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Welcome to Friday!
I'm hooking up with Lisa-Jo again to share her 5 minute writing prompt. A wonderful community of women who spend a short five minutes of writing their hearts, in real life… No edits, no corrections, no take backs!
Although, we sometimes admit to adding just a touch of extra love in pictures, videos and such! 😉
1. Write for 5 minutes flat with no editing, tweaking or self critiquing.
2. Link back to thegypsymama.com and invite others to join in {you can grab the button code
in my right side bar}
3. Go and tell the person who linked up before you what their words
meant to you. Every writer longs to feel heard.
OK, ready? Share with us your heart and best five minutes for the
Sunshine and flowers, puppies and laughter are things I enjoy in my day to day.
For these I am grateful!
A bible to read in a world where there really are people who have never seen one, and tragically those who have died for possessing one!
For this I am grateful.
The ability to write my heart and have it shared in an infinite environment, reaching others I will likely never know.
I am grateful for this.
Coffee and clean water in bottles.
A roof and walls and floors of ancient wood, with lacey curtains fluttering in the warm summer morning breeze.
For these I am grateful.
Salvation and Favor, Grace and Unconditional Love …
for a Loving Heavenly Father who truly loves and never fails, no matter my failures …
For that I am eternally and infinitely grateful.
For God so loved the world that He sent His only Son so that whoever believes in Him would not perish but enjoy eternal life. God did not send his Son to the world to condemn us, but to save us through Him! Those who believe in Him are not condemned but are SAVED through Him …
Light has come into the world…
Whoever lives by the Truth comes into the light, so that it can be seen clearly that what they have done (everything they have done!) had been done in the sight of God.
John 3:16-21 [in my words]
For this my very center clinches and renders me to my knees in an unbearable gratefulness that in my humanity I cannot bear, but in this tremendous gratitude my Spirit rejoices and thrives!
Blessings Loves
Related articles
- Day 29 – John 3:16 (fellowshiproom.org)
- Who I am [#Trust30 challenge] (dulcedolce.wordpress.com)
- I am grateful for my Daddy (myorbit365.wordpress.com)
- Writing Prompt (gabrielletheauthoress.wordpress.com)


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Hi there! ~waves~ Welcome back to Satisfaction for Insatiable Readers! For the newcomers to the site, welcome....feel free to browse around and stay for a while! For those who more frequently visit, thanks for taking the time out of your busy day to check out my reading world happenings and such...you are all #1 in my book! Now that the warm fuzzies have been dispensed, allow me to introduce today's post!
The featured book of the day is a unique read indeed for although it is a type of reference book, it deals with a subject we are all familiar with, a field we all dabble in, and a topic that definitely adds to your daily trivia knowledge. Curious? Don't worry, I won't keep you in suspense for too long. The first part of our post is a rather interesting article (that came to me via Julie at FSB Associates) about the book and subject in review today....and away we go!
A Certain "Je Ne Sais Quoi"
By Chloe Rhodes,
Author of A Certain "Je Ne Sais Quoi": The Origin of Foreign Words Used in English
By Chloe Rhodes,
Author of A Certain "Je Ne Sais Quoi": The Origin of Foreign Words Used in English
Try to say all that in "English." You probably wouldn't change a single word. How else would you describe such a scene if it weren't for the thousands of foreign words and phrases we've snuck into our conversations over the years? We all use them without a second thought. But how much do you really know about the origins of the borrowed words and phrases you use every day?
Did you know, for example, that when you place an order for apple pie a la mode, that you are using a phrase that dates back to the days of King Louis XIV? His court became such a standard of good taste that the British aristocracy wanted to do more than dress in French fashion; they wanted to use their phrase for it, too. In the seventeenth century the term was anglicized to become alamode -- a light silk used to make scarves. And at some point in small-town America, the combined flavors of cooked apple, sweet pastry, and cool, creamy vanilla represented the very latest in fashionable, cutting-edge gastronomy, giving the term its modern meaning of "with ice cream."
And there's hundreds of other examples from France: laissez faire, joie de vivre, fait accompli, faux pas, I could go on but you'd only become blasé. And with good reason; English speakers have been word collectors since the fifth century, when the dialects of Anglo-Saxon settlers, Celts, and Norse invaders were cobbled together to create Old English. When the Norman conquerors arrived in 1066 it must have seemed natural to steal some of their vocabulary, too. By the end of the thirteenth century, more than 10,000 French words were absorbed into English -- and we still use 75 percent of them today.
But we've done more than add a French lilt to our lingo. Those Normans also introduced us to Latin. In medicine, we have words like post-mortem and placebo, while in legal language, Latin phrases such as in camera and quid pro quo are still bounced around the courtroom. And others have crossed over into broader use; an agreement or contract signed in good faith is said to be bona fide. However, in everyday use, the phrase has become interchangeable with the word genuine and usually describes someone or something whose authenticity can be trusted.
More foreign phrases joined the fray during the marauding, seafaring days of our English-speaking ancestors, who filled their boats with strange Asian spices, exotic fabrics, and loads of new words for all the animals, garments and foods they had discovered.
Even ketchup, that favorite sidekick of French fries, is an import, starting life as a spicy pickled fish sauce in seventeenth-century China. The word is a Westernized version of the Malay word kichap, which came from koechiap, meaning fish brine. The sweet red version we love with began to take shape when American sailors added tomatoes, which are excellent for preventing scurvy. In 1876 John Heinz launched his infamous tomato ketchup and the rest, as they say, is history.
And there are stowaway words in your wardrobe as well as your pantry; your pajamas, dungarees, and even your bandanna have their origins on foreign shores. Bandanna comes from the Sanskrit word bandhana, meaning to tie, from the tie-dying technique used to decorate scarves and handkerchiefs in India. The anglicized "bandanna" was incorporated into the English language during the days of the British Raj, though they're now more popular with wrestlers and cowboys who want to give their look a certain panache.
And while the Brits went abroad to gather additions for their dictionary, in seventeenth-century North America, words were coming to the English language by the boatload. Soon words from Italy, Poland, German, and Eastern Europe were leaping off immigrant ships and landing in the American English lexicon. To uncover the backstory on some of these, from alter ego to zeitgeist, explore the pages of A Certain Je Ne Sais Quoi -- The Origin of Foreign Words Used in English by Chloe Rhodes, published by Reader's Digest, and voilá! Soon you'll easily be able to schmooze with everyone at the next cocktail party without making a single faux pas.
© 2010 Chloe Rhodes, author of A Certain "Je Ne Sais Quoi": The Origin of Foreign Words Used in English
Author Bio
Chloe Rhodes, author of A Certain "Je Ne Sais Quoi": The Origin of Foreign Words Used in English, is a freelance journalist who has worked for The Telegraph, Guardian and The Times as well as numerous other respected publications. She lives in North London with her husband. For more information please visit www.amazon.com.
Well now, I know I feel enlightened...how about you?
Of course, we can't just let this book go at that (or at least I can't...hehe) so on to my review!
The Origin of Foreign Words Used in English
Whether you are a lover of the written word in general, or you simply love to learn about where particular words and sayings got their start, this is a must read for you. Presented in a reference book style that allows easy look up of your favorites, it can be read straight through or picked up at random to provide a meaning, or saying at a moments notice. You may not recognize them all (I sure didn't) but those that are new will simply be fodder to add to your ever growing knowledge base. Ever wonder what "paparazzi" really means? It's not pesky media folk, either. It actually came from the Italian word for mosquitos! (Hmm, definitely fits in some cases...) How about the phrase "quid pro quo"? This one comes to us with Latin origins, meaning something for something....such as this book is available in stores now; quid pro quo -- it's a fun and informative read for readers of all ages. By the end of this book, you'll be surprised at how many languages you actually speak.....or at least are able to reference in witty or appropriate situations.
Article and review copy received courtesy of Julie at FSB Associates. (THANK YOU) For more information, feel free to follow your nose (Toucan Sam reference...if you have to ask, never mind)...I mean the links...to continue your discovery! Carpe diem everyone! (Love that phrase...honest and strong...and from a great movie, Dead Poets Society) Make the most of every moment, every day!
Hasta la vista (Spanish for "see you later".....sorry, I couldn't resist using at least one more from the book)....and happy reading!

subset: commoncrawl


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Monday, November 23, 2009
Little itty bitty pink dog!
Here is my little pink dog in a slipper. He is only about 4 inches tall and sits in wool slipper with a wool pompom on top. I dusted the slipper with a little vintage mica for that shimmery winter effect.
Also a pink bear and a brown bear.
5 comments:
- pussman and co said...
OOOOO what a lovely little boy!!
looks like he comes right out off the bath tob.
I love your animals.
I am expecting some new mohair that I have ordered and I missed an UPS delivery today, GRRRR¡
Ohh and I really am stuck, because I run out off everything,
I ordered some coloured mohairs and am very curious,
Bye and good luck,
- November 23, 2009 at 10:45 AM
- Sharie Reetz said...
- This comment has been removed by the author.
- November 23, 2009 at 10:54 AM
- Sharie Reetz said...
I just love this pink little doggy,my goodness he is adorable!!!!I was also fond of the blue teddy in the stocking,he was also a sweetie!~~~sharie
- November 23, 2009 at 10:57 AM
- Eat Cake! bears said...
Thank you guys! I really loved how the pink puppy came out. Will be using that pattern again.
Sharie - love you new bear design.
Pussman - wait til you dye your own mohair, you will never buy predyed again. It is a lot of fun to see the different colors you can come up with.
- November 23, 2009 at 12:51 PM
- ginger@bearbits said...
They are all very neat creations but I especially like the little puppy! The mica is a nice touch.
- December 1, 2009 at 5:31 PM


