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Pelican's Perch #20: Ground All Bonanzas?
The crash of a Beech T-34A in simulated air combat at Sky Warriors near Atlanta triggered an investigation involving the NTSB, the FAA, and Raytheon Aircraft Company. AVweb's resident pelican, John Deakin � who is current in T-34s himself � has been looking closely at this investigation, and believes that it is taking a wrong and dangerous direction that could wind up putting a lot of perfectly good airplanes on the ground ... not just T-34s, but also Aerobatic Bonanzas, early-model Bonanzas that use the same wing spar design as the T-34, and might ultimately have implications for all Bonanzas and perhaps even other models as well. John explains why he thinks the NTSB may be on the wrong track in looking for a probable cause, and why other participants in the investigation may have ulterior motives.
Editor's Note: Because of ongoing controversy with the Beech T-34 wing spars, John Deakin updated this 1999 column in May 2005. His updates are [bracketed in red], but the entire column is even more relevant today than it was then.
Ground all Bonanzas?
Well, no, not immediately, and all parties will deny that this is even a possibility ... but I don't think Bonanza owners should be very comfortable with what's been happening in the aftermath of last April's Sky Warriors T-34 crash. I believe there is a strong chance this will eventually have major repercussions in the Bonanza world, if not the entire general aviation fleet.
As I discuss the issues involved, please bear with me ... it's complicated. And every time I mention "T-34" below, please substitute in your mind the name of your favorite flying flivver, and imagine a crash where the structure is even slightly suspect. Because I believe that there's nothing going on in this case that couldn't apply equally to any other aluminum airplane.
Let me say up front that I'm truly appalled at what's going on. I have seldom seen so many different owner organizations and alphabet groups so screwed up over a single issue as they are over this one. The NTSB seems to be doing a particularly lousy job on the investigation. Worst of all, the user groups -- whose job it is to represent the interests of the owners of these aircraft -- seem to be sheep, headed over a cliff of willful ignorance. [May 2005 Update: I blew that one, and I owe the NTSB an apology. The NTSB nailed it, and told the FAA it was the abuse of the T-34 beyond its limits in "Mock Aerial Combat." The FAA did not respond, acknowledge, or take action.]
Why should you care about any of this? True, right now only the T-34s are at risk, but we all need to pay attention -- now! I believe that if events run their course in the current direction, it is very possible that most aircraft in "the Bonanza family" may be subject to another FAA-mandated fiasco that makes the V-Tail crisis of the '80s look tame by comparison. It is possible the entire fleet could be grounded while a "fix" is designed and approved, and that the fix could be so expensive that many Bonanza owners would simply have to junk their airplanes because the fix would be economically disastrous. Others would be burdened with costs in lost time, money, and useful load.
At this point, it is all too easy for the alphabet groups and owner associations to sit back and say, "Well, the investigation isn't complete, and we don't even know what happened, yet, so let's wait and see."
True, the investigation is not complete. The NTSB ain't talking, and the fat lady hasn't sung. But there are some frightening signs that lead me to believe the investigation is badly off track, and may never get back on. Many of the current participants have "mixed motives" at best, and the key players appear to be rushing ahead with a fix that isn't.
What Happened?
In recent years, a number of firms have come into existence to allow would-be fighter pilots to engage in mock aerial combat, using a variety of aircraft that give the look and feel of a combat aircraft. Most of these are well-run outfits that put safety first, with extensive training and well-maintained equipment. Most employ only instructors with real military experience at aerial combat, and all require the presence of such an instructor on all flights. Some have sophisticated laser sighting equipment that can register "hits" on the other aircraft, and some "victims" even trail smoke when a hit is detected. All good clean fun. [Update: I wish I hadn't said that!]
Sessions are recorded on videotape, with some simultaneously recording the forward view, the pilot's face, and perhaps the instrument panel. The intercom is also recorded, so the tape will catch all the g-load grunts and chatter.
It's pretty pricey fun, with the lowest I know of starting around $500 per flight. The nature of the game requires at least two aircraft, and some allow even more.
On April 19, 1999, a T-34A Mentor owned and operated by Sky Warriors Inc. of Atlanta, Ga., was on such a flight with a very high-time retired airline pilot as the customer in the front seat, and the usual instructor in back.
To relate to you the events that led up to the in-flight breakup of that aircraft requires me to engage in a certain amount of speculation. The mission was videotaped, but the NTSB has not made the tape or even a transcript available to anyone not directly involved in the investigation. There is some question over the ownership of the videotape (with Sky Warriors and the estate of the deceased customer-pilot both claiming ownership) and questions over privacy issues, with rumors of prior awards for public release of such tapes. For whatever reasons, the NTSB has sequestered the tapes, with only "interested parties" allowed to see them. To date, that includes only the NTSB, the FAA, and possibly Raytheon Aircraft Company (RAC), although some RAC people say RAC has not seen them. Apparently others have looked at some of the aircraft parts, and some pictures of the failure points have been circulated.
In any case, I have not seen or heard any tapes or tape transcripts nor inspected parts from the accident aircraft at the time of this writing, and so I must rely on secondhand (or in some cases third-hand) information. With those caveats, let me proceed.
The tapes are rumored to reveal that a head-on pass was set up for engagement, with one aircraft at 7,000 feet, and the accident aircraft at 8,000 feet (if memory serves). The pilot of the accident aircraft spotted the "enemy" below, and began an aggressive diving turn to begin the "fight." From various clues, it is fairly obvious that the dive speed approached the redline, and perhaps even exceeded it -- not an unknown condition in the heat of battle. The audio is rumored to have recorded something to the effect of the instructor calling "going through 4g, now 5g," after which a roll to the left was reportedly seen on the video.
At that point, the right wing failed, but remained somewhat attached to the aircraft, perhaps by the aileron cables. Accounts differ, but the flailing wing apparently banged into the cockpit area one or more times on the way down, and in so doing may have killed or injured one or both occupants, preventing their egress. (There are no ejection seats in the T-34.) Neither occupant got out as the aircraft descended rapidly to the ground, and both pilots were killed.
Just two weeks prior to the Sky Warriors breakup, there was another disturbingly similar accident. From RAC's Safety Communique No. 162, dated May 1999:
"On April 5, 1999, another Beech T-34A crashed at Maracay, Venezuela, as a result of an in-flight wing separation following the performance of aerobatic maneuvers. An investigation was conducted by Venezuelan authorities, with the assistance from RAC. The separation surfaces in the Venezuelan crash have not been available for inspection by RAC metallurgists and we are not certain whether those surfaces would also reflect the presence of fatigue."
[Update: From the best available information, the Venezuela crash was pure overload, with no known evidence of pre-existing fatigue.]
In addition to these two, there is one other long-ago T-34 in-flight breakup on record, but otherwise this neat little aircraft enjoys a wonderful safety record, with many enthusiastic owners. The safety record of the "mock combat" outfits has also been exemplary. [Update: This seemed to be true in 1999, but later events have turned up other problems not then apparent.] That's even more impressive when you consider the use and abuse to which these aircraft are often put.
The accident aircraft (and many similar ones) had about 4,000 "sorties," or flights in which high-energy, high-g loads were repeatedly imposed. There is no way of measuring how many such events took place on the average flight, but it's fair to assume "many," given the nature of the program. I've also heard reports that the majority do a few yo-yos, get nauseated, and go home, cutting the session short. In any event, these are some pretty seriously abused airplanes, and they've held up very, very well.
Rush to Judgment?
A visual inspection of the wing separation points reportedly reveals some fatigue cracking, with similar cracks apparently found in the other wing. It seems everyone promptly decided this was the only cause of the accident, and the entire course of subsequent events has been based on this scenario.
Repeating, the unofficial (RAC/FAA/NTSB) party line seems to be that the wing had fatigue cracks, and these cracks caused the wing to fail under high g-loading.
While this simplistic explanation may be an appropriate hypothesis for one line of investigation, I consider it criminal for the investigators to proceed under such an assumption without looking for other possibilities. There are other possibilities, and (in my opinion) far more likely ones! One of the most fundamental rules of accident investigation is this: Never become committed to any one explanation for an accident until all reasonable alternative explanations have been identified and examined. It is my clear impression that the folks investigating the Sky Warriors accident have failed to follow this basic rule.
It also appears that no one involved in the investigation has asked, or is now asking, what I consider to be the most salient question of all: What was the initial point of failure? What broke first?
The "fact" that the front spar has fatigue cracks, and that it failed, does not mean it failed first! Lots of airplanes have fatigue cracks. In fact, if you look closely enough with a strong enough magnifier, virtually all aluminum airplanes eventually develop fatigue cracks! But that doesn't mean that they're unsafe. Primary aircraft structures are "overbuilt" and built with "fail-safe" design to compensate for the fact that no older aircraft has the same structural characteristics as it did when it first rolled off the assembly line.
Yes, the airplane broke up and crashed. Yes, fatigue cracks were found in the front wing spar. But no, this doesn't necessarily mean that the fatigue cracks were the primary culprit in the crash. Yet the investigators seem to be leaping to this conclusion without looking for other possible causes.
As a result of this badly flawed assumption, there has been a rush to judgment and a knee-jerk reaction that may forever ground the T-34 fleet. If this same sort of thinking (or lack thereof) is used in the future, other major portions of the GA fleet could be treated the same way. This is a bad precedent that could ultimately affect all of us if not nipped in the bud now.
Very quickly after the accident, RAC (who absorbed Beech) stated in the strongest possible words that no T-34 should fly until the investigation is complete. Mercifully, this strong statement is not legally binding, and very few T-34 owners paid much attention. The FAA, acting in a wiser and more rational fashion, simply slapped some restrictions on the airplane -- a speed limit of 152 knots, and a maximum g-loading of 2.5g -- which at least permitted the fleet to continue flying. Good move, FAA! I have no criticism of this as a temporary measure, although it probably should have been lifted [Update: for aircraft not used in mock aerial combat] rather quickly once the initial facts came out.
[Update: But the abusive use of T-34s in mock combat continued. In November 2003, a nearly identical inflight breakup occurred. This aircraft was scheduled for one of the then-available kits as an "Alternative Means of Compliance," but it had not been properly inspected, and apparently was flying outside the flight restrictions imposed on non-modified aircraft (speed limit, 2.5g, and no acro).
Key point: All T-34s used in mock combat show fatigue damage, with three inflight failures. To date, only one T-34 not used in mock combat has been found to have fatigue damage, and that was an aircraft with documented, heavy-duty, long-term aerobatics.
The fleet is now being inspected by a newly-developed eddy current inspection, and this additional data should help to develop good fixes. I�ve personally seen this inspection, and it�s incredible stuff. Very accurate, and very easy to do.]
From where I sit, it looks as if 100% of all current attention is now focussed on a "fix" for the presumed spar crack problem, with a final proposal due to come from RAC at any moment. According to RAC, the FAA has said it will move quickly, perhaps within a few weeks, to make this a mandatory AD. This before the NTSB has even announced a "probable cause"!
RAC's "Fix"
The anticipated Draconian action will require the removal and subsequent reinstallation of the fuel bladders, no trivial task itself. A number of rivets in the primary structure of the lower wing surface at the front spar will be removed and replaced by bolts. Since those bolts need something to screw into, special nutplates will be installed inside the fuel tank cavity, inside a critically narrow channel on the bottom forward side of the front spar. Beech maintenance gurus tell me that this very painstaking process may require an A&P who is also a dentist experienced in root canal surgery. Drilling the rivets out and reaming the holes just slightly oversize is apparently a very critical process, and I'm told that any slip or error will destroy the wing permanently. If I were an A&P, I wouldn't try this even on my own airplane -- I'd rather be able to sue someone else.
While the new bolt holes are vacant, they will be tested for flaws by the "eddy current" process. According to non-destructive testing (NDT) experts I've talked to, this is a highly subjective test with results very uncertain. In case you've never seen it done, eddy current testing involves an expert NDT technician watching an oscilloscope trace as a probe is moved across the part to be tested, and trying to interpret squiggles in that trace. I've heard that one part (not from the crashed aircraft) was tested twice. Reportedly, it passed the first time, and failed the second, with nothing else done in between the two tests! There is no reason to believe any spar (including a brand new one) will have any guarantee of passing this test. The NDT gurus say that eddy current testing is useful in detecting flaws in solid metal components, but far less effective in testing multiple layers of different metals such as the T-34 spar. In any case, two experts are likely to see two different outcomes from the same test.
If the spar passes the eddy current test, the bolts will be screwed back in, and the airplane returned to service -- only to be subjected to the same test again every 50 hours thereafter! RAC mumbles something to the effect that if repetitive tests reveal no general problem with the fleet, the 50-hour requirement "may" be modified � "someday." I'm not holding my breath.
Time estimates alone for the initial "fix" range from a minimum of 50 hours of labor, to well over 100 hours. Eddy current testing is available at only a few locations around the country, with very few well-qualified people to do it.
This is RACs definitive answer to the T-34 problem ... their ONLY answer! Several user groups seem to be shrugging their collective shoulders, and saying, in effect, "Hey, it's a fix, and it'll get us back in the air, so let's support it!" But it looks to me as if they're lambs being led to slaughter, and just don't know it yet.
[Update: Eddy current testing in 2005 is quite effective, if done properly. The folks at GAMI (General Aviation Modifications, Inc., of Ada, Okla.) have now identified the specific area, and can identify fatigue cracks with great precision. They have a process that fixes the cracks, and a most elegant, highly engineered add-on plate (internal) that totally and permanently fixes the problem.]
A Short Course in G-Loading
Do I know what happened, or what the fix should be? Of course not. But the available evidence suggests a far more likely scenario, and one that I believe deserves some real investigation. Follow me through here.
All pilots -- especially pilots who engage in aerobatics -- should understand g-loading thoroughly. Unfortunately, many pilots don't learn any more than necessary to get past the FAA knowledge tests, after which they forget it forever. That's too bad, because this is a very important subject.
The FARs require "Normal" category aircraft to be able to withstand at least 3.8g positive flight loads. "Utility" category must withstand 4.4g, and "Acrobatic" category aircraft 6.0g.
[Update: Most Bonanzas are in the Utility category, but the T-34 is in the Acrobatic category. Both have essentially the same wing and center-section carry-through structure. The Bonanzas are much heavier than the T-34; so in the end, the actual stress on the wings and center sections are about the same at 4.4g in the Bonanza and 6.0g in the T-34.]
Also, all GA aircraft have a "Maneuvering Speed" (Va) published in the "Limitations" section of the POH. If you are flying at or below that speed, you can move any flight control to its full limits, without damaging the airplane. Many pilots do understand that full "nose up" elevator deflection at exactly Va will result in the aircraft stalling just as it reaches the design limit load factor. That relieves the wings of any greater stress. To put it another way, if you're pulling more than 6g in the T-34, you're going too fast! As the speed is increased above Va, it becomes possible to pull much higher g-loads than the airframe was designed to take, obviously overstressing the wings, and it won't take full nose up elevator to do it, either.
