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1999 Callaway Range Rover 4.6 HSE
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Range Rover History
Following the aftermath of World War II in 1947, the Land Rover was created by the Rover Company that (prior to the war) had produced luxury vehicles. Immediately following the war, luxury vehicles were no longer in demand, and raw materials were strictly rationed to companies building industrial equipment or construction materials, or products widely exported to earn essential foreign exchange for the country. The Series are broken down to I, II, and III to differentiate them from later models and were off-road cars influenced by the US-built Willy's Jeep.
All three models had the option of a rear power takeoff for accessories and could be started with a front hand crank. The Rover featured leaf-sprung suspension with selectable two or four-wheel drive and the Stage 1 featured permanent 4WD. The Rover company was forced to move into a large 'shadow factory' in Solihull, near Birmingham, England after their original factory in Coventry was bombed during the war. Originally built to construct aircraft, the factory was now empty but to begin car production there from scratch wouldn't be a financially viable option.
Plans were made to produce a small, economical concept called the M-Type and few prototypes were made, but it was found too expensive to produce. Land Rover's chief designer; Maurice Wilks, came up with a concept to produce a light agricultural and utility vehicle, with an emphasis on agricultural use, similar to the Willy's Jeep utilized in the war. Wilks' design added a power take-off (PTO) feature since there was an open gap between jeeps and tractors in the market. The original concept; a cross between a light truck and a tractor, was quite similar to the Unimog, which was developed in Germany at the same time.
The first Land Rover prototype was built on a Jeep chassis and used the gearbox and engine out of a Rover P3 saloon car. It had a very distinctive feature; the steering wheel was mounted into the middle of the car; so it became known as the 'centre steer'. To save on steel which was rationed at the time, the bodywork was hand-made out of an aluminum/magnesium called Birmabright. Since paint was also in short supply the first production vehicles were painted army surplus green paint. Led by engineer Arthur Goddard, the first pre-production Land Rovers were developed in late 1947.
Just like a tractor would drive farm machinery, the PTO drives from the front of the engine and from the gearbox to the center and rest of the vehicle. The vehicle was also tested plowing and performing other agricultural chores before the emphasis on tractor-like usage decreased and center steering proved impractical in use. At this point the bodywork was simplified to reduce production time and costs, the steering wheel was mounted off to the side like normal vehicles, and a larger engine was fitted, together with a specifically designed transfer gearbox to replace the jeep unit. All of these updates resulted in a vehicle that didn't utilize a single Jeep component, was shorter than its American inspiration, but heavier, wider, faster and still retained the PTO drives.
Originally the concept was designed to be in production a short 2 or 3 years to gain some export orders and cash flow for the Rover Company so it could restart up-market car production. Once production started though, it was greatly outsold by the off-road Land Rover, which developed into its own brand that today remains successful. A lot of the rugged design features that have made the Land Rover design such a success were a result of Rover's drive to simplify the tooling required for the vehicle and to use the minimum amount of rationed materials. The aluminum alloy bodywork has been retained throughout production despite it being more pricy than a conventional steel body, along with the distinctive flat body panels with only simple, constant-radius curves. Also remaining simple is the sturdy box-section ladder chassis, which on Series cars was made up from four strips of steel welded at each side to form a box, making a more conventional U or I-section frame.
Unveiled at the Amsterdam Motor Show, the Land Rover Series I began production in 1948 and continued for 10 years. Originally designed for farm and light industrial use, the Series 1 featured a steel box-section chassis and an aluminum body. Beginning as a single model offering, the Land Rover from 1948 until '51 used an 80 inch wheel base and a 1.6-liter petrol engine that produced around 50 bhp. The 4-speed gearbox from the Rover P3 was utilized with a brand new 2-speed transfer box. Much like several Rover cars of the time, the Series 1 incorporated an unusual 4-wheel drive system with a freewheel unit. Allowing a form of permanent 4WD this disengaged the front axle from the manual transmission on the overrun. The freewheel could be locked in place by a ring-pull mechanism in the driver's footwell to produce a more traditional 4WD. The Series 1 was a basic car, with tops for the doors and a roof of canvas or metal was an optional extra. The lights moved from a position behind the grill to protruding through the grille in 1950.
Since not all consumers would want a Land Rover with the most minimalistic of interiors so Land Rover launched a second body option in 1949 dubbed the 'Station Wagon'. The Wagon was fitted with a body built by Tickford; a coachbuilder known for their work with Rolls-Royce and Lagonda. With seating for up to seven people, the bodywork was wooden-framed and in comparison to standard Land Rover's, the Tickford featured leather seats, a one-piece laminated windscreen, a heater, interior trim, a tin-plate spare wheel cover and other options. Unfortunately the wooden construction made them pricy to produce and tax laws made them even worse since the Tickford was taxed as a private car and attracted high levels of Purchase Tax. Because of this, less than 700 Tickfords were sold and all but 50 were exported. Today these early Station Wagons are highly collectible.
The petrol engine in the Series 1 was replaced with a larger 2.0-liter I4 unit in 1952 with a 'Siamese bore' which meant that were no water passages between the pistons. The uncommon semi-permanent 4WD system was replaced during 1950 with a more conventional setup, with drive to the front axle being taken through a simple dog clutch. The legal status of the Land Rover was clarified around this time as well, meaning it was exempt from purchase tax.
Unfortunately this also meant that the vehicle with limited to a speed of 30 mph on British roads. Following a charge with exceeding this limit by a Land Rover owner, and an appeal to the Law Lords, the Land Rover's classification was changed to a 'multi-purpose vehicle' which was only to be classed as a commercial vehicle if used for commercial purposes. Today this classification continues to apply today with Land Rovers registered as commercial vehicles being restricted to a max speed of 60 mph (compared to the maximum 70mph for normal cars) in Britain, though this rule is rarely upheld.
Big changes came to the model in 1954 with the 80 inch wheelbase model replaced by an 86 inch wheelbase model and 107 inch 'Pick Up' version introduced. The additional wheelbase was added behind the cab area to provide extra load space.
The following year the first five-door model 'Station Wagon' was introduced on the 107 inch chassis and featured seating for up to ten people. The 86 inch model was a three-door vehicle with room for up to seven people. Very different from previous Tickford models, these new station wagons were being built with simple metal panels and bolt-together construction instead of the complicated wooded structure of the older Station Wagon. Dual purposed, the Station Wagons could be used as commercial vehicles as people-carries and also by private users. Much like the Tickford version, the wagons came with basic interior trim and equipment such as roof vents and interior lights.
The first expansion of the Land Rover range began with the Station Wagons. They were fitted with a 'Safari Roof' which consisted of a second roof skin fitted on top of the car. The roof kept the inside cool in hot temperatures and reduced condensation in cold weather. Vents fitted into the roof added ventilation to the interior. Station wagons were based on the same chassis and drive-trains as the standard vehicles, they carried different chassis numbers, unique badging and were advertised in separate brochures. Unlike the original Wagon, the new in-house versions were very popular.
To make room for the new diesel engine, the wheelbase was extended by 2 inches to 88 inches and 109 inches to accommodate the new diesel engine, which was an option the following year. With the exception of the 107 Station Wagon, which would never be fitted with a diesel, this change was made to all models and would eventually be the final series I in production.
For 1957 the 'spread bore' petrol engine was debuted, followed closely by a brand new 2.0 liter Diesel engine, that even though it had similar capacity, it wasn't related to the petrol engines used. The petrol engines at the time used the old-fashioned inlet-over-exhaust valve arrangement, while the diesel utilized the more modern overhead layout. This engine was one of the first high-speed diesels developed for road use, producing 52 hp at 4,000 rpm. The wheelbase was increased from 86 to 88 inches for the short-wheelbase models, and from 107 to 109 inches on the long-wheelbase, since the engine was slightly longer than the original chassis allowed. These extra two inches were in front of the bulkhead to accommodate the new diesel engine. For the next 25 years these dimensions were used on all Land Rovers.
In 1958 the Series II Land Rover was debuted and continued its production run until '61. It came in 88 inch and 109 inch wheelbases. The first Land Rover to receive consideration from Rover's styling department; Chief Stylist David Bache produced the well-known 'barrel side' waistline to cover the car's wider track and improved design of the truck cab variant, introducing the curved side windows and rounded roof still used today on current Land Rovers. The first car to utilize the famous 2.25-liter petrol engine, though the first 1,500 short wheelbase models kept the 52 hp 2.0 liter petrol engine from the Series 1. The larger petrol engine produced 72 hp and was closely related to the 2.0 liter diesel unit still in use today. Until the mid-1980s this engine became the standard Land Rover unit when diesel engines became more popular.
The 109-inch Series II Wagon introduced a 12-seater option on top of the standard 10-seater layout. This model was constructed basically to take advantage of UK tax laws, by which a car with 12 seats or more was classed as a bus, and was exempt from Purchase Tax and Special Vehicle Tax. This made the 12-seater Series II model less expensive than the 10-seater version, and also cheaper than the 7-seater 88 inch Station Wagon. For decades the 12-seater layout remained a popular favorite, being retained on the later Series and Defender variants until 2002, when it was dropped. The abnormal status of the 12-seater continued until the end, and these vehicles were classed as minibuses and could use bus lanes and could be exempt from the London Congestion Charge.
There was a slight bit of over-lap between Series I and Series II production. Early Series II 88 inch vehicles were fitted with the old 2-liter petrol engine to use up existing stock from production of the Series I 107-inch Station Wagon continued until late 1959. This was due to continued demand from export markets and to allow the production of Series II components to reach the highest level.
The Series IIA Land Rover was introduced in 1961 and continued in production until 1971 and was quite difficult to distinguish from the SII. Slight cosmetic changes were made from the previous series, but most of the big changes were made under the hood with the addition of the new 2.25-liter Diesel engine. The factory offered body configurations ranging from short-wheelbase soft-top to the first-class five-door station wagon. The 2.6 liter straight-six petrol engine was introduced in 1967 for use in the long-wheelbase models, the larger engine complemented by standard-fit servo-assisted brakes. 811 of these models were NADA (North American Dollar Area) truck, which were the only long-wheelbase models produced for the American and Canadian markets. From February 1969 the headlamps moved into the wings on all models and the sill panes were redesigned to be shallower a few months later.
Considered to be the most stalwart Series model ever constructed, the Series IIA is also the type of classic Land Rover that featured strongly in the general public's opinion of the Land Rover as it appeared in popular films and TV documentaries set in Africa throughout the 1960's. One of these examples was 'Born Free'.