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Reland r342652 "[winasan] Unpoison the stack in NtTerminateThread"
In long-running builds we've seen some ASan complaints during thread creation that we suspect are due to leftover poisoning from previous threads whose stacks occupied that memory. This patch adds a hook that unpoisons the stack just before the NtTerminateThread syscall.
Differential Revision: https://reviews.llvm.org/D52091


text: Stephen 169 Report post Posted November 10, 2018 Aircraft Review : Cessna Citation ll S550 by Carenado When a new personal/private jet is released for X-Plane11, you now want to go off and have a little party for yourself, as they are usually quite rare and it is well worth celebrating the event. And so it is with Carenado's latest release with the extraordinary Citation ll S550. The Citation family has quite very a wide variation of business jets in the straight wing (early models) and swept wing (later models), low, mid and T-Tail tailplane configurations, forward mounted engines, mid high mounted engines, rear high mounted engines and the aircraft has grown from the early 42ft 7in to the latest 700 Citation's length of 73ft 2in... so take your choice as there is a Citation that will cover every marketeer's dream as Citation family consists of around 6 or 7 families of aircraft, as so they say as for no one really actually knows the real variant count, including Cessna themselves. This aircraft is the Citation ll S550, the second version released from Cessna and a stretch over the Citation l in 42ft 7in to 51ft 2in of the ll, mostly for the more cabin legroom than anything else. The first two early 1970's versions were the most popular because the S550 or S/II can be certified for single pilot operation, but this version also pushed the upper MGTW limit of 12,500 pounds for single pilot operations. So just about anyone with a private pilot's license and a multi-engine endorsement could purchase and operate these Citations until a later IFR rating changed the ruling to two man operations. The Citation S/II is the faster, heavier, longer-range version of the Citation II with improved JT15D-4B engines and the aerodynamically enhanced wings. The -4B engines provide greater thrust at higher altitudes than the Citation II -4 engines. Although the same length as the Citation II wing, the S/II wing is aerodynamically superior with the same Super Critical drag reducing technology used on the swept wing Citation III and has longer flaps and ailerons. The difference between the S/II and the original II is the extended wing root of the S/II. The S/II also has larger Fowler flaps and they are positioned closer to the fuselage than on the II. Closer up one would also notice the TKP anti-icing system along the leading edge of the wings. This is the one and only Citation model to feature the TKS system. The Citation was never expected to perform as good as it should have done with a straight-wing layout for short field performance, but perform it did and in the 400 kt – 430 kt speed range and still with quiet fan jet engines. This performance has required a combination of very smart aerodynamic designs and innovative high-thrust light-weight fan jet engines from Cessna. So you can see why it is a very popular aircraft with over 7000 Citations being built. Carenado Citation ll S550 The aircraft released here is a converted version of the original FSX/P3D 2015 aircraft, that version was also updated to v2.0 only last year, but it usually very hard to compare the two platforms as the X-Plane11 dynamics in performance and effects for they are altogether quite different, but you do feel and to a point see the original FSX design in the X-Plane version, that said it is excellent in the overall design and modelling... this is Carenado after all. (Disclaimer) in this review there is a switch as I checked the out the new X-Plane beta 11.30 from v11.25, so some of the images show the new features of the beta... the review itself is not compromised as I flew the aircraft extensively in v11.25, before switching over, but it was very interesting to compare the two and I will note this in the review itself. Walkaround Checking out my contract for the day, I give the S550 a walkaround... I am constantly now being reminded now that I am spoilt, and aircraft lately in X-Plane11 are very, very good in design and we have come to almost expect this high quality design and work from developers. First of all is I like being spoilt, but the aircraft is priced at just under the US$40 mark, so you are expecting a certain amount of quality and development for your cash, and that is very evident here. Glass and chrome have also been perfected and are both highly realistic, it is harder to create realistic glass than you think it is, as it is a horrible surface to work with, but the X-Plane PBR effects can work for you as much as working against you if you don't know how to get the glass feel right from the start. All areas are highly reflective by the pro process that Carenado use, but I will talk more about this later... Note the iconic Citation airflow and de-ice panels in front of the windscreen Modelling is first rate, high quality. The hard part is getting very smooth reflective curves and reducing angular lines, they can show. More importantly is that these highly reflective surfaces can show up any poor workmanship, of course they don't here, as everything is really well done and the panel fit and highlighted riveting is excellent. All the undercarriage is well developed from the stubby nosewheel to the wide-set main gear single wheel layout. Active gear animation is perfection, but Thranda have been doing these animations for years now, so you expect them to be good, as the nosewheel does still tend to vibrate a little on slow speeds or even when stationary until you get the full steering effect working. The early straight almost square agricultural design of the wing is beautifully modeled, as are the lighting fittings on the leading/side edge of that highly defined wing shape. The JT15D-4B engines and their housings are excellent and beautifully crafted, and I like the lovely red Citation ll engine covers as well.. The huge shiny chrome clamshell reverser doors are also perfect, with a great operation of the clam and slam actions. Fan blade detail is also excellent will brilliant animations. All flying surfaces are expertly created, in shape and detail... and the tail with it's multitude of RF and VHF aerials including a cable line that shows the aircraft's real heritage and late 60"s in age. In detail and even in the minute you are not missing anything, this is a through design and is very well developed in every area. Menus Standard three Carenado menu tabs are on the left lower screen. A ) is for the lovely authentic Citation Sperry SPZ-500 pop-up Autopilot panel, that can be moved and scaled to size. C ) Is the standard Carenado ten preselected Views, Field of View, livery Selector and Volume panel. And O ) is the Options panel. Options include Window and Instrument reflections. The Static elements provided here are still very basic with only two cones, NO wheel chocks? and flag pitot covers. The highly realistic pilot and co-pilot (and new) animated pilots in flight uniforms do disappear when you activate the static elements. Doors opening include the main front left passenger door with a lovely designed built-in steps and a separate left and right nose front baggage lockers with no internal baggage. There is another option of the rear left wing GPU (Ground Power Unit). GPU's are very rare in Carenado aircraft, so savour this lovely chrome version... the power connection from most angles looks like it is connect to the left engine, but it is not, but slots into the fuselage. Cabin The Citations cabin fit-out is excellent and luxurious in a four seat club-style, and two extra executive seats. Don't be mistaken, it is very tight in there in this class of personal jet. Just like the similar Lear Jets in that you have to bend down to do a lot of manoeuvres into those not so wide tight seats. But once in and seated it is not too bad. These are not a walk in headroom high sized cabin aircraft. You get animated flip-out tables both sides of the club seats, and the window blinds are also all animated and can be moved to that perfect position you want. These cabins are however quite long in length as many of these types of Citations are used and are perfect for Medi-Vac work. You can squeeze in three more passengers or crew. Two can sit on the front right bench, and that requires that you like the person a lot, I mean a lot! ... and a third seat is set opposite a small baggage area in the rear, but this feels more like the naughty corner than a executive ride. Cockpit Forward is the lovely dark grain redwood wardrobe cabinet and animated door divider... If you thought the cabin was tight, then the cockpit will really test your body's dimensions. Some how you have to manoeuvre in your legs.. then the rest of you into that small space, and god help you if you are really tall and lanky? Cockpit detail in incredible, but complex... worse is that Carenado don't provide an instrument panel manual, so you are on your own in trying to work it all out... ... seats are excellent, and look very comfortable and the armrests are animated. Side panels cover personal side radio switches and connections, and breaker panels... the fuse panels are not active, which is now common on aircraft in this price range? Pilot's paperwork window open's and then when open the outside noise will increase. Authentic Citation S/ll yokes (can be hidden) with the lovely logo centre. Electric trim switches and AP Disconnect do work (arrowed). Highlight is the excellent centre console. The Sperry SPZ-500 is rear with the bank trim and the very hidden rudder trim is on the rear panel. The X-Plane default FMC is centre with the throttles and flap settings are set forward console. The throttles are exquisite, but the best parts are on the rear of the levers and out of view... The throttle has two settings, and they are switched with the two catches hidden in the rear (yes they took a good 45 minutes out of my life in finding them?) The two hook catches (arrowed) allow the throttles to go full backward to the fuel cutoff position, or just to the idle throttle position, you move them (catch up) to allow you to transition to each position both ways.... .... the really lovely metal chrome thrust reverser levers are a work of art, with the full linkages as part of the assembly, I do recommend to have them set on a key input (I use my joystick trigger) as they can be awkward to use in that high workload point of the runway touch down. Upper console is the environment panel that controls the aircraft's pressurisation system, and I recommend to study the system on the ground before flight, as it is not actually hard to use, but the text and detail is quite small, and you need to understand where everything is. Instrument Panel Like all complex things, you need to break the instrument panel down into sections to understand it. In aircraft there is in reality that most layouts are actually all very much the same, so it is just in the way instruments that are laid out and in here that is no different. The Citation's instrument layout would be familiar to any pilot that flew a medium to large twin-engined propeller aircraft. It also a semi-glass panel, or the mid-way point from the older clockwork instruments to the full glass cockpits of today, and in many ways the you have the best of both worlds and in the fact that pilots really love these sorts of mixed era layouts. The aircraft comes with the EFI-500 "Electronic Flight Information System (EFIS)" of which is the jargon title for a standard Artificial Horizon or called here the "Electronic Attitude Director Indicator (EADI)" and Heading/Map instrument which is the "Electronic Horizontal Situation Indicator (EHSI)" And of course both displays placed on top of each other dominate the panel on both sides and these displays are attached to the Sperry SPZ-500 Flight Director and Autopilot system. A secondary heading EHSI display is also part of the system and that is the weather radar mid-panel, but more about that and the EHSI in a moment. Far left covers from the top down: a DAVTRON M877 Chronometer, OAT (Outside Air Temperature), angle of attack instruments and anti-ice fluid. Different positioning of the Radio/Com panel is repeated on the right side. lower are three dials that cover voltage (Battery and each engine) and all lower switchgear is the electrics panel. A nice feature is the working aural test switch (arrowed) for various systems. Left of the EADI is top the Airspeed Indicator, ADF/VOR direction pointers... Right is Attitude Indicator (Digital) positioned top, Vertical Speed Indicator is middle and the backup Attitude Indicator bottom. Right panel in the layout around the EADI is the same, the only change is that there is a backup Turn Indicator that replaces the backup Attitude Indicator on the left side. The right side has all the odd set dials including the HOBBS/Quartz meter (hour), Battery Temp, another M877 Chronometer (Radio/Com panel), Cabin Temperature, Oxygen Pressure and Gyro Pressure. There is a replica CMS400 Cockpit Checklist System, but it is a blank non-working panel. Centre panel top are the engine gauge readouts that covers left to right: RPM %, ITT (Interstage Turbine Temperature), Fuel Flow (L&R), Fuel Quantity (6000lbs), Oil Temperature and Oil Pressure. There is an adjustable counter above the RPM readout, but I don't know what is for (no manual)? Mid-Panel there is a very nice Annunciator panel, backup Artificial Horizon and Altitude hold select panel (arrowed), and it is an interesting one because it is set in 100ft increments where as 10 is 1000ft or as here 026 is 2600ft, so make sure you set it correctly? Radio tuning panels are the old, old generation radio units (you can also set the frequencies in the FMC), they cover COM (1&2), NAV (1&2), ADF (1&2) and two other units cover ATC and TCAS, but work together as one setting to cover the Transponder frequency. Environmental Panel is really good, with Cabin - Differential Pressure and Cabin Altitude gauges, the Cabin Controller below changes the altitude for the cabin pressure. Electronic Flight Information System (EFIS) There is a very wide section of choices when using the EFIS. First of all the lower EHSI operations panel will pop-out for use with the autopilot, as will the upper EADI and EHSI displays (all pilot side only?)