[Update: Fatigue is cumulative. That is, you can badly overstress an airframe once with no measurable damage. 100 times, perhaps. But every time there is a "strain," there is some fatigue, and it adds up. Hundreds or a thousand 6.0g loadings are extremely destructive to a 6.0g airframe! We now know that the only T-34s that have measurable fatigue are those few aircraft used in "mock air combat," for thousands of hours, with frequent overloads. It is common for those instructors to yell, "Pull, pull, pull to the buffet!" at high speed. Even if the g-meter only reads 6.0g, the instantaneous g-loads at each buffet cycle can go much higher, and the "count" adds up quickly.]
The Sky Warriors T-34 was probably going faster than 200 knots (Vne is 214) and clearly far above Va (148 knots in the T-34). It was therefore capable of being destructively overstressed by an unwary pilot. At 200 knots, more than 9g can be imposed before the wing will stall.
Most pilots are at least exposed to the above principles with reference to pitch forces. In all cases I know of, they are shown the "symmetric loading" case, where there are no roll or yaw forces present, only pitch forces.
[Update: I originally questioned the issue of whether these "missions" were really pulling more than 6.0g. I don't like anything over about 4.5g myself, these days; but I'm overweight, 65 years old, with very low blood pressure. I can remember pulling 6.0 in aircraft intended for that use (Pitts Special, others), and I didn't like more than 6.0g about the same as I don't like more than 4.0 today. But accurate, sensitive g-meters will show momentary or instantaneous loads far above what the pilot perceives, and without knocking him out.]
The FARs also address the certification standards for rolling the aircraft, and Va gives full protection for stresses on the wing at Va with full aileron deflection.
But not at 6g in pitch!
Read that again, please, it's critical to what follows.
In other words, you may pull full back at Va, or you can apply full aileron at Va, but you can't do both at once!
Any combined pitch and roll loads are called "asymmetric wing loading," and are of major importance. For example, modern military jet fighters routinely fly at well over 7g, and some even exceed 9g . ALL have major restrictions on how much g-load can be pulled while rolling. I am told the F-15 must be "unloaded" (in pitch) to under 2.5g, if full roll rate is needed. A key point in Air Combat Maneuvering (ACM) is to "unload," "reposition the lift vector" (by rolling), then "load," again. For example, if coming down the backside of a loop, pulling 7g, and you suddenly look out to your left and realize you need to go that way "right now," you must first "unload" to under 2.5g, then roll (pointing the lift vector), then "pull" to go that way. Watch any of the high-performance jets at airshows -- this is very clear, if you know what you're looking for.
In the F-15, any attempt to pull more than 2.5g in pitch and use full aileron deflection at the same time will probably destroy the airplane, because this is outside the operating envelope. An entire F-16 squadron in Europe was trashed because the pilots were either unaware of this limit, or routinely pushed it just a little too much, and caused too much fatigue over time.
(Now folks, I'm T-34 qualified, but not F-15 qualified, and so I may have some of those specific numbers a little bit wrong. Give me a little room for error there, and try to understand the principle, which I do not have wrong.)
[Update: No one has stepped forward to contradict that statement in six years.]
(During EAA AirVenture, in a room with about 150 T-34 pilots, I asked, "Show of hands: How many in this room have heard the term 'asymmetric wing loading' and think they understand it?" A lot of hands went up, but a lot more didn't -- and some that did appeared to be none too certain.)
Back to the Sky Warriors breakup. There was an experienced pilot in front, so the instructor might have been just a wee bit more relaxed than usual in his oversight, and may not have been ready to block the controls from a dangerous input. The customer almost certainly did not understand asymmetric wing loading (there's not much call for that in airline flying), and it's just possible the instructor did not fully understand it, either.
[Update: It is very, very difficult for even a good instructor to "block" another pilot from pulling hard, then applying roll input.]
They spot the target below, and dive and turn to engage, possibly exceeding 200 knots, maybe even a lot faster -- very easy to do in the T-34. The g-load builds to "four, going to five," and then the tape reportedly shows an increased roll rate to the left.
That's an absolutely classic setup for "asymmetrical wing loading," and the numbers are terrifying. It's very possible they were beyond the limits for the "simple" (no roll) case of 6g, plus they were rolling, too!
What does this do to the airplane? Since the roll is to the left, the right wing is forced to suddenly produce "more lift" by the aileron deflected downwards. That moves the leverage at the wing root well outboard, and well aft, producing a major twisting force on the wing, loading the rear spar far beyond design limits.
If that happened, the rear spar would fail, and the wing would twist off and fold. The front spar would inevitably fail, of course, with or without fatigue cracks.
And you'd have precisely the accident we're looking at.
If this is the correct explanation, then the proper action is ... nothing! If I'm correct, the airplane was grossly overstressed far beyond its limits, and simple pilot education is all that is needed. Just like the F-15, "Don't pull hard, and roll hard, simultaneously."
What Axe Is RAC Grinding?
Now, if a dummy like me can figure this out (with a little help from my friends), RAC surely can. Why wouldn't they? Why didn't they?
It is just possible there is an agenda here, and an ugly one.
Let's face it: Raytheon is fundamentally uninterested in piston airplanes to begin with. Folks, wake up, please? It's no longer "Beech" or "Beechcraft." Walter and Olive Ann are long gone, and there isn't any romance with aviation left. Like all big companies, Raytheon's only consideration is the bottom line in the next quarterly report. The thought of having anything to do with 50-year-old airplanes must give them nightmares in the Raytheon boardroom. The GARA 18-year "Statute of Repose" has cleared them of all liability on the T-34, and they have nothing to gain by getting involved, risking any new liability. Fact is, Raytheon has never supported the civilian T-34 in any way.
But there is some pressure from the FAA for RAC to help out with the situation, and Raytheon certainly wants to keep the FAA happy. So what better steps could the company take than come up with this madness of an eddy current inspection, which may very well ground all or most of the T-34 fleet? RAC can act all sympathetic in public. They can send "reps" to address the user groups, as they did in Fond du Lac during Oshkosh -- where they sent a marketing rep, not a tech rep! They can offer drawings and other support without incurring liability. But the moment they put a new part on an old airplane, they open the Pandora's box of liability. If I were running RAC, I wouldn't do it either.
RAC has stated repeatedly that it will provide zero financial assistance, and I agree they should have no obligation in this matter. No criticism on that, from me. RAC has stated in public that they have spent a good deal of time, effort, and money on this T-34 "problem," and I believe it. If nothing else, every move they make has to be carefully scrutinized by their legal eagles, to make sure they are not opening that box, and so RAC's legal fees must be substantial. Legal costs aside, it takes attention, man-hours, meetings and other expensive resources.
Several folks have told me that RAC reps have said RAC would be delighted if the entire T-34 fleet was just grounded forever. I believe that, too. While I haven't heard anyone from RAC say this with my own ears, it makes sense from an economic point of view. Remember, at giant Raytheon, economics is the only point of view.
The eddy current inspection is so stupid -- and the rush to judgment is so obvious -- that I can only wonder if RAC has come up with a very clever ploy to accomplish several desirable (for RAC) things at once. They come up with a fix that requires nothing from RAC except written instructions. (38 pages, according to one RAC rep, and it's not finished yet.) RAC gets to wear the white hat for being "helpful." But the eddy current test may well ground the fleet, at which point RAC gets to wash its hands of the whole matter.
[Update: I wish I'd said that differently. My objection was not over the eddy-current process itself, but over the massive disassembly required to do it the RAC way, and the 50-hour limit, when it had to be done all over again!]
What's next under the eddy current microscope? All the acrobatic Bonanzas? All the early V-Tails that use the same spar as the T-34? All Bonanzas? How about Barons? Once the crack detectors are set loose, is any aluminum airplane safe?
RAC has done some puzzling things during the course of this mess. Julie Clark, the airshow performer who uses a T-34, voluntarily stopped doing her shows, and has lost a ton of revenue as a result. In an effort to be helpful and move the investigation along, she voluntarily gave one of her T-34's wings up to RAC for examination. This was priceless evidence, for Julie has operated the aircraft to highly precise limits, for a very long time, with immaculate records, and has been its only owner for many, many years. This wing could have been tested, first by non-destructive means, then (if warranted) by testing to destruction, and close examination.
But before anything substantive was done, the wing was cut in half (without Julie's permission!) to "make it easier to transport" to RAC. This was a criminal act, in my opinion. Julie is the only T-34 owner who has been totally grounded, since her airplane doesn't fly well with just one wing.
How About the FAA?
The FAA is short-staffed, short of money, and unwilling to do anything it doesn't absolutely have to do. [Update: Remember, this was originally written in the summer of 1999. This situation has gotten much worse since then.] In fact, it's getting damned difficult to get the FAA to do things that it is supposed to do! Functions previously reserved only to the FAA are being farmed out to outside agencies, taking them out of the FAA budget. In effect, user fees by another name.
Many of the best FAA people have bailed out for jobs in the private sector, leaving a higher percentage of drones than before. Yes, there are still some very good people, laboring under very tiresome situations. It must be very hard to keep up any kind of morale.
For the FAA in general, there is nothing to be gained by getting involved in airworthiness issues on a 50-year-old airplane like the T-34. All indications are that if RAC comes up with anything that "sounds good," the FAA will rubber-stamp it and send it out the door as a mandatory AD, washing its hands of the whole matter.
[Update: With that, the precedent would have been set. We know there are a number of Bonanzas "out there" that have suffered massive overloads, but were repaired without inspecting the area most likely to have suffered the most fatigue damage. Let just one of these aircraft "fall out of the sky" for any reason, and if there is damage there, we may see 10,000 Bonanzas treated exactly like the T-34.]
Finally, the NTSB
In my opinion, the National Transportation Safety Board (NTSB) has gone downhill steadily since the advent of Cockpit Voice Recorders and Flight Data Recorders (CVRs and FDRs), which have all but replaced good hard detective work in crash investigation, instead of supplementing it. The agency has become increasingly political, with fewer and fewer qualified people. The top jobs go to political appointees regardless of talent or qualifications, although a good TV image is very important. They are forced to react to the media and public pressure, always with demands for instant results. Other agencies often interfere (witness the FBI screwup in the TWA 800 investigation).
I can recall some outstanding forensic work decades ago by the true experts. For example, the Trans International DC-8 crash at JFK, and the rudder hinge failure on the 707 doing a low circling approach in training with two engines pulled back on the same side. Those accident reports were works of art, compared to some of the trash turned out by the NTSB today. Experts like that seem to be few and far between, now. Like the FAA, NTSB resources are short, and there is no time or money to do really good work. Again, why should the board bother much with a 50-year-old "toy" airplane (no disrespect intended, I like the T-34), when they don't even have the time or resources to solve the TWA 800 case, or the two yet-unexplained Boeing 737 crashes? Once investigators discovered fatigue cracks in the T-34 front wing spar, it must have been very, very easy to just relax, and go with that. All indications are that's just what the NTSB team is in the process of doing, although their report is not yet final.
What is most likely to happen is that the NTSB will move glacially, then state the probable cause as wing failure due to pre-existing fatigue. Case closed, and it will be all but impossible to reopen it at that point.
[Update: OK, time to eat some more crow here (pass the salt). They really did nail the issue after the first crash in 1999 (after I wrote the column). They made it crystal clear that the real problem was the extremely abusive and inappropriate use of a fine aircraft. To this day, the FAA has failed to come to grips with the concept that there are two different fleets, with two very different fatigue patterns.]
What Can Be Done?
The best and most obvious course of action is for the user groups to get together and hire a very highly regarded outside expert, and have that person gain "Interested Party" status with the NTSB. This will allow firsthand examination of all the evidence now in existence by an unbiased third party with no axe to grind. If this expert feels it is warranted, further action could be taken as needed, whether that includes the RAC fix, or some other course of action.
Please note this is in no way a suggestion to alter the course of the current NTSB/FAA/RAC investigation, or to slow it down, or complicate it. This is a suggestion for a parallel investigation, by an outside party. All information should be shared fully, even if only one way (to the NTSB). We should not be trying to play one-upsmanship games here, we should be looking for the truth as it is, not as we would like it to be, and for a genuine solution, if there is a real problem.
If all parties are currently proceeding in an intellectually honest manner (and that's a very big "if"), they will welcome this as an added search for the truth. If they do not welcome this parallel investigation, that would indicate all the more need for it. This is exactly comparable to getting bad news from a doctor, and saying that you might like a second opinion. If the doctor blows up and yells at you, it's pretty good evidence that second opinion is a really, really good idea. The good doctors will suggest the second (and even third) opinion, and mean it.
There is a splinter movement from the T-34 group afoot, and the American Bonanza Society (ABS) seems to be waking up and deciding that it might be a good idea for them to get just a wee bit more involved. That's good news. [Update: They didn't, sadly.]
The bad news? It's going to take money, and the ABS may not be willing to foot the bill. I'm a member, and they've hereby got my vote to proceed with all speed to make sure that all reasonable avenues are explored by someone who knows how to do it. But if this job is to be done right, and it must be, then it's going to take $15,000 to $30,000 for a good expert to do it. Spread among the T-34 owners, that's trivial, and if the ABS will come in with help, the burden will be small indeed, at the individual level.
The T-34 splinter group has already gained pledges of over $9,000 in just 24 hours, and will be sending information to all the members soon.
Remember, there is no one interested in keeping these birds flying -- except you.
[Update: George Braly and Tim Roehl of GAMI were deeply involved from the start; and after some bickering and politics by various groups, "The T-34 Spar Corp." was formed. Contributions were accepted from the T-34 users to fund a huge engineering effort by George, resulting in a most elegant and economical AMOC (Alternative Means of Compliance) for the problem. Both are very quick to "fade into the background," and give a lot of credit to others, but I believe they personally funded a large portion of the effort, and I have personally witnessed a massive expenditure of effort and time by George himself. They are very reticent on this issue. Those who did contribute to the effort received discounts on the repair.
George also insists on giving a lot of credit to others who developed other AMOCs. He lists Nogle and Black for getting approval to replace the T-34 spar with a Baron spar, and Earle Parks for a different spar modification: A spar strap was developed.
The most recent crash in Texas was very different, a whole new problem, although still a fatigue issue. This time there is much more cooperation, with Nogle and Black helping GAMI, and many people contributing time, effort and money to another massive engineering effort.
If this group is successful, they may set the new "Gold Standard" on how to deal with this type of problem in the future. It would be very helpful if the FAA could find a way to be much more flexible in how they deal with these problems. If they don�t, these "orphaned" aircraft may end up grounded, and the FAA will be out of a job.]
Be careful up there!
AVweb's resident pelican, John Deakin, has dozens of other columns available.