Land Rover celebrated its 20th Birthday in February 1968, just a few months after its manufacturer had been subsumed, under government pressure, into the Leyland Motor Corporation, with total production to date just shy of 600,000, of which more than 70% had been exported. Sales of utility Land Rovers arrived at their peak in 1969-1970 during the Series IIA production run, when sales of over 60,000 Land Rovers a year were recorded. The Land Rover took over numerous world markets, as well as record sales, in Australia in the 1960's, the Land rover held 90% of the 4X4 market.
1963 brought about the Series IIA FC Land Rover, which was based on the Series IIA 2.25 liter petrol engine and 109 inch chassis, with the cab positioned over the engine to allow more load space. Export vehicles were the first Land Rovers to receive the 2.6 liter petrol engine. Most models had an ENV rear axle while a matching front axle came later. To provide additional flotation for this heavy car were large 900x16 tires on deep-dish wheel rims. Slightly underpowered for the increased load capacity, most of these vehicles had a hard-working life. Less than 2,500 models were constructed, and most had a utility body. Surviving examples often have custom bodywork, and with an upgraded power-train, they can be used as a small motor-home.
Produced from 1966 the Series IIB FC was similar to the Series IIA Forward Control but added the 2.25-liter diesel engine as an option. The standard engine for this model was the 2.6-liter engine, and the 2.25-liter engine was only available for export. Designed by ENV, heavy duty wide-track axles were fitted to improve vehicle stability, along with a front anti-roll bar and updated rear springs which were mounted above the axle instead of below it. During this process the wheelbase was increased to 110 inches. In 1974 production of the IIB FC was ended when Land-Rover reorganized its vehicle range. Many of the components from this line were also used on the '1 Ton' 109 inch vehicle.
The Land Rover Series III line was introduced in 1971 and ran until 1985 it had the same body and engine options as the previous IIA, including station wagons and the 1 Ton versions. Only minor changes were made from the IIA to the Series III. The Series III is the most common Series car, with 440,000 of the type built from 1971 to 1985. From 1968 onward, the headlights were moved to the wings on late production IIA models and remained in this position for the Series III. The traditional grille from the Series I, II and IIA was replaced with a plastic one for the Series III model.
Compressions were raised from 7:1 to 8:1 on the 2.25-liter engine, increasing the power slightly. During the production run for the III, the 1,000,000th Land Rover rolled off the production line in 1976. Numerous changes were made during the Series III production run in the later part of its life as Land Rover updated their design to meet the increasing design competition. The Series III was the initial model to feature synchromesh on all four gears though some late H-suffix SIIA models had used the all-synchro box.
The simple metal dashboard of earlier models was redesigned to accept a new molded plastic dash, in keeping with early 1970s trends in automotive interior design, both in safety and use of more state-of-the-art materials. The instrument cluster was moved from its centrally located position over to the driver's side. Long-wheelbase Series III cars had the Salisbury rear axle as standard, though some late SIIA 109-inch cars had them too.
For the 1980 model year, the 4-cylinder 2.25 liter engines were updated with five-bearing crankshafts to increase strength in heavy duty work. At the same time the axles, transmission and wheel hubs were redesigned for increased strength. This was the result of a series of updates to the transmission that had been made since the 1960's to deal with the common problem of the rear axle half-shafts breaking in heavy usage. Part of this problem was due to the design of the shafts themselves. The half shafts can be removed quickly and efficiently without even having to jack the vehicle off the ground due to the fully floating design of the rear wheel hubs. Unfortunately the tendency for commercial operators to overload their cars heightened this flaw which tainted the Series Land Rovers in numerous export markets and established a negative reputation even to today. This is despite the '82 redesign which all but solved the problem.
Numerous trim options were also introduced this year to make the interior of the car more comfortable. An all new 'County' spec Station Wagon Land Rover was introduced in both 88-inch and 109-inch types. These models featured all-new cloth seats from the Leyland T-45 Lorry, tinted glass, soundproofing kits and other 'soft' options designed to appeal to the luxury driver.
Also new this year was the High Capacity Pick -Up to the 109 inch chassis, with a load bay that offered 25% more cubic capacity than the standard pick-up style. Popular with public utility companies and building contractors, the HCPU came with heavy-duty suspension.
From 1979 until 1985 the Stage 1; which refers to the first stage of investment by the British Government in the company to improve Land Rover and Range Rover productions, was built utilizing some of the same components as the Range Rover and 101 Forward Control, such as LT95 gearbox and 3.5-liter Rover V8 petrol engine. The engine was detuned to 91 hp from the 135BHP that the Range Rover of the time featured. The Stage 1 was available in a 109-inch and 88-in wheelbase. The use of the Range Rover engine and drive train made it the only Series car that had permanent four-wheel drive.
Produced from 1968 until 1977, the 1 Ton 109 inch was basically a Series IIB Forward Control built with a standard 109 inch body, featuring a 2.6 liter petrol engine, ENV front and rear axles and a lower ratio gearbox, though some late IIAs were fitted with ENV axles in front and Salisbury on the rear. Later series IIIs had a Rover type front axle with up-rated differential. Unique to the model, the chassis frame featured drop-shackle suspension very similar to the military series Land Rovers. Standard feature was 900x16 tires and these machines were typically used by utility companies and breakdown/towing firms. Only 170 IIA and 238 Series IIIs were constructed for the home marked. Even fewer examples were on the export markets, making this model the rarest type of Land-Rover ever constructed.
The Australian market has always been a big fan for Land Rovers of all types, but especially the utility models. In the late 1940s 80-inch Series I models were sold to the Australian government for work on civil engineering projects such as road construction and dams, which brought the car back to the buying public's attention. Very large sales followed in the Australian market and in the 1950's Land Rover began to establish factories in Australia to build CKD kits shipped from the Solihull, UK factory. Through the 1960s the Land Rover continued to sell strongly in Series II guise, commanding around 90% of the off-road market. Nearly every farm had at least one Land Rover.
In the early 1970s the Series III continued successfully, but halfway through the decade the sales began to decline. Partly due to a large export deal to Japan relied on the subsequent import of Japanese vehicles and others, along with the increasingly poor quality of the components shipped from UK. Land Rover's once high dominance slipped. An Australian issue was the always-limited supply of new Land Rovers. The Leyland factory never had the capacity to meet possible demand and supply and the manufacturing process was restricted by having to import almost the entire vehicle in kit form from Britain.
This long process led to a long waiting list developing for the Leyland product while commercial operators could receive Japanese vehicles very quickly. Other Land Rover issues were the same throughout its export markets comparing it to Japanese competition; the Land Rover was under-powered, unreliable and inferior with a poor ride quality, though the off-road ability was superior. Japanese vehicles were also less likely to rust and didn't feature the low-quality steel in comparison to the Land Rover. This turned off buyers, and by 1983 with the introduction of the One Ten, the Toyota Land Cruiser became the best-selling 4X4 in Australia.
Land Rover Australia went through some updates in the early 1980s in an attempt to combat this sales decline. Land Rover fit the V8 petrol engine in the 1979 'Stage One', Australia also received the same car with the option of a 3.9-liter 89 hp 4-cylinder Isuzu diesel engine. This update made a valiant effort to slow the sales decline, but unfortunately all of the other Land Rover shortcomings overwhelmed the vehicle. The One Ten was also available with this engine along with a turbocharged version producing in excess of 100 hp powered the military 6X6.
The Series Land Rovers were used in vast number by the British Army, and today continued to use the modern Defender versions. Nearly as soon as it was launched in 1948 the British Army tested the 80-inch Series I Land Rover. At the time, the Army was more concerned with developing a specially designed military utility 4X4 (the Austin Champ). Unfortunately the Champ proved too complicated, heavy and unreliable in battlefield conditions.
So the Army looked in the Land Rover direction and in the late 1940's the Ministry of Defense was interested in the standardization of its vehicles and equipment. He wanted to fit Rolls-Royce petrol engines to all its vehicles. A variety of Series I Land Rovers were fitted with Rolls-Royce B40 4-cylinder engine, with a modified 81 inch wheelbase. Unfortunately the engine was too heavy and had little power, the slow revving stunted the performance and produced torque that the Rover gearbox could only just cope with. Rover convinced the MOD that the standard 1.6-liter engine would be enough since they were only ordering a small amount. From late 1949 the MOD began ordering Land Rovers in batches, starting at 50 vehicles, but increasing this amount to 200 each batch by the mid 1950s.
Deployed to the Korean War and the Suez Crisis, the Land Rover became standard light military vehicles throughout the Commonwealth.
Throughout the 1960s though, more and more specialized versions were developed. Along with the standard 'GS' (General Service) vehicles, a common variant was the 'FFR' (Fitted For Radio) was introduced which had 24-volt electrics and a large engine-powered generator to power on-board radios. Ambulances were also introduced on the 109-inch Series II chassis. The 'Pink Panther' was a well-known version dubbed the LRDPV (Long-Range Desert Patrol Vehicle), it was painted a distinctive light pink sand camouflage. These 109-inch Series IIs were stripped of windscreens and doors and fitted with grenade launchers, a machine gun mounting ring, and long-range fuel tanks and water tanks. These models were used by the SAS for desert patrolling and special operations.
The British Army had acquired around 9,000 Series III models by the late 1970s, which were basically a special 'Heavy Duty' version of the 109-inch Soft Top. These vehicles had improved suspension components and a different chassis cross-member design. These were produced in 12-volt 'GS' models and 24-volt 'FFR' versions. A very small number were 88-inch GS and FFR models, but mostly the Army used the Air-Portable ½ ton, 88-inch 'Lightweight' version. The Lightweight was in use by numerous armies worldwide. In Europe even the Danish Army and the Dutch Landmacht utilized the Land-Rover Lightweight. Rather than the petrol engine, the Dutch and Danish had diesel engine and rather than the canvas top the Dutch ones had PVS tops like the modern Land Rover Wolf.
In Addition, there was also 101-inch Forward Control models; 109-inch FV18067 ambulances constructed by Marshall Aerospace of Cambridge. Both the Royal Navy and the Royal Air Force also acquired and maintained smaller Land Rover fleets during the 1960's through 1970s. The RAFs used 88-inch models for liaison, communications, airfield tractor duties and personnel transports. The Royal Navy's fleet was small and consisted mainly of GS-spec and Station Wagon versions for cargo transport and personnel. All British military Land Rovers utilized the 2.25-liter 4-cylinder petrol engine, though various overseas customers specified the 2.25-liter diesel unit instead.
Minerva of Belgium produced a car dubbed a Standard Vanguard, which was produced in Belgium under license of the Standard Motor Company. In the spring of 1951 the head of Minerva, Monsieur van Roggen contacted the Rover Company when Belgium's army was in need of a lightweight 4X4 vehicle. In 1952 the Minerva-Land Rover was produced.
The Rover Company allowed Minerva to produce Land Rovers under license to Rober and supplied technical support for Minerva. Rover Assistant Chief Engineer and head of Land Rover development; Arthur Goddard, was in charge of approving the updates Minerva wanted to make to the Rover, in addition to setting the factory up to assemble the vehicles.
Land Rover has claimed that in 1992, nearly 70% of all the vehicles they had constructed were still in use today.
By Jessica Donaldson
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Spectrum Management
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Application Note 2014-08-03
X-COM IQC5000B - Datasheet
IQC5000B Signal Record and Playback Datasheet
Brochure 2016-01-19