... ... and there are four menu selections: NAV SCR (Nav selection), BRG (Background), HSI (Panel info) and MAP/GFX. All selections are done via the up and down arrows in the centre, if no menu selections then the arrows change the range distance. NAV SCR covers your navigation selection of GPS (autopilot), VOR1 and VOR2. BRG covers the background items on the EHSI, these are the VOR (1&2) pointers and GPS. HSI displays information including wind speed and direction, heading and TTG - Time-To-Go (arrowed left). MAP/WFX will display TCAS, WX (weather), TERR (Terrain), NavAids and Airport information... note if the asterix is on then it is selected, and then select "None" to clear. The centre WX Weather display has mostly the same features as the EHSI and the again the display pops out, it is however more focused as a weather radar, but the TERR (Terrain) feature is excellent with three selections in; normal (black), Green and Yellow/Red. There is one menu selection (the rest are buttons around the the display) that sets the VOR 1 and 2 background pointers, but note you have to select the "NAV" button on the bottom of the screen first to get access to the menu. The display also shows your flightplan route. Another note is that to select or deselect the NavAids or Airports, you have to do this on the EHSI control panel and not the WX panel. TCAS 1 and TCAS 2 are also available. In the manual it states there is an ARC/360 mode for the EHSI, but there isn't? There is one on the WX Display, but it also shows in the upper (digital) altitude dial? All displays also have test modes... very nice. The EHSI all a little complex and fiddly, so it is best to set your preferences on these displays either on the ground or if you are in the flight cruise phase, and the pop-out panels certainly do help in making the menus far larger to read, but like everything you soon learn and navigate the menus and buttons quite easily. Carenado do supply a pdf on the system for more information, but the details included are still basic. Lighting Lighting in the Citation is excellent. There are five adjustable knobs that cover; Flood, Left, Right and Centre panel lighting and one to highlight the panel text and switchgear, EADI and EHSI display lighting is directly adjusted on the actual screens with the -/+ buttons. With all the instrument knobs set to maximum (below left) and the panel is quite bright, even in the sunlight as they try to overcome the heavy reflections on the instruments... so you need adjust the knobs to your liking (about 70% full) and the visual feel is then simply very, very good (below right) ... Above there are two spotlights that are fully adjustable, and a blue cockpit overhead light... there is no switch, just touch the blue light to turn it out. The cockpit and entrance door lighting looks great from the outside, as much as it does internally. Cabin Cabin lighting is all overhead spot lighting, eight adjustable spots in all, and they all take time to adjust. Even when all on it is still a little dark, but effective, the rear baggage compartment with the naughty seat is very dark, so you wouldn't want to fly in there in the dark, a small overhead light in the rear (like the blur cockpit overhead light would have been nice. Note the lovely "Exit" signs, but they go out on the seatbelt selection, as both "No Smoking" and "Seatbelt" signs are illuminated. Adjust the front cabin spots to illuminate the entrance to help boarding/disembarking. External There is a huge choice of external lighting. Main inboard landing lights are complimented by two outboard Recog (Recognition) lights. Wing/Ice lights are very effective. There is also a high red Tail Beacon, Navigation lights with a white tail light, and new Hi-Flash strobes. Note the landing lights do shine through the gear doors from some angles, but this is more an X-Plane quirk than a Carenado one. Another quirk is that the inner landing lights light up the sides of the forward fuselage, but more so light up the airflow and de-ice panels in front of the windscreen? It is quite bright (arrowed below) and can actually get in the way in a night landing, I switch off the landing lights (below right) to navigate around the airport... even a very dark one. But I would guess it is very authentic. Overall the lighting is pretty well excellent. _____________________________________ Flying the Citation ll S550 Setting the aircraft up is not too hard, but there are a lot of small checklist details to cover. Carenado do provide a pretty quality checklist (called "Normal Procedures") but otherwise you are now ready to start the JT15D-4B 2,200 lbf (9,800 N) thrust engines... Just release the throttles from the fuel shutoff position by clicking the hidden catches... (you get a nice click!) then put the fuel pump boost switches to ON, and finally turn both of the Ignition switches on. It is best at this point to disconnect the external GPU, you can start the engines with it attached, but it is best to shut it down now. All there is to do now is to hit the starter button for each engine.... and the start whine comes into the cockpit. First the ITT will climb up to just above 600 ºc and then Turbine RPM hits in around 35%, next the FAN RPM will kick in around 10% and all settle down around 31.4% (FAN) RPM and then everything including the temps should slowly all settle back down to this idle speed, then just do it all again for the other engine, I always start engine No.2 first then No.1... when at idle turn off the ignition switches and set the fuel pump boost switches to normal, and finally you have to "Reset" both Left and Right Generator switches to switch on the engine electrical power. Yes you will find that the hairs on the back of your neck will stand up... as this Citation sounds and feels amazing, more so is that the best is yet to come. The S550 will taxi really nicely with a bit of thrust to get the aircraft moving, note the Carenado style nosewheel that needs a bit of speed before it will turn. Flaps are set to Takeoff and check the takeoff trim setting. Power up to just under 80% then as you are a third down the runway then give the throttles 98% of thrust and you a seriously now moving forward... .... there is a marker (arrowed above) on the airspeed indicator which is set around 100 knts, and just pass that and you can then rotate. Its all too easy, to climb out and then turn away to your heading... .... and the Citation is a seriously nice aircraft to fly. Very smooth and the aircraft has a nice response to your inputs, yes you are grinning, this is great flying. The heading rose clicks around as it turns, but some users have complained, but I love it... leave it alone! It is different and makes you turn more exactly to the heading. A note here on the difference between 11.25 and the new beta 11.30. The new beta certainly feels far better in the takeoff roll (It actually stays straight) and in flight, this aircraft is soooo smooooth, if performance was made for the Citation then beta 11.30 just highlights that aspect, I noted both engine performance now does not mirror each engine either, as they feel and act differently, and so your throttle inputs and lever positions have to reflect that slightly different engine output... nice. Rate of climb officially is 3040 fpm, and 930 fpm on a one engine climb out, but set the V/S (Vertical Speed) to around 2000 fpm and it will perform well there, the V/S scroll wheel on the pop-up panel sets the marker on the V/S dial (arrowed). The pop-out Sperry SPZ-500 autopilot is a nice bit of kit, I love it, but I found in this early review (v1.1) version that the heading knob was erratic, but not so on the same knob on the centre console? Note the "320" for 32,000ft on the altitude hold. Make sure you check the cabin pressure panel... you adjust the cabin pressure altitude via the big knob, but it is the smaller almost hidden knob that will adjust the pressure flow to balance the air pressure... 1500 fpm, will cover 15,000ft to 28, 000ft, then 1000fpm to your full altitude noted at a heavenly 43,000 ft (13,100 m), follow the numbers and you will not lose speed during the climb. Throttle control is very important to get the right % of thrust to the climb rate, movements only need to be almost slight to adjust the thrust to keep it all happy, leave it or take your attention away and you could find yourself in trouble in losing speed and in going to low or going too fast, in both cases the aural (loud) stall trigger will activate if to slow and another alarm will frighten you if you are going too fast, this aircraft is all about thrust management... so yes the Citation is really easy and nice to fly, but there is a bit of micro management to do to keep the aircraft happy. Once at altitude then again speed management is the key... watch the speed numbers rising or falling in the EADI (arrowed) to adjust the finer throttle positions. X-Plane default FMS is well intergrated into the centre console, but I am now finding it a bit bland in details compared to many others. I admit it is a generic design, but in reality it does not have a lot of important features like vertical speed altitude markers, fuel consumption and distance to destination, it just feels a bit bland and this aircraft deserves a far more quality unit. There is however a "Fuel Used" meter on the panel. But at altitude and speed, this S550 is certainly the life. Even the most jaded simmer would love this aircraft with it's excellent cockpit and external sounds (note I found the external sounds a bit high until adjusted). it sounds so unreal, of course all sounds are FMOD and are highly dynamic. It is pretty good in the rear as well, again "This is certainly the life!" I will however comment on the reflections... nobody more than me celebrated the introduction of realistic reflections and of course those amazing PBR effects, but where is the line of too much reflection is simply too much. The Citation does bring that question up, and as very, very good as it is, there is the feeling here that the reflections are now getting a little bit overdone, this is highlighted on the window blinds, glareshield and the yokes, and the instruments at some lighting angles can be a bit over the top as well, as so does the external body of the aircraft from some angles. And you can't adjust them either (you can turn off the instrument and heavy window reflections) but I think this is now about the limit before it all starts getting a bit silly, and a few glossy tones down would bring the Citation a bit back to the more realistic and real. Arrival in the UK, and Southampton is our destination. Range is just under 2000nm at 1,998nm (2,300 mi, 3,701 km) at a cruise speed of 403 knots (464 mph, 746 km/h, 0.7 Mach) at 35,000 ft (10,670 m), so you cover ground very quickly and easily. As v11.30 beta was released mid-review, then my first beta flight was in the S550... stunning it is, with the now superb contrails flowing off the wingtips. Descending you can easily build up excessive speed with a steep descent, but he Citation is not as bad as many others in this category, so if you need them then there are some nice airbrakes that flip up in two selections out of the centre of the wing. They are operated by a switch and not a lever and the switch is covered by a metal bar below the left throttle lever. Flaps give you four settings at UP 0º - T.O 7º - T.O & APPR 20º - LAND 35º, and you can control the early approach phase with 20º Flap and sit directly on the same 100knt marker point as you did at rotation... ... There is a speed "Fast/Slow" helper in the EADI (arrowed below) and it is important to use it! There is a trick as your approach speed is still the 100knts as noted, but when you go into the 3º ILS slope then naturally your speed increases, so you need reduce the speed again by selecting the FULL 35º flap setting and control your approach speed down again and still stay on that 100knt marker as the stall is noted only at a bit lower at 82 knots (94 mph, 152 km/h), but the aircraft is still and very fully controllable in this zone, lovely actually... Decision Height is set via the arrows on the top of the EADI right (DH SET) and you get callouts at 2500ft. Remember the gear is very wide-spaced, so you have to land the wheels together very much in the perfect level attitude, if not the aircraft will hop from one side to the other, animation of the undercarriage is excellent, as is the absorption of ground movement. Those fine but straight wings deliver exceptional field performance, you get that amazing slow approach speed (for a jet) and the aircraft is very stable, and thrust control is very critical as movements in speed changes have to be small, but effective. The S550 is very nice in the flare, and highly controllable, and you can place the jet down quite easily... ... but you have to do it early? The thrust reversers are very powerful, but they do take a fair time to spool up to their full reverse thrust and you are using up runway fast as they do, but once the kick does come in the aircraft will then slow down quite quickly (so yes they are effective) but you also need to know when to close the cams again as if you reduce the speed too much it will bring the aircraft to a complete stop before you can get the thrust back up again to taxi, so it is a bit of a performance to get it all right and be in the correct runway exit departure taxi speed zone without stalling it all. Liveries All six liveries are very good, very high quality, but all are basically a variation of the same stripe theme, except for the "General Logistics System" livery. The White/Blank is the default. Maybe the painters can bring in some more service liveries like "coastguards". _____________________________________ Summary The FSX/P3D version of Carenado's Citation ll S550 has been one of Carenado's most successful aircraft, and it is not hard to see why it was so well liked and why it has such a big reputation on those simulator platforms. Some features on the FSX version have been dropped for X-Plane, like the more intergrated Flight Management System (FMS). But what few features X-Plane users lose in the conversion they gain far more in the better dynamics and the effects that X-Plane11 delivers, and boy does it deliver. On modeling and design of the Citation there is very little to fault, it is a beautiful aircraft and extremely well crafted and extremely highly detailed inside and out. My personal feel is that it is in areas that the S550 is a bit over reflective, a bit too shiny, and a bit too glossy, but it is an area others might disagree. Full EFIS systems with the Sperry SPZ-500 autopilot avionics are all very well done with a lot of detailed features, there is a lot to learn on this EFIS system and to use with a lot of built in menus, and to a point it can get a little confusing as some functions do overlap each over, but it is authentic. You can use RealityXP's GTN750 FMC instead if you have that option. It is an amazing experience to fly, as the Citation is excellent in your hands and feet, in many ways it is an easy aircraft to fly and comes with a great feel. But the aircraft also needs a lot of minute attention in flying it well in the details, and throttle inputs are in need of skill in all climb, cruise and approach phases to get the best performance out of the machine, but again boy, does the Citation ll reward you, if you are willing to put the extra work in. Overall this Citation ll is an exciting aircraft in every area, at cruise you are certainly in X-Plane11 heaven, as this aircraft is about as good as it could get. The Citation is a personal/private jet transport, and so does it take the title of the very best Private jet in X-Plane11 now. The Dden Challenger 300 has ruled this category for years and years and rightly so, but I now think the Careando Citation ll is marginally if just better to put it now top of the heap, certainly worth owning if you love these sort of exclusive transports and it is a very, very nice aircraft to reward yourself with, and it makes you feel you are finally in that upper uber rich class... Highly Recommended. _______________________________ The Citation ll S550 by Carenado is NOW available! from the X-Plane.Org Store here : Citation ll S550 Priced at US$39.95 Special Features Version 1.2 Only for X-Plane 11 State-of-the-art configurable FPS-friendly logic system Fully VR compatible Full PBR (Superb material shines and reflections) Features Specially designed engine dynamics for X-Plane 11 Flight physics optimized for XP11 standards Ground handling adapted for XP11 ground physics Physically Based Rendering materials and textures throughout PBR materials authored with industry-standard software used by the film and gaming industries Support for RealityXP's GTN750* (integrated into 3D cockpit, when available) Goodway Compatible Realistic behavior compared to the real airplane. Realistic weight and balance. Tested by several pilots for maximum accuracy *RealityXP GTN 750 is sold separately Included in the package 6 HD liveries + 1 HD blank texture S550 Normal and Emergency Procedures PDF S550 Performance tables PDF - 550 Reference table PDF Electronic Flight Information System PDF - Multi Function Display PDF Recommended Settings X-PLANE 11 PDF Requirements:Windows XP – Vista – 7 -10 or MAC OS 10.10 (or higher) or Linux X-Plane 11 CPU: Intel Core i5 6600K at 3.5 ghz or faster. Memory: 16-24 GB RAM or more. Video Card: a DirectX 12-capable video card from NVIDIA, AMD or Intel with at least 4 GB VRAM (GeForce GTX 1070 or better or similar from AMD) 490MB available hard disk space (Current and review version v1.2) Installation and documents: Download for the Citation ll S550 is 379.30mb and the unzipped file deposited in the aircraft "General Aviation" X-Plane folder at 499.50mb. Documentation: Overall Carenado provide a lot of documents, but for the important main manual with instrument details, it was really missed for this review. Carenado Copyright.pdf Carenado Recommended Joystick Settings XP11.pdf Credits.pdf Electronic Flight Information System.pdf Recommended settings XP11.pdf S550 Emergency Procedures.pdf S550 Normal Procedures.pdf S550 Performance tables.pdf S550 Reference.pdf X-Plane FMS Manual.pdf ______________________________________________________________________ Aircraft review by Stephen Dutton 10th November 2018 Copyright©2018 : X-Plane Reviews (Disclaimer. All images and text in this preview are the work and property of X-PlaneReviews, no sharing or copy of the content is allowed without consent from the author as per copyright conditions) Review System Specifications: Computer System: Windows - Intel Core i7 6700K CPU 4.00GHz / 64bit - 16 Gb single 1067 Mhz DDR4 2133 - ASUS GeForce GTX 1080 8Gb - Samsung Evo 512gb SSD Software: - Windows 10 - X-Plane 11.25r2 (v11.30 beta was tested as well) Addons: Saitek x56 Rhino Pro system Joystick and Throttle : Sound - Bose Soundlink Mini Plugins: Environment Engine by xEnviro US$69.90 : WorldTraffic 3.0 Plugin - US$29.95 Scenery or Aircraft - ELLX - Luxembourg Findel Airport XP11 by JustSim (X-Plane.OrgStore) - US$19.80 - EGHI - Southampton Airport by Pilot+Plus (X-Plane.OrgStore) - US$19.95 Quote Share this post Link to post Share on other sites