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Human-powered vehicle took 800 man hours to complete By Brooke Chambers Reporter
Four graduating seniors at Arkansas Tech University are showcasing a project today they spent the entire last semester of their college career working on.
Although they are disappointed to be missing today's commencement ceremonies, they are proud to participate in this weekend's American Society of Mechanical Engineers (ASME) Human Powered Vehicle Challenge (HPVC), according to group member Nathaniel Scott.
Scott said entering an engineering competition has been a dream of his and his three classmates - Jesse Abbott, Andrew Roberson and Micah Spahn - since their freshman year.
"We decided a long time ago that the four of us were going to work together on our senior project," Scott said in a recent interview. "One of us is a serious mountain biker, and the other three of us are involved in the ASME, the organization sponsoring the event. ... When we heard about the competition, we liked the idea of a challenge, and we're all overachievers. So we decided that's what we needed to do."
Once the engineering majors decided they wanted to build a human-powered vehicle for their senior project, they had to come up with a design.
Calling it a "glorified bicycle," Scott explained the steel-framed, three-wheeled device that was designed and built from scratch can be ridden from a near horizontal position.
Carl Greco, Ph.D., associate professor of electrical engineering and one of the group's design class instructors, said a unique quality of the recumbent bicycle the students built was its leaning mechanism.
"This vehicle, even though it has two wheels in the back, allows the rider to lean into a curve similar to what a two-wheel bicycle would do in a corer," Greco explained. "When you can lean into a curve, you can turn corners at a higher speed."
Greco also said the vehicle's safety features and high gear-ratio also make it different from an original recumbent bike. Its targeted speed is 30 mph.
"We allow the students to select their own project," Greco said. "And this was a relatively difficult project, especially in the time frame they had to complete it."
He explained the students not only had to come up with a design for their vehicle, but also had to manufacture it. With only a $250 stipend from the university to produce the HPV, the group had to turn to local businesses and individuals for financial help.
Greco said, however, doing all of the work Scott, Abbott, Roberson and Spahn did for their project is not a class requirement.
"The class project requires significant engineering design and analysis," he said. "The students are to utilize material they've acquired through their courses at the undergraduate level and apply that to this project."
For the class, the group was not even required to build a final product, but instead be certain the projected vehicle would withstand a load, shift gears, etc.
"They did not need to build the vehicle for my class," he said. "They did that on their own so they could compete. Also, as an engineer, you have that desire to see what it's going to look like in its final form."
And because the group had spend about 800 man hours to produce the vehicle, Scott said they wanted to complete it.
According to Scott, this is the first year a team from Tech has entered the ASME HPV challenge. After presenting their project to the entire class earlier this week, they finished attaching the vehicle's seat belt and windshield, then left for Florida.
After the competition
Although project marketability was discussing during the group's presentation, Scott said the vehicle still lacks some fundamental features before putting a "for sale" sign on it.
"We're really hoping other Tech students after us will improve upon what we've already done," Scott said. "We think we had some really neat ideas in there that would take a few more years to fully develop."
He explained the group had already secured a sponsor for a fiberglass shell to make it more aerodynamic; the group started working on an automatic transmission, which would still need to be developed; and the vehicle would also need a lighter material than steel to be efficient.
One junior electrical engineering major, David Peterson, and one first-semester senior, Lauren Adkison, helped the group on their project.
Other projects
Thirteen groups in engineering classes for Greco and Bob Fithen, Ph.D., associate professor of mechanical engineering, each had to come up with an engineering project and had to give weekly progress reports for class credit.
Other group projects included: Analysis of the Women's Sports Complex; Modification of an Electronic Fuel Injected Test Apparatus; Pitot Tube Style Flowbench for Mechanical Engineering Lab; Preventing the Overheating of an Engine; Adjustable Height Ski Platform; Blind Channel Equalization for Wireless Communications; IEEE Guessing Game; Intelligent Pet Door; Autonomous Sub-vehicle Assault Project; Landing Gear for a Modified Autonomous Helicopter; Quiz Bowl System; Specialized Squat Bar with Harness.

