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It's an aircraft with a reputation for falling from the sky. But on at least one occasion, the U.S. military's controversial V-22 Osprey tiltrotor — a hybrid transport that takes off like a helicopter and cruises like an airplane, thanks to its rotating engine nacelles — did just the opposite. It flew upward, out of control of its pilots.
On March 27, 2006, at a Marine Corps air base in New River, North Carolina, an MV-22 assigned to Medium Tiltrotor Training Squadron 204 experienced an unplanned surge in engine power as the three-man crew was preparing for a flight. "That caused the aircraft to inadvertently lift off the deck approximately 30 feet," Marine spokesman Maj. Shawn Haney explained. "It came back down … there was major damage sustained to the right wing and the right engine."
Luckily, the three crewmembers were unhurt. The cost to repair the self-flying Osprey totaled $7,068,028, according to the Naval Safety Center, which tracks all Navy and Marine aircraft mishaps. An investigation by the Navy and manufacturers Bell and Boeing resulted in tweaks to the V-22's engine controls.
Yet the Marines and the Naval Safety Center ultimately decided that the Osprey's dangerous joyride didn't count as a serious flying accident, known in Pentagon parlance as a "Class A flight mishap." The reason, said Capt. Brian Block, a Marine spokesman: The aircraft wasn't supposed to take off just then; therefore, it's not a flight problem. If a V-22 suffers damage while preparing to launch or after landing, or if the crew does not explicitly command the aircraft to take off but it does anyways, then the accident doesn't count as a flight accident.
"No intent for flight existed," he told Danger Room. "As such, it is not included in calculating the Class A flight mishap rate."
It's not the only seemingly serious accident that the Marines neglected to include in its tally of flight mishaps for the Osprey. A review of press reports, analysts' studies and military records turns up 10 or more potentially serious mishaps in the last decade of V-22 testing and operations. At least three — and quite possibly more — could be considered Class A flight mishaps, if not for pending investigations, the "intent for flight" loophole and possible under-reporting of repair costs.
The Marines boast that the Osprey is the "safest tactical rotorcraft within the U.S. Marine Corps" over the last decade, in the words of Lt. Col. Jason Holden, the V-22 plans officer at Marine Corps headquarters in Virginia. By the official reckoning of the Marine Corps and the Naval Safety Center, the V-22 has a Class A flight mishap rate of 1.28 per 100,000 flight hours over the last 10 years, compared to a Class A flight mishap rate of 2.6 per 100,000 flight hours for all Marine aircraft over the same period.
But the Marines have given all sorts of reasons not to trust that official rate.
Past Is Prologue
In conversations with Danger Room about the Osprey's mishap rate, Block and Holden changed their story several times.
Until 2009, a Class A mishap involved damages up to $1 million. Then, the standard changed to $2 million. In an initial interview, Holden said the Marines had "reclassified mishaps," applying the new and higher threshold to older incidents. In other words, the Corps artificially shrunk the apparent, relative severity of past accidents — a practice forbidden by the Naval Safety Center.
Later, Block and Holden denied the Marines had ever reclassified any V-22 accidents. "We do not apply rates retroactively," Block said.
Worse, it's the Marines themselves who are responsible for tallying the cost of Osprey accidents, except in cases where someone dies. For non-fatal mishaps, the Naval Safety Center only keeps the records. In that way, most V-22 accidents are only as severe as the Marines say they are. And even in cases where someone dies, as happened this summer, the Marines can benefit from the slow progress of the Naval Safety Center's investigations.
Finally, the Marines carefully avoid lumping the Air Force's Osprey — called the "CV-22" — into their assessment of the tiltrotor's safety, even though the aircraft are largely identical, were developed by the same program office and are counted together whenever the military and industry want to boast about the total number of hours the Osprey has flown. Including the CV-22 could nearly triple the Osprey's Class A flight mishap rate, to a level greater than the average for the Pentagon's air fleet.
The bottom line: the Osprey appears to be far less safe than the Marines would have us believe. Approximately one out of every 15 V-22s built in the last decade has been destroyed or badly burned in an accident, though many have been repaired.
This happened before — and it wasn't supposed to happen again. Between 1991 and 2000, four V-22s were destroyed during test flights. Thirty people died as a result, turning the Osprey from the Pentagon's most revolutionary warplane into the most controversial aircraft in the Defense Department arsenal. The Marines copped to covering up problems with the original Osprey, and lobbied hard for the time and money to fix their troubled tiltrotor.
Design changes by Bell and Boeing between 2001 and 2005 supposedly produced an "Osprey Version 2.0" with none of the earlier flaws. "The V-22 flying today in Iraq and Afghanistan and flying out to the Marine Expeditionary Units is not the same V-22 we had years ago," Holden said. "We had problems, acknowledged the problems and have gone to fix them."
The "new" V-22 has completed some awe-inspiring missions in the years that have followed, including an epic, 800-mile rescue mission in Afghanistan in 2010 and another daring rescue in Libya this year. An Osprey even delivered Osama bin Laden's corpse to the aircraft carrier Carl Vinson so the terrorist leader could be buried at sea.
Today, an assembly plant in Amarillo, Texas churns out four V-22s a month for the Marines and Air Force — and manufacturers Bell and Boeing are pressing the Pentagon and Congress to add another 122 copies to the existing order for nearly 200. The companies are also pushing the Osprey as an export item for America's allies, including Canada and Israel.
But the narrative of the new-and-improved Osprey Mark Two — a narrative enthusiastically advanced by many government officials, industry executives and sympathetic reporters — disguises disturbing evidence of continuing problems with the V-22, especially its engines.
What follows is the history of the V-22 that the Pentagon and its boosters don't want you to read — a history of botched design, reckless testing, possible cover-ups and media spin. But mostly, it's the history of an aircraft capable of some amazing feats, but whose capabilities still come at the cost of burned aircraft and dead men.
From the Lab to the Front Lines
The idea of a hybrid chopper-airplane isn't new. In fact, it's been around since the 1920s. But it took the determination — some might say "obsession" — of one man to drag tiltrotors out of the laboratory and into the real world. While working on old-school AH-1 and UH-1 helicopters for Texas-based Bell in the early 1970s, engineer Dick Spivey became enamored of the company's experimental XV-3, a small, experimental tiltrotor. In '73, NASA gave Bell $26 million to develop a successor to the XV-3 called the XV-15 (pictured). Spivey became its chief proponent — or "peddler," as Spivey describes himself.
It took eight years of lobbying, but in 1981 Spivey won over Navy Secretary John Lehman. And when the Marines decided to replace hundreds of Vietnam War-era CH-46 helicopters with a new aircraft, Lehman ordered them to make it a tiltrotor. "I want to bring the Marine Corps into the 21st century on the leading edge of technology," Lehman said, according to journalist Richard Whittle's book The Dream Machine. From that moment on, the Marines were wedded to the tiltrotor concept. And when the larger V-22 replaced the XV-15 at Bell, the Marines' fixation transferred to it, specifically.
At one time or another, all the other military branches expressed interest in the V-22, but only the Marines and Air Force stuck with it — and it was the Marines, with their greater need and enthusiasm, that drove the Osprey's design. Problem was, the Marines had some, ahem, unique demands.
For one, all their aircraft have to fit in large numbers on the flight decks of amphibious assault ships. For helicopters, stowage is easy: You just fold back the rotors. That way, a CH-46 Sea Knight, the chopper the V-22 is meant to replace, can fit into a space just 50 feet by 10 feet. But a tiltrotor is more complex than a helicopter — and it has wings. Even so, "the V-22 is designed to operate at the same level and class of flight operations as the H-46," according to a handbook (.pdf) published by Navair, the Navy's main aviation office.
That forced Bell and Boeing to shrink down the V-22 into the smallest possible size, while also adding a system to fold and stow the wing and the rotors. Those two requirements imposed big constraints on the rest of the V-22's design. The aircraft's hydraulic lines not only had to fit into a tiny space — they also had to twist and rotate with the nacelles and wing. In The Dream Machine, Whittle describes an engineer experimenting with cords twisted around a cardboard tube as he struggled to devise a working layout for the Osprey's hydraulics.
It gets worse. The Osprey's rotors are five feet shorter than Bell engineers believed they should be, Whittle told Danger Room. That meant that each of the Osprey's two Rolls-Royce AE 1107 engines had to produce more thrust than is normal for a rotorcraft powerplant: 6,200 horsepower, compared to just 4,400 for each of three engines on the CH-53 heavylift chopper.
Producing that much thrust means the tiltrotor's motors run hot. So hot, in fact, that V-22 pilots have to "jiggle" the engines to avoid melting ships' decks before takeoff. The downwash from the engines is so powerful that "a person cannot see or breathe in that area," according to one member of the V-22 test team in the 2005 timeframe. When V-22s dropped in on New York City's Fleet Week celebration in May 2010, the rotor blast from one arriving tiltrotor sent tree branches flying. Seven spectators went to the hospital with minor injuries.
The end result of the Osprey's compromised design process: overly complex aircraft whose engines run dangerously close to normal margins. Leaving aside the aerodynamic dangers associated with tiltrotors, the V-22 was a deeply flawed aircraft at the commencement of its flight test program in 1989. Even so, the aircraft had plenty of defenders in the military and Congress. Then there were the crashes … and even the staunchest defenders had to admit that the Osprey, as initially designed, was a deathtrap.
The V-22's early history was written in blood.
In June 1991, there was a non-fatal tumble to the ground while hovering, depicted above — an incident chalked up to a misrouted flight-control wire. Then in July 1992, a hydraulic leak sent a V-22 plunging into the Potomac River, killing seven crew. A crash in April 2000 resulted from "vortex ring state," a sort of aerodynamic whirlpool that can drag down any rotorcraft, but especially a tiltrotor; 19 crew and passengers died.
Despite this, the V-22 was months later declared "operationally effective and operationally suitable," as Boeing crowed in an October 2000 press release. Two months after that, another hydraulic leak sparked a fire that destroyed a V-22 and killed four people.
After the fourth crash, the V-22 was grounded and its test scores negated. Thanks to intensive lobbying, the Marines still had Congress' support for their deadly tiltrotor — but barely. "I think another crash would shut us down," Air Force Col. Craig Olson, the new V-22 program manager, told Wired reporter Ron Berler. Olson and Ken Baile, the program's new chief engineer, faced an unenviable task: saving the V-22 from itself. They set about revamping the Osprey design and the risk-addicted culture of tiltrotor pilots, maintainers and developers.
According to the official story, they succeeded on both counts. "Between 2001 and 2005, the Osprey was redesigned and retested," Whittle wrote in a recent piece for AOL Defense. "Sloppily laid out hydraulic lines were rerouted, putting a stop to frequent and dangerous leaks. Flaws in flight control software, which in combination with a hydraulic leak had caused one fatal crash, were fixed. A trio of brave test pilots deliberately and repeatedly flew the Osprey into [vortex ring state] and figured out how a pilot could get out of it."
In the fall of 2005, the V-22 passed its operational test … again. The Osprey Mark Two was cleared for combat. Ospreys flew into action in Iraq in 2007, and Afghanistan two years later. At the time, one insider predicted hard times for the Osprey in its initial deployments. Ward Carroll, spokesman for the V-22 program from 2002 to 2005 and a self-described "fan of the V-22," wrote in 2007 that he expected six Ospreys to suffer six Class A mishaps during the first three years of operations. (At the time, a Class A mishap was any incident causing loss of life or at least $1 million in damage.)
But over the course of 11 deployments, during which Ospreys flew tens of thousands of hours in combat conditions, just one V-22 was destroyed with loss of life: Air Force CV-22 number 06-0031 crashed under mysterious circumstances in the early morning of April 9, 2010, in Zabul province, southern Afghanistan. Investigators still haven't determined exactly what happened.
According to the Osprey's boosters, between 2001 and early 2011 — in other words, since the introduction of the Osprey Mark Two — that was one of only two Class A flight mishaps. The other one, the only Marine Class A, occurred during a training flight in North Carolina in 2007. It cost $16,162,436 to repair. "The MV-22 has had the lowest Class A mishap rate of any rotorcraft in the Marine Corps during the past decade," Boeing claimed.
That brings the Osprey's serious accident rate to roughly two per 100,000 flight hours. It's lower than the average crash rate for Marine aircraft over the last decade, which currently stands at around 2.6 per 100,000 flight hours. Take out the Air Force accident, as those in the Marines' camp tend to do, and the rate falls farther still. "Given that record, anyone who calls the Osprey 'unsafe' or 'accident-prone' these days either hasn't bothered to learn the facts or is willfully ignoring them," Whittle wrote.
The New and Improved V-22?
The Marines and their backers may promise a nearly unblemished safety record for the Osprey. But the list they keep to back up those claims is uneven, at best. A survey of news reports and government documents shows the "facts" of the V-22 safety record aren't what they seem — and that the military's own claims have to be taken with, at minimum, a grain of salt.
"The incentives for the Marine Corps to downgrade the severity of Osprey mishap data are obvious," former Naval Postgraduate School professor Craig Hooper wrote in 2009. "The program had (and still has) a lot to lose if the rate of MV-22 Class A mishaps increases. Why? Because the Marine Corps regularly uses the low rate of reported MV-22 Class A mishaps to sell the program to policymakers."
In March 2003, a V-22 was flying a test sortie when "severe" vibration set in, according to a report (.pdf) from Lee Gaillard, an analyst with the Washington, D.C.-based Center for Defense Information. When the engine nacelles were opened up, mechanics discovered a dozen cracked bond straps, a snapped internal support bracket, and a sheared-off bolt head.
Two years later to the month, a V-22 "erupted in flames when a leaking hydraulic line dripped fluid onto hot engine parts," Gaillard recalled. "I'd have a real hard time believing it was anything less than $1 million [in damage], but that's total speculation on my part," one former Marine Osprey mechanic told Danger Room on condition of anonymity.
An Air Force V-22 experienced problems with its de-icing equipment in October 2005. "Accumulated ice broke loose and damaged the tail and other parts of the aircraft, including the engines — which had to be replaced after its unscheduled landing."
None of these incidents are included in the Marines' current assessment of the V-22's safety record. Nor is the March 2006 accidental takeoff that resulted in a hard landing and $7 million in damage. Also not counted: engine fires in December 2006 and March 2007. Another engine fire in November 2007 caused $16,162,436 in damage. That incident does count.
But an engine failure in Iraq in June 2008 doesn't. "An inspection showed possible damage to the engine compressor blades from foreign objects," Bob Cox from the Ft. Worth Star-Telegram reported. "But there was also an indication that the engine combustion liner was breaking up and pieces had further damaged other engine parts."
In March 2009, another Air Force Osprey suffered problems with its de-icing gear and lost an engine during takeoff. "The aircraft involved in the mishap landed safely but the engine was ruined by ingesting pieces of the broken parts."
In April this year, an Osprey's landing gear collapsed while the aircraft was on the ground, inflicting $1,229,408 in damage. In June, an Osprey "experienced a hard landing shortly after takeoff," incurring $1.5 million in damage, the Naval Safety Center reported.
Most tragically, in July a Marine crew chief was killed when he fell from a V-22 as the tiltrotor was departing a landing zone in Afghanistan. Marine Osprey plans officer Holden said he didn't know yet whether the fatal fall had anything to do with the Osprey's design or equipment. Until the Naval Safety Center can say for sure, the crew chief's death, like so many other Osprey incidents, stays off the books.
Vanishing Mishaps
The Marines have a simple explanation for why all but one of the above incidents don't factor in their assessment of the V-22's safety record: They only record their most serious accidents. Air Force Ospreys simply don't count, in the Marines' reckoning. Nor does any accident short of the most severe category. "What we track and publish are Class A mishaps," Holden told Danger Room.
What's more, those Class A mishaps have to occur in flight or with "intent for flight," as Block noted. The Marines only count accidents that occur when the Osprey is flying or just about to take off. A major fire on board a taxiing aircraft doesn't qualify. Nor does an accidental takeoff and subsequent crash, as occurred in March 2006.
And that's not all. For most of the V-22's history, the threshold for a Class A incident was $1 million in damage or a fatality. Then, in October 2009, the Pentagon brass revised the threshold upwards to $2 million or a fatality, owing to inflation. "Life is getting expensive," Holden explained.
When I asked Holden and Block about the application of mishap standards, their story shifted several times over the course of a few weeks.
After the military raised the Class A threshold in October 2009, the Naval Safety Center "changed the reporting requirements and reclassified mishaps to accurately report them under this guideline," Holden said on September 21. In other words, some Marine V-22 incidents that might have been officially serious mishaps prior to 2009 magically became less serious. Any incidents costing more than $1 million but less than $2 million disappeared, all with the stroke of a pen.
That runs directly counter to military procedure. All the armed services classify aviation accidents according to the Class A threshold at the time of the incident. Asked if there is supposed to be any retroactive adjusting of definitions to judge past incidents by current, inflated standards, Naval Safety Center spokesperson April Phillips' answer was clear: "No."
But that's exactly what Holden said the Marines were doing with the V-22.
Pressed for clarification, Block insisted that a Pentagon memo authorized the Marines to retroactively reclassify V-22 accidents going back to 2002. But the memo, dated Oct. 5, 2009 and signed by then Undersecretary of Defense Ashton Carter, authorizes no such thing.
It does, however, mention the Pentagon's ongoing efforts "to reduce FY [fiscal year] 2002 baseline mishap rates by 75 percent by the end of FY 2012." Ashton's safety initiative would require the recalculation of internal statistical goals, but did not retroactively alter the Class A threshold.
When I pointed this out, Block conferred with Holden then insisted they were simply wrong that any reclassification had occurred. "Lt. Col. Holden was mistaken," Block said on September 29. "Now I'm correcting that." But Block insisted his and Holden's misunderstanding did not change the V-22's safety record or its status as the Marine Corps' "safest tactical rotorcraft."
"Our numbers come from the Naval Safety Center," Block added.
The problem there is, some of the numbers don't come from the Naval Safety Center. In cases where no one dies, it's the Marines themselves who report the nature and cost of a mishap to the Naval Safety Center, Phillips said.
In other words, a non-fatal mishap is only as severe as the Marines say it is — and might not count at all if there was no "intent for flight." Inconsistent public statements, the "intent" loophole and a track record of falsifying records at the squadron level both cast into doubt the military's reliability when it comes to reporting the true cost of an accident.
Take, for example, an engine fire in December 2006. A Marine investigative team initially told the Naval Safety Center that the fire would cost more than $1 million to repair. "The assessment can be changed as necessary, until the investigation is complete," Staff Sgt. Angela Mink said. And that's exactly what happened. The final bill the Marines presented to the Naval Safety Center was for $906,303 — just 10 percent shy of a Class A.
The pilot of that V-22? Holden himself.
Naval Safety Center statistics include several V-22 mishaps that conveniently came in just below the Class A threshold. Besides Holden's fire, there was an engine-related fire in May 2009 that cost $766,718 to repair and a crash landing in June that the Marines have tentatively priced at $1.5 million.
The former Marine V-22 mechanic questioned the Marine Corps' data. He asked how an engine fire, in particular, can be anything but serious — and expensive, considering each of the Osprey's engines costs more than $2 million and is encased in an exotic carbon-fiber nacelle. Engine fires "are not minor," the mechanic told Danger Room. "Also the costs to repair them are ridiculously high."
Higher, perhaps, than the Marines will admit. "Damage caused by fires is usually composites damage that I guess … can be repaired," Holden said.
But "even a small amount" of composites damage "would be very expensive," the mechanic countered, without providing a specific dollar figure.
Early in the V-22's history, there was a famous case of false reporting. In January 2001, Lt. Col. O. Fred Leberman, commander of what was then the Marines' only Osprey squadron, was fired after investigators discovered he had been ordering his mechanics to falsify maintenance records. "The reason we need to lie or manipulate the data or however you want to call it, is that this program is in jeopardy," Leberman said while being secretly recorded.
The false reporting continued well into the era of the Osprey Mark Two, according to the former mechanic, who worked on the "new" Ospreys from 2003 to 2006. He scoffed when asked if he had felt pressure from his commanders to downplay the V-22's mechanical problems. "Pressure? I personally drafted the daily reliability reports which were then manipulated to reflect better-than-actual reporting. I was not pressured to do anything but was a direct witness to false reporting."
Doubling Down
Five years after a Marine V-22 went for an unintended joyride, and 18 months after an Air Force Osprey plowed into the ground in southern Afghanistan, killing four people, the Marines and Air Force are preparing to double down on an aircraft that crashes, burns or kills its occupants at a rate several times higher than the military's official pronouncements suggest.
This spring, the Navy and Bell-Boeing began negotiations on a contract to add another 122 V-22s to the Air Force and Marine fleets. The five-year deal would cost around $10 billion and allow the Pentagon to reach its goal of buying 410 Ospreys. Congress would have to pay for it, of course. The Marines' claims regarding the tiltrotor's safety record are a key part of the service's lobbying for Congressional funding.
Amid the push for more V-22s, some critics are still questioning the V-22's worth. In February, the New York Times proposed that the Osprey "be scaled down." D.C. watchdog group Project on Government Oversight urged Congress to consider "not renewing the procurement contract for the V-22 Osprey." Rep. Lynn Woolsey (D-Calif.) called the Osprey a "boondoggle" and proposed legislation to ban the Navy from spending more money on the tiltrotor.
Journalist Whittle dismissed the opposition. "The only valid reason to oppose the Osprey these days might be cost, but many of the V-22's critics have trouble keeping up with the facts on this point, too." He noted the projected 10 percent decline in the tiltrotor's per-plane cost over its final five years of production.
In a sense, Whittle is right about the Osprey's financial cost. At $65 million per aircraft and declining, the V-22 is getting cheaper to buy. And of the $40 billion the Pentagon wants to spend on Ospreys, $30 billion has already been spent. The military can't save much money by canceling further V-22 production.
But it could save lives. The revamped V-22 is just as accident-prone as its more visibly troubled earlier version. It's true that the Osprey V2.0 has only killed five people, versus the 30 that died in V1.0. But that's mostly due to luck. The former Osprey mechanic said that, of the many malfunctions, fires and failures that have plagued the V-22, and especially its engines, "each time could have very easily become … crashes."
Photos and videos: Navy, Air Force, NASA, Michael Pereckas/Flickr
See Also:
- V-22 May Need New Engine (Updated)
- Tiltrotor Critic May Be Hired by V-22 Maker
- Controversial Spec-Ops Tiltrotor Crashes in Afghanistan
- Time Vs. Osprey (Updated)
- Crash-Prone Hybrid Copter's New Mission: Hauling the President's …
- DR Book Club: The Quest for the Ultimate Flying Machine