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Gilli - DLTBGYD but more importantly KCHO
This was good to see, the tide turns eventually, even if it is slowly.
They're still hedging their bets a bit though.
I'll pig out on it as much as I want.
This has been popping up all over FB with mostly positive feedback, but it's very wishy washy as though the autors of th study are seriously disappointed that red meat didn't raise red flags.
I'll continue to enjoy, bacon, sausages, lamb, pork, beef regardless of any study.
One is too many a thousand not enough.


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Steven Wright: When the Leaves Blow Away (review)
The Jehovah's Witness protection program. A digital camera so advanced you don't need it. Fans of the brilliant conceptual mashups of punster Steven Wright have been waiting a loooong time for a new standup concert film — more than a decade and a half — and here it is, recorded at a 2006 Toronto performance (it aired recently on Comedy Central). The concert itself is short — less than an hour — but the disc is fleshed out with Wright's 30-minute short film "One Soldier," from 1999; he wrote, directed, produced, and stars in this surreal Civil War-era Twilight Zone-esque existential dreamscape; its virtuosity is less astonishing when you learn that Wright is an Oscar winner for an earlier short film (who knew?). Also included is short clip from a 1988 standup performance in Boston, a sample of the comic's early career. [buy at Amazon]
(Technorati tags: Steven Wright)
When you purchase or rent almost anything from Amazon US, Amazon Canada, Amazon UK, and iTunes (globally), you help support my work at Flick Filosopher. Please use my links when you're shopping at either service. Thank you!


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Rapper Rich The Kid was escorted from a Delta flight on Monday morning.
The 24-year-old refused to turn his music down, according to a TMZ report that says he was playing his tunes extremely loud without any headphones. "We're told the volume was too high for a flight attendant, who told him to turn it down. Rich refused and she immediately called the cops to handle the situation. When the door opened, LAX officers walked on and took him off the plane," the site explained.
Rich immediately thought to record the situation, saying in his video, "Rusty ass b*tch called the police on me for playing music." According to TMZ, the cops "lectured him about having respect for fellow passengers" but thankfully, he wasn't arrested for the minuscule offense.
Every Single Time Drake Trolled The World
Every Single Time Drake Trolled The World
1. The Art Of Trolling - Troll Your Own Fans.Source:ABC News 1 of 5
2. Remember Dada Drake? We're Glad This Troll Is Over.Source:Instagram 2 of 5
3. Nothing Was The Same.Source:Instagram 3 of 5
4. Remember When Drake Brought Lint Rollers To The Raptors Game, Got Roasted, & Then Made His Own Lint Rollers?Source:Instagram 4 of 5
5. Drake Spent His Summer 2015 Trolling Meek Mill & It Worked Out Perfectly.Source:Instagram 5 of 5
Here's Why Police Escorted Rich The Kid Off A Delta Flight was originally published on globalgrind.com


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VANCOUVER—The B.C hang glider pilot accused of swallowing a memory card has apologized for his "panicked" actions in the traumatic moments after his passenger fell to her death.
William (Jon) Orders told reporters in Vancouver Monday he was under "overwhelming stress" after Lenami Godinez-Avila plunged 300 metres from the tandem hang glider he was flying.
In a statement provided to The Canadian Press by Order's lawyer, the 50-year-old apologizes to the 27-year-old's family, friends and the public for the incident.
Orders says goal was to give the woman an "amazing adventure," but because he failed in such a "major way," he has decided to never return to hang gliding.
The man was released on bail last week on the charge of obstructing justice, which police allege he did by gulping down the data disk from a video camera aboard his glider.
Godinez-Avila's boyfriend purchased the gliding adventure to celebrate their two-year anniversary, which they were to enjoy on the last weekend in April over B.C.'s Fraser Valley.