subset: commoncrawl


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Theatre Arts Presents The Dream of the Burning Boy
The Ithaca College Department of Theatre Arts will present the "The Dream of the Burning Boy" by David West Read. This production is the department's Senior Directing Project this semester and will be directed by Sara Stevens '13. There will be four performances, at 5 PM and 8 PM on Sunday, November 11th and 6:30 PM and 9:30 PM on Monday, November 12th. All performances will be held in Studio 2 in Dillingham Center. Tickets for "The Dream of the Burning Boy" are free of charge and are available by emailing email@example.com and requesting a specific performance. Because seating is very limited, we ask that you limit your order to one ticket per customer. Patrons are reminded to come at least 15 minutes before the scheduled start of the performance to claim their ticket reservation.
David West Read's "The Dream of the Burning Boy" is an emotionally gripping drama about a high school tragedy. The story focuses on Larry Morrow, a high school English teacher, who begins to have frightening dreams following the tragic loss of one of his students. Each of the play's characters manifests his or her own method of dealing with the loss in this emotion-packed, one-act play. Director Stevens is proud that Ithaca College's "The Dream of the Burning Boy" is the second production of the play ever. She says, "I looked at the opportunity to do this show as taking on a show with fresh eyes that no one's ever seen before. No one is coming in with any preconceived notion about what the play is."
The cast of "The Dream of The Burning Boy" includes Sam Adrain '15, Eric Schaum '15, Taylor Misiak '14, Georgi McCauley '14, Michael Trimm '16, Devon Cox '15, Michael Sullivan '16, Justin Kasian '16, and Anna Pugel '15 .
The artistic staff of "The Dream of the Burning Boy" includes assistant director Dennis Chambers '14, technical director George Horrocks '15, lighting designer Kristof Janezic '13, scenic and costume designer Emilio Zurrita '13, stage manager Miriam Salzman '13, and assistant stage manager Anna Aschliman '15.
When asked about the impact of the play, Stevens responded, "I hope Burning Boy makes people confront those kinds of things we keep totally out of our mind. I think there are some things that are too depressing and horrible to even think about, that we can't, as human beings, know how to physically talk about them or handle them, and this play in a round-about human way makes us confront those emotions and feelings in a way that we don't usually have to…To sum it up, I hope that this play makes people think about the things that we spend so much time trying not to think about."
A nationally recognized professional theater-training program, the Department of Theatre Arts attracts students from across the United States. Throughout the production season, undergraduate students present all aspects of theater in a professional model.
Dillingham Center is now newly updated to accommodate all patrons. Individuals with special needs are asked to contact (607) 274-3224 to request accommodation as soon as possible.