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Happy St. Patrick's Day From Wrecked!
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We here at Wrecked Reviews want to wish you all a very happy, and drunken,
National Americans Continue The Perpetuation Of An Irish Stereotype Day St. Patrick's Day! We know tomorrow you're going to feel like complete shit at work, but that's okay because this isn't your first rodeo. So man up, Cindy.


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We at the Tao of Stieb don't wish to dispute the names that are thus far missing from the Level of Excellence (*cough cough * Jimmy Key *cough*). Instead, we propose the Alternative Level of Excellence, which will honor those who will likely never be formally enshrined. These are the former Blue Jays whose names will inevitably elicit a smile, a laugh, a knowing nod, or a prolonged groan from the true fan.
Today's inaugural honoree: Junior Felix. Number 54 (or 47) in your programs. Number 1 in your hearts.
Felix debuted on May 3rd, 1989 as a defensive replacement for George Bell. The next day, he started as the Jays DH, hitting out of the nine hole. In the first pitch of his first at bat, he hit a home run off of the pride of Kapuskasing, Kirk McCaskill. (Try saying "Kirk McCaskill from Kapuskasing" five times fast. Yikes.)
Felix's birthdate is listed as October 3rd, 1967, which would have made him 21 on his debut. However, it soon became an open secret that he may have been significantly older. Some suggested as much as a decade older than he claimed. (The Jays signed him as a free agent in 1985, so clearly, something was amiss with those dates. Unless they were given to signing pre-teens to contracts back then.)
Junior played 237 games with the Jays between 1989 and 1990, hitting 24 homers, stealing 31 bases and driving in 111. He played four more years for the Angels, Marlins, and Tigers, before retiring to collect his old age pension in 1994.
His greatest contribution to the cause was likely the return the Jays received when they rolled his allegedly old bones out the door in a deal at the Winter Meetings in December of 1990. Coming back to the Jays in the multiplayer deal: Devon White.
Ladies and Gentlemen, please join us in welcoming to the Tao of Stieb's Alternative Level of Excellence, Junior Felix.
(BTW, if you'd like to nominate any former Jays for the Alternative Level of Excellence, hit us with them here.)


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Two gunmen were killed at American University of Afghanistan in Kabul Thursday, hours after an attack that was launched against the school, NBC News reported.
The attack began Wednesday evening when a car bomb was detonated a the university's front gate. Multiple gunmen forced their way inside, according to Interior Ministry spokesman Sediq Sediqqi.
Special forces responded and engaged the gunmen, and killed two attackers, a senior security official at the scene said.
More than 30 students and staff were rescued, some with minor injuries, the security official said, and there appeared to be no more hostages. Several special forces were killed and injured, and a search continued for any other possible attackers or victims.
The university in Kabul is not affiliated with American University in Washington, D.C.