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A year ago I was boarding a plane bound for Dallas, Texas, when I glanced to my left and noticed that Jeremy Martin and his father were seated in the row next to me. Together they were about to experience their lifelong dream of racing their first professional supercross event, and I was able to chat during the flight with the two Millville, Minnesota, residents about their expectations.
Jeremy replied that supercross was very new to him, but he felt comfortable doing the triple jumps, timing lanes and whoop sections at the practice tracks. "I feel like I can ride a supercross track pretty good, but I know racing on one is going to be a different challenge," he said at the time. As it were, Martin had a rough go of it in Arlington and failed to make the main event. Refusing to let the misfortune deter his focus he rallied to post three consecutive top fives, including his first career podium at Daytona. A wrist injury ended his SX season early, but he bounced back in the Lucas Oil Pro Motocross Championship to earn more podiums and ultimately be named Pro Motocross Rookie of the Year.
This Saturday night the Yamalube Star Racing backed speedster returns to the venue where his supercross career got off to an inauspicious start. A year later he is one of the favorites for the title, and has certainly learned to race supercross. What hasn't changed from the conversation I had with him a year ago is his humble, polite and soft-spoken delivery. We called up the 20-year-old rising star as he was completing his final steps of training at the facility famously known as "The Farm," which is owned and operated by Ricky Carmichael and family.
Racer X: A year goes by pretty fast. Talk about how much you've changed as a racer since your last trip to Arlington.
Jeremy Martin: I would say I've changed in many ways. I'm more confident, plus I've learned to understand when it's time to go fast and when it's just time to stay in control. From last year to this year I learned a lot, but I didn't really change much about my program and training. I'm thankful to have a great group of people around me. They've helped me find things that I enjoy with training and I just work hard on those things. It has helped a lot.
There has been a lot of positive hype about the new YZ250F. Your teammate [Cooper Webb] has been banging holeshots out West and is surprising people. How much has your new bike improved over last years?
Yeah, you know, I think it's night and day better than last year's bike. The thing is wicked fast and it handles and turns just great. We have KYB suspension and the EFI is awesome, but to be honest they had our bikes tuned so well last year that they never bogged during races. I think the EFI is the most noticeable change during the week. When I ride everyday, the engine is more consistent.
The 250 East is loaded with veterans and a couple highly-touted rookies. With a year under your belt, you kind of sit in the middle. Who do you consider your strongest competition?
You know, I think all of us are revved up from the long off-season and we've all been watching the West Coast races and I know they're all ready to go. I don't know how to answer that, I guess, but the Monster Energy/Pro Circuit guys are going to be tough, and GEICO Honda and there are a lot of guys to consider not just one in particular. I remember watching Blake Baggett win here (Cowboy Stadium) when I was still just an amateur rider.
Tell us about riding at The Farm down in Florida. Putting in laps with a champion like Ryan Dungey has to have helped you develop. Has he given you any special advice? Has Miss Jeannie been out there making you do corners?
I was able to ride a lot with Ryan in the off-season, but he's been in California since A1 and I haven't been able to ride with him much lately. But, yes, he does give me advice and we get along well. We worked hard together. My mechanic/riding coach Dillon Turner has been with me a long time from back home and he helps me out a lot. And yes sir, Meanie Jeannie is there cracking the whip and helping all the time. She's even going to be in Dallas this weekend.
The opening round in Texas is going to be hard-packed, then we will see some softer soil at Atlanta and Daytona. Have you been working on setups for both, and do you feel more comfortable on one or the other?
The set up I have now suits everything, actually. We worked hard to find one that we could use everywhere, and Dallas will probably be hard-packed. If we need to change something it will be a minor click here or there with the suspension. There are times when the practice track gets hard and we rode on it a bunch like that, and a bunch when it was softer.
A little off topic, but the 250 West series has been wild. How do you think the East stacks up against the West? Is the East your preferred division?
You know, it's hard to say. I hear a lot of people say one coast is better than the other, but I don't know. It's hard to say who the man is, and we (East Coast) haven't raced yet, but we'll find out in Las Vegas that's for sure. As far as the East Coast goes, it's perfect for me. I live here and love training at the Carmichael Farm and it works good for me. But still, if I had to race the West I would have been just as excited.
Who do you think will pull it off out West?
It's pretty tight between Seely and Anderson, that's for sure. I've been watching them duking it out and it is going to be close. The next couple of rounds will decide it after the break, but I can't really say who will win.
Lastly, what are you expectations for the series and what is it going to take to win the championship?
To win the championship it's going to take being solid every weekend—being on that podium, and racing with the front runners each round. I'm taking it race by race. Dallas is this weekend, and right now I'm focused on just getting things started off well. I think it's going to be great, it has been an exciting supercross series so far and the fans are going to get to see 20 different riders that haven't raced main events yet.
Thanks for taking the time to talk to us today. Good luck!
Thank you sir, and thanks for the interview.