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This item is currently not available.
It's often annoying and time-consuming to have to change from shoes to boots for quick trips outdoors, and now you don't have to. Outdoor Shoe-Ins slide easily over slippers or other indoor shoes, protecting them during quick trips to the car or mailbox; metal cleats provide sure footing. Charcoal gray color. Four sizes:
(based on 12 reviews)
Ratings Distribution
5 Stars
4 Stars
3 Stars
2 Stars
1 Stars
of respondents would recommend this to a friend.
Best Uses
Feels full size too small
Feels half size too small
Feels true to size
64% (7 reviews)
(7 reviews)
Feels half size too big
Feels full size too big
Feels too narrow
Feels true to width
82% (9 reviews)
(9 reviews)
Feels too wide
Reviewed by 12 customers
Displaying reviews 1-10
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Great product
By Ali
from Greer SC
About Me Conservative
Comments about : Outdoor Shoe-Ins:
Works well for the most part but does slip off occasionally.
Bottom Line Yes, I would recommend this to a friend
Was this review helpful? Yes / No
- You may also flag this review
(0 of 1 customers found this review helpful)
Not satisfied with these over-shoes
By DD
from Bay area, CA
Paid a lot of money for these shoe-ins and was shocked once I received them... They are huge and cumbersome to wear. The shipping fee was 1/3 the price of the product, then I had to spend more shipping costs to ship them back to get a refund.
Bottom Line No, I would not recommend this to a friend
Merchant response: We are so sorry to hear about this reviewer's experience! Unfortunately, we were unable to find the original order with the information that was provided. We stand behind our 100% Satisfaction Guarantee on every product, so a quick call to our friendly customer service staff at 1-800-876-5520 will get this issue resolved right away!
(1 of 5 customers found this review helpful)
HORRIBLE - returned
By Leslie
from Belpre,OH
About Me Stylish
This was nothing like I expected. Looked and felt like MOON shoes - returned.
(5 of 5 customers found this review helpful)
Work as advertised
By Mr. Greenjeans
from Wesley Hills, NY
These Outdoor Shoe-Ins can hardly be described as stylish, but that is not their purpose. In fact, they will protect your stylish footwear from the elements when in the garden, while providing reassuring grip. Great for doing yard and garden work after rain or even a heavy dew, keeping your shoes and feet dry. Haven't had opportunity to test in winter yet, but the studs should really prevent slip when traversing icy walkways and driveways. They're really easy to slip on, so I keep them in the garage where I can jump into them to get the mail or venture into the garden when it's wet. They are pretty ugly though, and can be a bit awkward to walk in initially, but the learning curve is short. The utility that these overshoes provide diminishes the negative characteristics very quickly. I'm very happy with these "Shoe-Ins".
outdoor shoe-ins
By Jim outdoorsman
from Oak View CA
prevent tracking in garage-patio-Great product-
Great product but runs really large
By 1stACT
from Harleysville, PA
These are perfect for winter use! Especially if you keep backyard chickens and want to keep from tracking contaminints in and out of the run. They do run large but in my case that simply reminds me to take them off outside the coop. I ordered size medium which was to big over women's size 10-sneakers. They were exchanged for a size small and now they are perfect. They slip on easily with a little kick to the toe. They stay on securely, and they come off without using your hands!
(1 of 1 customers found this review helpful)
Good concept but too large
By Myrtle31
from Harwich,MA
I was really excited about getting this product as gifts for my parents who got a new puppy. But they were just so large and cumbersome, I became more afraid they would trip wearing them. Had to return them.
handy for potty runs
By skinny girl
from ohio
Great for taking the dog out in the wet or snow! Be careful not to slip on wet garage floor. We ordered size medium which work.well over women's size 9-1/2 sneakers. They slip on easily with a little kick to the toe. They stay on securely. And they come off without using your hands!
Great Product
By Anne
from Lowell, MA
I bought these for a friend and now am ordering a pair for myself. She loves them. She shoveled the sleety driveway and didn't slip and her feet stayed dry.
(3 of 3 customers found this review helpful)
Outdoor Shoe-Ins are the best invention.
By Happy Feet
from Auburn, Michigan
There is no more changing shoes when you need to go outside. I feed birds so I'm outside often and to be able to go out with slippers or shoes is a plus. These are easy to slip into and they stay on your feet. Also, if you get them muddy, you just need to hose them off for the next time. I would not suggest putting them on inside because of the metal stops on the soles. I keep them outside my door. These are excellent on ice.
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text:
I agree, but not in the same sense that you mean it. Anthony Reyes is one of the top pitching spects in baseball, and Kearns still hasn't lived up to his potential. The Cardinals would regret trading Reyes. He is in AAA because the Cardinals don't need him in the rotation yet, and he could use a little more time in the minors. The Cardinals will need him in the rotation next year.Originally Posted by jared7817
Kearns' trade value is low, and Reyes' is high. A Kearns for Wainwright trade is more realistic.


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Every week, Raid Rx will help you quarterback your healers to victory! Your host is Matt Low, the grand pooh-bah of World of Matticus and a founder of No Stock UI, a WoW blog for all things UI-, macro- and addon-related. If you're looking for more healing advice, check out the Plus Heal community and Matticast, the new healing, raiding, and guild management podcast.
Information on the 4.1 patch has started slowly filtering through. Can you say nostalgia? I remember Zul'Gurub being one of my first raid instances. I was just a young dwarf priest then. My beard was still in the first stage of infancy. I remember trying to finish out the Zul'Gurub gear sets.
While nothing is finalized just yet, there is an interesting ability being added that'll be of benefit to healing corps of all sizes. From who? Arms warriors! Rallying Cry *New* (Level 83) temporarily grants you and all party or raid members within 30 yards 20% of maximum health for 10 seconds. After the effect expires, the health is lost; 3-min, cooldown, instant.
I don't know enough about melee DPS to determine whether or not an arms warrior is going to be attractive in raids or not with all those buffs, but I sure love seeing more defensive-minded cooldowns being spread out. No information as of yet on potential cooldowns for druids and shamans. You crazy and creative readers had much to say about it last week, so props to you guys. Although none of us will ever get to do much in terms of design, it is rather fun to try armchair game design once in a while.
Some of the preliminary data out there shows slight changes inbound for healers.
Every week, Raid Rx will help you quarterback your healers to victory! Your host is Matt Low, the grand pooh-bah of World of Matticus and a founder of No Stock UI, a WoW blog for all things UI-, macro- and addon-related. If you're looking for more healing advice, check out the Plus Heal community and Matticast, the new healing, raiding, and guild management podcast.
Class mechanics changes
- Word of Glory gets a 20-second cooldown. Holy paladins will have a talent called Walk in the Light that removes the cooldown from it. I guess the change is there to slow down the casts for it used by retribution and protection paladins.
- In other minor cooldown nerfs, the raid-wide last stand known as Divine Guardian has had its cooldown raised to 3 minutes (up from 2).
- Most of the changes to shaman have had their AoE effects altered. Purification has been buffed to increase healing spell effectiveness by 25% instead of 10%.
Body and Soul now increases the target's movement speed by 12/25% down from 30/60%. This is a tooltip error. There does not seem to be any intention to nerf this holy priest talent. All I can say is -- whew!
- Some intriguing Dispel Magic changes for priests are kicking in. The base version of Dispel Magic can only be self-cast on the priest to remove one magic debuff or used against enemies to remove a buff from them. However, the moment you go into discipline or holy, the Absolution mastery kicks in. This lets you dispel other players, and it can remove two magic debuffs instead.
- Divine Aegis gets a slight buff and lasts 15 seconds instead of 12 seconds. I don't know about you, but my Aegis usually gets punched through fairly quickly on most fights -- but it's not a bad change if you're trying to pre-shield your allies.
Healing loot (or at least, trinkets)
Everyone loves healing loot! We got some cool trinkets to play with this time around. The ones listed here are the heroic versions, and you'll most likely find these as drops from the raid instances coming in 4.1.
- Jaws of Defeat Can't say I remember seeing another item or trinket with this type of mechanic before. Use it and as you are healing, your spells get progressively cheaper. I'd love to get my hands on this trinket on the PTR. My first instinct is to load up as many single-target healing spells as possible before progressing over to AoE healing or really expensive spells to really take advantage of the mana reduction on the tail end of this trinket.
- Eye of Awareness This reminds me of Althor's Abacus. I suspect it'll function the same way. I'm glad to see this type of trinket brought back in some fashion. I'm not sure it'll rank compared to the other ones, but my guess is that it'll be a solid pickup for any healer.
- Fiery Quintessence This trinket will be handy for all healers. With a new tier of content, I think additional baseline spirit will be necessary, as stat minimums for raids and content will rise. Note the intellect boost for 25 seconds. I wonder if that's a typo or intentional, if you compare it with the next trinket below. Use the trinket when that extra healing throughput is needed.
- Mark of the Firelord Perhaps optimal for discipline priests or restoration shaman? There will be some possible competition with DPS casters. I'm personally not the biggest fan of on-use trinkets, but it does offer a nice a big boost to your intellect for 15 seconds. Its great if you need the extra Rapture tickets, and the increase to spellpower will be a benefit during any burst healing phases that are needed.
Which trinket attracts you the most? This is just the first of several updates that'll be coming with 4.1. I bet we'll be seeing more balance changes.
It seems like a few minor adjustments could be in store for our healing circles. I wonder if that's just a values change, an effects change, or a visual effects change. It'd be nice for a way to dim the intensity when the circles are on the ground. I've punked the melee classes in my raid group before by stacking Healing Rain, Efflorescence and Holy Word: Sanctuary on the exact same spot before. They had to put on shades just to see their DPS targets.
Need advice on working with the healers in your guild? Raid Rx has you covered. Send your questions about raid healing to firstname.lastname@example.com. For less healer-centric raiding advice, visit Ready Check for advanced tactics and advice for the endgame raider.


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U.S. military has made no secret of its vision to field an ever
increasing number of automated and unmanned vehicles onto the
battlefield. The use of these vehicles reduces the risk to human life
and without a human aboard the vehicle, the design can be better
optimized for the mission.The military has used unmanned
aerial vehicles (UAVs) for as long time for long-range recon
and for attacking ground targets. The UAVs allow surveillance
missions to last longer and UAVs can also be made smaller than
aircraft that require a human pilot onboard. The U.S. military is
also looking to field
robotic soldiers to replace human soldiers in areas of high
conflict. Robots are already used in the military for searching out
bombs and infiltrating tight quarters where the danger is too high
for a human.Unmanned vehicles may soon come to the oceans of
the world as well thanks to a new DARPA project that will introduce
unmanned frigates for long missions that closely and overtly shadow
enemy diesel-electric submarines. The vessels are dubbed
Anti-Submarine Warfare Continuous Trail Unmanned Vessels or
ACTUVs.The program is detailed in a long document from DARPA
that outlines an industry day conference that is unclassified and set
to be held on February 16, 2010 in Arlington, Virginia. The purpose
of the program is to build an "X-ship" that is capable of
operating without any human on board at any point in its operations
cycle. The program is also seeking
to demonstrate how viable a system under "sparse remote
supervisory control" will be. A final goal of the program is to
demonstrate the anti-submarine capability of the vessel along with a
suite of sensors for the craft. The ship is designed for global
independent deployment for months at a time with no human interaction
onboard.The DARPA
ACTUV industry day paper [PDF] points out that the unmanned
craft are intended to be launched and recovered from manned ships and
teleoperated from manned ships and will be limited to direct support
of manned missions. A key to the program is a demonstration that the
unmanned vehicle can navigate safely at sea within the framework of
maritime law and International Regulations for Avoiding Collisions at
Sea.The program is also expected to allow naval architects to
revise the design of surface craft offered by the ability to
eliminate all crew concession from the ship design. DARPA reports
that the design may have relaxed reserve buoyancy margins, dynamic
stability limits, and new platform orientation assumptions.
Basically, the program will allow ship designers to remove all
performance and design constraints placed on a surface vessel that
has to carry human occupants. The platform must have a sufficient
range for theater or global deployment and a speed, endurance, and
maneuverability advantage over its target set. The design must also
be able to tolerate rough seas effectively and be capable of
near-term transition to operational employment.DARPA will
conduct the program in four phases. Phase one will be a concept
exploration, system architecture studies, system concept design, and
preliminary performance evaluations. Multiple awards will be given to
participants ranging from $500,000 for concept studies or limited
architecture to $2,000,000 for a full system concept design and
operations analysis.Phase two of the program is anticipated
to fund one award through Critical Design Review and have a duration
of 18 months. Phase three will be to build an integrated prototype
vessel and conduct initial sea trials and is expected to have a
duration of 18 months. Phase 3 will be awarded as a firm-fixed-price
option. Phase four will be to conduct mission-oriented sea trials and
experiments. The final phase will be followed by full transition of
subsequent test and acquisition activity to the Navy.