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Manly and rugged outdoorsmen with small rucksacks might find Minox's DC6033 WP so far up their mountain path it's parked in their crevasse. Encased in rubber armor, the six-megapixel point-and-shoot camera is dust, dirt, sand and salt-proof, and you can take it underwater to a depth of 33 feet.
As well as a 4x zoom, the MINOCTAR lens is multi-coated with a 42mm fixed focal length, allowing for macro shots as close as 24 inches. There's a two-inch TFT color screen, built-in flash and, as well as an internal memory of 16MB, there's a slot for an SD memory card up to 2GB. Running on two AA batteries, the DC6033 WP will be available for $299. [Aving USA]


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Let's talk about The Cloud and Hospitals for a minute. At a session I attended at CHIME a hospital CIO said, "There's still a lot of unknown with cloud."
At first I was a little taken back by the comment. As an IT guy, it seems like cloud has been around forever. Plus, I would bet that every single hospital has a number of cloud based IT systems in their IT environment.
What then could be the unknown issues with the cloud that this CIO was talking about?
I found this really great resource on the IBM website about the cloud and healthcare. They hit on what is probably the biggest unknown with the cloud, HIPAA. Here's a section which describes why it's such an unknown.
Cloud providers hold a unique position as BAs entrusted with EPHI. When HIPAA was enacted, the concept of "the cloud" didn't exist and probably could not have been predicted. Covered entities and other BAs are increasingly choosing to store health information in the cloud.
Then he adds in these cloud challenges:
Transferring data to the cloud comes with unique issues that complicate HIPAA compliance for covered entities, traditional BAs, and now cloud providers themselves. They include issues of control, access, availability, shared multitenant environments, incident preparedness and response, and data protection
All of these should provide any hospital CIO a moment of pause. As another hospital CIO I talked with said, "we're still doing the cloud, but we are careful about who we work with in the cloud and how we do it."
I think this will be the reality for the forseeable future. It takes a really well done trusted relationship for a hospital to trust a cloud provider. In the small ambulatory practice space it's very different since there's little doubt that the cloud provider can do much better than your neighborhood tech guy. However, this is not the case in hospitals where the decision to use the cloud or your existing in house IT staff and resources is much more complex.
The reality is that every hospital is likely going to have a mixed hosting strategy with some software hosted in house and some software hosted in the cloud. This means that every hospital CIO is going to have to figure out the cloud even if there's still some difficult to answer questions.


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Two years after Saab introduced their 900, the quirky Swedish cars still hadn't exactly caught on with mainstream car buyers. In a somewhat misguided effort to resolve this issue the company decided to produce this bizarre commercial for the UK showing their 900 bouncing off trees and flying through the air while making horse noises.
In case you encountered a roadblock of cows on your way to the Cottage Hospital in your 1980 Saab 900, there was no reason for concern. According to this commercial you could hoon your new 900 in a thoroughly equine manner without any issues. We're guessing the responsibility for finding a set of coconuts to make your own horse noises fell to the new Saab owner.


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The Australian Governor-General, Her Excellency Quentin Bryce, has today opened the doors of Government House to the public.
The Governor-General's Centenary family picnic day was hosted by Her Excellency in Celebration of Australia's Capital City Canberra, where the house is located, which is celebrating its 100th birthday this year. The grounds were opened to a host of activities including a barnyard petting zoo, soccer games, cricket, singing and included displays from the Australian Federal Police, ACT State Emergency Service and the ACT Fire brigade.
On centre stage were some of Canberra's local choirs to open the day, followed by displays from the Royal Australian Air Force hot air balloon, defence bands and even Equestrian Games. Her Excellency made the effort to mingle with her guests as she performed the standard walkabout of the grounds with her husband. I had the chance to meet Ms Bryce and have a brief conversation in similar style to the Queen when she mingles.The day started with hundreds of people queuing at the gates to take up the rare opportunity to see the insides of the grounds and house, which coincidentally has been the official residence for 100 years although starting out as a grand farm residence which was purchased in 1913 by the Commonwealth Government as a temporary home for the Governor-General. The most popular attraction was the tour of the grand three-storey house with hundreds lining the driveway to have a peek inside.
I had the chance to get inside the house first and was greeted in the Governor-General's office by her husband Mr Michael Bryce, who is extremely knowledgable about the house and the items within. He was showing volunteer guides great artifacts and gifts presented to her Excellency upon my arrival in the room, including a double edged dagger gifted to Her Excellency by the Queen of Jordan, Queen Rania.
The Governor-General's residence has been home to all Governor Generals since 1913 but only permanently since 1927. Governor-General Lord Stonehaven was the first to live in the house permanently. The house underwent renovations in 1927 in preparation for the visit of HRH the Duke of York, later George VI, and his wife Elizabeth who officially opened Old Parliament House during their visit to the new capital. George VI's brother HRH Prince Henry, Duke of Glousester has to this day been the only HRH to serve in the role as Governor-General of Australia serving his brother the king from 30 January 1945 – 11 March 1947. This posting was seen as good strategy by the then Prime Minister John Curtin to maintain Britain's commitment to the defence of Australia.
Photo Credit – All photos by Brent Hunter, writer


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India Today: Economy, Politics and Society
India Today: Economy, Politics and Society
ISBN: 978-0-745-66535-1 April 2013 Polity 343 Pages
Download Product Flyer
How and why has this historic transformation come about? And what are its implications for the people of India, for Indian society and politics? These are the big questions addressed in this book by three scholars who have lived and researched in different parts of India during the period of this great transformation.
Each of the 13 chapters seeks to answer a particular question: When and why did India take off? How did a weak state promote audacious reform? Is government in India becoming more responsive (and to whom)? Does India have a civil society? Does caste still matter? Why is India threatened by a Maoist insurgency? In addressing these and other pressing questions, the authors take full account of vibrant new scholarship that has emerged over the past decade or so, both from Indian writers and India specialists, and from social scientists who have studied India in a comparative context.
India Today is a comprehensive and compelling text for students of South Asia, political economy, development and comparative politics as well as anyone interested in the future of the world's largest democracy.
Table of contents
List of Figures and Tables vii
Abbreviations ix
Preface and Acknowledgements xiii
1 Making Sense of India Today 1
Part I: Economy
2 When and Why Did India Take Off? 23
3 How Have the Poor Fared (and Others Too)? 47
4 Why Hasn't Economic Growth Delivered More for Indian Workers? 80
5 Is the Indian State Delivering on Promises of 'Inclusive Growth' and Social Justice? 100
Part II: Politics
6 How Did a 'Weak' State Promote Audacious Reform? 121
7 Has India's Democracy Been a Success? 140
8 Is Government in India Becoming More Responsive? 158
9 Has the Rise of Hindu Nationalism Halted? 177
10 Rural Dislocations:Why Has Maoism Become Such a Force in India? 197
Part III: Society
11 Does India Have a Civil Society? 221
12 Does Caste Still Matter in India? 239
13 How Much Have Things Changed for Indian Women? 258
14 Can India Benefi t From Its Demographic Dividend? 286
15 Afterword: India Today, and India in the World 302
Glossary 307
Bibliography 309
Index 361
The Hindu
"If you want a smart, pithy and extremely well-informed take on the central issues facing India today, as well as a guide to all the main debates, then this is the book you need."
Steven Wilkinson, Yale University
"Scrupulous and wide ranging in its survey of the relevant literature, sober and balanced in its judgements on the economy, polity and society, this book will prove indispensable for understanding how and why India is what it is today, and where it may be heading."
Achin Vanaik, Former Professor of International Relations and Global Politics, Department of Political Science, University of Delhi
"A magisterial inter-disciplinary work that explains how pro-business reforms drove three decades of high growth in India and then explores in depth the many challenges that yet remain. India is at an exciting stage of its journey: this book captures its achievements and vulnerabilities."
Mushtaq H. Khan, SOAS, University of London
"This is an exceptional book that will provide a useful and up-to-date overview of contemporary India for both established scholars and those new to the field. It is also sufficiently comprehensive and clearly written to make a useful teaching resource for both graduate and advanced undergraduate courses."
Trent Brown, Australian Catholic University