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|This information is provided free of charge by the Department of Industrial Relations from its web site at www.dir.ca.gov. These regulations are for the convenience of the user and no representation or warranty is made that the information is current or accurate. See full disclaimer at http://www.dir.ca.gov/od_pub/disclaimer.html.
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(a) Demolition work shall at all times be under the immediate supervision of a qualified person with the authority to secure maximum safety for employees engaged in demolition work.
(b)(1) Prior to permitting employees to start demolition operations, a qualified person shall make a survey of the structure to determine the condition of the framing, floors, and walls, and the possibility of an unplanned collapse of any portion of the structure. Any adjacent structure where employees may be exposed shall also be similarly checked.
(2) The survey shall be in written form, kept on the job-site and made available to the Division upon request. The written survey shall be maintained for the duration of the demolition project.
NOTE: Authority cited: Section 142.3, Labor Code. Reference: Section 142.3, Labor Code.
1. New subsection (b) filed 2-11-72; effective thirtieth day thereafter (Register 72, No. 7).
2. Amendment filed 12-4-86; effective thirtieth day thereafter (Register 86, No. 49).
3. Amendment of subsection (a) and newly designated subsection (b)(1) and new (b)(2) filed 5-22-95; operative 6-21-95 (Register 95, No. 21).
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Data Elements
The birth defects registry is a compilation of birth defects reported on live birth certificates, infant death certificates, newborn and pediatric patient abstracts, and program and screening data such as the Hope program and newborn hearing screening data. Select data elements from each data source are retained in the birth defects registry, with access to other data elements when required. Data elements from each source are listed below. Users requesting access to record-level data should be aware that not all data elements included in the birth defects registry will be provided on data sets released to users outside the Department of Health and Senior Services.
Birth Certificate
The birth defects registry is based on the birth certificate. Birth defects reported on the birth certificate and all other data elements from that data set are part of the birth defects registry.
Death Certificate
For all deaths within the first year of life, cause of death (ICD-10-coded) and age at death are included in the registry, however, access to all death certificate data items is available as needed.
Newborn and Pediatric Patient Abstracts
For all inpatient and outpatient hospital encounters within the first year of life, routinely available data items are all reported diagnoses (ICD-9-CM-coded); admission and discharge dates; and type of hospital encounter (inpatient, outpatient, or emergency room). Access to all patient abstract data items is available as needed.
State Program/Screening Data
Data elements available vary by program. All programs and screening data included diagnosis (coded in ICD-9-CM upon inclusion in registry) and date of enrollment/screening.