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Bruno Mars, Aubrey Plaza, B.J. Novak + More in Celebrity Tweets of the Day
Good news everyone, it's Friday the 13th! Also Yom Kippur. Or we suppose that's technically bad news if you're the superstitious type and/or you're Jewish and have zero interest in fasting for your sins. For everyone else it's just an excuse to get 'Friday' stuck in your head. And, you know, drink.
LeAnn Rimes got a shot in her behind of the doctor variety.
Got a massive shot in my ass OMG it freaking hurts I'm limping down the streets of Dublin This could sound really bad on so many levels lol
— LeAnn Rimes Cibrian (@leannrimes) September 13, 2013
Today Bruno Mars learned a valuable lesson.
did you know you could block people on twitter?
— Bruno Mars (@BrunoMars) September 13, 2013
Jason Biggs took a potshot at the entire Lohan family for recent antics.
Fill in the blank: "______" Lohan was arrested for drunk driving last night. (Hint: there is no wrong answer.)
— Jason Biggs (@JasonBiggs) September 13, 2013
Vote in our sister site's poll in which Lady Gaga takes on RiRi. Because Rihanna wants you to.
NAVY!!!!! —–> http://t.co/TEtg7wTkot
— Rihanna (@rihanna) September 13, 2013
Patrick Stewart and sassy Ian McKellen hung out with Elmo.
Elmo! #gogodididonyc @TwoPlaysInRep pic.twitter.com/1NUvjFpyet
— Patrick Stewart (@SirPatStew) September 13, 2013
Aubrey Plaza seems concerned about her family member.
if anyone of @natPlaza 's friends are listening – TELL HER TO CALL ME. NOW.
— Aubrey Plaza (@evilhag) September 13, 2013
NOT A JOKE. @natPlaza call me.
— Aubrey Plaza (@evilhag) September 13, 2013
William Shatner hopes everyone has a good fast. Gmar hatima tova!
For those observing Yom Kippur have an easy fast.
— William Shatner (@WilliamShatner) September 13, 2013
We assume that includes Henry Winkler.
pray , fast , say im really sorry , pray , breakfast and then finally another episode of BreakingBad
— Henry Winkler (@hwinkler4real) September 13, 2013
Mara Wilson is combining 'Mean Girl' quotes with jokes about Putin.
Irregardless, oil-rich countries are just off limits to friends. I mean that's just like the rules of capitalism. #PutinMeanGirls
— Mara Wilson (@MaraWritesStuff) September 13, 2013
I mean you wouldn't order a strike on a country without asking the UN first if it looks good. #PutinMeanGirls
— Mara Wilson (@MaraWritesStuff) September 13, 2013
Did you see what B.J. Novak did there?
We should really be eating Jetsons vitamins if you think about it
— B.J. Novak (@bjnovak) September 13, 2013
Patton Oswalt really needs to make this hypothetical Morrissey pilot happen.
"Odd numbered Thursdays make me gloomy." — dialogue from my unsold pilot, WHAT'S WRONG NOW, MORRISSEY?
— Patton Oswalt (@pattonoswalt) September 13, 2013
And Eliza Dushku rode Amtrak and the train was chock full of celebs.
Having hilarious conversation on @Amtrak w/neighbors about seeing celebs in public & our star-studded train today~I'm %1000 #Anonymous in it
— Eliza Dushku (@elizadushku) September 13, 2013
The dope #DavidCross & #BobOdenkirk aka #BetterCallSaul aboard! Lady across from me rode w @maddow & saw #MattDamon & hit him w #ThemApples"
— Eliza Dushku (@elizadushku) September 13, 2013


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text:
ASADA warns court case won't stop Essendon show-cause notices
The stakes have dramatically risen for Essendon players issued with show-cause notices, with the Australian Sports Anti-Doping Authority strongly suggesting it will reissue notices should it lose the court case against Essendon and suspended coach James Hird.
In its defence lodged with Justice John Middleton in the Federal Court, and released publicly on Friday afternoon, ASADA denies claims from Hird and the Bombers that it conducted an unlawful investigation into the club's 2011-12 supplements program.
However, should the anti-doping body lose its case, ASADA - through chief executive Ben McDevitt and lawyer Craig Rawson - have issued what looms as a chilling warning to the 34 current and former players issued with show-cause notices.
"Even if ASADA obtained information unlawfully in the course of the joint investigation (which is denied), the grant of relief should be refused on discretionary grounds because ASADA could lawfully obtain all the exact same information (again) by the issue of disclosure notices under Division 3.4B of the NAD Scheme, and then issue fresh show-cause notices to the EFC players," the document said.
The 34 players are alleged to have been administered the banned drug Thymosin beta-4. They have opted to not be a party to the case brought by Hird and the Bombers.
The Bombers and Hird want the investigation deemed illegal, meaning the show-cause notices would be void. However, ASADA has maintained it could reissue the notices with information secured after the joint investigation was completed in August last year.
That it now claims it could secure the "exact same information" - meaning it could use the interviews given by players early last year - appears to highlight its determination to win the case and have players forced to show why they should not be added to the Register of Findings, the first step towards the issuing of infraction notices - and bans.
Lawyers for the Bombers and Hird did not wish to comment on Friday night.
ASADA does admit that it "agreed to provide information obtained by the AFL to ASADA for the purposes of ASADA's investigation" but claims it opted to begin its investigation before, and independently of, deciding to work with the AFL.
ASADA also claims it "could lawfully have (passed on information to the AFL anyway) because the disciplinary action referred to was based upon the applicant and EFC personnel having brought the game into disrepute by virtue of poor governance and accountability with respect to the enforcement of the anti-doping rules. That is a matter connected with ASADA's investigation and the administration of the NAD (national anti-doping) scheme and within the purposes of the Act and the NAD scheme".
ASADA says it needed the AFL's compulsory powers to ensure players and officials could be interviewed and could not "claim the privileges against self-incrimination or self-exposure to a penalty".
"The AFL provided ASADA with immediate access to information provided by EFC players and EFC personnel at interviews (carried out pursuant to the exercise of the AFL's compulsory powers) by permitting ASADA staff to attend, jointly conduct and tape record those interviews."
The anti-doping body hit back at Hird's claims that he was not given the right to silence during his nine-hour interview last year. While he was warned that he had to tell the truth under the AFL's laws, Hird says under the anti-doping code he should have been reminded about his right to privilege.
"The applicant (who was legally represented at the time) advertently declined to claim any privilege or right against self-incrimination and raised no objection to the presence or role played by ASADA or to the provision of information to ASADA," Rawson wrote.
ASADA maintains Essendon supported the AFL and the anti-doping body working closely after it self-reported under then chairman David Evans.
"The applicant requested that the AFL and ASADA conduct a joint investigation in early February 2013 and thereafter expressed support for the conduct of the joint investigation," ASADA says.
ASADA has again denied its interim report was handed to then AFL chief executive Andrew Demetriou for an "extraneous" purpose other than the anti-doping case.
The case goes to trial on August 11 and is expected to last three days.
Jon Pierik is a sports writer with The Age, focusing primarily on AFL football, cricket and basketball. He has won awards for his cricket and basketball writing.
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text:
American College of Cardiology http://www.acc.org
American Heart Association http://www.americanheart.org
Heart Rhythm Society http://www.hrsonline.org/
Canadian Cardiovascular Society http://www.ccs.ca/home/index%5Fe.aspx
Heart and Stroke Foundation of Canada http://ww2.heartandstroke.ca
Fauci AS, Braunwald E, Isselbacker KJ, et al.
Harrison's Principles of Internal Medicine
. 14th ed. New York, NY: McGraw-Hill; 1998.
Gregoratos G. Indications and recommendations for pacemaker therapy.
Am Fam Physician
. 2005;71(8):1563-1570.
Also available at:
. Accessed on August 20, 2005.
Heart block. American Heart Association website. Available at:
. Accessed on August 20, 2005.
Heart block. Heart Rhythm Society website. Available at:
. Accessed on August 20, 2005.
This content is reviewed regularly and is updated when new and relevant evidence is made available. This information is neither intended nor implied to be a substitute for professional medical advice. Always seek the advice of your physician or other qualified health provider prior to starting any new treatment or with questions regarding a medical condition.
Copyright © 2012 EBSCO Publishing
All rights reserved.
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Fundraising dollars are rolling in for the top three contenders in the high-profile San Diego mayor's race with Former Assemblyman Nathan Fletcher bringing in the most cash during the short time-span since the race began.
The campaign for Fletcher has reported raising more than $600,000. Councilman Kevin Faulconer has brought in more than $500,000, according to his campaign. A spokeswoman for Councilman David Alvarez was not immediately available for comment, but he's raised at least $100,000, according to city campaign contribution data. A labor-backed political action committee is also pouring money into Alvarez's campaign.
Just last year, San Diego mayoral candidates raised more than $4 million during their primary campaigns.
The reporting deadline for this finance period is Thursday, but donations of more than $1,000 must be reported within 24 hours. Candidates are free to give as much of their own money to their campaigns as well.
"I'm thrilled and energized by the broad support my campaign has received in just the first month," Faulconer said.
Fletcher's campaign did not have further comment about being the top fundraiser for the period between Jan. 1 and Oct. 5.
Faulconer's campaign spokesman Tony Manolatos attributed the gap in fundraising to a week earlier start date in the race.
"He started campaigning before us," Manolatos said. "He's also pulling in a lot of money from outside of San Diego whereas most of our dollars are from inside San Diego. We feel really good about this."