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LAHORE: A Pakistani teacher at the centre of a blasphemy row was in hiding Friday as her school management denied all responsibility for the "dirty act" and called for her to be punished.
Arfa Iftikhar was forced into hiding after a furious mob stormed Farooqi Girls' High School in the eastern city of Lahore over a piece of homework she set that allegedly contained derogatory references to prophet Mohammad (pbuh).
Blasphemy is an extremely sensitive issue in Pakistan, where 97 percent of the population are Muslims, and allegations of insulting Islam or the prophet Mohammed (pbuh) can prompt violent outbursts of public anger, even when unproven.
The school management took out front page adverts in two leading newspapers on Friday to deny it had any knowledge of the supposed insults to the prophet, saying Iftikhar distributed the work just 10 minutes before the school closed for the Eidul Azha holiday.
"Our school management and the owners have no link whatsoever with this dirty act," the advertisement in Urdu said.
"We appeal to the government and the police to take legal action against this teacher and investigate her real motive".
The school's headmaster Asim Farooqi has been remanded in custody for 14 days on charges of blasphemy, which can attract the death penalty, police officer Azam Manhais told AFP, while a search was under way for Iftikhar.
Farooqi's lawyer Jawad Ashraf said they would apply for bail on Saturday and accused police of bowing to the mob over the headmaster's arrest.
"It seems his arrest was made on public pressure but we see that he has no role in this entire case except some negligence as principal of this school," he said.
Activists say Pakistan's harsh blasphemy laws are often abused to settle personal scores, and Ashraf said the possibility of a conspiracy against the school, one of the most successful in Lahore, could not be ruled out.
Farooqi's son Sameer Asim Farooqi, one of the school's administrators, said the way the case had panned out was "strange".
"It seems that an organised gang attacked our school. The attackers were mostly teenagers and they had batons in their hands, but some of them were also armed (with firearms)," he said.
"We also heard there were announcements in the nearby mosques about the incident to inflame the public."
Sameer Farooqi said Iftikhar had been sacked, despite telling the principal she had copied out the offending passage by mistake.


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Have a wireless LAN setup with mostly XP O/S's but now I have to network a 98SE and 2 Windows ME clients in. The SE and ME computers can see and access all the XP C:\ drives,but the SE and ME computers won't speak to each other!
I'm getting a variety of error messages such as,"No domain server available to validate your password", and," The domain conroller for this domain domain cannot be found", and" There are no logon servers avilable to service the logon request"...
I have done away with all the windows logon passwords on all the systems and file and printer sharing in enabled on all. Also all computers are using TCP/IP protocols.
So in other words the Win98 and Millenium Editions can interact and see all the files on the XP machines but they cannot be accessed by each other or the XP clients!
On top of that, when you try and access the older windows operating systems from an XP terminal or each other, it wants password authentication even though I have never put in a networking password and "Windows Logon" is set for "NO PASSWORDS!"
No domain server available to validate your password
You chose domain when you have no domain. You should choose workgroup not domain.
Answers are only as good as the information you provide.
How to properly post a question:


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The Wizard: the best crew chief in NASCAR history? Chad Knaus can make a good case. What's up his sleeves this weekend? (Photo: Getty Images for NASCAR)
By Mike Mulhern
JOLIET, Ill.
So is Sunday the day...that everyone sees if Jimmie Johnson and the Rick Hendrick guys have really been put back a step by NASCAR's new rules change barring that trick rear end bushing that helped them win eight of 11 tour events over the summer?
Or will the Chicago 400 be the stage for the debut of crew chief Chad Knaus' next championship move, whatever that might be?
While the outcome of this fall's Sprint Cup playoffs may again be a Jimmie Johnson title, at least the dynamic of the chase appears to have changed a bit. Rivals are thinking they've got a more level playing field; whether they do or not, well, we'll see. Remember Johnson didn't win all those championships on sheer talent alone.
This 'chase' playoff system for the NASCAR title was first used in 2004, partly in response to Matt Kenseth's runaway in 2003, partly to shore up the sport each fall against the National Football League and other rivals for attention, partly to give NBC something to consider when renegotiating that big TV contract with NASCAR.
NBC, however, dropped NASCAR and returned to the NFL.
Kurt Busch's 2004 title was just the kind of drama that everyone wanted to see.
However after that things didn't go quite the same.
And the chase itself has always been controversial because it essentially makes the first 26 races of the 36-race season all but meaningless. With 12 teams making the playoffs, powerful operations like Hendrick's and Jack Roush's can almost lope into the chase. Winning regular season races does give a three-point bonus in the playoffs, and the fact that Stewart and Carl Edwards actually went to a tie-breaker for last year's title provide argument that wins do make a difference....however perhaps not really that much.
Hard to bet against this guy, rules changes or not. But then just how many NASCAR championships would Jimmie Johnson have won under the traditional points system? (Photo: Getty Images for NASCAR)
Stewart has won his three championship in three different ways; in 2002 under the old system, in 2005 under the new system but without winning a race, and in 2011 by winning five of the last 10.
"There isn't really a set way of doing anything anymore," Stewart says.
"Probably the one thing everybody is more focused on, after last year, is that every single point is going to be a big deal. Whether it's leading a lap to get a point -- you know if you stay out on a caution just to lead a lap, and if you are not running well you might…or if you get in a crash, you get that thing fixed and fight for every spot you can get just to get that one extra point."
Until this playoff format, the sport's champion was based on how well he performed in every single race over the full season.
Under that long traditional format, the NASCAR championship picture these last eight years would look much different:
-- Jeff Gordon would have won the 2004 championship, not Kurt Busch.
-- Tony Stewart would have won 2005 either way.
-- Jimmie Johnson would have won 2006 either way.
-- Jeff Gordon would have won 2007, not Johnson.
-- Carl Edwards would have won 2008, not Johnson.
-- Johnson would have won 2009 either way.
-- Kevin Harvick would have won 2010, not Johnson.
-- And Edwards would have won 2011, not Stewart.
Pause for a moment and consider that.
Five times in the eight years of the chase, the man and team with the best overall full-season record did not get the championship trophy.
Fair or unfair? You decide.
True champions, or gimmicky winners? You decide.
But then the rules are the same for all....
Denny Hamlin may be on a roll, but Chicagoland Speedway hasn't been a great track for him over the years (Photo: Getty Images for NASCAR)
When it comes to playing NASCAR in the fall, one man is head-and-shoulders above the rest. Jimmie Johnson.
Maybe he just conserves energy for these final 10 weeks of the 10-month season...but Johnson has won 20 of the 80 chase races.
That alone makes him again this fall's favorite. He and Knaus know how to play this particular game.
Top 10 playoff winners since 2004
1. Jimmie Johnson 20 wins
2. Tony Stewart 11
3. Carl Edwards 8 (*)
4. Greg Biffle 7
5. (tie) Denny Hamlin, Clint Bowyer 4
7. (tie) Jeff Gordon, Kurt Busch (*) 3
9. (tie) Matt Kenseth, Kevin Harvick, Dale Earnhardt Jr., Mark Martin (*), Jeff Burton (*), Kasey Kahne, Ryan Newman (*) 2
* Not in this year's chase
Clint Bowyer and crew chief Brian Pattie: is that one of those new Ipads? (Photo: Getty Images for NASCAR)
One more thing to consider this fall is that men in the chase tend to dominant the last 10 races, and men not in the chase don't usually win many of the playoff events. Kyle Busch this fall could be an exception, if he's fired up. And maybe Carl Edwards too. And of course Mark Martin, though running just a limited schedule, has been quite strong at most of his races.
Still, the men in the playoffs are expected to dominant in the playoffs....or at least four or five of those drivers.
The numbers, the history at this 1-1/2-mile track that is, say that Johnson, Tony Stewart and Matt Kenseth are the strongest runners here just southwest of Chicago, not just in wins but laps led, passing under green, average speed under green, those things.
If career finishing averages here are any indication of what to expect this time around, Stewart, Johnson, Gordon, Clint Bowyer, Kevin Harvick and Matt Kenseth will be the men battling for victory lane.....while on the rest of the title contenders -- Dale Earnhardt Jr., Denny Hamlin, Greg Biffle, Martin Truex Jr., Kasey Kahne and Brad Keselowski -- struggle.
That should make it easy to see how the dynamics might have changed: if any of the strong runners don't have a good day...and if any of the men expected to struggle do better than expected.
Stewart is, once again, a question. He came from out of nowhere last year to win the title, and that five-win charge in the last 10 races still has rivals scratching their heads. Could that happen again this fall, with someone coming from behind to win? Not likely.
But this is where Stewart really launched his charge one year ago....
However Stewart isn't very happy with the state of things within his team, after a series of poor runs at Watkins Glen, Michigan, Bristol and Atlanta. Was that fourth last weekend at Richmond an anomaly or the start of something more?
Now a three-time champion like Stewart always bears watching, because he can strike and strike hard. But in these playoffs over the years a number of drivers and teams have simply left their championship game in Richmond, content it would seem just to have made the chase, needing little more to keep sponsors happy.
Who will that be this time around?
Kasey Kahne may not have the numbers on his side, but he's lightning in a bottle. (Photo: Getty Images for NASCAR)
Another basic fact to keep an eye on: lap leaders. You've got to lead laps to win races, and you've got to win races to win the championship.
Earnhardt may be on the contrarian point of view on this, banking on consistency -- just like this sport once did when considering title hopefuls -- to carry the day, more than just racking up victories in these last 10.
When it comes to leading laps this season, three chase contenders stand out. Jimmie Johnson, Denny Hamlin and Greg Biffle. To make the point, Johnson has led three times as many laps as teammate Earnhardt.
And when it comes to leading laps here?
Three men stand out: Tony Stewart, Matt Kenseth and Jimmie Johnson.
While this track, which hosts only one tour event each season, has yet to develop any decisive personality, it can provide some interesting, if not memorable, racing.
Stewart: "That is what is fun about this track, that the groove will move around. You might move to a certain spot at the beginning of a run, you might move to another spot for the middle of the run, and you may stay there at the end of the run or you may move back down to another spot.
"It's fun because you've got the seams you can play with.
"You can stay in a particular lane, and depending on how your car is driving, you have that ability as a driver to move around and help yourself out.
"This place is so fast and so round and momentum driven. There is literally no straightaway on this track.
"You are constantly trying to get yourself in clean air. But the good thing is this track is wide enough that you can do that. You can move around and find that spot."
Chicagoland Speedway: a NASCAR enigma. Great market here, nice track, though still rough around the edges even 11 years on. Drivers like the layout. But the track still has no personality, no buzz. And the town? Does Chicago pay much attention? (Photo: Getty Images for NASCAR)
I don't know why, suddenly, winning the championship became more important than winning races. To make the first 2/3 of the season irrelevant in the points doesn't make the final 10 races more interesting. Especially when all the teams are still on the track...even though you can't tell from the TV coverage. It's no wonder so many teams are having trouble finding/keeping sponsors, when the majority of the teams are given NO coverage during the races. The 'chase' is just a gimmick, and if you wonder how the majority of the fans feel about it, just ask yourself why JJ 'don't get no respect', and the media has to drone over and over about what a miraculous team/driver the #48 is to have won 5 in a row.
I don\'t see how the Chase has made the first 26 races irrelevant. Ask Carl Edwards if his first 26 races were irrelevant? Ask him how loping into the Chase this year worked for him? How is that irrelevant?
Typical playoff systems reset the field for those challenging for the championship. The Chase does the same thing, and it allows the other 31 drivers to compete at the same time (although their television coverage will be next to nothing, which is a problem with the broadcasts, not the Chase).
I realize that I am in the minority here with my not-jaded view of the Chase. I should be on the anti-Chase side, especially this year, being a Junior fan. Right now he\'d be 8 points out of the points lead in 2nd place instead of being 17 back in 7th place. But for me, I think the Chase is a valid way to incorporate a Championship battle amongst a number of drivers and allowing the rest of the field to compete at the same time.
© 2010-2011 www.mikemulhern.net All rights reserved.
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While this might not work for cards you have to slide through a magnetic reader, the idea is definitely sound. Just take pictures of your club cards (Costco, Safeway, Blockbuster), import them into your iPhone as an album, and trim down the number of cards you have to carry in your wallet. When you need to use a card, just whip out your phone and show it to the cashier, hoping that they don't get too uppity about your cleverness. If they do, just throw your phone at their head à la Naomi Campbell. ['t Is Goud via Lifehacker]
iPhone Tip: Put Club Cards On Your Phone As Pictures