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Was Jesus' blood shed "for all" or "for many"? Maybe there's a third option
Among those who have struggled with the new translation of the Roman Missal, one of the most difficult changes to understand seems to be the switch in the Eucharistic prayer from saying that Jesus' blood was "shed for you and for all" to "for you and for many." Some argue that "many" is a more accurate translation while others feel that it distorts the essential message that the death of Jesus on the cross offered salvation to all, not just "many."
The issue is still being discussed in Italy. Reports the La Stampa newspaper's Vatican Insider:
In Italy a vote was held on the matter during the general assembly of the Italian Episcopal Conference (CEI) in Assisi, in November 2010. Here, 171 out of 187 individuals voted in favour of keeping "for all". The main reason given was that in some languages "for many" seems to contrast with "for all" almost as if the universal call for salvation and Christ's sacrifice were not intended for everyone.
According to La Stampa, biblicist Francesco Pieri has proposed an alternative. Instead of "for many," he suggests "for the multitude," which he argues is both an accurate translation and a solution that doesn't imply that the salvation of Jesus isn't open to everyone.
What do you think? Have you grown accustomed to hearing "for many"? Or do you still want the prayer to say "for all"? Would something along the lines of "for the multitude" be an acceptable solution, regardless of which side you're on?


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Contact Glen Allen - VA
Our Office
All applications subject to credit approval. Program terms and conditions are subject to change without notice. Some products may not be available in all states. Other restrictions and limitations may apply. This is not a commitment to lend. Envoy Mortgage Ltd. #6666, 5100 Westheimer Road., #320, Houston, TX 77056, Phone #877-232-2461; AR Banker/Broker/Servicer License #103315 - AZ Mortgage Banker Licensee – License #0908096; Licensed by the Department of Business Oversight under the California Residential Mortgage Lending Act License #413 0597; CO Mortgage Company Registration # 6666, Regulated by the Division of Real Estate; Licensed by the Delaware State Bank Commissioner Licensed Lender Licensee #011264; Georgia Residential Mortgage Licensee License #23619; Illinois Residential Mortgage Licensee – License #MB.6759338; MA Mortgage Lender Licensee – License #MC6666 ; MA Mortgage Broker Licensee – License #MC6666; Licensed by the Mississippi Department of Banking and Consumer Finance License #6666; Envoy Mortgage Limited Partnership – Licensed by the New Hampshire Banking Department License #14552-MB; Licensed by the N.J. Department of Banking and Insurance NMLS #6666; Licensed Mortgage Banker – NYS Department of Financial Services, License #B500979, 746 Merrick Rd., Baldwin, NY 11510; OH Mortgage Broker Act Certificate of Registration #MB.804190.000; OR Mortgage Lending Licensee #ML-3933; Rhode Island Licensed Lender – License # 20092627LL; Rhode Island Licensed Loan Broker – License # 20122861LB; TX Mortgage Banker Registration- NMLS #6666; TX Regulated Loan License #42377. This office is licensed and examined by the Office of Consumer Credit Commissioner of the State of Texas; Virginia NMLS ID#6666 (www.nmlsconsumeraccess.org) – Lender License and Broker License # MC3021; Envoy Mortgage Ltd d/b/a Envoy Mortgage, L.P.- WA Consumer Loan Company License # CL-6666 –http://nmlsconsumeraccess.org
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With the sequestration deadline
nearing closer and closer
, late-night hosts tried to explain
the budget cuts and the affects
it will have on Americans.
The Tonight Show
's graphics team put together a musical version of the sequestration negotiations and host Jay Leno used the opportunity to get another Carnival Cruise metaphor into his monologue.
Late Night'
s Jimmy Fallon combined some of the jobs that will be affected by the cuts in his show.
Over on the Late Show , David Letterman went far afield in explaining how the cuts will affect Supreme Court justices. He also opened his monologue by listing the budget mini-crises the government has experiences since the election in November.
Fast forward to 4:00 to see Fallon explain who has the most to lose from the sequester.
Play of the Day: Sequester Fever... Catch It!
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Merlyn 8 Series Frameless Side Panel - 900mm
Product Code: A0607E0
- 8mm Toughened Safety Glass
- Mershield - Stayclear coating
- Lifetime guarantee from Merlyn
This Merlyn Series 8 - Frameless shower side panel is a designer styled glass for a wetroom or enclosure.
- Side Panel Only
- Height 2000mm
- Recess Adjustment / Wetroom: 880-900
- 8mm toughened glass.
- Mershield Stayclear protected glass.
- Height: 2000mm
- Concealed fixings.
- Wetroom compatible.
- Lifetime guarantee.
DownloadsA0607E0_I.pdf (2.96MB)
- Please allow three to five working days for delivery
- Small items may be dispatched by parcel courier services
- Merlyn Shower Glass doors and screens are large items and we prefer to send these on a pallet, so please advise if the delivery address might be inaccessible in anyway to a large delivery vehicle
- Our Suppliers do their best to keep products in stock but occasionally we run out. We promise to let you know promptly if an item is out of stock
If you might need to return the item, please keep all the packaging provided, including pallets, as intact as possible as it can form an essential part of the return
Please use this form to ask a question about this specific product and our customer service team will get back to you as soon as possible.


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0 Members and 1 Guest are viewing this topic.
I think that's the only way i win at the shows is by having the only car in a class. At elast that's how it worked with my Audi.
I think this is Scott's (scottvw) bug. I think it looks great. Makes me want to go out and do a retro build up.
I got quite a few nice compliments on it. No trophy but, oh well.
Really!? Thanks Andrew! I really appreciate that. Will you be around this weekend, maybe we can meetup Saturday so I can give you some beer and you can see the bike.
No, did you ask me too?


