look at the actions of conservation groups beyond political borders, we see that individual projects are part of broader initiative which benefits both community and wildlife. Congratulations to The Trust for Public Land and Vermont Agency of Natural Resources for this successful outcome.""The Northern Green Mountains is one of the key linkages that have been found critical to maintain landscape scale connectivity in the Northern Appalachians and the incredible conservation work going on in this area sets the ground rules for what we would like to see unfold elsewhere in this ecoregion." adds, Louise Gratton, Chair, 2C1Forest.Nathalie Zinger, regional vice-president for the Nature Conservancy of Canada in Quebec, sees Jackson Valley as more than a significant gain for conservation. "It is contiguous to large tracks of land protected by the Nature Conservancy of Canada right across the border and represents the very essence of a shared conservation strategy between organizations in Vermont and Quebec."The Green Mountain Club created the adjacent Long Trail more than a century ago, and conservation of Jackson Valley represents a critical victory for sustaining the recreational experience along the trail.A generous grant of $93,000 from the Open Space Conservancy, Inc., through their Transborder Land Protection Fund, helped cover associated acquisition costs and a stewardship fund.Michael Snyder, Commissioner of Vermont's Department of Forests, Parks and Recreation said, "One of the primary goals of Vermont's Forest Legacy program is to protect working forests to sustain their economic, ecological, and social values. The protection of Jackson Valley achieves program goals, including watershed protection, wildlife habitat protection, low impact recreation, and future sustainable timber management for the region."TPL is a national, nonprofit land conservation organization that conserves land for people to enjoy as parks, gardens, historic sites, rural lands, and other natural places. Since 1972, TPL has completed 4,500 projects in 47 states, protecting more than 3 million acres, including more than 50,000 acres throughout Vermont. TPL depends on the support of individuals, foundations, and corporations. Visit tpl.org/Vermont.Open Space Conservancy, Inc., an affiliate of the Open Space Institute, Inc. is managing the Transborder Protection Fund, a $2 million fund established to protect the ecologically significant forested landscapes in the Northern Appalachian/Acadian eco-region, an 80 million-acre region spanning the eastern edge of North America along the boundaries of the United States and Canada.


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Design Miami/, which sits alongside its bigger, more mature sister Art Basel Miami Beach, describes itself as the "global forum for design". In summary, it's a hell of a big get-together for collectors, industry chiefs, designers, architects and enthusiasts, such as Messrs Kanye West, Pharrell Williams, Riccardo Tisci and Terry Richardson (who were all in town under last December's winter sun) to discover, discuss, debate, explore and purchase design. The boutique fair is both a marketplace for collectable design presented by leading galleries from across the globe and a forum, with site-specific installations and collaborations where design goes beyond product and into experience. The five days are peppered with talks, guided tours and more than a few openings, dinners and parties.
Many important galleries show highly prized collectables from 20th-century masters. Last month's Design Miami included the likes of Mr Charles-Édouard Jeanneret (better known as Le Corbusier), Mr Pierre Jeanneret, Ms Charlotte Perriand, Mr Jean Prouvé, Mr Jean Royère and Mr Carlo Mollino, while the rest presented new works, more often than not produced in editions of no more than 12.
Last year the double whammy that was Art Basel and Design Miami/ was enhanced by the improved muscle of the fashion brands. Miami's fast-moving Design District was packed with shop openings and launches: Hermès presented its Éditeur project with Mr Hiroshi Sugimoto, Louis Vuitton debuted its new Objets Nomades line, Dior Homme premiered a new film by Mr Bruce Weber, while Prada and Céline opened their doors in Miami in time for the week. Dinners were held for Chanel and Moncler, the latter atop the Herzog & de Meuron-designed 1111 Lincoln Road car park, and last but not least MR PORTER and Net-A-Porter joined forces with Visionaire magazine, and the artist Mr Jonathan Horowitz, for a poolside, beach-front bash at the SLS Hotel South Beach.
Mr Nick Vinson is the director of luxury brand consultant Vinson&Co.


text: Sijun Forums :: View topic - Room 4-2 Log in to check your private messages Sijun Forums Forum Index >> Gallery/Finished Work View previous topic :: View next topic Author Topic : "Room 4-2" Cvetanovjunior memberMember #Joined: 27 Aug 2011Posts: 5 Posted: Fri Sep 16, 2011 8:09 am The ability to wait is love. This haunt is floating in 3-D space yet expecting to accommodate a new couple. The seascape on the wall is a real picture painted in oil by my father. Back to top casiojunior memberMember #Joined: 20 Sep 2011Posts: 4 Posted: Tue Sep 20, 2011 1:51 am picture won't work...._________________Digital Paintings Digital Painting Tutorial Back to top Display posts from previous: All Posts1 Day7 Days2 Weeks1 Month3 Months6 Months1 Year Oldest FirstNewest First Sijun Forums Forum Index -> Gallery/Finished Work All times are GMT - 8 Hours Page 1 of 1 Jump to: Select a forum Digital Art----------------Digital Art DiscussionWork in ProgressGallery/Finished Work Miscellaneous----------------Random MusingsArchive : Sep99 - Dec00 You cannot post new topics in this forumYou cannot reply to topics in this forumYou cannot edit your posts in this forumYou cannot delete your posts in this forumYou cannot vote in polls in this forum Powered by phpBB © 2005 phpBB Group