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I've dabbled in helicopters for a bit, and I'm not satisfied with my own builds. I want to have a combat helicopter that can hold it's own weight in battle. Here are my requirements for this chopper:
- It needs to resemble a helicopter of some fashion. I'm impartial to twin-rotors, single-rotors, or quadcopters.
- I plan for it to be launched from a battleship, so it can't be excessively big. I'd say max dimensions of 30x9 in length and width. Height doesn't matter, neither does the actual blades.
- I'd REALLY like to mount some high-caliber guns on it. I've tried various missile configurations, but they just don't seem to cut it.


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Current concepts and trends in the treatment of bone metastases in patients with advanced prostate cancer
Miriam Hegemann, Moritz Maas, Steffen Rausch, Simon Walz, Jens Bedke, Arnulf Stenzl, Tilman Todenhöfer
Department of Urology, University Hospital Tuebingen, Tuebingen 72076, Germany
Correspondence Address:Prof. Arnulf StenzlDepartment of Urology, University Hospital Tuebingen, Tuebingen 72076, Germany Source of Support: None, Conflict of Interest: NoneCheck3DOI: 10.4103/aja.aja_59_17
Source of Support: None, Conflict of Interest: None
DOI: 10.4103/aja.aja_59_17
Bone metastases have a major impact on quality of life and survival of patients with advanced prostate cancer. In the last decade, the development and approval of substances inhibiting the vicious cycle of bone metastases have enabled the reduction of complications caused by bone metastases in patients with castration-resistant prostate cancer. These drugs have raised awareness of the importance of skeletal-related events which in the meantime represent an important end point also in trials using agents not specifically designed for bone lesions. Second-generation antihormonal drugs such as enzalutamide or abiraterone have been shown to have a positive impact on the incidence of skeletal complications and therefore provide an important tool in the armamentarium used for treating bone metastases. Radiopharmaceuticals such as radium-223 dichloride ([223Ra]) have been demonstrated not only to reduce skeletal-related events and bone-related pain, but also to prolong overall survival, thereby being the first bone-targeting agent showing a survival benefit. As previous studies have not provided an obvious benefit of bone-targeted lesions in castration-sensitive disease, the use of these agents is not recommended. In oligometastatic prostate cancer, the role of local treatment of metastases using stereotactic radiation or radiosurgery is a matter of intense debates and may play an increasing role in the future.
Keywords: bone metastases; bone-targeting agents; denosumab; hormonal therapy; prostate cancer; radium-223 dichloride; zoledronic acid


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Kornel Lesinski writes: > Many authors don't have slightest idea that there's something wrong with > their code. This can be solved - make standard IE distribution warn about > deprecated features and problems exposed by invalid code. [ ... ] Hear hear! If errors can be flagged, so can warnings. > When a potentially important bug is planned to be axed in a future version > of IE, you can display more prominent warning in an earlier version. Then > nobody will get surprised when next version comes out and probably most > websites will be fixed by then. +1. Surprises can be mitigated. I say frequent, pro-active education (within the user agent, online and elsewhere) works wonders. Meanwhile, in response to Boris Zbarsky who wrote: > Chris, my point was that things are not black and white here. It's not > the case that any change you make would break a large number of sites. > For example, if current IE behavior given a certain input is to crash, > then it seems likely that you can change that aspect of IE behavior > without breaking sites. Chris Wilson replied: > No one expects crashes. Aye. > On the other hand, a bunch of people did > expect that we didn't implement child selectors in CSS. A bunch > of people did expect that we didn't understand how overflow is > supposed to work. I never _expected_ either of those. Rather, I came to begrudgingly _accept_ these and other anomalies as a necessary evil of user agent co-existence, and only once it became clear there were no IE updates in sight. That was a _very_ hard pill to swallow, let me tell you. In fact ... it's interesting to note that the pill in question largely (dare I say completely?) concerned CSS rendering issues, not HTML. -- Joe D'Andrea www.joesapt.netReceived on Saturday, 14 April 2007 21:06:45 UTC
This archive was generated by hypermail 2.3.1 : Thursday, 29 October 2015 10:15:18 UTC


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One of the many ways that social media has enhanced our lives is to give us the ability to connect with, and learn from, people with similar interests and passions from across the globe. There is a richness of knowledge sharing in my life that didn't exist even four years ago. It gives me extra confidence that my thinking and practice as a leader of change and transformation is in line with the most leading edge, credible knowledge sources in the world. As soon as new learning becomes available, I receive it.
The Edge epitomised this new connectivity. It has nearly 10,000 subscribers from 98 countries including Norway, USA, Russia, South Africa, Germany, India, Spain, Belgium, Tunisia, China, Brazil and Malaysia. Our learning platforms, such as The School for Health and Care Radicals have attracted people from more than 60 countries. Some people ask "why are you sharing resources with people from outside the English National Health Service? Surely your first concern and priority should be the people in your own system?" It is. AND we, and they, gain greatly from our international collaborations.
Sharing works both ways. We give people access to our knowledge and materials on an "open" basis and in return they collaborate in taking our collective ideas and methods forward. Rather than a narrow, England-centric view of health and care, we get to learn for free from other peoples' experiences from around the world. We don't just compare data and experiences that are best in Britain. We can easily hunt out the best learning in the world. Digital connectivity tears down walls and breaks down gates. It takes our level of ambition for our patients, service users and delivery systems to a whole different level.
Recently I talked to a collaborator in Australasia who is a leading expert in healthcare improvement and innovation. She has been acting as a virtual volunteer mentor to a grassroots change activist in the NHS. We linked them up via The School for Health and Care Radicals. Both mentor and mentee have gained from the relationship. As part of the school we set up "randomised coffee trials", where we randomly allocated people to have a cup of coffee together via Skype. It's great to see via social media that Melanie the midwife in England and Liz the improvement leader in Qatar are continuing to support each other to be brave and innovative in their change actions.
Later this year, groups from British Columbia, Canada and Auckland, New Zealand will "take over" specific issues of The Edge and provide all the content for that issue. I know from the discussions we have had with them already that they will do an outstanding job and will raise the bar on the standard of content of The Edge. It is likely that every future issue of The Edge will be improved by this voluntary global input.
Breakthrough innovation rarely comes from within organisations. It comes from outside or from the emerging generation. We can gain so much more perspective about our own health and care system by seeing it through the eyes of those who use or provide care in other systems.
So I would like to thank all of our international colleagues for their support and contributions to our change activist community for health and care. We really are changing the world. Together.