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Badrinath Overview
You can reach Badrinath from Kanpur by road in about using a cab upon driving using a cab.
Badrinath is a Hindu holy town and a nagar panchayat in Chamoli district in the state of Uttarakhand, India. It is the most important of the four sites in India's Char Dham pilgrimage. The town gets its name from the Holy temple of Badrinath. It is believed that to revive the lost prestige of Hinduism and to unite the country in one bond, Adi Guru Sri Shankaracharya built four pilgrimage centres in four corners of India. Among them were Badrikashram (Badrinath temple) in the north, Rameshwaram in the south, Dwarkapuri in the west and Jagannath Puri in the east. Badrinath situated at an elevation of 3,133 mts. is considered to be amongst the most pious. If you are looking for car rental Badrinath let us know and we will be happy to provide you with best budgeted deals for car rentals in Badrinath, cabs booking,Badrinath car rental, car rental in Badrinath, luxury car rental Badrinath, rent a car Badrinath, corporate car rental Badrinath, business rent a car Badrinath, Badrinath cab booking M.I.C.E in Badrinath ,Taxis / Cabs in Badrinath,Business Tour in Badrinath,Long Term Car Rentals in Badrinath, Car Rental Tour Packages in Badrinath and more. For packages, questions or comments for Car Rental Badrinath, write to us by clicking on Send enquiry. . Book cabs in Badrinath


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The Office of Career and Workforce Information, functioning as
an arm of the Bureau of Labor Statistics, operates major programs through which data
are developed and analyzed.
Quarterly Census of Employment Wages (QCEW) Program
The QCEW program draws data from the administrative records of the
unemployment insurance system and from the Unemployment Compensation for Federal Employees
program to provide a comprehensive source of covered employment and wage data, by
industry, for the state, selected regions and local jurisdictions.
Current Employment Statistics Program (CES)
The CES program surveys a sample of businesses to provide monthly
estimates of nonagricultural employment and hours and earnings in selected manufacturing
industries. The CES employment count, unlike that of the QCEW, includes information on
noncovered workers in educational institutions, religious organizations, nonprofits and
Local Area Unemployment Statistics Program (LAUS)
The LAUS program profiles the labor force status of the civilian
noninstitutional population 16 years and over. Estimates of the labor force, employment,
unemployment levels and the unemployment rate for the state, selected regions and local
jurisdictions are prepared both monthly and annually.
Occupational and Employment Statistics Program (OES)
The OES program surveys a sampling of employers in nonfarm
establishments to determine the occupational staffing patterns within detailed industries
and the wages paid to workers according to their occupational skill level.
Return to the Career and Workforce Information home page
Questions or comments regarding the Career and Workforce Information may be directed to
Questions or comments regarding the DLLR website may be directed to email@example.com.
Updated November 19, 2009


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We found these amazing Victorian inspired framed thank you card templates over at Martha Stewart Weddings. We loved them so much that we just had to share them with you!
How to Make It:
Download Martha Stewart Wedding's template (links below), and print onto slightly heavy 8 1/2-by-11-inch paper (look for a paper that coordinates with a 5 Baronial [4 1/8-by-5 1/2-inch] envelope). They have three designs; use any or all of them.
Use photo-editing software to crop and resize your photograph into a 2 1/4-by-3 1/4-inch image, and print out.
Use a bone folder and a metal ruler to score across the card at the fold marks, aligning ruler with the dashed lines. Then use a craft knife and the ruler to cut across the paper at the solid crop marks.
Slip the top edge of the paper into an extra-large oval craft punch (2 1/2 inches or 72 mm high), and center the design (turn the punch upside down so you can see how the design aligns with the hole of the punch), and punch out the opening.
Adhere photo from behind using a glue stick. Fold the right flap back to cover the photo, and glue in place. This will create a single-fold card.
Envelope: actionenvelope.com
Craft punch: eksuccess.com
Article via Martha Stewart Weddings


text: +1 The S3 and M2 Cyclone share frames. My S3 purchase was AFTER the S1 and S2. The first time I climbed onto the S3, I tried to naturally find the footpeg from muscle memory (everything else felt familiar). The footpeg position was so different that it was weird. At that instant, I 'got it'. This was going to be my next sport tourer (had to justify buying a third Buell). The only difference between the S3T and S3 is that it has taller bars (pretty sure they're from the Blast), saddelbags, fairing bags and fairing lowers. I have the fairing bags and saddlebags on mine, I don't care for lowers or the taller bars. There were two generations of Showa shock: the earlier 16.5" and the later 14". They had some failures on the 16.5" shocks and they came up with a safety containment loop thingy that clamped around the shock in case the shock eye failed. They were butt ugly. I would imagine that bike got it and somebody removed it. When they ran out of 16.5" shocks, they started installing the 14" shocks from the factory and any remaining bikes got it for the 'recall'. Plenty of aftermarket replacements are available in both lengths. The 16.5" Showa is rumored to be at risk for the eye breaking (hence, the steel safety loop added later). From posts on Badweb, nobody ever ACTUALLY had one fail but, the margin is questionable. I would probably start looking for an aftermarket or at least the 14" replacement Showa. Even if that shock were perfect, it will leak sooner or later.


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Model Description: Replacement battery for the Hill Billy Terrain Models 12V 22Ah
Compatibility: Hill Billy Terrain Models 12V 22Ah with F8 - Insert Terminals
Condition: New
Includes: One new battery for the Hill Billy Terrain Models 12V 22Ah Golf Caddy
Warranty: 1 year full replacement warranty included, additional warranty is available
Life time expectancy: 3-5 years
Manufacturer: UPS Battery Center Ltd.
The replacement battery for the Hill Billy Terrain Models 12V 22Ah golf caddy is a high quality rechargeable sealed lead acid battery that is designed to provide excellent performance, durability and a long service life. This battery meets or exceeds original manufacturer specifications.
The Hill Billy Terrain Models 12V 22Ah battery is covered by our industry leading 1 year replacement warranty. Extended warranty of up to 3 years is available for your convenience. Our warranty is inclusive of shipping costs and is hassle free, the only warranty of this kind in the marketplace.
To get the most life out of your golf caddy battery, make sure to charge the battery frequently. If possible, charge after each use. Don't leave your golf caddy battery in a discharged state for a long time.
Always charge to full before storing the golf caddy at the end of the season. To get the longest storage time, charge to full, then disconnect the battery from the system. This will keep the discharge rate low and allow for longer storage. When getting ready for the season after storing for the winter, charge to full before first use.
Sealed lead acid battery has no memory. Do not discharge the battery all the way in order to clear any memory effect. There is no memory effect in this battery. The more often you fully discharge the battery, the less battery life you'll have in the long run. Charge often to get the longest battery life.
Physical Dimensions:
Nominal Voltage: 12V
Nominal Capacity: 22Ah - Deep Cycle Battery
Terminal Type: F8 - Insert Terminals
Weight: 13.5 Lbs
Length: 7.13" (181 mm)
Width: 3" (76 mm)
Height: 6.59" (167 mm)
The replacement battery for the Hill Billy Terrain Models 12V 22Ah consists of (1) High Quality 12V 22Ah deep cycle battery.


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Hi Bumpies,
Exciting news! Tomorrow, Friday May 11th at noon PST/3 p.m. EST, we'll be hosting a Twitter chat with celeb mom Tia Mowry. You know Tia from TV shows like Sister Sister with her twin sister Tamera, The Game and Tia and Tamera on the STYLE Network, as well as from the movie Double Wedding and of course, from Twitter. Her new book, Oh Baby! comes out on May 15th (you can pre-order it here). Also, how adorable is that picture of Tia with her son Cree at our Bring Your Baby Matinees in LA last week?
We'll be hosting the chat on The Bump's Twitter page. To get involved in the chat, make sure you follow @thebump and @tiamowry and tune in with the hashtag #BumpChatsWithTia. We'll open up the end of the conversation to questions from her fans!