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Michael Dirda has long been one of our strongest and most passionate advocates for the pleasures of books and reading — a topic I have some investment in myself [1] — and on those subjects he has a lovely farewell column at the American Scholar blog [2]:
1) To my mind, reading should be a pleasure and, through these columns, I've tried to pass along some of the excitement and rewards of my own bookish life. All too often the work of today's literary journalists calls to mind a remark made by Wilfred Sheed about the once-well-known critic Irving Howe. What Sheed said, more or less, was this: When you read Irving Howe's criticism, you can tell that he's not doing it for fun. […]
2) I hope that the past 50 or so columns have reminded readers that the world of books is bigger than the current best-seller list. Thirty-five years ago this spring, I was hired as an assistant editor at The Washington Book World. My ambition then, and now, has remained pretty much the same: to entice people to try unexpected books, old books, neglected books, genre books, upsetting books, downright strange books. […]
A reviewer's lot is not always an easy one. I can remember flogging myself to finish Harold Brodkey's The Runaway Soul, despite the novel's consummate, unmitigated tedium. Some people — not I — have complained about Proust's meandering sentences, Henry James's fine distinctions, or Thomas Aquinas's logic-chopping. Well, I say if you don't like them, don't read them. You're not in school any more. Even the best mountaineers aren't always up for an ascent of Mount Everest. Sometimes a reader just wants to spend some idle days on the Yann, or drift slowly along with Hercule Poirot as he solves some hideously complicated murder, or quietly revel in the mishaps of Bertie Wooster and Gussie Fink-Nottle.
Just remember, though: keep trying books outside your comfort zone. At least from time to time. True readers ought to be explorers.
3) Books don't just furnish a room. A personal library is a reflection of who you are and who you want to be, of what you value and what you desire, of how much you know and how much more you'd like to know. When I was growing up, there used to be a magisterial librarian's guide entitled Living with Books. I think that's the right idea. Digital texts are all well and good, but books on shelves are a presence in your life. As such, they become a part of your day-to-day existence, reminding you, chastising you, calling to you. Plus, book collecting is, hands down, the greatest pastime in the world.
I am not a book collector myself, though not because I don't enjoy or appreciate the pasttime. Rather, when I was in graduate school I decided that I could become either a book collector or a responsible academic, and (perhaps unwisely) I chose the latter course. But in all other respects, to Dirda's essay I simply say, Amen.change_me


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High school students, or high schoolers, are people in their third metamorphosis stage. High schoolers rely on an intricate symbiotic relationship with one another involving homework and tests to survive High School, usually they start communication with phrases such as "Dude, did you do the homework?" or "We had a test today? Oh shit!" High schoolers usually form into herds or groups commonly known as cliques. Cliques are described by the type of High schooler that the clique consists of, such as; Jockeys, Gossip Girls, Geeks, and Groupies. It is not uncommon to see "lone wolves", which do not fall into any cliques, but are commonly feared as predators.
Back when I was a High school Student, I copied all my tests and homework off of my friends.
High School Students are always stealing my tests before the exam! ~ Unfortunate Teacher
High School Students are always stealing my tests before the exam! ~ Unfortunate Teacher
by istnir February 06, 2012
buy the domain for your art blog


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The first goal of the Writing Studio is to help students become better writers by providing students one-to-one tutorials and a competent and caring trial audience for their work.
For ethical reasons, especially relevant to ASU being a place of learning, students are entirely responsible for their papers. We do not require anyone to take our recommendations. We do not promise perfect papers, but students can expect improved writing if they actively involve themselves in the process. We tutor the writer, not the writing.
For a more effective tutoring session, students are asked to bring their assignments, their most recent drafts or ideas, any feedback they may have received from instructors or previous sessions at the Writing Studio, and any questions regarding their work.
- Tutoring sessions last 30 minutes. Longer sessions can be arranged if no one is waiting.
- Students may drop in or schedule appointments.
- Appointments have priority over walk-ins.
- Tutors are here to help students learn to proof their own work; however, we do not proof, edit or rewrite papers for you and written work that is dropped off will not be accepted.


text: Still rockin' after 60 years, Charlie Gracie continues to thrill his fans on both sides of the Atlantic with the same energy and virtuosity that catapulted him to early fame with his Number 1 hit 'Butterfly' in 1957. A story of survival, perseverance and ultimate redemption, Fabulous! depicts a stubborn artist's journey down a bumpy entertainment road paved with the fleeting careers of one-hit wonders and countless aspirants. Told from the mouths of those Charlie influenced the most-including Graham Nash, Paul McCartney, George Harrison, and Frankie Avalon-Fabulous! has something for longtime fans and music aficionado's alike.


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High School Students Get Hands-On at Summer Engineering Academy
Honolulu CC holds six-week experience in partnership with P-20Honolulu Community College
Communications & External Affairs, Chancellor's Office
(Honolulu) - Sixty aspiring engineers showcased their skills as a part of the Summer Engineering Academy at Honolulu Community College. The visual events included a demonstration of their self-constructed drumming robots, launching of carbon fiber rockets, and 3-D printer replicas.
"We are excited to provide high school students with this unique summer learning opportunity at Honolulu Community College," says Karen Lee, Executive Director, Hawaiʻi P-20 Partnerships for Education. "We are supportive of STEM initiatives that help students explore their science and math interests while exposing them to life on a college campus. Both of these components are essential to their knowledge of what it means to be college- and career-ready."
Students range from sophomores to seniors, representing schools such as: ʻAiea, Campbell, Castle, Damien, Farrington, Hilo, ʻIolani, Kahuku, Kaimuki, Kaiser, Kalaheo, Kalani, Kamehameha, Kapolei, McKinley, Mililani, Moanalua, Radford, Roosevelt, Scared Hearts Academy, Waiʻanae and Waipahu.
The program is designed to teach applied engineering skills that include mechatronics; a multidisciplinary field of engineering that integrates various areas to optimize a product's functionality.
During the six-week program, students visited the University of Hawaiʻi at Mānoa's College of Engineering, Kiewit Building Group, and the Pearl Harbor Naval Shipyard Engineering department. Through these experiences many of the participants have been able to pinpoint the area of concentration they wish to pursue in the engineering field.
In addition, a section on college readiness gave students tips and guidance as they prepare for successful entry into college.
"The primary goal of the program is to give these students the opportunity for career exploration," shares Norman Takeya, Honolulu CC Assistant Professor and Summer Engineering Academy coordinator.
The Summer Engineering Academy is funded by the College Access Challenge Grant, which is managed by Hawaiʻi P-20 Partnerships for Education, Carl D. Perkins funding for Career and Technical Education programs, Fujio Matsuda Technology Training and Education Center, NASA Space Grant Hawaiʻi Consortium, and Construction Management Association of America Hawaiʻi Chapter.
View the photo gallery on Flicker here: http://flic.kr/s/aHsjH6kqCa
For more than 90 years, Honolulu Community College has been serving the community as a comprehensive community college in the heart of Honolulu meeting the post-secondary educational needs of individuals, businesses, and the community offering 49 degree and certificate programs. Since 1970, the college has been continuously and fully accredited by the Accrediting Commission for Community and Junior Colleges, Western Association of Schools and Colleges. For more information, visit http://honolulu.hawaii.edu.
Hawai'i P-20 Partnerships for Education, a statewide partnership led by the Executive Office on Early Learning, the Hawai'i State Department of Education and the University of Hawai'i System, works to strengthen the education pipeline from early childhood through higher education so that all students achieve college and career success. Hawai'i P-20's partners share a sense of urgency about the need to improve Hawai'i's educational outcomes in an increasingly global economy, and have established a goal of 55% of Hawai'i's working age adults having a 2- or 4-year college degree by 2025. For more information, visit http://www.p20hawaii.org.