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'Evil Dead' icon Campbell enjoys his status
He's not exactly a marquee movie star. In fact, his name might just barely ring a bell. But plunk Bruce Campbell down in front of an energized audience of movie geeks and you just might think Elvis has entered the building.
That's what it felt like when the actor/producer took the stage after the "Evil Dead" premiere at last month's South by Southwest Film Festival in Austin, Texas. The crowd's deep, drawn-out chanting ("Bruuuuce") could almost be mistaken for booing, but the crackling energy and ecstatic applause inside the theater made it clear that Campbell, the star of the 1981 cult horror classic "The Evil Dead" that inspired the remake, is nothing short of a hero.
Not that he sees himself that way. After acting his way (he says badly) through the original film and its two sequels, 1987's "The Evil Dead II" and "Army of Darkness" in 1992, Campbell is more than happy to step behind the camera as producer and let a group of fresh, young performers (Jane Levy, Shiloh Fernandez, among others) confront the demons that turn their peaceful cabin retreat into a bloodbath.
In an interview the day after the film's premiere, Campbell seemed perfectly comfortable with his status as a B movie icon. "You start B movies as an actor because that's how you get in the movies, and you end in B movies when your career is over. It's a logical place to be. I just never left," he said.
He's also thrilled for the success that Sam Raimi, the director of the original trilogy and his childhood friend, has found making A-list Hollywood movies like the "Spider-Man" trilogy and "Oz the Great and Powerful. "Sam is swimming with the biggest of the big dogs. He is a big dog. Nothing could make me happier," Campbell said. Their long-standing friendship guarantees Campbell a cameo in all of Raimi's films, and also lets him get away with teasing the respected director, as he did on the "Oz" set. "The crew members were looking at me like, dude, what are you sassing Sam for? And I'm like, 'You don't know anything. I went to high school with this guy!' "
Campbell, Raimi and producer Rob Tapert have reunited to produce their 21st century take on the graphic comic horror film that launched their careers, only this time they have a budget to upgrade the acting talent and effects. A remake also means potentially offending the franchise's loyal fans, something Campbell had to deal with the moment the project was announced. "They were visceral. They were loud. They were nasty. They were worried that everything would be ruined," he said.
But Campbell insisted nobody could respect the franchise more. "This is the first movie that ever got us into the film business so, as violently as opposed as a fan is, or careful as they are with this 'Evil Dead' franchise, what do you think we are? We're going to take more time with it than the average fan, I can tell you that right now," Campbell firmly stated.
"But we appreciate their zeal. We appreciate the fact that they care enough to say, 'Don't screw this up.' Based on the reaction last night, we didn't screw them over," he added with his signature biting wit.
Indeed, the audience seemed to approve, bursting into applause at the abrupt end to the film's taut opening scene. And there were plenty more opportunities to squirm and squeal throughout. "That's the goal when you make a horror film; they've got to react. If they don't react, you've failed," he said.
Much of the original's cult appeal comes from the earnest, low-budget special effects Raimi envisioned for his story about a group of college kids vacationing in an isolated cabin who discover a mysterious book and unwittingly unleash evil spirits. While there was no shortage of horror competition in the late '70s and '80s, Campbell believes that Raimi's time-consuming efforts to concoct outrageous, if somewhat homemade effects made "The Evil Dead" the one to endure.
"It was before green screen. It was before blue screen. So we just had to figure out a way to do it. I think that's what set it apart. The audience knew that there was somebody behind the camera that had a little more something going on," Campbell asserted.
Even with all the new technological tools at their disposal, Campbell and his collaborators insisted on finding just the right person to direct the remake. They landed on Fede Alvarez, a Uruguayan special effects guru with just a few short films under his belt. What he lacked in experience, the producers felt he made up in visual sensibility and maturity. "This movie is more sophisticated than the original. Fede brings a really interesting sensibility," Campbell said.
While the characters and their reasons for visiting the cabin differ from the original, there were a few elements that had to be carried over. For Campbell, it was the sound of a "very dead, creepy subtle wind" in the cabin's basement. "Whenever you go in that room, the original sound is there, and only there," he said. "You can barely hear it. But I can hear it."
The rusted skeleton of the 1973 Oldsmobile Delta 88 that Campbell's character drove in the original films also makes an appearance, as it does — in one form or another — in all of Raimi's films. But Campbell is less than sympathetic toward the director's affinity for the oversized clunker. "The car, I don't give a crap about. That's Sam's. Sam's obsession with that stupid car," he said in the jokingly critical way that only a lifelong friend can get away with.
While the next generation of "Evil Dead" fans is indoctrinated, Campbell, Raimi and Tapert are already developing the script for the sequel and, possibly, making it a trilogy. Though the story will take a different direction, Campbell has no intention of giving up the freedom that comes with the B movie sensibility.
"I have no problem with B movies. You can make more interesting movies. You can make twist endings. You can kill your lead character. You can cut their arm off," he said. "If a studio made this movie, it would not be this movie. It wouldn't be anything close to this movie. Thank God."
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Gina was a playful 2-year-old German shepherd when she went to Iraq as a highly trained bomb-sniffing dog with the military, conducting door-to-door searches and witnessing all sorts of noisy explosions.
She returned home to Colorado cowering and fearful. When her handlers tried to take her into a building, she would stiffen her legs and resist. Once inside, she would tuck her tail beneath her body and slink along the floor. She would hide under furniture or in a corner to avoid people.
A military veterinarian diagnosed her with post-traumatic stress disorder _ a condition that some experts say can afflict dogs just like it does humans.
"She showed all the symptoms and she had all the signs," said Master Sgt. Eric Haynes, the kennel master at Peterson Air Force Base. "She was terrified of everybody and it was obviously a condition that led her down that road."
A year later, Gina is on the mend. Frequent walks among friendly people and a gradual reintroduction to the noises of military life have begun to overcome her fears, Haynes said.
Haynes describes her progress as "outstanding."
I came across this after reading another spot-on column by Bob Herbert today on Iraq and Afghanistan (describing the effects on humans who are serving and those non-serving who are sick of the wars and want to end them, bring our people home, do our best to try and heal their wounds and fix our country as well).
And by the way, the VA recently finalized regulations on processing PTSD claims as of July 13th; to learn more about the regs and obtain related information, click here.
And she still trails (here).
The total damage assessment will have to wait until election day. As I wrote a few weeks ago, the Democrats' losses may fall short of the 1994 wipeout–the loss of the Senate is still a prohibitive longshot. But the House is in jeopardy, especially–as always–its most moderate members. It will be interesting to see if a House composed entirely of radical Republicans and safe-seat liberal troglodytes is any more successful than the current disaster. I suspect not.
I'd like to introduce Joke to a concept called "reporting," and by that I mean that he should bother to read the information from this link listing the accomplishments of the 110th Congress, which he, being a scion of villager punditry, considers a "disaster."
Has this congress had its share of pratfalls? Yes. However, let's consider them in light of the good that has been done, outpacing the wretched, Repug-run 109th, shall we?
Do I actually think Klein will bother to take me up on this, though?
I suspect not.
Angry relatives of 9/11 victims last night clashed with supporters of a planned mosque near Ground Zero at a raucous community-board hearing in Manhattan.
After four hours of public debate, members of Community Board 1 finally voted 29-1 in support of the project. Nine members abstained, arguing that they wanted to table the issue and vote at a later date.
The board has no official say over whether the estimated $100 million mosque and community center gets built. But the panel's support, or lack of it, is considered important in influencing public opinion.
Holding up photos of loved ones killed in the Twin Towers and carrying signs such as, "Honor 3,000, 9/11 — No mosque!" opponents of the proposed Cordoba House on Park Place called the plan an insult to the terror-attack victims.
"That is a burial ground," said retired FDNY Deputy Chief Al Santora, referring to the fact that victims' remains were scattered for blocks.
Santora's 23-year-old son, Christopher, was the youngest firefighter to die that day.
"I do have a problem with having a mosque on top of the site where [terrorists] can gloat about what they did," said Santora, with his wife, Maureen, by his side.
I'm not taking sides on this one way or the other, but I just wanted to note the following in response.
This tells us about the Second Schweinfurt Memorial Association, Inc. (SSMA); here is how the group came to be formed as a result of a horrific WWII battle…
At dawn, on October 14, 1943, in foul weather, the 8th Army Air Force, also known as the Mighty 8th, dispatched 291 B-17 bombers to the town of Schweinfurt Germany, a flight of some 800 miles. Since this city was vital to the ball bearing industry, it was at the top of the list of strategic targets for the allied forces and had already received a first attack on August 17, 1943.
The bombers were initially protected by friendly fighter escort, which were forced to turn back about half way to the targets. Arriving at the target, the bombers were attacked by an estimated 1,100 enemy fighters firing cannon and large caliber rockets manned by the German Lufwaffenhelfer (LWH) or flak-helpers. The vicious attacks were continued and repulsed until the bombers reached the English Channel on the return flight to England.
The battle brought great loss to both sided. Sixty heavy bombers and 600 airmen perished. Many lost their lives in the burning, badly damaged, crashed planes. Many became prisoners of war. Fifteen additional aircraft were so damaged they could never fly again. On the ground, 276 people died and countless more were injured. Businesses and homes were razed. Valuable and treasured possessions perished. Consequently, October 14, 1943 – Mission 115, became known as "Black Thursday" in American military history and one of the greatest air battles of World War II.
Thirty years later some of the survivors from the Mighty 8th, including Colonel Budd Peaslee, S/Sgt. Phillip Taylor and 1st Lt. William Allen, decided to form an organization to commemorate their fallen comrades-in-arms. They called it the Second Schweinfurt Memorial Association, Inc. (SSMA), giving it direct connection to the second air raid on Schweinfurt.
The story also tells us that…
"(on) the 50th Anniversary, two Germans, Dr. Helmut Katzenberger and Vomar Wilckens came to the reunion in New Orleans to present to the group information they had on that fateful day. Then in 1996, the SSMA members invited more of their former enemies, including Georg Schaefer, whose grandfather founded one of the "targeted" ball bearing factories, to attend their reunion in Las Vegas, Nevada. Mr. Schaefer, now retired from the Board of Directors of FAG Kuglefischer, had served, along with his classmates, in one of the 8.8 cm Flakbatteries around Schweinfurt. He brought many artifacts from "Black Thursday". Many of these artifacts are permanently included in the Second Schweinfurt display at the Mighty 8th Air Force Museum in Savannah, Georgia.
It was at this reunion that the Americans suggested erecting a joint memorial remembering this mission. Mr. Schaefer presented this idea to his fellow Luftwafferhelfers, who embraced the idea and June 16, 1998 a German American Memorial was dedicated on a former air raid bunker site in Schweinfurt."
It should be noted that, concerning the proposed mosque near the WTC site, a memorial to the victims of the attacks has been proposed, as noted here.
I'm not saying that the mosque is a good idea at this point. I'm also not saying that the wishes of the friends and families shouldn't be paramount here (they should).
All I'm saying is that an earlier generation of combatants was able to put aside its differences to the point where they could construct a memorial honoring the sacrifices made by both sides.
I'm just saying that it's possible to do that. That's all.