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Stage One of the 2013 MLS Re-Entry Process takes place on Thursday at 3:00 p.m. ET, with the Second Stage occurring on Wednesday, December 18 at the same time. Both stages will take place via teleconference and the Crew will select fourth overall in the drafts.
Here are the rules of player availability during the Re-Entry Process (Language from MLS Roster Rules in italics):
Players who are at least 23-years-old and have a minimum of three years experience in MLS whose options were not exercised by their clubs (available at option salary for 2014).
- Current example: Konrad Warzycha is 24 years old and has three years of MLS experience, therefore a club can select him in Stage One, but has to pay the salary his option with the Crew guaranteed in 2014.
Players who are at least 25-years-old with a minimum of four years of MLS experience who are out of contract and whose club does not wish to re-sign them at their previous salary (available for at least their 2013 salary).
- Current example: 28-year-old defender Sean Franklin's option was not picked-up by the LA Galaxy, but he can be selected in Stage One of the Re-Entry Draft and earn at least the same amount that he did in 2013 given his six years of MLS experience.
Players who are at least 30-years-old with a minimum of eight years of MLS experience who are out of contract and whose club does not wish to re-sign them (available for at least 105% of their 2013 salary).
- Current example: Veteran defender Bobby Boswell is out of contract and has yet to re-sign with the Houston Dynamo. His nine years of experience in MLS guarantee him a five-percent raise in 2014 if he is selected in Stage One.
Players who are not selected in Stage One of the Re-Entry Draft will be made available in Stage Two. Clubs selecting players in Stage Two will negotiate a new salary with the player.
Players who remain unselected after Stage Two will be available to any MLS club on a first come, first serve basis.


text: Letters: Dreaming With Multiple SclerosisRench, MarilynNeurology Now: June-July 2011 - Volume 7 - Issue 3 - p 7 doi: 10.1097/01.NNN.0000399223.77607.bb Departments Author Information Racine, WI Oh, Patti! When I read your essay, "Give and Take," in the February/March 2011 issue, I thought I was reading about myself. I have an 11-year head start on you with my multiple sclerosis (MS), so these days I don't run in high heels—even in my dreams. I do, however, dream I'm walking unaided, which I can't do in real life anymore. Like you, I'm still driving: I just passed a road test with flying colors this past summer. And like you, I have a wonderful husband who, in addition to doing the laundry and the groceries and the errands and countless other things, has made it possible for me to be only semi-retired from my profession. Except for a gradual worsening of the problem with my left leg, there's been no progression of my MS beyond what I had at diagnosis. Hope you have similar good fortune. Marilyn Rench Racine, WI©2011 American Academy of Neurology


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Good morning! I hope you all had a fabulous weekend! I did! The Rockettes were so much fun. My mom and I really enjoyed ourselves and couldn't believe how touching the show was. It really helped put the "Christ" in Christmas for me! Then, last night I went to see comedian Anjelah Johnson with a girlfriend of mine. She is hilarious! So many fun things going on for the holidays!
Did any of you do anything fun? I'd love to hear all about it! In the meantime, here are some photos of my favorite femme fatale. Enjoy!


text: This week's episode is Too Short a Season. Unfortunately, it's the first of three or four terrible episodes in a row. It's tempting to skip ahead. Too Short a Season may actually be worse in HD because of the terrible "old man" makeup on Clayton Rohner. Rohner's acting is also pretty awful, as is that of Michael Pataki as Karnas. The writing is another huge problem with Jameson. Can anybody buy this character as one of the Federation's best negotiators? He's not a good listener and makes no effort to appreciate other points of view or establish rapport. When he has a disagreement with someone, his way to deal with it is to yell at them. The episode is all about a character that's badly written, acted, directed, and made up. He is neither sympathetic nor interesting. Is there anything about this episode to like? OK, let's get the snark out of the way: "Wesley's not in it." Other than that, is there anything about this episode to like? Hmm. Looking at the threads to date, the most discussed episodes are Hide and Q, Justice, Encounter at Farpoint, The Naked Now, Code of Honor, Haven, The Last Outpost, and Angel One. The least discussed episodes are 11001001, The Battle, The Big Goodbye, Where No One Has Gone Before, and Datalore. It seems we love to talk about episodes we don't like and have little to say about the better received episodes.


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LET'S DO LUNCH ... The La Comida Lunch Program for Seniors has been serving nutritious and affordable hot lunches to seniors 60-plus since 1972. Diners enjoy a complete three-course meal served Monday through Friday from 11:15 a.m. to 12:15 p.m. Cost is a "suggested contribution" of $3. The lunches allow for socializing in a cheerful, friendly setting, sometimes with live musical entertainment. The dining room is in downtown Palo Alto at 450 Bryant St., inside the Avenidas building. For more information and current menus visit www.lacomida.org or call 650-322-3742.
ABOUT CAREGIVING ... A series of free seminars for caregivers is underway at the Stanford Health Library addressing topics such as handling isolation, the evolution of living with an illness, a shifting sense of self and managing emotions and finances. The first two seminars, given in September, were filled to capacity of 50 attendees. But space is still available for seminars Nov. 7 ("I Can't Do It All — Getting Help Caring for a Loved One") as well as seminars Nov. 21 ("Where Will the Money Come From? Navigating the Legal and Financial Aspects of Caregiving") and Jan. 9 ("At the End of the Day, How Can I Care for Myself? Identifying Resources and Coping Skills for Healthcare Professionals"). The sessions are cosponsored by the Stanford Health Library, Stanford Hospital and Clinics, Stanford Cancer Institute and the Fremont-based Cancer Prevention Institute of California. The Thursday, 7 to 9 p.m. sessions are at the Health Library, located in the Hoover Pavilion near Stanford Shopping Center at 211 Quarry Road, Suite 201. Reservations are required. Call 650-498-7826 or go to email@example.com.
NEW ALZHEIMER'S FINDING ... Scientists at Stanford University School of Medicine have shown how a protein fragment known as beta-amyloid, strongly implicated in Alzheimer's disease, begins destroying synapses before it clumps into plaques that lead to nerve cell death. Key features of Alzheimer's, which affects about 5 million Americans, are wholesale loss of synapses — contact points by which nerve cells relay signals to one another — and a parallel deterioration in brain function, notably in the ability to remember. "Our discovery suggests that Alzheimer's disease starts to manifest long before plaque formation becomes evident," said Carla Shatz, professor of neurobiology and of biology and senior author of the study, published Sept. 20 in the journal "Science." Using an experimental mouse strain that is highly susceptible to the synaptic and cognitive impairments of Alzheimer's disease, Shatz and her colleagues showed that if these mice lacked a surface protein ordinarily situated very close to synapses, they were resistant to the memory breakdown and synapse loss associated with the disorder. The study demonstrated for the first time that this protein, called PirB, is a high-affinity receptor for beta-amyloid in its "soluble cluster" form, meaning that soluble beta-amyloid clusters stick to PirB quite powerfully. That trips off a cascade of biochemical activities culminating in the destruction of synapses.
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Ford has announced that it has a fix for models of the 2013 Fusion sedan and 2013 Escape crossover equipped with 1.6-liter turbo-four engines. The vehicles were recalled because the EcoBoost engine could overheat and catch fire due to a flaw in its cooling system.
The fix is a software update that will allow the cars' computers to better cope with engine overheating conditions. Ford says that the cars' original programming couldn't deal with a loss of coolant-system pressure during a "unique overheating condition that could occur under unique operating conditions." Ford says the recall takes less than a day at a Ford dealership, although the dealer may need the car for longer than a day depending on workload. The recall starts next week.
At the end of November, Ford announced that 73,320 Fusions and 15,833 Escapes equipped with its 1.6-liter EcoBoost engine could unexpectedly overheat. The instrument cluster display would warn of an overheated engine and reduced engine power, and some owners experienced engine fires. Ford encouraged owners to avoid driving the vehicles until a fix was available.
The recall doesn't affect owners of 2013 Ford Fusion models equipped with hybrid, 2.5-, or 2.0-liter engines; 2013 Ford Escape owners with 2.5- or 2.0-liter engines are also unaffected.
Both of the new Ford models have been recalled for other issues. Ford previously fixed a potential coolant leak, replaced damaged fuel lines that could start a fire, and addressed misplaced carpeting that could have prevented proper brake operation on the 2013 Escape. The 2013 Ford Fusion was recalled for headlights that could become too dim over time.
Source: Ford


text: An introduction to the psychology of personality. We will consider the major theories in the field as well as research studies within each theory that substantiate or falsify that theory. The major theories to be studied are: the psychodynamic, the biological, trait theories, the humanistic, the behavioral, and social learning. Tests and Grades: There will be three or four multiple-choice exams. Availability of Instructor: Will be available during office hours and after class.


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CUES Names HQ in Honor of Fred Johnson
As his career there comes to an end, the Credit Union Executives Society building in Madison, Wis., has been named The Fred Johnson Center for Leadership Development.
Johnson is retiring on Dec. 31 and will be succeeded by PSCU executive Chuck Fagan.
At a recent ceremony for the longtime CUES leader, its board chair, Teresa Freeborn, president/CEO of Xceed Financial Credit Union in El Segundo, Calif., said, "His contributions to CUES will leave a lasting legacy, so naming the building in his honor is truly a fitting tribute."
Freeborn noted that since Johnson joined CUES in 1989, the membership has grown from 3,000 to more than 10,000 and its revenue had tripled as well.
"I am humbled and flattered beyond words to be honored in this way," Johnson said. "CUES has been an important part of my life for 23 years, and I'll never forget our incredible and dedicated staff who supported me and our members over this period. My name may be on the building, but it is they who built it."


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Friday & Saturday, April 26 & 27, 10:00 a.m. - 5:00 p.m.
"A" Level, Main Library, 5201 Woodward Ave., Detroit, MI 48202
Thousands of books sorted by subject - autobiography, biography, cookbooks, computer manuals, art books, science fiction, history, politics, rare and collectible books, African American titles, poetry, science, children's books, adult fiction and non-fiction, along with CDs, DVDs and audio books from $ .25 and up.
Friends Only Preview of the Used Book Sale!
Wednesday, April 24, 5:30 - 7:00 p.m.
Scanners are allowed during the last half hour of sale.
Members of the Detroit Public Library Friends Foundation (with current membership card) are entitled to purchase books prior to the public sale. Free parking is available in the library's lot to capacity. Call 313.481.1359 or e-mail email@example.com [3] to join or renew your membership. Your membership dues are tax deductible and earn a credit on your State of Michigan income tax.