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Introduction to The Multi Flow Map
Lesson 6 of 8
Objective: SWBAT record the cause and effect relationships of getting ready for school while learning the Multi Flow Map.
Big Idea: The ability to see cause and effect relationships is an important skill in reading comprehension. In this introductory lesson, students will learn how to use a Multi Flow Map through an easy concept of how they got ready for school.
The Multi- Flow Map is our next map to learn about in this unit and it is used for seeing cause and effect relationships. Multi- Flow Maps can look very different depending on the content and age level of student you are teaching. I have included an example of a full Multi-Flow Map in the Smartboard or Activboard lesson. We are going to start off simple today with one cause box and one effect box but you will see in later lessons that our Multi-Flow Maps will gradually get more complex and have more boxes.
I did this lesson about 7 weeks into the school year. Today's lesson is all about teaching the students how to use the map. The lesson would break down if I tried to teach the students how to use the map along with teaching rigorous text-based content. So I'm having students write about cause and effect relationships that they see in their daily lives. Even though we aren't reading an actual book today with this lesson, we are setting a strong foundation in which students will eventually be able to achieve standard RL1.3. We are going to be looking at the cause and effect relationships that students experienced when getting ready for school today. We are working with content that is familiar to them, working on the skill of cause and effect, and learning how to use the Multi-Flow Map.
For this activity, all you will need is your Smartboard Introducing Thinking Maps or Activboard Introducing Thinking Maps lesson, and your students will need 4 copies of the Multi Flow Map Student Copy Multi Flow Map. I make 2 double sided copies and then staple them together in a packet for my students. This makes is easy for the students to manage the papers.
Resources (3)
Modeling Section
I brought my students to the carpet and had them sit in front of the Smartboard. I said, "Today we are going to be learning about the Multi-Flow Map. We always use a Multi-Flow Map when we talk about cause and effect."
I went on to tell the students that the reason why we use a Multi- Flow Map is to describe events that happen and why those events happen. I had my Multi-Flow Map posted on my Activboard and I showed them the first box that says Cause. I have Event listed under the Cause. I said, "When I was a child, I always was confused with the words cause and effect. For some reason, in my mind having "Event" and "Why Things Happened" posted makes more sense to me." I know that by adding these additional words it will benefit some of my students as well.
I said, "I am going to model some cause and effect relationships that I know you will be able to tell me about because you've probably experienced some of these events yourselves."
I proceeded to model the different cause and effect relationships for my students. I would write the cause, or the event in the first box on the Mult-Flow Map and then I would ask my students for possible effects for the cause. The students were actively engaged and I received several different answers for the effects and they all made sense. Here are the cause and effects that we worked on. I've listed the cause first and I've listed the different answers my students gave me. It was good for my students to hear that there were several possible answers.
- I was tired. ( I was cranky, I yawned, or I went to sleep)
- It started raining on the way to school. ( I took out my umbrella, or I put my hood up and ran into school.
- I didn't take care of my teeth. (I got a cavity, or I had to go to the dentist and get a filling),
- I fell on the playground and scraped my knee. ( I cried, I went to the nurse's office, or I washed the scrape off and put on a bandaid.)
Resources (1)
Resources (1)
Guided/ Independent Practice
After modeling our cause and effects I said, "OK everybody, we are going to go back to our seats and I'm going to give you a packet that has 4 maps on it. We are going to practice 4 cause and effect relationships. I will give you the cause and you will have to think of the effect on your own and write it down. Do you remember how we practiced and their could be more than one possible answer for the effect? Well, this may happen again when you are writing your effects." I sent them back to their seats and passed out the Multi-Flow packets.
These are the causes we worked on (you of course can use what you'd like):
- My mom woke me up.
- I was hungry after I woke up.
- I was in my pajamas.
- I left the house.
Since the purpose of the lesson was to have the students learn the map, I felt as though I had to give the students the cause. The independent practice part became the part where students had to determine the effect of each cause. I really wanted to make sure that I didn't overload my students with trying to learn the map and having the content be too rigorous.
As students worked on their effects, I walked around offering support to those students who needed it. Some of my students had a hard time just getting started with writing a sentence. I had them tell me the sentence orally first. Then I would have the students say the sentence again as we counted how many words that we were going to write. Then I drew a line in the effect box for each word that they had counted. This gave them a visual support as to how many words they were going to write. I also helped them to segment the words as best they could and encouraged them to write down the sounds that they heard. There were many students who also said, "How do you spell ...." To which I said, "Mrs. Gresser isn't a spelling machine," and I started to segment and tap the sounds on my fingers to have students be self-reliant on their own phonetic spelling skills. I want my students to be independent with their own learning. I don't want them to feel as though they can't try things on their own without my support.
My students all gave me about the same answers but I could tell that their work was their own because each answer was worded in a slightly different way. You can see a video of some of my student work here Student Work Multi-Flow Maps.
Resources (1)
Resources (1)
I always like my closures to be short and sweet. Since the purpose of the lesson was to have my students know what a Multi-Flow map was used for I asked questions about the map. My questions included:
- What do we use a Multi-Flow Map for?
- What does cause mean?
- What does effect mean?
Then I asked my students if they'd like to share one of their cause and effects with me. It was a good way for me to assess whether or not my students understood cause and effect relationships.
If after you do this lesson you decide you want to incorporate more Thinking Maps in your classroom, I have some resources for you here: Examples of Thinking Maps.ppt, Multi Flow Map Examples, and SBE Thinking Maps. If you would like to send information home to your parents about the Multi-Flow Map click here. I also have a pdf that shows how you can use Thinking Maps in reader response activities Reader Response With Thinking Maps. Finally, I have a video for you How to Save and Modify the Thinking Maps that shows how you can save and modify the maps I've already created in the Smartboard lesson so you can use them over and over again when creating your own lessons.


text: AFTER HOURS (Water Tower and outlying). In a recent Tribune interview, director Martin Scorsese confirmed that one of the points he was trying to make in ``After Hours`` is that as wild and dangerous as it may be in New York`s SoHo neighborhood, the scene there is still a whole lot more interesting than the overwhelming beige fog that envelops a young word-processing executive named Paul (Griffin Dunne) in his office work space. It`s as if he needs to have an exciting bad time to wake him up to the comfortable dullness that is his everyday life. There is an ordinariness to Dunne`s characterization that is just right. Also, the casting is just right because at some level we have to believe that what happens to Paul could happen to us. R. (STAR)(STAR)(STAR)


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Halo Wars 2's campaign will be the perfect chance for new players to jump into the franchise, according to 343 Industries' studio head.
I was pretty excited when I found out Halo Wars 2 would be playable at X16.
One of the gems at X16 was roguelike action platformer Flinthook.
It's been a long time since I've delved into the world of zombie mayhem, but with a steady mix of the undead and Christmas, Dead Rising 4 is sure to be the game that brings me back.
Like any great run and gun action franchise, Cuphead challenges players to die, jump and die again to learn how the many creatures in the game work.
I was excited to see Cuphead on the showroom floor at X16 in Toronto. Last year, I only briefly got a chance to play it, so I was determined to take another stab.
This year represented a transition year for the Vancouver Retro Gaming Expo. For years it's operated in a very similar structure and location. Primarily as a venue for vendors to pedal their wares of the old-timey video game variety, and out of New West's historic Columbia. Now the convention "Beta Tests" it's fit with the new Anvil Centre (recently built) to define the next generation of the convention and it's crowd.
It's no secret I've had my opinion of custom/third party controllers swayed within the years since I've started writing reviews. Initially, when I was a younger man, the concept of customized controllers was fraught with substandard materials. Cheap parts meant that if you showed up late to your friend's party you were going to be stuck with some knock-off Nintendo controller that felt like crap and was prone to tech issues.
2005 was a very different landscape for horror games; Resident Evil 4 had only been released that year and exclusively on Gamecube, the now ubiquitous 'over-the-shoulder' view was fresh and new, the emergence of J-horror films in the western market revitalized the genre for a few years, and the cult-classic horror game franchise Fatal Frame would see it's last North American release for an entire decade. It's been a long ten years for a franchise that was held by fans in the same regard as heavy hitters Resident Evil and Silent Hill.
The Legend of Zelda is about as ubiquitous as it gets. Whether they keep up with the series or not, 10- to 35-year olds across the continent will profess their undying love for at least one of the titles. It's no surprise then that Zelda and it's legacy are particularly well-documented. Just take a look at 2013's Hyrule Historia; a compendium of art assets, developer interviews, and in-game lore that spans the first 25 years of Zelda's lifespan.
It's no secret that I'm a massive Halo fan. The amount of Halo related toys, games, and other items I have aside from the games is borderline obscene. The long awaited Halo 5: Guardians is a few short weeks from release and with any major AAA release, there's also an accompanying pricey Collector's Edition that nets you a bunch of physical goodies alongside the game for the massive fans like myself.
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Continental Divide views and clean lines combined with incredible function and a 3-car garage. Integrated private suite ideal for roommate or caretaker. Ground floor master and living with guest rooms on lower level. Such amazing utility and space at this price point. Additional bonus area on lowest level with unlimited possibilities is currently a billiards area and recording studio. At under $200/sq. ft. the value of this residence shows and is a rarity in today's market. Don't wait.
Come experience the magic of the Colorado high country and fall in love with the town of Dillon. Perfectly situated on the scenic shores of the Lake Dillon Reservoir with recreation, entertainment, relaxation, and pure fun all at your doorstep. Dillon is a great getaway close to Breckenridge, Keystone, Arapahoe Basin, Copper Mountain, Vail, Beaver Creek and Denver. Aside from being an excellent, central location for embracing Summit County's winter activities, Dillon bustles with summer events for all ages, from the Thursday Nature Nights series and Friday morning Farmers Markets to the popular weekend concerts at Lake Dillon Amphitheatre. Spend an afternoon at the Dillon Marina where rental boats, guided sailing tours or sailing lessons are available, or visit the School House Museum and historical park where relics from the mining days come to life. World-class lodging, dining and shopping are within minutes.
The data relating to real estate for sale on this website comes in part from the Resort Data Exchange program of the Vail Multi List Service Inc. and Mountain Region Multi List Service. Real estate listings belonging to brokerage firms other than Slifer Smith & Frampton Real Estate are marked with the RDX logo or icon. The detailed information about them includes the listing brokers name.
Copyright © 2018 Vail Multi List, Inc. (VMLS). The information displayed herein was derived from sources believed to be accurate, but has not been verified by VMLS. Buyers are cautioned to verify all information to their own satisfaction. This information is exclusively for viewers' personal, non-commercial use. Any republication or reproduction of the information herein without the express permission of the VMLS is strictly prohibited.
Listing courtesy of Slifer Smith & Frampton R.E.