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Highlander ASP.NET Feature Overview
By: Dee Elling
Abstract: Important supplementary information that may not yet appear in the main product documentation.
This file contains important supplementary information that might not appear
in the main product documentation.
ASP.NET is the .NET programming environment for building applications that run on the Web.
Its implementation in CodeGear RAD Studio is based on .NET 2.0.
ASP.NET architecture and usage is documented both in CodeGear Help topics and MSDN documentation.
For instance, see
for an overview in MSDN documentation.
This document contains information that does not appear in the Help system.
A master page is a page on which you can define elements that you want to use in other pages
on your Web site. Content pages can reference a master page and automatically have those elements provided on the page.
This provides a way to give Web sites a uniform appearance.
See the topic Building an ASP.NET SiteMap in the product documentation for an example
of creating and using master pages for content pages.
A site map is a file that describes a Web site's structure.
You can add menu and sitemappath controls to Web pages that use the site map path to navigate a site.
Adding such controls to a master page is a simple way to provide site navigation.
See the topic Building an ASP.NET SiteMap in the product documentation for an example
of creating a site map and adding menu and sitemappath controls to a master page.
The DB Web controls in the Borland.Data.Web namespace have been deprecated.
The ASP.NET 2.0 Web controls offer equivalent capability to the DB Web controls.
CodeGear's ASP.NET provides data aware controls that simplify connecting a database to your Web application.
See the topics Developing an ASP.NET Application with Database Controls, Parts 1, 2, and 3
in the product documentation for a detailed example that shows
some of the fundamentals of using ASP.NET:
ASP.NET 2.0 includes a number of services that store state in databases and other storage media.
For example, the membership service stores user names, passwords,
and other data in Microsoft SQL Server databases or Active Directory.
This architecture is known as the "ASP.NET 2.0 Provider Model" and is described at
The provider model allows developers and tool vendors to create custom providers
that can store state in other types of databases, XML files, text files,
or even data sources front-ended by Web services.
Any data repository that is rich enough to hold the data required for the services of the provider model may be used.
RAD Studio includes a set of ASP.NET providers that may be used by ASP.NET applications as a replacement for, or
in addition to, the providers that are supplied with the .NET framework.
RAD Studio includes Membership, Roles, Profile, Web Events, and Web Parts Personalization providers.
These providers are modeled after the Microsoft SQL Server providers included with the .NET framework.
They provide the same functionality and use the same basic database schema.
The primary difference is that the RAD Studio providers use generic ADO.NET database classes to access the database and
therefore can support most databases that have an ADO.NET provider.
NOTE: Do not confuse database providers with ASP.NET providers;
they are completely different things.
As shipped, RAD Studio providers are configured to work with the Blackfish SQL local database,
but can also be configured to use Interbase via the Ado Dbx Client Provider.
The providers included with RAD Studio are automatically registered in both the system wide
.NET machine.config file as well as in the web.config file that is part of each ASP.NET project.
For more information about these configuration files, see the ASP.NET Configuration Files topic online
at http://msdn2.microsoft.com/en-us/library/ms178684.
The RAD Studio entries are as follows:
<membership defaultProvider="AspNetAdoMembershipProvider">
<remove name="AspNetAdoMembershipProvider"/>
<add name="AspNetAdoMembershipProvider"
type="Borland.Web.Security.AdoMembershipProvider, Borland.Web.Provider, Version=11.0.5000.0, Culture=neutral, PublicKeyToken=91d62ebb5b0d1b1b"
<profile defaultProvider="AspNetAdoProfileProvider">
<remove name="AspNetAdoProfileProvider"/>
<add name="AspNetAdoProfileProvider"
type="Borland.Web.Profile.AdoProfileProvider, Borland.Web.Provider, Version=11.0.5000.0, Culture=neutral, PublicKeyToken=91d62ebb5b0d1b1b"
<roleManager enabled="true" defaultProvider="AspNetAdoRoleProvider">
<remove name="AspNetAdoRoleProvider"/>
<add name="AspNetAdoRoleProvider"
type="Borland.Web.Security.AdoRoleProvider, Borland.Web.Provider, Version=11.0.5000.0, Culture=neutral, PublicKeyToken=91d62ebb5b0d1b1b"
Two other providers, AspNetAdoPersonalizationProvider and AspNetAdoWebEventProvider, are also included with the product,
but are not registered by default.
To use either of these providers, it is necessary to add entries to the web.config file for them.
See the "Web Event Providers" and "Web Parts Personalization Providers" entries
in the ASP.NET provider documentation available online at
Each of the providers expects a connentionStringName property to be set when initializing.
This string specifies the database connection to be used the provider.
The default value of the connectionStringName is a pre-defined string that is included in the web.config file.
The connection is named BlackfishSQLAspNet and is configured to use the Blackfish SQL database
using the a special "|DataDirectory|" placeholder that is expanded
to the full path of the "App_Data" directory below the ASP.NET web application project.
To use a different database for storing the data from the providers,
either redefine the BlackfishSQLAspNet entry in the connectionStrings section of the web.config file or add a new entry.
If you use a new entry with a different name,
you need to also update the provider entries in the web.config file to use the new connectionStringName value.
For a database to be used by the ADO ASP.NET providers,
it must first be initialized by creating the tables used for storing the data.
RAD Studio includes a command line tool, aspnet_regdb.exe, that initializes an existing database.
The tool relies on "MetaData" services that are also provided with RAD Studio.
Currently, the MetaData services only work on Blackfish SQL and Interbase through the Ado Dbx Client Provider.
When a new ASP.NET web application is created and run with a Blackfish SQL
using the |DataDirectory| placeholder in the connection string,
the database is automatically created and the tables setup,
so there is no need to use the database setup tool in that case.
This is the default for all new Delphi ASP.NET web applications and web services.
To use aspnet_regdb.exe, pass it a connectionString, which is defined in the machine.config file
or in the dbxconnections.ini file.
The tools takes one of two switches to indicate if the tables should be added (-A) or removed (-R) from the database.
Execute aspnet_regdb.exe with no parameters to display addition usage information.
Note that aspnet_regdb.exe is installed into the .NET framework directory (typically C:\WINDOWS\Microsoft.NET\Framework\v2.0.50727).
To use Delphi.NET's ASP.NET support with an IIS 7.0 server under Vista, do two things:
You can enable the IIS 6 Management Compatibility feature with the following steps:
The same issue applies to Visual Studio, so the same steps are required.
See the following blog for more information on the required configuration:
To deploy an application that uses the RAD Studio providers, you need to include the following files:
In addition, if you are using Blackfish SQL,
you need to deploy one of these 2 assemblies:
New applications are configured by default to use the RemoteClient version,
which uses a service that is installed with the product.
For deployment you may wish to use the LocalClient instead, since it does not require any special configuration or setup.
The LocalClient only allows one process to access the database at a time, so it may be awkward to use for development.
For instance, if you run the ASP.NET configuration manager
and the application simultaneously, you get Access denied errors.
Published on: 9/10/2007 10:15:04 AM
Server Response from: ETNASC03
Copyright© 1994 - 2013 Embarcadero Technologies, Inc. All rights reserved.


text:
Thank you for your interest in enrolling your child/children at our college. Following are the steps that need to be followed in order to enrol your child/children at Al Iman College.
Step 1:
Complete and lodge filled enrolment form in person at our main office at; 20 – 40 Rees Road, Melton South, Vic – 3338 Or send it by mail to our postal address; PO Box 2337, Melton South, Vic – 3338 Or email it to; email@example.com
Please ensure that following documents are attached with the form.
1 Copy of Birth Certificate
2 Copy of Immunization Certificate
3 Copy of Residency Status (copy of Australian Passport or copy of both parents' passports and citizen certificates)
4 Copy of Custody related documentation (if Applicable)
5 Copy of Previous School report (If applicable)
Make sure that the form is signed by both parents/guardians.
Step 2:
An interview/assessment may form as part of the offer process. Once the application is assessed and approved, an offer letter will be issued along with an account statement. This offer will be based on a probationary period of one semester (six months).
Step 3:
Once an offer is received, families should confirm their acceptance by paying a non-refundable and non-transferable fees mentioned in the account statement. You can pay by cheque or EFTPOS at our office or pay by online transfer to the College bank account as per the instructions given in the account statement.


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Copyright © Boeing
L3 MAS has the proven expertise to provide its customers with a wide range of technical publication solutions. We have all the specialties under one roof to offer turnkey solutions based on the latest standards.
A solid team of technical writers
The L3 MAS team of technical writers form a powerful combination of former military and commercial aerospace technicians who offer vast experience in electronics, mechanical, and electrical troubleshooting on applicable platforms, and professional technical writers who have extensive education, training, and experience in creating technical documentation.
A deep understanding of standards and specifications
L3 MAS technical writers have proven experience in authoring ATA and S1000D-based publications, and have converted existing legacy publications into S1000D-compliant format. We also have years of experience in producing publications to CALS, AG-006, and other military standards. We have produced material on the following systems:
- Avionics/software/communications/navigation systems
- Structural/mechanical components
- Electrical/electronics/electromechanical systems
- Fuel/hydraulics/power plant
- Pilot and ground crew checklists
- Special tools/ground support equipment
- Armament and weapons systems
- Safety systems
- Electronic warfare systems
- Aircraft battle damage repair
A highly experienced team of translators
The L3 MAS team of translators has over 30 years of experience. We have developed extensive terminology databases, translation memories and glossaries to ensure that translations are written efficiently and consistently so that customers receive great value for their money. Our highly rigorous quality checks—by certified or senior translators — ensure that translations are of the highest quality.
A talented team of technical illustrators
Technical illustrations have always been an integral part of electronic publications. Traditionally created by technical illustrators working on drafting tables, they are now computer-generated using programs like AutoCAD, CorelDRAW and IsoDraw. The end product is integrated into the electronic publications and is enriched with "hotspots" that link to parts lists, detail views, texts and other illustrations.
Ready to support your 2-D/3-D model needs
Our technical illustrators are skilled in creating and manipulating 3-D models to produce traditional 2-D illustrations, or 3-D animations to be embedded in videos or to be displayed and manipulated in augmented reality applications.
We have developed newer ways of producing 2-D technical illustrations (best suited for browser and paper), lightweight 3-D models (best suited for browser, PDFs with 3-D), and animations (best suited for video, augmented reality, etc.) directly from the same source 3-D product model.
Pioneers in introducing the S1000D standard
The L3 MAS Electronic Publications group pioneered the introduction of the S1000D specification to the Department of National Defence (DND). Our Integrated Electronic Technical Manual (IETM) solution is now the de facto standard across the Royal Canadian Air Force (RCAF).
Extensive experience with the S1000D standard
Having successfully conducted the implementation of a Common Source Data Base (CSDB) for the IETM using the S1000D specification for one RCAF project, we replicated and scaled this complex functionality design across additional Royal Canadian Air Force (RCAF) fleets.
As a result, our IETM solution is currently being used by over 10,000 users and is deployed on the RCAF Defence Wide Area Network (DWAN) and on-site at three Original Equipment Manufacturers (OEMs). Average system availability is maintained at an impressive rate of almost 100 percent.
With these projects, we have gained a thorough understanding of the S1000D specification, its associated methodology, processes, data production, and management imperatives and, as such, we are in a unique position to offer significant benefits to future customers by using our mature processes, tools, lessons learned, continuous improvement culture, and yearly R&D investments for state-of-the-art Interactive Electronic Technical Publications (IETP) technology.
We are now offering a standalone IETP solution for iPads® and other tablets, and we have initiated the integration of augmented reality technology as applied to aircraft maintenance.
S1000D consulting services
L3 MAS has been invited on many occasions to local and international forums by government and industry to brief and demystify the S1000D specification and its core elements like data modules, business rules and CSDB. We also train partners, help customers implement the specification and provide S1000D consulting services. You need support? We have experts who can help you with your publication challenges. Don't hesitate to give us a call.
Leading the way in expertise and tools for ILS integration
Electronic publications and IETPs or IETMs are only one part of different disciplines required to maintain and support an in-service fleet. This ensemble of disciplines and related tools, systems and software is globally known as integrated logistics support (ILS). In fact, the S1000D standard is just one member of the "S" family of specifications that were created to promote better data integration.
L3 MAS has the proven, company-wide expertise to provide our customers with integrated solutions by ensuring collaboration between our Electronic Publications group and the other discipline leads, including engineering, supply chain, CM/DM, ILS and IT. L3 MAS is so committed to this data integration that we have recently organized ourselves to better promote internal collaboration and service/product integration.