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Monday, March 14, 2011
Owh...Cupcake Lagi
Posted by mckie at Monday, March 14, 2011 No comments:
Wednesday, March 2, 2011
Posted by mckie at Wednesday, March 02, 2011 3 comments:
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Happy Birthday my beloved Wifey..
May Allah bless us for this wonderful marriage..
Thus a loving gift from God it will soon to be..
Our Baby is soon to make our lives more meaningful and
valuable and hectic and gu-gu-ga-ga...
...I am not the man i am today, if i dont have u by my side..
I love u so much huggy boo...
The irreplaceable love of my life..
Our wedding anniversary brings to mind
The happiness and joy you've brought to me
Sweet memories,the laughter and the tears,
Devoted love you give abundantly.
The place I want to be is close to you
There's ecstasy and peace in your embrace
I know that I can cope with what life brings
As long as I wake up to see your face.
You're all I ever wanted, of course Ichiro too;
I look at you and I still get a thrill
Our marriage is the best thing in my life;
I love you deeply, madly, and I always will.
Happy 1st Anniversary Dear..
Thank U for the lovely presents ^^


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October 31, 2003-White Squall
We were sailing north in the Vela Gulf on our way to Vanga Point under the shadow of Kolumbangara, the extinct volcano known to be the home of gods whose name means "Rain King". We were happy to have wind and were wishing for more to pull our fishing lines faster but Wings was already powered up under full sail. I lazed away on deck with the wind vane steering waiting for a fish strike and Judy was down below reading. To our right the peak of Kolumbangara where the gods reside was shrouded in dark clouds and rain fell steadily on its sides but out in the Gulf it was a nice day, and we were carefree, glad to be sailing for once instead of motoring around the Solomons.
The gods on Kolumbangara watched with displeasure at our disregard for their power as we sailed by without even a glance their way. They sent out a few threatening rain squalls to dance around the shores of the extinct volcano but on Wings we took no notice, and simply sailed on. The gods then sent out one dense cloud of rain that obscured the mountain itself from our view, but we only watched its approach with slight interest, wondering if we'd get rained on.
Then the gods got angry. They sent a white squall.
The squall approached Wings with stealth, behind the rain. The wind, when it came, increased but slowly. I noticed the strengthening wind and, as Wings picked up speed under the press of canvass, I adjusted the wind vane and cranked in the sails. The wind went forward, backing, as it built. I was happy; this was sailing!
Then the wind and rain hit with a vengeance.
From 18 knots it became 22, then 26, then 30, and higher. The rain pelted down and Wings surged ahead, fishing lines singing and with a quarter wave that roared. I could see nothing around us but whiteness. The boat became overpowered with the big main set deep and full and still eased a bit out, and the boat began to round up as the wind vane struggled to maintain control. I reached for the helm and disengaged the control lines to the vane, and as Wings heeled sharply I pulled the tiller up to my chin. I looked aloft and the big main was luffing along its full length, undulating like a living thing, then waving, like a flag. Another gust hit and we rounded up more and the gentle waving turned into to a violent shaking. The mast and standing rigging and all the sheets tried to rip free of the boat and go with the wind. I wanted to run off and settle the main but I needed some more hands to ease the sheets while I steered. Judy was on deck by now and saw my difficulty and she jumped to the mainsheet winch and let out enough for me to turn the boat down. The shaking stopped as the sails filled again.
Now we ran off at 8 knots. The sea swept past in a rush and the rain hit our bare skin like lead pellets. Somewhere ahead in the mist were the reefs of Vella Lavella Island. The wind settled at 33 knots, still plenty strong and Judy took over the helm as I flattened the main and dropped the jib. We knew we should reef but downwind that would be difficult and we didn't want to take the time, not with Vella yet ahead. With the main still fully hoisted but now flat as a board, and the jib secured on deck, we turned upwind and sailed back in the direction of Vanga, now slowly and in full control. The gods on Kolumbangara saw that we were paying attention for once and they were pleased.
The squall passed.
Fred & Judy, SV WINGS, The Solomon Islands
Lat 08 deg 05 min S, Lon 156 deg 50.2 E
Labels: Gizo, sailing, Solomon Islands, storm