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Daniel Vidal has seen success with a Web-based startup, and he wants to give other budding Suffolk entrepreneurs a boost by helping them network with other alumni business leaders.
The 2009 Suffolk University graduate has applied what he learned in the Sawyer Business School entrepreneurship program to the real world as CEO and founder of ArtVenue, a Web site for artists.
ArtVenue creates a new avenue for artists to offer their work for sale on the walls of businesses in the Boston area and beyond.
Innovation award
Vidal's young business won $50,000 in the 2011 business competition sponsored by MassChallenge, a Boston-area nonprofit organization focused on encouraging innovation.
"I've had an entrepreneurial spirit from the time I sold candy in grade school," says Vidal, who grew up in a family of artists.
He was initially drawn to Suffolk because of the opportunity to study at the University's Madrid campus, where he started his higher education journey. Eventually the Boston native returned to the home campus.
"Once I started the entrepreneurship program, Professor George Moker instantly became my go-to faculty member," recalls Vidal, who earned a bachelor of science in business administration degree. "He was actively engaged with his students and always made himself available.
"He still remains an adviser to me. I seek his advice even now when I have questions about my own business."
A venture & a vision
And Vidal also is helping Business School students as a founding members of Suffolk Ventures, a new alumni group aimed at connecting current business students with successful alumni in the field.
At the same time he is expanding ArtVenue into the New York market, where "the demand and opportunity are so high."
Vidal vision is to "democratize the art market" by taking the final product and decision-making away from gallery owners and museum curators and into the hands of artists and businesses.
"My goal is to help artists realize their dream of showing their artwork in a public setting and having businesses select the particular art that works best for them," he says.
Vidal shared his story with other young alumni who were recognized for their career accomplishments at a "10 Under 10" reception in April. All 10 of the alumni honored earned their Suffolk University degrees within the past decade.


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Pippy's Shelf-less weekend with the exes
He's a smug little bitch, but his game is music. And when he's playing his game, he is almost infallible. Justin Timberlake's rendition of Hallelujah with Matt Morris on Hope For Haiti Now was gorgeous. And a stark reminder: STOP ACTING. Please. It is not your gift. You have a gift. This is why George asked you to sing. This is why George did not ask you to SPEAK. See?
But where was Shelf Ass Jessica Biel? How could she have passed up this opportunity to be around the most influential players in Hollywood, to cling to him, attached to his leg, all the way to the venue just to make sure she could be involved...
Like, um, even Kimora Lee Simmons was answering the phone. Kimora was invited but Shelfy wasn't? Snort. Come on, you have to laugh.
And not only was Shelfy not invited... Cam was. Cam was there, and they had a moment. A moment captured on camera. It was friendly, it was warm, they're not f-cking, but it's enough to make the Biel stop eating altogether. And it kept getting worse.
Alyssa Milano, also a Pippy ex was manning the phones too. Alyssa Milano, permanently on tv, and still no Shelfy?
The next night at the SAGs, Pip was paired with the Manslinger. Oh la. You know they once had relations. You know she's single. You know she was waving her bottom around all night...
So if JT and Biel are still together, oh you better believe her publicist is setting up some shots. There is no way Biel will let this go unanswered. No. Way. But there is something to be said about her lack of inclusion at such major events this weekend.
PS. Did you hear it when Hudson mumbled to him onstage that she wasn't aware he was a SAG Actor? Heh. There's an obvious familiarity between them, could you feel it?
PPS. No Pip, not even you can pull off the blue jean tuxedo shirt.
Photos from Wenn.com and Gettyimages.com


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What to CookAmanda & Merrill
Button Mushroom Salad
- Amanda
Button mushrooms are unfairly underappreciated by most cooks. There, I said it. The great truth we are all ashamed to admit. We add them thoughtlessly to beef stew. We toss them into spinach salads. And we tuck them dutifully into omelettes. All the while dreaming of other, more exotic varieties.
Meanwhile, the button mushroom has been nothing but kind to us. It offers up loads of flavor without hogging the spotlight. It's inexpensive and holds its own in the fridge when we ignore it for a week. And while we can now buy many different kinds of mushrooms, the button remains delicious.
And so I present you with a button mushroom salad, inspired by one I had at Txikito, an excellent Basque restaurant in Chelsea. Txikito's is made with king oyster mushrooms. When I later tried to recreate this recipe, I realized that king oyster mushrooms just weren't available to most home cooks. But there sitting in my local Gristedes, waiting to help, was the button.
Button Mushroom Salad
Serves 4
- 12 large button mushrooms, wiped clean with a damp paper towel and stems trimmed
- 3 sprigs thyme
- 1 garlic clove, lightly smashed
- Salt
- Olive oil
- 1/2 lemon
- 1 1/2 tablespoons finely diced tomato
- 1 1/2 tablespoons slivered almonds, finely chopped
- 1 1/2 tablespoons grated pecorino Romano cheese
- Thin slices of toasted baguette, for serving


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GlusterFS is a file system that is designed to provide network storage that can be made redundant, fault-tolerant and scalable. It's particularly well suited to applications that require high-performance access to large files. With GlusterFS, you can have enterprise- or scientific-research-grade storage up and running in minutes, but it wouldn't be our first choice for the type of simple file sharing that Samba or NFS are usually used for.
Although GlusterFS can do striping (chopping the files into parts), it isn't the preferred approach. Typically, additional storage nodes, or 'bricks' as they are called, are used for either replicated (redundant) data or
for distributed storage that adds capacity and improves performance.
GlusterFS expects the clients to be running the FUSE (user-space) file system driver, but since version 3.x, GlusterFS automatically enables NFS access to the volumes. The built- in NFS server offers better performance when accessing lots of small files for applications such as web serving or a remote /home directory. Bear in mind, getting GlusterFS's NFS working alongside existing NFS shares is outside the scope of this tutorial. The most amazing thing about GlusterFS is that it's very simple to use and maintain, as we intend to show you here.
Multiple Linux boxes
A network
Step by Step
Step 01
Set up the network
GlusterFS is at its best when connected to Gigabit Ethernet and a large array of servers and storage devices. However, a combination of two computers or even two VMs are sufficient when learning how to use GlusterFS.
Step 02
Become root
Become root by typing:
sudo -i
…on Ubuntu and derivatives. This saves having to type 'sudo' before every command. Use the 'su' command on other distros. Consider opening a terminal on another tab, for example, to carry out actions as a standard user.
Step 03
Install server
Compare version numbers between your distro and the website. If you manually install a newer server, you might have to update the clients as well. If your distro is offering a recent enough version, you can install by typing:
apt-get install glusterfs-server
Step 04
Switch to static IP
Open /etc/network/interfaces in a text editor. If present, remove the line:
iface eth0 inet dynamic
Add the lines
auto eth0 iface eth0 inet static address 192.168.0.100 netmask 255.255.255.0 gateway 192.168.0.1 broadcast 192.168.0.255 network 192.168.0.0
adjusting the details for your network. Restart the machine and test the network.
Step 05
Adding and removing volumes
Use the following command:
gluster volume create testvol 192.168.0.100:/data
This creates a volume called 'testvol' that is stored on the server at 192.168.0.100. The files are located in a directory called /data in the root file system of the server, and this is what GlusterFS refers to as a brick. Then, type:
gluster volume start testvol
gluster volume info
to verify that it works. You can remove this volume, later on, by typing:
gluster volume stop testvol
and then
gluster volume delete testvol
Step 06
Mount the volume locally
We'll now mount the volume, locally, from the server itself. Create a mount point using:
mkdir /mnt/gluster
Use the command:
mount.glusterfs 192.168.0.100:/ testvol /mnt/glusterfs
to mount it. Type:
echo "It works" > /mnt/gluster/test. txt
…then browse to the mount point to check it works.
Step 07
Mount the volume remotely
On a client machine, install the GlusterFS client packages (sudo apt-get install glusterfs-client on Ubuntu). Create a mount point and mount the GlusterFS volume with:
mkdir /mnt/gluster
and then
sudo mount.glusterfs 192.168.0.100:/testvol /mnt/gluster
Step 08
Mount on startup
Make the mount permanent on any client machine by adding it to /etc/fstab.
As root, open /etc/fstab in a text editor, and add the line:
192.168.0.100:/testvol /mnt/gluster glusterfs defaults,_netdev 0 0
Step 09
Share over NFS
Recent versions of GlusterFS automatically enable NFS access to volumes. To make it work, you need to add the portmap package to the server. Then, you can mount the volume using NFS by adding a mount point:
sudo mkdir /mnt/nfsgluster
and then typing
sudo mount -t nfs 192.168.0.100:/ testvol /mnt/nfstest/ -o tcp,vers=3
To make a client mount the share on boot, add the details of the GlusterFS NFS share to /etc/fstab in the normal way. For our example, add the line:
192.168.0.100:7997:/testvol / mnt/nfstest nfs defaults,_netdev 0 0
Step 10
Add second server
Begin by setting up a new server, as shown in the earlier steps. Give the new server an IP address such as 192.168.0.101. Note that you can run these commands on any GlusterFS server. Type:
gluster peer probe 192.168.0.101
and then type
gluster peer status
to check the status of the new server.
Step 11
Edit hosts file
Admin can be carried out from any Gluster server, so add the servers to the hosts file of your admin machine if you prefer to work with names rather than IP addresses. For example, edit /etc/hosts with a text editor, and add a line such as 192.168.0.100 server1 for each server.
Step 12
Add storage volume (distributed)
Add a distributed volume to the system by typing:
gluster volume create test-volume 192.168.0.100:/storage1 192.168.0.101:/storage2
Note that on a setup like this, a single server becoming damaged or unavailable is going to lead to a major loss of files.
Step 13
Add storage volume (duplicated)
To create a duplicated volume, for redundancy, type:
gluster volume create test-volume replica 2 192.168.0.100:/storage1 192.168.0.101:/storage2
To create a volume that is both duplicated and distributed, type:
gluster volume create test-volume replica 2 192.168.0.100:/ storage1 192.168.0.101:/ storage2 192.168.0.100:/storage3 192.168.0.101:/storage4
The order in which the servers are specified ensures that each contains a brick and a copy of the other brick, an arrangement that maintains redundancy if either server fails or becomes unavailable.
Step 14
Authorise clients
By default, any client can connect to a GlusterFS server. However, you can limit access using the command:
gluster volume set testvol auth. allow [list of addresses]
Note that this command supports the use of wildcards to authorise a range. You might find it more convenient to locate the configuration file for the volume in /etc/glusterd/vols/[name of volume]/. Open the file up in a text editor and scroll down to 'option auth.addr./data.allow'. Replace the asterisk with a list or range of authorised client IP addresses.
Step 15
Adding and removing bricks
You can add extra bricks on the fly, but they must be in multiples of the existing storage. For example, if you have a duplicated storage volume, you must add two bricks to expand it. Use:
gluster volume add-brick testvol 192.168.0.100:/media/storage/extra
…to add an extra brick. New bricks are empty when they are first added, so they need to be rebalanced with this command:
gluster volume rebalance testvol start
You can remove bricks with a command like this:
gluster volume remove-brick testvol 192.168.0.100:/storage4
Note that the information stored on the brick will become inaccessible, but the data is not deleted.
Step 16
Examine the log directory
By default, GlusterFS stores its logs under /var/log/ and they are comprehensive. You can change the log directory for a volume with the command:
gluster volume log [directory]
…and you can locate the logs associated with a volume using:
gluster volume log locate [name of log]
Step 17
Add striped volumes
Striping, chopping files up and distributing them is possible but not the preferred option. If you have a use case that will benefit from this approach, use the following command:
gluster volume create striped-volume stripe 2 192.168.0.100:/storage1 192.168.0.101:/storage2
Step 18
Preparing a storage drive
You may like to prepare a blank storage drive for GlusterFS bricks. Ext4 and ext3 are supported along with XFS. Which one you choose depends on your requirements and your experience with each, but the consensus is that the advantages of XFS only start to come to the fore under huge loads and enormous storage spaces.
Step 19
Examine the storage
The easiest way to check on your mounted storage is with the df -h command. gluster volume info lists all mounted and active volumes and the bricks that they are composed of. You can examine the bricks and their contents by browsing the directories normally.