text:
Archive for January, 2013
German Style Potato Salad
Every once in a while I dig into my past with thoughts of things I haven't made in some time. Today was one of those days. I had some leftover cooked potatoes which I decided to use for a breakfast plate which reminded me of one of my favorite potato salads. As I have been known to remake old favorites I think this effort is well worth a try.
There are two things that made sense to change, one is the type of potato the other how they are cooked. Back in the day I used good ole red potatoes which I boiled for use in the salad, this time I chose to steam some Yukon Gold for this recipe. Steaming provides a great texture and retains some of the moisture normally lost when they are boiled.
You will need:
Potatoes one pound small to medium sized Yukon Gold
Bacon quarter pound, thick cut, diced. Try to get bacon that has a lot of fat since you will need the rendering for the sauce.
Vinegar two or three TBSP
Sugar two or three TBSP, white. You might need more to adjust the taste.
Pepper fresh ground, to taste.
Whether you use a steam basket or colander over a pot really doesn't matter just be sure that you steam the potatoes in a single layer if there isn't enough room you can steam them in batches. You can tell that they are done when a sharp knife goes into the flesh easily.
While the potatoes steam put the bacon into a sauce pot large enough to hold it and the vinegar with room to spare. Cook the bacon until crisp, remove it from the fat with a slotted spoon, reserve. Add one TBSP of sugar to the hot fat stirring to combine, carefully add one TBSP of vinegar then repeat with the remaining sugar and vinegar tasting as you go along to get the sweet/sour combination you desire. Keep the sauce warm while you carefully remove the skin from the cooked potatoes, dice them into about 1/2″ cubes. Place them into a bowl with the cooked bacon and then dress with the bacon/vinegar/sugar mixture. Serve warm. Enjoy!


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Follow Online
Alienbee Reviews: DEVIL MAY CALL DVD
from alienbee.com Friday, March 6th, 2015 DEVIL MAY CALL was directed by Jason Cuadrado and stars Corri English, Traci Lords, Van Hansis, Camillia Sanes and Tyler Mane. The movie follows Sam (English), a young blind woman who works at a crisis center answering phone calls on the suicide hotline. She has this one particular caller, John (Mane) who ends…… Continue Reading


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Leaving Liberia
16 February 98
Once while David was out with Gus, travelling in a taxi into downtown Monrovia. David had the camera out and was taking photos of the scenery and interesting-looking people. He heard someone yell out at him and then ran toward the taxi. David was afraid they were police, but the man just entered the front seat of the taxi. However, when David and Gus got out, the man did too, and said that he was a policeman. The policeman just wanted money, and started getting pushy, threatening them with taking them to the station. This was fine with David, so all three went to an office of the Department of Defense. As he went, David had in his mind that he wouldn't be upset to lose the camera and all his money, because David was at peace, resting the knowledge that the eternal life in him couldn't be taken away. On the way to the office, Gus told David to keep his mouth shut and let Gus get them out of the situation.
When they arrived, the police made Gus be quiet and only wanted to speak to David. The officers seriously thought David was a spy and could not believe that David hadn't undergone at least two years of compulsory military training. David made friends with them in his usual charming manner, telling them all about Australia "the land of the kangaroos". Before they left, the officers wanted David to pose with them in a photo taken with David's camera. They also agreed to escort David while he took some more pictures of downtown Monrovia. They even ended up taking a few for him! It had previously been agreed that the officers would examine the negatives of the photos to make sure David hadn't taken pictures of government secret establishments. In Monrovia, it's possible to get the negatives developed without photos being made, so David agreed to do this. The officers kindly offered to just accept money instead of really looking at the proofs, but it turned out to be cheaper to have the negatives developed. David and us left the film, took the receipt and left. When they got back to the photographic studio, the officers had already procured the negatives and were looking at them. Of course there was nothing for them to complain about, so it was all over.
We checked out of hospital on Saturday morning, weak, but better. As we returned to our rooms at ACFI, we heard that a pick-up taking supplies was headed north to Ganta, which is almost on the Guinea border. This was originally our plan to get across the border, but it hadn't seemed as easy before. Now the question was, could I travel? Of course! I just wanted to get back to RCI as soon as possible. While the pick-up was loaded with supplies, unloaded, then reloaded with different things to take to the orphanage in Ganta, we waited hours. Finally, at about 4pm we set out, with still numerous stops at marketplaces and friends' houses. David and I were just glad to be on our way out of the country. Liberia isn't awful, but it's a strain, and we were ready for a break. Previously to beginning the trip, we had prayed that the way would be opened up and the pick-up would be a shining light of God's love, opening a path for us to travel upon. When we reached Ganta, the Liberians said it had been the easiest trip to Ganta they had ever been on, espe-cially with two white people aboard. At 9pm we reached the joyful welcome of the orphanage in Ganta, where they sang to welcome us and thank God for the safe journey. Obvi-ously these supply trips were long awaited and anticipated. We brought bags of rice; cartons of canned chicken and drinks, plus miscellaneous supplies to be given to widows. David and I were given the only bed in the mud-brick struc-ture, and we slept well until the children were awakened for devotions at 6am.
One of David Ward's last minute ideas was that David and I could take out a Liberian boy who had an eye tumor. If the boy was brought to Abidjan, he could have the necessary surgery; David's home church would cover the expenses. At Ganta we met Nyanquoi, known as "Nya." Nya's account of his eye injury is "the fire touched my eye." The resulting infection that received no medical treatment left a huge amount of scar tissue on the eyeball. Nya's eyelid could not close completely over his eye, and it looked almost as if he had two eyeballs. The eye was completely blind, and the doctors feared the infection could spread to the other eye.
The orphanage's director insisted on accompanying us to the border to make sure everything was smooth, but it really wasn't necessary. We got a station wagon from Ganta to Karnplay. David and I sat up front with the driver and four adult men squished together in the back seat. Nya sat on a lap. We picked up and deposited various people along the way and at one stage we had two men in the hatch-back boot with the luggage and two men sitting on the roof of the car. It was like this that we careened down the dirt road at 80kms per hour. Our driver was very good, and only hit one pot-hole really badly.
David and I had anticipated buying exit visas at the border, and were told to be prepared to pay huge amounts for them. However, at one roadblock, the soldier simply stamped our passports with the exit visas, without demanding any money! Isn't God good? We know of someone who paid US$75 for his exit visa at the airport! At Karnplay, a change of taxis gave us another ride directly to the Nuon river. A masked dancer on stilts performed for a large crowd of villagers just outside the immigration department's office. "Come see the devil!" one man urged us. No thanks. Holding Nya's hand, we maneuvered through the crowd to get into the office to have our passports stamped. The officials never even no-ticed Nya. They probably just thought he was a local boy hanging onto us for a coin or two. We were never ques-tioned about taking him from Liberia.
At the RCI side, the soldiers were very solicitous to us, and it was so good to speak French again. The customs official asked us some probing questions about what we believed, and I had the opportunity to share the gospel of Jesus Christ with him and the crowd standing around us. It turned out that he himself was a believer and wanted to see if we were true believers as well. We had to wait several hours for our bush taxi into Danané, and it was a veritable bomb, with exhaust pouring out from under the driver's seat to choke the front row passengers. Again at the police stop outside Danané, out passports were stamped without comment and no one questioned Nya's presence with us. Everyone on the bush taxi knew what we were doing, and most only ex-pressed gratitude for us giving Nya the chance to get medi-cal treatment.
At Danané our choice was either to continue to Man and find accommodation for the night or continue to Abidjan. I opted to continue, though David was concerned about me pushing it too far. We sat in a marquis until the bus left at 8pm, and arrived in Abidjan at 7am after a very long night. Nya was able to sleep most of the way, with his head on my lap, so at least one of us was rested. In Abidjan, after the initial surprise of arriving with a nine-year-old boy, my par-ents quickly adjusted to the idea. My dad had an eye ap-pointment at the hospital on Tuesday morning and was able to persuade the doctor to see Nya at the same time. The Liberian doctor rushed Nya through as an emergency case and planned surgery for Thursday morning.
David spent the night with Nya in hospital prior to the op-eration, and I had the next night. Nya's eyeball was com-pletely removed and the socket cleaned. He actually had parasites in the tissue, so it was removed just in time before they could do more damage. After the operation, Nya was in a lot of pain. Moreover, since he only speaks a little Eng-lish, he couldn't communicate well. However, a kind Libe-rian woman who speaks the same tribal language as he vis-ited him and spoke to him in Mano.
On Friday morning we brought him home again, where he started eating his weight again and riding the tricycle around the patio. The doctor has ordered a prosthetic eye, which may be fitted in the next ten days. We would appreciate your prayers for Nya and his future. It's planned to send him back to the orphanage when he's recovered, but David and I would like you to join us in praying that Nya would find a home with parents to look after him.
At the moment, David and I are planning to leave RCI, travel through Burkina Faso and Niger before flying out of Nigeria on March 16th. However, our plans have been known to change before! We praise God for his never-ending mercies and unfailing goodness to us in all our trav-els. We see miracles every day. Thank God with us.


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This is a compatible Konica Minolta A0DK132 high-yield black laser toner cartridge is guaranteed to perform with your Konica Minolta MagiColor 4650 laser printer. It replaces the original Konica Minolta A0DK132 toner cartridge. The compatible replacement A0DK132 laser toner cartridges and supplies (also known as generic) are specially engineered to meet the highest standards of quality, reliability and exceptional yields that meet or exceed OEM Konica-Minolta (Original Equipment Manufacturer) standards for the A0DK132 and offer high-quality printing results. The use of compatible replacement laser toner cartridges and supplies does not void your printer's warranty. Replaces lower yield A0DK131.
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