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Many other private moments from the singer's life will be exposed as the case progresses over the next several months, with witnesses expected to testify about secret medical treatments, lavish spending and tender moments spent with his mother and children.
In the nearly four years since his death, nearly every aspect of Jackson's life has been explored in court proceedings, documentaries, books and news stories.
Still, the negligence case filed by his mother against AEG promises to deliver the most detailed account of the singer's addiction struggles, including testimony from his ex-wife Debbie Rowe about treatments involving the anesthetic propofol dating back to the 1990s.
Jackson died from a propofol overdose in 2009 while preparing for a series of comeback concerts at AEG's O2 Arena in London.
Katherine Jackson contends AEG didn't properly investigate the doctor who later administered the fatal dose. The company denies wrongdoing.
During opening statements, attorneys framed Jackson's prescription drug addiction through the prism of his superstar status.
Attorney Brian Panish, who represents Katherine Jackson, said the drug problems worsened when the pop star was under the stress of live performances.
AEG attorney Marvin S. Putnam countered that Jackson's stardom provided a cover to receive multiple, secret medical treatments, many involving propofol.
At one point in the proceedings, the harsh portrayal of Jackson's struggle with addiction led one juror to lean forward and stare at the floor for several moments.
Katherine Jackson and two of the superstar's children, Prince and Paris, are potential witnesses whose testimony would likely focus heavily on their grieving and losses.
Panish played a song Jackson wrote for his children as a montage of photos played during opening statements. He also read a handwritten note from Jackson that his mother framed and has hanging on her wall.
"The only way you can assess damages, is to know what they had," Panish told jurors Monday before reading the letter and playing "You Are My Life."
Katherine Jackson dabbed her eyes with a tissue. On Tuesday, she left the courtroom while the paramedic described her son's condition on the day he died.
It may be several days before jurors get another look at Jackson's softer side.
The trial will also feature testimony about Jackson's troubled finances, with debts that reached nearly $400 million by the time he died.
AEG contends the debts made him desperate to have a successful concert series.
"The private Michael Jackson was like a lot of Americans in the 2000s, spending a lot more than he was making," Putnam told the jury after describing the singer's lavish Neverland Ranch, his art collection and other spending.
A Los Angeles police detective who investigated Jackson's doctor, Conrad Murray, told jurors Tuesday the physician was more than $500,000 in debt and may have been motivated by a large payday for working with Jackson.
Detective Orlando Martinez testified that he looked into Murray's finances searching for a financial motive for his role in Jackson's death and relied mostly on public records. He turned up that Murray's Las Vegas home was in foreclosure proceedings, and Murray faced several liens for unpaid child support and other unpaid debts.
The searches led Martinez to conclude that Murray's financial condition was "severely distressed."
Martinez said that led him to believe Murray's actions were motivated by the $150,000 a month he expected to be paid by AEG.
"He may break the rules, bend the rules, do whatever he needed to do to get paid," Martinez said. "It might solve his money problems."
Murray's finances were not a factor in the criminal case that ended with his 2011 conviction for administering a fatal dose of propofol to Jackson.
Martinez also showed jurors photographs the various medications officers uncovered in Jackson's bedroom, including several vials of propofol.
With the start of testimony Tuesday, the panel was transported by paramedic Richard Senneff into the singer's bedroom, a place he kept locked and where his propofol treatments were administered out of sight of everyone but Murray.
Senneff, a paramedic and firefighter for nearly 28 years, told the panel about responding to Jackson's bedroom on June 25, 2009, and finding an unusual scene.
He described Murray's frazzled efforts to revive Jackson.
"He was pale, he was sweaty," the paramedic said of Murray. "He was very busy."
He said Jackson appeared to be terminally ill.
"To me, he looked like someone who was at the end stage of a long disease process," Senneff said, adding that Murray told him that he was treating Jackson for dehydration.
Senneff told the panel he found an IV pole, oxygen tanks and a nightstand with several medicine bottles.
Just as he previously testified in Murray's criminal trial, the paramedic told the panel that Murray never mentioned propofol.
Jackson's blue hands, feet and lips, and the singer's dry eyes all signaled to Senneff that the singer was dead and hadn't been breathing for a long time.
Onlookers and paparazzi were already gathering at Jackson's gate and someone pressed a camera to the ambulance window to get pictures of the stricken star.


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Ok, so, I've been reviewing some page histories, and I see a lot of vandalism in many forms, a lot being page blanking, some pain YOU SUCK, THIS IS STUPID, some line starting with lowercase letters, excess periods, caps, etc, etc. Lots of that stuff. Some of this is plain new user accidents, and some is absolute pure vandalism.I think, that the abuse filter will be able to help us, and the administrators, out with this issue. It can just warn the new users about the accidents, like not starting new lines with capital letters, and can also deny, OR, block vandals should they persistently try to blank pages. I think this could help us a lot. Comments?
Head of Ravenclaw | Send me an Owl! 23:03, April 27, 2012 (UTC)
- It sounds like a great idea to me, so long as it doesn't end up blocking too many legitimate edits. You're right that this wiki does seem to attracdt a lot of vandal edits and it would be a good idea to have something in place that could make things easier to deal with that. ProfessorTofty 02:28, April 28, 2012 (UTC)
- I mean it shouldn't. I also forgot to mention in my above post that, maybe along with the abuse filter, make a user right that will be used for non-admins to manage the abuse filter, as by default only admins can manage it. I could set up the abuse filter if no one objects, but I don't mind anyway.
- Head of Ravenclaw | Send me an Owl! 16:45, April 28, 2012 (UTC)
- I like the idea, since we've been getting some vandals lately. It will make things simpler to deal with, like Tofty said. Speedysnitch Talk contribs 21:57, April 29, 2012 (UTC)
- I'm not sure. I'm afraid this could end up erasing perfectly valid edits, or go warning/accusing users of vandalism when their contributions were made in good faith (which would prove, along with scaring away potentially prolific users, not the morally right thing to do). I think the administrator team and our wiki's users have been efficient in dealing with such spurts of vandalism in the past; I don't think such a filter is necessary. -- Seth Cooper owl post! 22:11, April 29, 2012 (UTC)
- We could start out small with the filter, I mean its all programmable. Just start off with denying/warning about page blanks, then work up to the bigger stuff, such as the YOU SUCK stuff. The warning thing was just a suggestion and by no means do we have to use anything along the lines of warning for accidents from newer users. The abuse filter would not be a REPLACEMENT for the administrators, but more of a helper. The filter helps with not only surges of vandalism, but day to day things like page blankings. See wikipedia's filters for some things that it can do. Again, all programmable.
Head of Ravenclaw | Send me an Owl! 22:24, April 29, 2012 (UTC)


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DAL: DRS-NH 10-09 - Program Survey Report Questionnaire
August 17, 2010
Dear Nursing Home Administrator:
The purpose of this letter is to distribute the Program Survey Report (PSR) questionnaire for the Adult Day Health Care Program.
The attached PSR questionnaire must be completed for each Adult Day Health Care Program (ADHCP) that your facility operates. The questionnaire is based on New York State Title 10 NYCRR Part 425 and is used by the Department of Health as a resource document to determine regulatory compliance for your Adult Day Health Care Program.
The PSR is to be completed by the Adult Day Health Care Program for the period July 1, 2009 through June 30, 2010. The completed PSR questionnaire must be mailed to the NYSDOH Regional Office where the program is located by September 20, 2010.
Nursing home administrators are required to certify the accuracy of the report. Thereafter, at the time of an onsite visit, the program will be given an opportunity to update the questionnaire. If you have any questions, please contact the appropriate Regional Office Program Director.
Thank you for your cooperation in submitting the completed PSR questionnaire on time, and your continued efforts to provide quality care and services to ADHCP registrants.
Jacqueline Pappalardi, Director
Division of Residential Services
- Adult Day Health Care Program (ADHCP) Survey Report and Instructions (PDF, 68KB, 11pg.)