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British Spy Plane Snooping on Energy-Hog Citizens
The British are quite used to having their movements tracked by Big Brother. But spying –literally– on their energy habits is taking things to new heights.
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Taslima has a great post showing sexist advertising in the airline industry, with picture after picture of gorgeous pouty women falling out of their tiny shreds of underwear. Great stuff for selling sex, but peculiar for selling a way to get from A to B in a hurry.
Taslima quotes an official on the subject:
Civil aviation secretary Gabriel Mocho says, "I don't want to give this airline the free publicity that its rather grubby little ad was designed to attract, but this kind of thing matters. Cabin crew are there to save your life, not to offer sex. Portraying them as flying centrefolds undermines their ability to ensure a safe and comfortable journey for passengers – and can make their working lives unbearable. It can breed a dangerous contempt that undervalues them as individuals and also as the people who have to get you out in an emergency or deal with abusive passengers in air rage incidents…The portrayal of cabin crew-members as sex objects undermines their key safety role and diminishes the level of respect passengers are likely to have for their professionalism and competence. This applies regardless of the gender of the individuals involved. For this reason, the federation believes the decision to promote such images to have been irresponsible and reckless. This kind of initiative does not foster a positive aviation safety and security culture – instead it damages safety."
That's an important point, and it doesn't get discussed enough. It's not that sexy pictures of gorgeous pouty women falling out of their tiny shreds of underwear are bad in themselves, certainly, and it's not that it's bad to enjoy looking at such pictures or to use them as inspiration when a real woman isn't available. It's that using them to sell airline travel translates women doing jobs into sex toys. That can breed a dangerous contempt that undervalues them as individuals. It's tits or GTFO – it's you're either here to turn me on or you're in my fucking way. It diminishes the level of respect passengers are likely to have for their professionalism and competence.


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Dale MurphyRetired Players
Outfielder | Ht: | Wt:
|Braves | Chipper Jones to have number retired
Wed, 20 Feb 2013 23:39:37 -0800
The Atlanta Braves will retire Chipper Jones' number and induct him into the team's hall of fame on June 28. The Braves announced they will hold a banquet and ceremony honoring Jones before their game against the Arizona Diamondbacks that day. His number 10 is the 10th number retired by the team, joining Hank Aaron's 44, Eddie Mathews' 41, Dale Murphy's 3, Phil Niekro's 35, Warren Spahn's 21, Greg Maddux's 31, Tom Glavine's 47, Bobby Cox's 6, and John Smoltz's 29. All major league teams retired No. 42 in honor of Jackie Robinson.
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|| Source: The Associated Press
|Braves | Jones moving up all-time home run list
Tue, 03 Jun 2008 21:24:56 -0700
The Associated Press reports Atlanta Braves 3B Chipper Jones moved past former MLB OF Dale Murphy on the career home run list with his 399th home run Tuesday, June 3. Jones is now in a tie with former MLB OF Al Kaline and former MLB 1B Andres Galarraga.
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Home » Overview » Exhibitions
Insolent Grace: An Exhibition on the Transatlantic Life of Alberto de Lacerda
Opening Reception and Panel Discussion
Date and Time:
April 6, 2011 - 5:00PM to 8:00PM
Event Location:
Elizabeth Kray Hall
Exhibition: Admission free; Panel: $10, $7 for students and seniors, free to Poets House Members
This exhibition unveils treasures from the archive of Alberto de Lacerda (1928–2007), one of Portugal's most admired poets, who spent the majority of his adult life in England and the United States. On display are the fruits of his friendships with world-renowned writers and artists: letters to de Lacerda, inscribed books, handwritten poems and other gifts from the likes of John Ashbery, Robert Creeley, Robert Duncan, Marianne Moore, Octavio Paz and Anne Sexton, among many others.
•5:00pm Opening Reception
•7:00pm After the opening reception, fellow writers and friends Jhumpa Lahiri, Christopher Middleton, Luís de Sousa and David Wevill gather to remember this charismatic figure.
Event Sponsored By:
Poets House
Event Type:


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Waynesburg University's student newspaper, the Yellow Jacket, was recently named a regional winner in the Society of Professional Journalists (SPJ) annual awards contest for the Best All-Around Non-Daily Student Newspaper category.
"The SPJ awards are the top of the line for student journalism contests, and this category is akin to a best in show award that judges the entire publication, so we are quite excited," said Brandon Szuminsky, instructor of communication at Waynesburg University and faculty adviser to the Yellow Jacket.
Nick Farrell, a senior communication (sports broadcasting/sports information) major and the executive editor of the Yellow Jacket, took home two regional awards for General News Reporting. The awards recognize his article on past Waynesburg University president A.B. Miller's diary returning to campus and his series on the University's student senate changes.
"Having the piece on Miller's diary recognized was a gratifying experience for me, especially since I found out about the award a few weeks before President Lee's inauguration and at a time when the campus community is greatly in touch with its history," Farrell said.
Farrell enjoyed the opportunity to tell Lee about the Yellow Jacket award in person, in Lee's office where the diary is kept.
"The Yellow Jacket's role is to serve the campus community, and we have a history of exceeding that call to service that dates back to the early 1900s," Farrell said. "To be recognized individually for my work is quite an honor, but I'm most pleased by the fact the entire staff has been recognized for its outstanding commitment to the weekly execution of reporting news factually and effectively."
While the Yellow Jacket typically wins at least one award from SPJ each year, this is the first time it has won an SPJ Best All-Around award in nearly a decade. The Yellow Jacket won SPJ All-Around awards in both 2004 and 2005, a time when Szuminsky, then a student at Waynesburg University, was editor of the paper.
In April, the Yellow Jacket will learn how it placed in region four. First place winners move on to the national SPJ competition. Farrell, too, will learn how he placed among other young journalists from across the region.
"No matter how the placing works out, we know that the preeminent journalism organization thinks the Jacket is one of the top three papers in this region," said Szuminsky.
# # #
Contact: Ashley Wise, Communication Specialist
724.852.7675 or firstname.lastname@example.com


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Main Event
Yoshihiro Akiyama (185) VS Michael Bisping (185)
Spike TV
Carlos Condit (170) VS Dan Hardy (171)
Mike Pyle (170) VS John Hathaway (171)
Travis Browne (251) VS Cheick Kongo (228)
Claude Patrick (171) VS James Wilks (170)
Alexander Gustafsson (204) VS Cyrille Diabate (204)
Vinicius Queiroz (239) VS Rob Broughton (257)
Mark Holst (155) VS Paul Sass (155)
Curt Warburton (154) VS Spencer Fisher (155)
Fabio Maldonado (204) VS James McSweeney (205)
UFC 120 Weigh In Results
Below are the official weigh-in results for Saturday night's UFC 120 event. UFC 120, which is headlined by the middleweight bout between Michael Bisping and Yoshihiro Akiyama and the welterweight battle between Dan Hardy and Carlos Condit, airs free on Spike TV from the O2 Arena in London, England at 8pm ET / PT.
Saturday, August 25
Lincoln, Nebraska