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There's a new kid in town!
Yes, the newly opened
FOOD LOVER CAFE at
Seksyen 17 Happy Mansion (Block A)
03-7497 3636 (Opens from 11am -10pm)
AG-5, Block A, Happy Mansion, Jalan 17/13, Seksyen 17, 46100 Petaling Jaya, Selangor.
A must try is their Simply Italian Cake @ RM5.90 per piece. The cake tastes a bit like Tiramisu and is less sweet for those who do not have a sweet tooth!
Here's a quick view of the restaurant in my compilation pix.
Me posing with the New Opening Banner.
The cosy ambience of Food Lover Cafe sets the mood of the day. RELAXING ,COMFORTABLE & AFFORDABLE.
Priced @ RM5.90 a piece. Another masterpiece that you simply must try.
My mummy dearest enjoying her cup of LARGE MOCHA. YUMMY!Garlic Bread & Coffee makes a perfect match.
Garlic Bread Platter. Super Crispy & Rich in Garlic Aroma. Priced at RM5 only.
Lastly, enjoy and eat what you love! Muacks!


text:
If it looks like a duck and quacks like a duck, it's a duck, right? And if it looks like a sugar cookie and tastes like a sugar cookies, it's a sugar cookie, right? Or not. Perhaps I shouldn't call these sugar cookies, since they don't have a single grain of sugar in them. False advertising and all that. But it's a whole lot better than calling them Halloween Cut-out Erythritol Cookies. Somehow that just doesn't roll of the tongue as nicely. And let's face it, erythritol is not a pretty name. It may be the best sugar replacement on the market, one that doesn't spike my blood sugar even a little bit, but erythritol sounds like something you clean your kitchen sink with. It sounds like some awful chemical, when really it's something that all of us eat all the time, as it's found in fruits and fermented foods. It will forever irk me that something I rely on so heavily now, that I think is much, MUCH healthier than sugar, has a name like "erythritol".
However, it's October, the month of spookies and ghosts and bags upon bags of sugar. When Easy Eats Magazine requested a gluten-free Halloween recipe, I gave some thought as to what might tempt my children away from those bags of sugar. I've never been a huge fan of sugar cookies myself, I much prefer crispy-chewy cookies filled with chocolate and nuts. But my kids are typical kids and their eyes get big and round with excitement at the sight of frosted sugar cookies. And as I have developed a pretty great low carb cut-out cookie recipe, I decided it was time to test drive it and see how it held up to my really lousy cookie-decorating skills.
I know so many bloggers who are absolute stars at cookie decorating. I see their creations and I am amazed that such works of art are edible. I have neither the patience nor the inclination to do that, I generally just slap some frosting on, spread it around, and try not to make too much of a mess. And thankfully, my kids are of the age not to really know the difference. They thought these looked amazing.
A few words of note about the frosting. Mine is made with confectioner's Swerve, and it worked out fairly well. But I have learned that if my butter isn't properly softened before I add the Swerve, it gets a little bit of a clumpy texture that no amount of beating will smooth out. My impatience took over in this case…my butter was close to soft but not quite there, and my frosting was a tiny bit on the grainy side. Still, I have to say that for me, the end result was really pretty great. What you see here, my friends, is the height of my cookie-decorating talents.
And what matters most is the taste, right? These were fantastic. Again, I am not a huge fan of sugar cookies, but these tasted EXACTLY like you'd expect. A low carb, gluten-free cut out cookie that rivals the conventional version. What more can you ask for?
Carb count: I got about about 10 large cookies out of this recipe and they each had 4.9 g of carbs and 1.7 g of fiber. Total NET CARBS = 3.2 g.
- 2 cups almond flour Honeyville
- 2 tbsp GF oat flour I used Bob's Red Mill OR 1 tbsp coconut flour
- ½ tsp xanthan gum
- ¼ tsp salt
- 6 tbsp butter softened
- ½ cup Swerve Sweetener or granulated erythritol
- 1 large egg
- ½ tsp vanilla extract
- 4 tbsp butter softened
- ¾ cup Swerve Sweetener or powdered erythritol
- 3 to 5 tbsp heavy cream room temperature
- ½ tsp vanilla
- 3 drops red food coloring paste
- 3 drops yellow food coloring paste
For the cookies, in a medium bowl, whisk together almond flour, oat flour, xanthan gum and salt.
In a large bowl, beat butter and erythritol until creamy. Beat in the egg and vanilla extract, and then beat in almond flour mixture until dough comes together.
Turn out dough onto a large piece of parchment paper. Pat into a rough circle and then top with another piece of parchment. Roll out to about 1/3-inch thickness. Place on a cookie sheet and chill in refrigerator for at least an hour.
Preheat oven to 325F and line another baking sheet with parchment. Using pumpkin-shaped cookie cutter, cut out cookies and lift carefully with a small, offset spatula or knife. Place cookies at least 1 inch apart on prepared baking sheet. Re-roll your dough and cut out more cookies (if your dough gets too soft to work with, you can put it in the freezer for a bit to harden up).
Bake cookies 12 to 14 minutes, or until they are just starting to brown around the edges. Remove from oven and let cool on pan.
For the icing, beat together butter and powdered erythritol. Add cream, 1 tablespoon at a time, until desired consistency is achieved. Stir in vanilla and food coloring. Spread on cooled cookies.
Carb count: I got about about 10 large cookies out of this recipe and they each had 4.9 g of carbs and 1.7 g of fiber. Total NET CARBS = 3.2 g.


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Accounting LinksBilling Update
Organization Details Update
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"My experience working with Active Screening for our background check process has been very positive. The reports are almost always completed in a very timely fashion. The information reported appears to be very thorough and accurate. On the rare occasions that we have questions or problems, the customer service team is always very quick to respond and resolve the issue. Overall, I am very pleased with the service I receive from Active Screening."
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text:
Our wine openers selection offers an impressive variety of items for wine aficionados, each of which is designed to heighten your enjoyment of fine wines. Browse our wonderful selection of products such as Vertical Rabbit Corkscrew, Le Creuset Trilogy Twist Style Table Corkscrew and Le Creuset Leverpull Corkscrew Replacement Worm to name a few. At Chilled to Perfection we offer only the highest quality products from trusted leaders in the wine storage and accessories industry like Electric Blue Corkscrews, Le Creuset and Wine Enthusiast. And you can rest assured that you'll be completely pleased with every purchase because each item that we offer is fully backed by a 100% satisfaction guarantee! So no matter whether you're looking for a high quality wine cooler to perfectly chill your wines, a wine rack that offers sturdy storage of your treasured vintages, or a beautiful wine decanter that will impress friends and family, you're sure to find all of the items you need to enhance your wine drinking experience here at Chilled to Perfection.
Manufacturer Name: Le Creuset
Features/Attributes: Candy Apple Red
Manufacturer Name: Metrokane
Features/Attributes: Black
Manufacturer Name: Electric Blue Corkscrews
Features/Attributes: Stainless Steel
Features/Attributes: Antique Bronze
Manufacturer Name: Legacy Corkscrews
Features/Attributes: Antique Pewter
Features/Attributes: Birch
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text:
|Written by
|John Philip Sousa
"Stars and Stripes Forever" is one of the most popular compositions of American composer John Philip Sousa. It is a march frequently used in 4th of July celebrations and parades.
- At the end of the album Bert and Ernie Sing Along, the University of Michigan Marching Band plays the song as they enter Bert and Ernie's bathroom.
- A quartet of Muppets composed of trash play the song in the middle of their musical number in Keep U.S. Beautiful.
- The tune was performed on episode 517 of The Muppet Show as part of a patriotic medley.
- More recently, the piece was featured prominently in the first of several online viral videos posted by the Muppets to YouTube, MySpace and Vimeo.
- In a Facebook post dated September 29, 2011 on his fan page, Fozzie Bear posted, "Ooh, I've got one! What do you get when you cross a zebra with a guy swinging from vines? Tarzan Stripes Forever! Wocka Wocka!"
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